RAILWAY MECHANICAL ENGINEER PHILADELPHIA V.91, 1917 ^' .' •' ■ :^.^^^Sm.:r 1 I r inriMttiiiiii'T -"■^- -^' ■^•^' — ■.^»^it;-.>xttwv.^^jM MK^MHMM MMiiil THE UNIVERSITY OF ILLINOIS LIBRARY REMOTE STORAGE iii aaiamtj ^mm iiima.. ; dkanKd Tuo Sections — Section No. 2 December, IQIJ .: . : Established 1832 i INDEX TO VOLUME XCI 1917 1^ INDEX, 1917 VOLUME XCI .# Alirasive belt finishiiii; machine, Blevney Machine Co Acar MfR. Co., Blue signal safety device... Aeroplane, Express packages by Aeroplane flights, Record-lircakinK Air and signal hose couplings. Emergency. Air Brake (see also Urake, Air). Air Brake Association convention. .385, 389, Air brakes. Appliances for testing freight car, in yards, by M. K Air brakes on freight cars. Maintenance of. by H. S. Walton Air commerce after the war Air compressor stuffing boxes. Reclaiming, by C. W. Schane. Air compressors in yards Air compressors. Lubrication of Air hose connection for pits, by R. L. Pres- ton Air pump air strainer, Gustin-Bacon Mfg. Co Air pump capacity. Method of increasing, on double headed trains, by E. F. Given Air pump cylinders. Jig for reboring com- pound, by E. F. Glass Air pump inlet and discharge valvea. Gages for determining the lift of, by H. S. Wal- dron _. Air pump main valve bushings. Boring bar for 8 j4-in. cross-compound Air pump packing gland rings. Reclaiming, by W. K. Qeary Air pump pistons. Removing, by J. A. Jeason Air pump strainer. Canadian Northern Air pump strainer. N. T. Cline Air pumps. Lubricating air cylinders of cross-compound, by J. H. Hahn Air strainer. Westinghouse "Fifty-four" Westinghouse Air Brake Co Ajax MfK. Co.. New forging machine Alinement of locomotive parts. Proper (Gen'l Foremen's Assoc.) American Flexible Staybolt Co.. Flexible staybolt American Society of Mechanical Engineers American Steam Gage & Valve Mfg. Co.. Trainagrapk American Steel Foundries, Brake beam safety hanger American Steel Foundries, Simplex clasp brake American Tool Works Co.. Triple purpose radial drill Anderson, W. S.. Tools for tuminK and threading small screws. Angle cock grinding machine, A. T. & S. F. Annealing steel. Reasons for Anthony, J. T., Prevention of locomotive smoke Apprentice course. Suggestions for a car de- partment, by J. H. Douglas (Car Fore- men's Assoc ) • Apprentice instructors* meeting, Santa Fe.. Apprentice methods. Boiler shop, Santa Fe.. Apprentice, The car department, by Frank Deyot, Jr. (Car Foremen's -Assoc.) Apprentices, Car department, by W._ K. Carr (3rd prire, car inspectors' competition)... Apprentices on the Santa Fc, Freight car... Apprentices, Why not have car department? by George A. Mario w (Car Foremen's Assoc. ) Apron for heavy duty lathe, Houston. Stan- wood &• Gamble Co Arc Welding (see Welding). Arc Welding Machine Co., Constant current, closed circuit arc welding system Arch, Brick. Prevention of locomotive smoke Arch tests. Locomotive brick Arch tests. Locomotive brick, Pennsylvania Railroad Arch tube cleaner. The details of an. Ijl- Konda M f g. Co Armstrong Bros. Tool Co., Tool holders.... Armstrong. George, Centralized production of locomotive repair parts Armstrong, George, Standardization and im- proved locomotive service Ash pan. Cast steel. Commonwealth Steel Co. Association of Railway Electrical Engineers (see Railway Electrical Engineers' Asso- ciation). 652* 410« 644t 706t 688* 443 148' 145 497t ->] 7* 368S "04 268* 48* 435* 458* 322* 510* 398* 510* 132* 515* 648* 272* 462* 592* 353* 663$ 650* 162* S96* 271* 211* 696* 40t 621* 136 505* 585 253 84 577* 198 461* 161' 621* 228( 23S» 109* 352* 289* 541 599* Association year books. Mechanical 421$ .Atchison, Topeka & Santa Fe, Angle cock grinding machine 696* Atchison, Topeka & Santa Fe, Apprentice instructors' meeting 505* Atchison. Topeka & Santa Fe. Boiler shop apprentice methods 585 Atchison, Topeka & Santa Fe. Double deck stock cars 337* Atchison, Topeka & Santa Fe, Freight car apprentices 577* Atchison, Topeka & Santa Fe, Pulverized coal plant for the 187* Atchison, Topeka & Santa Fe, Reducing breaks-in-two on the 341 Atchison, Topeka & Santa Fe, Tank car,... 580* .At'achment, Relieving, for engine lathes, Cincinnati Iron & Steel Co 348* .Automatic Straight Air Brake Co., Passenger and freight brake 633* Axle generator location on passenger cars.. 474| Axles, Tig for upsetting 463* Axles, Machining car wheels and 453 Axles, Recentering car, by E. A. M 256* B Babbitting valve rod crossheads, by J. A. .lesson 262* Baltimore & Ohio, Instructions in good firing 334 Baltimore & Ohio, Refrigerator car 685* Baines Drill Co., All-geared drill and tapper 351* Barnum, E. S., Convention attendance com- petition articU 68 Barnum, M. K., Conservation of railway material 670 Barth, Carl G., Lathe centers and drill press and milling-machine sockets (A. S. M. E.) 43* Bartr, A. L., Hot box competition article... 136 I'.asenberg, W. H., Journal polisher 708* Belnap, Hiram W.. Car inspection of vital importance 79 Itelnap. Hiram W., Safety appliance stand- ards 393* Itentley, F. W.. Jr., Emergency injector re- pairs 407* Mentley. F. W.. Jr.. Emergency repairs to straight air brake valve 268* Bentley. F. W., Jr., Locating defective safety valves 267* Bentley, H. T., Locomotive terminal delays. 639* Bettcher, W. H., Importance of proper load- ing of cars (Car Foremen's Assoc.) 341 I'.ills of material 1735 Blacksmiths' Assoc, Powdered coal for blacksmith shops 123 Blevney Machine Co., Abrasive belt finish- ing machine 652* Blue signal safety device, Acar Mfg. Co... 410* Bohannon, W. J., Saving metal in valve bushings 44 Boiler capacity of locomotives. Utilizing the 5301 ISoiler feed water, A study of, by George L. Fowler 127* Boiler feed water treatment, A convenient method of, Paige & Jones Chemical Co... 271 I'foiler metal treatment. A, Perolin Railway Service Co SO Boiler patches for locomotives, by M. J. Cairns 259* I'oiler scaler, Valveless, George Oldham & Son Co 354* Boiler sheet stock. Rack for storing, by C. L. Dickert 314* Boiler sheets. Flanging, cold, by E. P. Fair- child 36* Boiler tests. Firebox temperature 556* Boiler tube testing machine, Watson-Stillman Co ; 214* Boiler tube reclaiming machine, Joseph T. Ryerson & Son.. 162* Boiler tubes. Applying locomotive, by R. B. Van Wormer 149 Boiler tubes. Renewing, by Daniel Cleary.. 209 Boiler tubes (see also Tubes). Boilers, Annual report of the chief inspector of locomotive 9 Boilers, EflFect of soot in 109t Bolster, Huntoon truck, Joliet Ry. Supply Co 601" Bolt clamp. Pneumatic, by Howard W. Stull 35* Bolt cutter. Turning bolts in a. by Arthur J. Humphrey 93* Bolt rpachine. Flat punch for Ajax, by C. W. Schane 4S9» Books Air Brake Association proceedings, edited by F. M. Nellis Carnegie shape book, Carnegie Steel Co Combustion in the fuel bed of hand-fired furnaces, by Henry Kreisinger et al. Compressed air for the metal worker, by Chas. A. Hirschberg Effects of storage on properties of coal, by S. W. Parr First aid instructions for miners, U. S. Bureau of Mines First principles of electricity, by J. E. Homans Founder's manual. The, by David W. Payne Fuel Association proceedings Locomotive handbook. compiled by American Locomotive Co Locomotive valves and valve gears, by Jacob H. Yoder and Geo. B. Wharen Official proceedings of the American Railway Tool Foremen's Association. Oxyacetyiene welding and cutting, by P. F. Willis Preliminary mathematics, by Prof. F. E. Austin Proceedings of the International Rail- way General Foremen's Association.. Proceedings of the Master Car and Locomotive Painters* Association.... Proceedings of the Traveling Engineers' Association Proceedings of the twenty-fourth an- nual convention of the International Railroad Master Blacksmiths* Asso- ciation Steel and its heat treatment, by Deni- son K. Uullens Turret lathe guide, Gisholt Machine Co. Borer, F. J., Pneumatic punching machine. Borer, Novel use for car wheel Boring bar for use on cylinders and valve chambers at the same time by A. C. Hinckley Boring bar for Westinghouse main valve bushings, by J. H, Hahn Boring bar (see also Machine tools). Boring equalizer brackets in place, C. & N. W Boring machine (see Machine tools). Boring, milling and drilling machine (see Machine tools). Boston & Albany, Conversion of Consolida- tion type locomotives to 8-wheel switchers Boston & Maine, Reclaiming air pump pack- ing gland rings Bradney Machine Co., Inc., Jacks with non- revolving screws Brake, Air, Association convention report.. Brake, Automatic straight air Brake beam safety hanger, American Steel Foundries Brake cylinder packing leathers. Cleaning and lubricating, by R. C. Burns (Air Brake Assoc.) Brake cylinder pressure regulator Brake hose, air. Safe life of (Air Brake Assoc.) Brake leakage determinations. Train, by C. R. Weaver Brake lever computations. Air, by Lewis K. Sillcox Brake Rigging. Passenger car foundation, by Walter V. Turner Brake rigging. Safety hanger for, Elgin, Joliet & Eastern Brake, Simplex clasp. Am. Steel Fdries.... Brake slack adjuster. Truck lever type for freight cars, Gould Coupler Co Brake system. Air, Functional interrelation between the component parts of the, by W. E. Dean (Air Brake Assoc.) Brake valve, Air, Emergencv repairs to straight, by F. W. Bentley, Jr Brakes, air. Improvement in. on freight cars, by J, S. Breyer Brasses, Chuck for shaping main rod, C. B. & Q Brazil, Use of pulverized coal in Breaks-in-two on the Santa Fe, Reducing. . . Breyer, J. S., Improvement in air brakes on freight cars 533 666 288 666 611 533 4 476 175 611 612 119 230 175 119 63 230 119 288 288 695* 264* S03» SIO* 649» 488* 398» 709» 342* 633* 162* 344* 438 443 629* 245* 199* 448* 600* 342» 268* 4761 696» 617' 341 4761 'Illustrated article; ieditorial; tshort non-illustrated article or note; tcommunicatioo. REMOTE STORAGE 1917— RAILWAY MECHANICAL ENGINEER— Index. in Book— (Con tinued) Hri-yer. J. S., Prize article. Hot box compe- tition 21 P>rowti & Sharpe MfR. Co., Heavy service plain grinding machine 213* Brown & Sharpe Mfg. Co., Plain grinding maciiine 347* Brown &• Sharpe Mfg. Co., Power fast tra- verse for milling machine tables 104* Brown & Sharpe Mfg. Co., Quick releasing face milling cutter 355* Brown, H. B., Kindling fires in locomotives (Fuel Association convention) 332* Brown, H. M., Second prize article. Rod job competition 399* Buckeye Steel Castings Co., 6-wheeI truck for Virginian 120-ton coal car 501* Bucknell-Thomas Co., Thread lead indicator 463* Buffalo Forge Co., Portable motor driven shear 519* Buffalo. Rochester & Pittsburgh, Clear vision cab windows 649* Buffalo, Rochester & Pittsburgh, Saving ef- fected by breaking scrap 237* Burns, R. C, Cleaning and lubricating brake cylinder packing leathers (Air Brake Assoc. ) 344* Burns, T. J., The lubrication of freight cars in interchange 335 Bushings, Air press for rod, and driving brasses 588* Bylund, Walter R., Hot box competition article TJ* Cab appurtenances. Location of 529§ Cab windows, Clear vision, by J. H. Nagle. 649* Cairns, M. J., Boiler patches for locomotives 259* Campbell, A., Making a car inspector 194 Canada, Railway man honored 558t Canadian Northern, Air pump strainer 132* Canadian Pacific, Hose testing machine 514* Capacity, More motive power 664§ Cmr Axles (see Axles). Department apprentice. The, by Frank Deyot, Jr. (Car Foremen's Assoc.).. 253 Department apprentice course. Sugges- tions for a, by J. H, Douglas (Car Foremen's Assoc.) 136 Department apprentices, by W. K. Carr (3rd prize, car inspectors' competition) 84 Department apprentices. Why not have? by George A. Marlow (Car Foremen's Assoc.) 198 Department material. Handling, by R. A. Doherty 567 Department organization and efficiency, by C. R. Dobson (Car Foremen's Assoc.) 24 Design, Economics of, by J. A. Pilcher 565* Dining, water heater. Western Maryland 24* Door, Box, side 252* Door lock. Automatic freight, Gustin- Bacon Mfg. Co 108* Draft gear problem. The H Draft sills, Reinforcing freight, by Lewis K. Sillcox 195* End framing, Stresses on, by H. J. Hennessey 582 Inspection of vital importance, by Hiram W. Belnap 79 Inspector, Making a, by A. Campbell.. 194 Inspectors' duties. Piecework and, by W. H. Sitterly 628 Inspectors need better training 635 .Journal box (see Journal box). Keeping, in service 285§ Market 537* Orders in 1916 S* Passenger, Floors, Insulation for, Tuco Products Corporation 464* Passenger, foundation brake rigging, by Walter V. Turner 199* Postal, New floor plans for 637* Prices 430 Repair forces, Co-operation between yard and, by R. H. Dyer (Car Foremen's convention) 255 Repair problems. Freight, by Lewis K. Sillcox 137* Repair situation. Freight S31| Repair yards. Arrangement of 610§ Repairs, Handling freight, by L. K. Sillcox 569* Shop, Steel, E. J. & E 563* Shortage, Car men and the 422§ Shortage or congestion ? 2858 Step, Extension coach, D. M. & N 163* Truck (see Truck). Underframe reinforcement, unique, Marsh Refr. Service Co 578* Ventilating shutter. Wine Railway Ap- pliance Co 45* War performance of 611$ Wheel (see Wheel.) Work, Passenger, by J. R. Schrader. . 77 Car Foremen's Association proceedings, 136, 255, 256 Car Inspectors' and Car Foremen's Associa- tion convention 24, 77, 341 Cars Box, French, built in America 439* Box, The Standard 3| Coal, 120-ton, Virginian Railway 493* Dining, with unique table arrangement, Erie Railroad 346* Freight, D. & H. steel underframe for wood 683* Furniture, Strengthening wooden 437* Gondola, Steel, versus composite, by William Queenan 253 Heater, Tests of Moore 710 Hopper, 85-ton, Pennsylvania 191* Hospital, Erie Railroad 637* Motor, Oil-electric, Electric Car & Lo- comotive Corp 491* Narrow gage steel hopper, Burma, by F. C. Coleman 692* Narrow-gage, used behind the trenches in France ; 498* Passenger, Resistance of, by E. C. Schmidt and H. II. Dunn 247* Passenger, Location of axle generator on 474| Passenger, Steel, C. B. & Q 143* Passenger, Steel, for D. & H 85* Passenger, Steel, Erie Railroad 387* Refrigerator, 15. & 685* Refrigerator, Pennsylvania Railroad 133* Stock, Santa Fe double deck 337* Stock, Wood, Illinois Central 391* Tabular comparison of Automobile 28 Tabular comparison of Box 26, 27 Tabular comparison of Chair 31 Tabular comparison of Coaches, Vesti- bule Steel 32, 33 Tabular comparison of Dining 34 Tabular comparison of Gondola and Hopper 29 Tabular comparison of Refrigerator... 25 Tabular comparison of Stock 30 Tank, Santa Fe 580* U. S. Gov't, for France 537* W^ooden freight 367§ Wooden framed freight equipment, by M. D 336 Carbon monoxide. Killed by 218t Carr, W. K. (3rd prize article, car in- spectors' competition) ' 84 Carty, F. J., Conversion of Consolidation type locomotives to 8-wheel switchers 488* Casehardening with cyanide, A furnace for, by E. T. Spidy 91* Catalogues 59, 116, 172, 226, 282, 420, 472. 528, 662 720 Cement, Cast iron 316t Cement gun. The 407t (/entering machine, by E. F. Glass 153* Central of Georgia, Handling rods at Macon shops 449* Central of Georgia, Rack for storing boiler sheet stock 314* Central Railroad of New Jersey, Pneumatic punching machine 695* Chancy, J. H., Alligator power shears '. 460* Chancy, J. H, Eye forming machine 210* Chancy, J. H.. Ladder riveting machine 102* Chancy. J. H., Radial link grinder 587* Change in fiscal year i§ Chesapeake & Ohio, Forming knuckle pin nuts under the steam hammer 147* Chesapeake & Ohio, Pneumatic shearing ma- ^, chine 455* Chesapeake & Ohio, Rod work on the, by H. M. Brown 399* Chicago & Eastern Illinois, Converted switch locomotives 619* Chicago & Eastern Illinois, Making steam pipes by oxwelding 154* Chicago & North Western, Boring equalizer brackets in place 649* Chicago & North Western, Purifying shop drinking water 202* Chicago & North Western, Shield for temp- ering blast 695* Chicago & North Western, Steam hammer dies for superheater flues 640* Chicago, Burlington & Quincy, All steel pas- senger cars 143* Chicago, Burlington & Quincy, Chuck for shaping main rod brasses 696* Chicago Great Western, Steam pipe joint rings 9* Chicago, Rock Island & Pacific, An innova- tion in tender design 673* Chicago, Rock Island & Pacific, Cutting holes in side rods with oxy-acetylene 455* Chicago, Rock Island & Pacific, Electric welding on the, by E. Wanamaker 307* Chicago, Rock Island & Pacific, Forging machine methods at Silvis shops 583* Chicago, Rock Island & Pacific fuel de- partment 434* Chicago, Rock Island & Pacific, Reclaiming car material 627* Chicago, Rock Island & Pacific, Superheater unit tester 153* Chief Interchange Car Inspectors' and Car Foremen's Association (see Car Inspectors' and Car Foremen's Association.) Chiles, G. S., Design of heavy helical springs 477*, 539* Christy, George C, Hot box competition article 78 Christy, George C, Rod job competition article 503* Cincinnati Bickford Tool Co.. Motor drive for radial drills Cincinnati Iron & Steel Co., "Cisco" re- lieving attachment Cincinnati, New Orleans & Texas, Modern railway shop lighting Cincinnati Planer Co., Planer Clarke, R. R.. 2nd prize article, convention attendance competition Clark, W. S.. Hot box competition article.. "Cleaning up" Muncie roundhouse, by Har- vey De Witt Wolcomb Cleary, Daniel, Prolonging the life of fire- boxes Cleary, Daniel, Renewing boiler tubes Cleary, Daniel, Repairing cracks in the flanges of tube sheets Cleary, William K., Reclaiming air pump packing gland rings Cleveland Twist Drill Co., Tool for remov- ing broken studs nine, N. T., Air pump strainer Coal, Cost of, on Swiss railways Coal, Effect of labor troubles on production Coal for blacksmith shops, powdered, by C. F. Herington (Blacksmiths' Assoc.) . . Coal. Increased production in France Coal, Normal world production of Coal plant. Pulverized, A. T. & S. F Coal, Use of pulverized, in Brazil Coleman, F. C, Narrow gage steel hopper car ^ Collision, Mount Union Collision shocks on steel equipment Commonwealth Steel Co., Cast steel pilot and ash pan Commonwealth Supply (2o., Lewis power re- verse gear Competition, Association, Master Painters tell of benefits from convention attend- ance Competition, Convention attendance, articles, 67, Competition, Enginehouse terminal. .. .6091, Competition, Engine terminal, first prize article by O. T. Dickens Competition, Engine terminal, second prize article, by T. S. Grant Competition, Engine terminal, third prize article, by K. R. Mitchell Competition, Hot box Competition, Hot box, articles 21. 77*. Competition, Hot box, article, by George C. Christy Competition, Hot box, article, by W. S. Clark Conipetition, Hot box, article, by Jos. Dalzell Competition, Hot box, article, by M. Glenn, Sr Competition, Hot box, article, by C. S. Taylor Competition, Hot box, its cause and cure, by J. F. Leake Competition, Hot box. Three reasons for, by A. L. Bartr Competition, Locomotive terminal Competition. Milling machine Competition, Milling machine, announce- ment Competition, Rod job 117J. 173|, Competition, Rod job. prize article, by E. A. Miller Competition, Rod job. second prize article, by H. M. Brown Competition, Rod job. third prize article, by James Grant Competition, Rod job, article by (George C. Christy Competition, Rod job, article by C. L. Dickert Competition, Rod job, article by George Twist Compressed air in railroad shops. The use of (Railway Electrical Engineers' con- vention) Compressed air. The abuse of Computations, Air brake lever, by Lewis K. Sillcox Conductor's relation to the oiler. The, by M. Glenn, Sr. (Hot box competition).... Connector, Automatic train pipe. Union Au- tomatic Connector Corp Convention attendance a big asset (competi- tion articles) Convention attendance. Benefits from Conventions postponed. Mechanical Conversion of Consolidation to 8-wheel switcher, by F. J. Carty Coons, Charles N., Vaporizer for burning kerosene Co-operation between yard and car repair forces, by R. H Dyer (Car Foremen's Assoc.) 255 Copp, C. E,, Association competition article. 201 Cost of equipment failures. The 621 (Tosts, Increasing output and reducing unit, by E. T. Spidy 315* Counterbalance of locomotives. Cross, by C. H, Paris 561* Couplings, Emergency air and signal hose.. 688* Cox, M. F., Repairing main and side rods. 457* Crank pin inspection gage, Jerome-Edwards Metallic Packing Co 413* 652* 348* 207* 350* 67 249 265 94 209 158 398* 161* 515* 476t 688t 123 688t 424t 187* 617* 692* 187* 1731 599* 707* 201 155 6651 697 699* 700 2\ 197 78 249 246 146 254 135 136 53011 1171 611 283i 317* 399* 405* 503* 449* 513* 39* 5311 245* 146 105* 67 2271 488* 263* 'Illustrated article; ^editorial; tshort non-illustrated article or note; Icommunication. ■^7muk^ H IV 1917— RAILWAY MECHANICAL ENGINEER— Index. Crank pin press. Portable, Watson-Stillman Co 650» Crawford, C. H., Power tests of machine tools 294* Crossliead kevway cutter. Portable piston rod and. Enimett G. Detrick. 273» Crosshead pins. Dies for repairing threads on 587* Crosshead shoes, Fastening, Charles Markel. 49* Crosshead shoes, Jig for planing outside of, by Locke Walker 648* Crnssheads, Babbitting valve rod, by J. A. Jesson 262* Cutting-ofT machine (see Machine tools). Driving boxes, boring and facing with car wheel borer 264* Drivin? boxes. Hooks for lifting 209* Duluth, Missabe & Northern, Extension coach step 163* Dunn, II. H., Resistance of passenger cars. 247* Dyer, U. H., Co-operation between yard and car repair forces (Car Foremen's Assoc.) 255 Dalzell, Joseph.. Hot box competition article. Dean, W. E., Functional inter-relation be- tween the component parts of the air brake system (Air Brake Assoc.) Delaware & Hudson, Interesting back shop performance Delaware & Iludson, Steel passenger cars. Delaware & Hudson steel underframe for w ood freight cars Denver & Rio Grande, Santa Fe type loco- motives Derailments due to defective equipment, by William Queenan Design, An innovation in tender Design, Economics of car, by J. A. Pilcher. Design, Locomotive, from a maintenance standpoint Design, New departure in locomotive Design of electric locomotives. Mechanical (A. S. M. E.) Design of forging machine dies, by E. R. Frost Design of heavy helical springs, by G. S. Chiles and R.G. Kelley... 477*. Design, Preliminary locomotive, by W. R. Maurer 551*, Design, Walschaert valve gear, by H. A. Wei^s De Saussure, F. G., Some arc welding in- formation 95 *, Detention records. Locomotive terminal, Penn. R. R Detrick, Emniett G., Portable piston rod and crosshead key way cutter Deyot, Jr., Frank, The car department ap- prentice (Car Foremen's Assoc.) _. Dickens, O. T., Engine terminal competi- tion, first prize article Dickert, C. L.., Convention attendance com- petition article Dickert, C. L., Rack for storing boiler sheet stock Dickert, C. L., Rod job competition article. Die for forming knuckle pin nuts under the steam hammer, by H. C. Gillespie Die for forming strainer brasses Die and holder. Acorn, Greenfield Tap & Die Corp Dies, Steam hammer, for superheater flues. Dies, Design of forging machine, by E. R. Frost •. Distributing valves. Device for reboring, by E. S. Reardon Dobson, C. R.. Car department organization an(I efficiency (Car Foremen's Assoc.)... Dodds. Ethan L, Cold stored light Doherty, R. G., Handling material for the car department Donellon, J. F., A dining car water heater. Door, Box car side Doud. Willard, Selection of machine tools. Douglas, T. H., S'ipgestions for a car de- partment apprentice course (Car Fore- men's Assoc.) Dow, A. M., Prize article. Hot box com- petition • Draft arm of rolled steel, Elgin, Joliet & Eastern Draft gear attachment, Murray, Keyoke Railway Equipment Co Draft gear problem. The Draft gear requirements. Modern, by L. E. Endsley Draft sills. Reinforcing freight car, by Lewis K. Sillcox Drafting of locomotives. Fuel economy and proper, by D. R. MacBain Draper Mfg. Co., Flue reclaiming attachment Drawbar upsetting machine, A rod and, Walter Stock Drawbars, Jig for upsetting Drill, Forged twist, A. E. Russ Forged Drill Co Drill press and milling machine sockets, I athe centers and, by Carl G. Barth (A. S. M. E.) Drill Csee also Machine tools). Driving box cellar bolt holes. Reducing wear in, by H. C. Spicer Driving box chuck. Universal, M., St. P. and S. S. M Driving box hub liner, A removable, by J. T. Mallard Driving box spring seat milling machine, by F. W. Seelert Driving box wedges with broken flanges, Reclaiming, by William Hall 246 342* 401* 85* 683* 431* 251 673* 565* 678 3691 75 645* 539* 6SS 71* 156* 625* 273* 253 697 155 314* 449* 147* 212* 599* 640* 645* 98* 24 515* 567 24* 252* 292 136 21 442* 411* 11 689* 195* 130* 354* 45* 463* 518* 43* 258* 647* 598* 397* 39* £ Earnings, Freight car repair track Eccentric and side rods. Reversible Eccentrics, Rollers for applying, Gt. Nor... Economics of the shop power house, by V. T. Kropidlowski 243. 373*. Economy Devices Corporation, Articulated tender trucks Economy Devices Corporation, Type "B" Ragonnet reverse gear Edmonds, G. S , The work of the men at home Educate the trainmen, by A. W. Norton... Elfficiency, Car department organization and, by C. R. Dobson (Car Foremen's Assoc.) Efficiency engineer. The, by Gulf Efficiency, Improve railroad Efficiency, Increasing freight car Efficiency of motive power Efficiency, Railway, and the war, by Daniel Willard Efficiency, Shop, and illumination Elgin, Joliet & Eastern, Draft arm of rolled steel Elgin, Joliet & Eastern, Safety hanger for brake rigging Elgin, Joliet & Eastern. Steel car shops... Electric Car & Locomotive Corporation. Oil- electric motor car Electric Controller & Manufacturing Co., Automatic starter for induction motors.. Electric locomotive operation Electric welding (see Welding). Electrical equipment repair shops Endsley, L. E., Draft gear requirements... Engine failure. What is an? by A. B. C. Engine failure, What is an? by W. J Engine failures. Analyze your Engine terminal competition. .. ..530S, 609§, Engine terminal delay. Decreasing (compe- tition prize articles) Engine terminal delays, by II. T. Bcntley.. Engine terminal detention records, Penn. R. R Engineers, The Ninth Regiment of Engineers now in France, Railway Engineers, Railway regiments' tobacco fund. Engineers, 19th regiment. Word from, in France Eneinehouse, "Cleaning up," Muncie, by Harvey De Witt Wolcomb.... Enginehouse facilities. Improving Enginehouse foreman, "Fired" — for the good of the service, a story by Harvey De Witt Wolcomb ^ Enginehouse sujiervision. Notes on, by John F. Long Enpinehouse, Work distribution in the, by John F. Long England, Tank locomotives.. Equalizer brackets. Boring in place, C. & N. W Equipment. Derailments due to defective, by William Queenan . Equipment, Improve efficiency of Equipment, Increase of steel passenger, in service • Equipment orders in 1916 Equipment orders placed in June... Equipment situation in Russia. Railway... Equipment situation. The railway Erie Railroad. Dining cars with unique table arrangement Erie Railroad, Hospital car Erie Railroad, Muffler for blowing down- boilers Erie Railroad, Steel passenger equipment.. Ernest, 1... Exhaust separator for headlight service Evans, G. S., Practical tests of freight car paint Eye forming machine, by J. H. Chancy... Facing machine. Air valve Failure, What is an engine? by W. J.... Failures, Analyze your engine Fadures, The cost of equipment Fairchild, E. P.. Flanging boiler sheets cold Faris, C. H., Cross balance of locomotives. . Fay & Egan Co., J. A., A ship band saw.. Feedwater heating. Locomotive Feedwater heating, Locomotive (Fuel Assoc.) Feedwater, Study of boiler, by George L. Fowler Feedwater treatment, A convenient method of boiler, Paige & Jones Chemical Co.... File cleaning and sharpening machine, Macleod Co Filter and grease extractor, Lagonda Mfg. Co. Filter, Automatic oil Firebox. McClellon water-tube. 61$ 105* 706* 675* 216* 597* 666t 666t 24 92 299 502t 1741 489 610§ 442* 448* 563* 491* 653* 186 203* 689* 230t 120t 6115 66SS 697* 639* 625* 376* 543* 616 615 265 1741 37 97 262 425* 649* 251 299 386 5* 380t 6638 229§ 346* 637* 592* 387* 70* 19* 210* 211* 120t en 62S 36* 561* 160* 2841 323* 127* 271 103* 107* 451* 239* Firebox temperature experiments 556* Firebox volume. Prevention of locomotive smoke, by J. T. Anthony 621* Fireboxes, Prolonging the life of, by Daniel Cleary 94 "Fired' — For the good of the service, by Harvey DeWitt Wolcomb 37 Fires, Kindling, in locomotives, by H. B. Brown (Fuel Assoc.) 332* Firedoors, Height of 559* Firing engines at engine houses (Smoke Prevention Assoc. ) 242 Firing, Instructions in good, B. & 334 Flange lubricator, IL S. Ranch 49* Flue reclaiming attachment, Draper Mfg. Co 354* Flux for oxy-acetylene welding of cast iron 194t Foremen and officers, A responsibility of.. 4735 Foreman, Plea of a 424t Foreman who fired himself, A, by Harvey DeWitt Wolcomb 99 Forging machine. Ajax Mfg. Co 462* Forging machine dies. Design of, by E. R. Frost 645* Forging machine work at Silvis shops. Rock Island ••;•.•;, : 583* Foster Machine C^o., Universal turret lathe. 269* Fowler, George L., A study of boiler feed water 127* Fox Machine Co., Sensitive multiple drill.. 159* France, Box cars built in America for 439* France, Cars used behind the trenches.... 498* France, Word from our railway men in.... 615 Franklin Railway Supply Co., Flexible pipe connection 356* Eraser. T. G., Welding high-speed steel tips to tools 158 Front ends. Altering locomotive, by F. P. Roesch 176t Frost, E. R., Design of forging machine dies . 645* Fry, Lawford H. The Kiesel locomotive tractive effort formula 69, 126 Fuel Association convention. .. .301*. 323*. 332*, 383*, 485' Fuel. Canadian railway 407t Fuel department organization 422S Fuel department. Rock Island 434* Fuel economy and proper drafting of loco- motives, by D. R. MacBain 130* Fuel economy. An additional incentive for. 1738 Fuel economy. Suggestions for (Fuel Assoc.) 301 Fuel economy, Theory, practice and results of, by W. P. Hawkins (Fuel Assoc.)... 304 Fuel organization. Railroad 1188 Fuel, Peat powder as a locomotive 76 Fuel problem. The national 6658 Fuel, Pulverized, for locomotives, by J. E. Muhlfeld (A. S. M. E.) U Fuel, Pulverized, for the railways (Fuel Assoc.) 485 Fuel records. Graphic display of individual, daily, by Hiram J. Slifer (Fuel Assoc.).. 383 Fuel supply. Conserve your 284§ Furnace for case-hardening with cyanide, A. by E. T. Spidy 91* Gape, Crank pin inspection, Jerome-Edwards Metallic Packing Co 413* Gages for determining the lift of air pump inlet and discharge valves, by H. S. Waldron 322* Gainey. J. J.. Interchange inspection (Car Foremen's Assoc.) 20 Gasolene cautions 314t General Electric Co., Thermostatic metal. . 516* General Foreincn's Association, Boosting the, convention attendance competition articles 155 Georgia Railroad, Alligator power shears... 460* Georgia Railroad, Eye forming machine.... 210* Georgia Railroad, Ladder riveting machine. 102* Geoigia Railroad, Radial link grinder 587* Germany, Rolling stock situation in 610S Gibb Instrument Co., A magnetic pyrometer 49* Gibbons, J. W., Association competition article 201 Gillespie, H. C, Forming knuckle pin nuts under the steam hammer 147* Gillespie, H. C, Tool for forming rod bush- ings 94* Givin, E. F., Method of increasing air pump capacity on double headed trains 435* Givin, E. F., Special shaped nozzles; the reason for their efficiency 120*t Glass, E. F., Centering machine 153* Glass. E. F., Jig for reboring compound air compressor cylinders 458* Glenn, Sr., M., Hot box competition article. 146 Glover, George T., Service tests of steel springs 124* Grain car situation, The 2278 Grain line. Calculating height of, for box cars, by Thos. R. Williams 636 Grant, James. Third prize article, Rod job competition 405* Grant, T. S., Second prize article. Engine terminal competition 699* Graphite cylinder lubricator. Automatic dry. United States Graphite Co 270* Graphite lubricator. Elijah McCoy Mfg. Co. 710* Grate bar. Elliptical, Thomas Grate Bar Co. 270* Grease cup plug, Mason. F. Mason 601* •Illustrated article; Seditorial; tshort non- illustrated article or note; ^communication. 1917— RAILWAY MECHANICAL ENGINEER— Index. ■:3 Grease extractor, Filter and, Lagonda Mfg. Co Great Northern, Folding horse for sheet metal work Great Northern, Machining shoes and wedges Great Northern, Rollers for applying eccen- trics Great Northern, Saving money on tinware.. Great Northern, Time saving planer attach- ment Greenfield Tap & Die Corporation, Acorn die and holder Grinder, Portable truck wheel, by F. Os- boiirne Grinders (see Machine tools). Grinding and milling work Grinding machine. Angle cock, A. T. & S. F. Grinding machines (see Machine tools). Grinding, Plain cylinder, by A. B. C Gould Coupler Co., Truck lever type slack adjuster Guard, Water gage glass. Simplex Safety Boiler Gage Glass Co _. Gustin-Bacon Mfg. Co., Air strainer for lo- comotive air pumps Gustin-Bacon Mfg. Co., Automatic freight car door lock Gustin-Bacon Mfg. Co., Journal box cooler. H Haanel, H. E., Hot box competition article. ffack saw machine (see Machine toolt). Ilahn, J. H., Bar for boring Westinghouse main valve bushings Hahn, J. H., Lubricating air cylinders of cross-compound pumps Hall, William, Reclaiming wedges with broken flanges Hammer, pneumatic. Rivet cutting. Rivet Cutting Gun Co Hanger, Brake beam safety, American Steel Foundries Hanson, F. H., Cut journal — owner's defect Hansen, Wm., Unnecessary transfer of loads Hauser, W. H., Converted switch loco- motives Hauser, W. H., Making steam pipes by oxwelding methods Hawkins, W. P., Theory, practice and re- sults of fuel economy (Fuel Assoc.) Headlight equipment, Electric, Locolight Co. Headlight rule. The new Heater, A dining car water, by J. F. Donellon Helms, J. E., Prize article, Hot box com- petition Hendey Machine Co., 20-in. crank shaper. . Hennessey, H. J., Stresses on end framing of cars Herblin, M., Lathe boring tools Herington, C. F., Powdered coal for black- smith shops (lUacksmiths' Assoc.) Hickok.W. H., Hot box competition article Hinckley, A. C , Boring cylinder and valve chambers Hisey-Wolf Machine Co., Ball bearing bench and floor grinders Hoist, Portable pillar, Ingersoll-Rand Co.. Holder-on with automatic recoil, Staybolt, by Perry J. Swezey Hooks for lifting driving boxes Hooton, J. W., A novel planing device.... Horse for sheet metal work. Folding, Gt. Hose couplings. Emergency air and signal. Hose, Safe life of air brake (Air Brake Assoc. ) Hose testing machine, by F. Osborne Houston, Stanwood & Gamble Co., Apron for heavy duty lathe Humphrey, A. j.. Roller tool for finishing piston rods Humphrey, A. J., Shoe and wedge job Humphrey, A. J., Turning bolts in a bolt cutter Huntley, W. P., convention attendance com- petition article Hydraulic Press Mfg. Co., Motor driven four-plunger pump Ideal Waste Check Co., Journal box waste check Illinois Central, Locomotive rod work at McComb. Miss niinois Central, Strengthening wooden furniture cars Illinois Central. X'aporizcr for burning kerosene . Illinois Central, Wood stock cars Illumination, Shop efficiency and Indicator for placing jacks, by W. J. Kelly. Indicator, Thread lead, Bucknell-Thomas Co. Incersoll-Rand Co., Portable pillar hoist... Injector repairs. Emergency, by F. W. Bentley Inspection, Interchange, by J. J. Gainey (Car Foremen's Assoc.) Inspection, Locomotive, Tobesura Weno "Back on the job" Inspection, Locomotive, "T. W. too sharp for the M. M." 107» 584» 147* 706* 511« 643» S99» 212* 309» 696* 641 600* 462* 48* 108* 163* 22 510* 648» 39» 519" 162» 447 S34t 619* 154» 304 357* 28 24» 22 215* 582 S84» 123 197 S03» 352* 51» 264» 209' 158» 688* 443 514* 461* 148* 257* 93* 68 SO' 214» 503* 437' 263* 391» 610S 36* 463* 51* 407* 20 424** S34t Inspection problems. Interchange, by W. H. Sagstetter (Car Foremen's Assoc.) 256 Inspection requirements. Federal (Gen'l Foremen's Assoc.) 589* Inspection rules. Modification of Federal.. 550 Inspection of vital importance. Car, by Hiram W. Belnap 79 Insulation for passenger car floors, Tuco Products Corporation 464* Insulation, Refrigerator car, B. & 685* Interchange inspection, by J. J. Gainey (Car Foremen's Assoc.) 20 Interchange inspection problems, by W. H. Sagstetter (Car Foremen's Assoc.) 256 Interchange rules. Interpretation of 23 International & Great Northern, Reclaim- ing wedges with broken flanges 39* International Machine Tool Co., Libby high power turret lathe 349* International Railroad Master Blacksmiths' Association (see Master Blacksmiths' As- sociation) 123 International Railway Fuel Association (see Fuel Association). Interstate Commerce Commission, Annual report of chief inspector of locomotive boilers 9, 664§, 680* Interstate Commerce Commission, Division of Safety report. The 141 Interstate Commerce Commission, Locomo- tive inspection requirements (Gen'l Fore- men's Assoc.) {.. 589* Interstate Commerce Commission, Modifica- tion of locomotive inspection rules 550 Inventions during the war, British SlOt Jacks, Indicator for placing, by W. J. Kelly 36* Jack truck, Norton, by C. W. Schane 460* Jacks with non-revolving screws, Bradney Machine Co., Inc 709* Jerome-Edwards Metallic Packing Co., Crank pin inspection gage 413* Jesson, J. A., Babbitting valve rod cross- heads 262* Jesson, J. A., Method of testing valves.... 644* Jesson, J. A., Removing air pump pistons. 510* Jig for use in upsetting axles and draw- bars, J. J. Lynch and H. Pfluger 463* Joliet Railway Supply Co., Huntoon truck bol.ster 601* Journal bearings. Anti-friction, a remedy (hot box competition) 77* Journal box competition. Hot 3| Journal box cooler, Gustin-Bacon Mfg. Co. 163* Journal box. Hot — its cause and cure. The, by J. F. Lenke (IJot box competition) . . 135 Journal box, Hot, problem not insurmount- able (competition articles) 21 Journal boxes. Hot, Carelessness and ig- norance responsible for (competition article) 197 Journal boxes. Hot, Co-operation of all roads needed to reduce (competition article) 246 Journal boxes, Hot, The conductor's relation to the oiler (competition article) 146 Journal boxes. Hot, Educate the men (com- petition article) 78 Journal boxes. Hot, on freight cars 632 Journal boxes. Hot, Interest the men in (competition article) 254 Journal boxes, Hot, Lubrication of cars in interchange, by T. J. Burns 335 Journal boxes, Hot, Prevent, by education (competition article) 249 Journal boxes. Hot, reduced by following instructions (competition article) 197 Journal boxes. Hot, Three reasons for (competition article) 136 Journal boxes. Hot, by H. L. Shipman .... 683 Journal box waste check. Ideal Waste Check Co 214* Journal, Cut — Owner's defect, by F. H. Hanson 447 Journal polishei , W. H. Basenberg 708* Kadel, B. W., Virginian 120-ton coal car.. 493* Kelley, R. G., Design of heavy helical springs 477*, 539* Kelly, W. J., Indicator for placing jacks. . 36* Kerosene engine for McKeen motor cars. . 465* Kerosene, \'aporizer for burning. III. Cent. 263* Keyway cutter. Portable piston rod and crosshead. Emmett G. Detrick 273* Keyoke Railway Equipment Co., Draft gear attachment 411* Kiesel locomotive tractive effort formula. The, by Lawford H. Fry 69. 126 King, Harry, Hydraulic press and pump for rod bushing work 513* Kropidlowski, V. T., Power house eco- nomics 243, 373*, 675* Ladder riveting machine, by J. H. Chancy. 102* Lagonda Mfg. Co., The details of an arch tube cleaner 109* Lagonda Mfg. Co., Filter and grease ex- tractor 107* Landis Tool Co., Horizontal boring, milling and drilling machine 215* Landon, W. G., Tools for the workmen... 4241 Langreck, A. E., Firing engines at engine houses 242 Lathe boring tools, by M. Herblin 584* Lathe centers and drill press and milling machine sockets, by Carl G. Barth (A. S. M. E.) 43* Lathe (see also Machine tools). Lathes, Relieving attachment for engine.. 348* Lathes, woodworking. Motor headstocks for, Westinghouse Elect. & Mfg. Co 651 Leake, J. F., Hot box, competition article.. 135 Leech, C. C, A pilot snow plow 66* Lehigh Valley, 2-10-2 and 4-6-0 type loco- motives 231* Liberty bond. Buy a 284| Liberty loan. Second call for the 530| Liberty loan subscription 406t Light. Dodds* cold stored 515* Lighting, Modern railway shop 207* Link grinder, radial, by J. H. Chancy 587* Line shaft bearings, Babbitting, by W. F. Schaphorst 512 Loading of cars. Importance of proper, by W. H. Bettcher (Car Foremen's Assoc). 341 Loading lumber. Rules for 283| Lock, Automatic freight car door, Gustin- Bacon Mfg Co 108* Lock nut. Roller, Roller Nut Lock Co 218* Lock, Vestibule trap door, Tuco Products Corporation 461* Locolight Co., Headlight equipment 357* L.oconiotive Ash pan, cast steel. Commonwealth Steel Co 599» Balance of. Cross, by C. H. Faris 561* Boiler (see Boiler). Cab windows. Clear vision. B. R. & P. 649* Crosshead shoes. Fastening, Charles Markel 49* Cylinder and valve chambers. Boring, at the same time 503* Cylinders with cracked steam passages reclaimed, by R. A. H 504* Design from a maintenance staindpoint, by W. H Winterrowd 678 Design, New departure in 369| Design, Preliminary, by W. R. Maurer, 551*. 655 Exhaust nozzles. Special shaped; the reason for their efficiency, by E. F. Given 1 20*t Exhaust pipe, variable, Russian loco- motives 549* Firebox (see Firebox). Font ends. Altering, by F. P. Roesch.. 176t Headlight rule. The new 21 Inspection report, I. C. C 664fi, 680* Inspection requirements. Federal (Gen'l Foremen's Assoc.) S«9» Inspection rules. Modification of Federal 550 Maintenance, High pointy ^n 533| Market ^l^' 537* Operation, Electric 186 Orders in 1916 5« Parts, Proper alinement of ((ien'l Fore- men's Assoc.) 592* Pilot, Cast steel. Commonwealth Steel „ Co S99» Prices 430 Reciprocating parts. Light. 119| Repair Situation 533| Repairs, False economy in 423| Rod packing and swab holder, Paxton- Mitchell Co 217* Safety chains. Tools for making, St. L..& S. F 35* Service, Standardization and improved, by Geo. Armstrong 541 Superheater unit tester, C. R. I. & P. . 153* Tender design. An innovation in. Rock Island 673* Terminal delays, by H. T. Bentley 639* Terminal detention records. Penn. R. R. 625* Tests, Mikado type, Penn. R. R 328* Tests of a Pennsylvania Atlantic type locomotive, by Andrew C. Loudon... 177* Throttle valve, Russian locomotives... 548* Tractive effort (see Tractive effort). Valve bushings. Saving metal in, by W. J. Bohannon 44 Valve, Piston, for Russian Decapod lo- comotives S48« Valve, Shukaloff drifting 549* Valve, Zyabloff by-pass 549* Wedges with broken flanges. Reclaiming, by William Hall 39* Locomotive Stoker Co., Duplex stoker 408* Locomotives 0-6-0 switch. Converted, C. & E. 1 619* 0-8-0 switchers from 2-8-0 type locomo- tives, Boston & Albanv 488* 2-8-0. United States Army 484* 2-10-0 Pennsylvania Railroad 370* 2-10 Russian 545* 2-10-2. Denver & Rio Grande 431* 2-10-2, Lehigh Vallev 231* 2-10-2, Southern Railway 381* 2-10-2, Wabash 667* 4-6-0, Lehigh Valley 231» 4-8-0 Madrid, Zaragoza & Alicante pas- senger 183* h •Illustrated article; §editorial; tshort non-illustrated article or note; tcom'munication. VI 1917— RAILWAY MECHANICAL ENGINEER— Index. comparison of 2-10-2 and . of' 4-8-2.' '4-6-2 1-8-0 and Locomotives — (Continued) 4-8-2, Soiitliern Railway 2-8 2-2 8, Southern Duplex 2-8-8-2, Fhiladelphia & Reading 2-8-8-8-4 Virginian Triplex (with inset) Electrii-, Advantages of Electric, Mechanical design of (A. S. M. E.) Electric, Pennsylvania Railroad Handling, at terminals Itctter operation of The war iierformance of Tabidar comparison of 0-8-0 and 0-6-0 types Tabular types Tabular comparison 4-6-0 types Tabular comparison of Mallet and 2-8-2 types Tank, Motlern British, by E. C. Poult- ney ._ I.ong, John F., Notes on roundhouse super- vision I-ong, John F., Work distribution in the roundhouse I.oudon. Andrew C, Pennsylvania locomo- tive tests Louisville & Nashville, Babbitting valve rod crossheads Lubricants, Lack of, in Germany Lubrication of air compressors Lubrication of freiuht cars in interchange, The, by T. J. I'urns. Lubricator for air cylinders of cross-com- pound air |>iunps, by T. II. Ilalin Lubricator. .Automatic dry graphite cylinder, United States Craphile Co Lubricator, Automatic flange, Swanson Au- tomatic F'lange Lubricator Co Lubricator. (ir.Tphite, Elijah McCoy Mfg. Co. Lumber, Rules tor loading Lyndon, Ceorge VV., The chilled iron car wheel Lyons, J. C, Reinforced shoe and wedge. . M MacBnin. P R., Fuel economy and proper drafting of locomotives McClellou water-tube firebox . McGownn. .\., Train line maintenance..... ^lcCoy Manufacturing Co., Klijali, Ciraphitc hibricator McKcen Motor Car Co., Kerosene engine for cars Machine tool demands. Foreign Machine tool equipment in railway shops.. Nfarhine tuol situation. The Machine Tools Poring bar. Portable column. Pedrick Tool & Machine Co Boring and facing machine. Tube, Pedrick Tool & Machine Co Boring machine. Horizontal, Pedrick Tool & Machine Co Boring machine, Locomotive cylinder and valve chamber, Newton Machine Tool Works Boring, milling and drilling machine, Horizontal, Landis Tool Co. Cutting-off machines, .Automatic metal. Nutter vK: Barnes Co Developments in railway shop Drill. Radial Morris Machine Tool Co Drill, Sensitive multiple. Fox Machine Co Drill and tapper, .\ll-geared, Barnes Drill Co Drill, Triple purpose radial, American Tool Works Co. Drilling machine with tapping attach- mcjit, Weigel Machine Tool Co Drills, Moto- drive for radial, Cincin- nati Bickford Tool Co Grinder, Heavy duty car wheel, Putnam Machine Co Grinder. Type "C" Dumore portable, Wisconsin Electric Co Grinders, Ball bearing bench and floor, Hisey-Wolf Machine Co Grinding machine. Heavy service plain. Brown & Sharpc Mfg. Co Grinding machine. Vertical surface, Reed-Prentice Co Grinding machines. Plain, Brown & Sharpe Mfg. Co Hack saw machine, L. S. Starrctt Co. Lathe, .Apron for heavy duty, Houston, Stanwood & Gamble Co Lathe. A car-wheel, Niles-Bement- Pond Co Lathe. Heavy all-geared head, Pitts- burgh Machine Tool Co Lathe, Heavy duty engine, Oliver Ma- chinery Co Lathe, Geared head. National Lathe Co. Lathe, Libby high power turret. Inter- national ilachine Tool Co Lathe, Ouick change, Mullinger Ma- chine Tool Co., Inc Lathe, Standard engine, Morris Ma- chine Tool Co 381» 121» 333* 64* 210t 75 379' 474§ 422§ 6111 18 16 15 17 425* 97 262 177* 262* 465t 704 335 648* 270' 218* 710* 283S 249' 272* 130" 239* 189 710* 465» 613 48 306 412* 51» 107* 159* 215* 356* 297 108* 159* 351* 271* 651* 652» 103* 355* 352* 213* 353* 347» 48* 461* 45* 518* 109' 517* 349» 160* 35r Machine Tools — (Continued) Lathe, Universal turret, Foster Ma- chine Co 269* Milling machine tables. Power fast traverse for, Brown & Sharpe Mfg. Co 104* New versus old 286 J Planer, 30in. by 30-in., Cincinnati Planer Co 350* Power tests of, by C. H. Crawford 294* Selection of, by Willard Doud 292 Shaper, Back geared crank. Queen City Machine Tool Co 354* Shaper, 20-in. crank, Hendey Machine Co 215* Macleod Co., File cleaning and sharpening machine 103* Madrid, Zaragoza & Alicante passenger lo- comotives 183* Maintenance of air brakes on freight cars, by H. S. Walton 145 Maintenance, Freight car, by L. K. Sillcox. 569* Maintenance, High points in engine 533§ Maintenance, Train line, by A. McGowan. 189 Mallard, J. T., A removable driving box htib liner 598* Malleable iron, Fallacies regarding, by A. H. Weston 481* Malleable iron. How to tell 76t Markcl. Charles, I'astening crosshead shoes 49* Market, Car and locomotive 537* Markets, Railway supplies and foreign.... 35 Marlow, George A., Why not have car de- partment apprentices? (Car Foremen's Assoc.) 198 Marsh Refrigerator Service Co., Underframe reinforcement 578* Martell Packings Co., Cast iron piston rod packing 711* Mason, F., Grease cup plug 601* Master Blacksmiths' .Association (see Black- smiths' .Association). M. C. B. Assoc, letter ballot results 574* M. C. B. rules, Cut journal — owner's de- fect, by F. H. Hanson 447 M. C. B. rules. Interpretations of 23 Material, Conserve 451 Material, Conservation of railway, by M. K. Barnum 670 Material. Reclaiming car. Rock Lsland 627* Slaterial, Handling car department, by R. A. Doherty 567 Maurer, VV. R., Preliminary locomotive de- sign ...551*. 655 Mechanical department, "Do your bit"..... 287§ Mechanical department a factor in train loading, by T. T. Ryan 624 Mechanical department. The future of 47SS Mechanical department prospects for 1917. 2§ Mechanical department. Valuation in the. 61i Mechanical department valuation organiza- tion ; 283$ Mechanical department. Wake up 535* Mechanical department and the war. The. . 473S ^Itchanical engineer. An opportunity for the 4758 Mechanical engineering. The value of S82t Mechanical Knginecrs, American Society of 663§ Mechanics, Shortage of, threatened 3688 MeetingfS -American Foundrymen's Association... 521 American Gear Manufacturers' Asso- ciation 360 American Railway Tool Foremen's As- sociation 220, 415 -American Society for Testing Materials 360 Association of Manufacturers of Chilled Car Wheels 655 Boiler Makers' Supply Men's Associa- tion 276 Car Foremen's Association of Chicago. 655 Car Inspectors' and Car Foremen's As- sociation 165, 220. 360 Central Railway Club...... Ill General Foremen's Association Ill, 360 Interchange Car Inspectors' and Car Foremen's Supply Men's Association. 276 International Railroad Master Black- smiths' Association 415, 521 June Mechanical Conventions Ill, 220 Master Boiler Makers' Association. .54, 360 M.TSter Car and Locomotive Painters* -Association 467 Master Mechanics' and Master Car Builders' Associations 360 Master Tinners', Coppersmiths' & Pipe- titters' Association 360 New York Railroad Club 165 Pacific Railway Club 276 Railway Business .Association 54 Railway Equipment Manufacturers' As- sociation _. . ; 467 Railway Storekeepers' Association. . 165, 360 Railway Supply Manufacturers' Asso- ciation 276 Richmond Railroad Club 655 St. Louis Rail wav Club 276 Traveling Engineers' Association 521 Western Railway Club 360 McUin power reverse pear 667* Men at home. The duty of 664| Men at home, The work of, by G. S. Ed- monds 666} Mendler, J. C, Hot box, competition article 197 Midwestern mechanical valuation committee. 126 Mileage of locomotives and cars. Increase. 299 Militarv Equipment Standards Sub-commit- tee of Railway War Board 238* Miller, Ernest A., Prize article, rod job, competition 317* Milling cutter, Quick releasing face. Brown & Sharpe Mfg. Co 355* Milling machine competition announcement. 61 § Milling machine practice, competition 117$ Milling machine practice in railway shops, by C. A. Shaffer 397 Milling machine sockets. Lathe centers and drill press and, by Carl G. Barth (A. S. M. E.) 43* Milling machines in railroad shops, by Harvey De Witt Wolcomb 321 Milling machines _ (see also Machine tools). Milling work. Grinding and 309* Minneapolis, St. Paul & Sault Sainte Marie, Method of making tube expanders 98* Minneapolis, St. Paul & Sault Ste. Marie, LIniversal driving box chuck 647* Mitchell, K. R., Engine terminal competi- tion, third prize article 700 Morris Machine Tool Co., Radial drill 108* Morris Machine Tool Co., Standard engine lathe 351* Motion picture study of height of fire doors 559* Motive power capacity. More 664$ Motive power conditions 117$ Motive power. Conserve the 369$ Motive power. Efficiency of _ 174$ Motor drive for radial drills, Cincinnati Bickford Tool Co 652* Motor headstock for woodworking lathes, Westinghouse Elect. & Mfg. Co 651 Motors, Automatic starter for induction. Electric Controller & Mfg. Co 653* Motors, Kerosene, for McKeen cars 465* Mount L^nion collision 187* Muffler for blowing down boilers, by C. W. Schane 592* Muhlfeld, T. E., Pulverized fuel for loco- motives r A. S. M. E.) 11 Mulliner Machine Tool Co., Inc., Quick change lathe 160* Murray, E. A., Pneumatic shearing machine 455* N Nagle, J. IL, Clear vision windows 649* Nashville, Chattanooga & St. Louis, Exten- sion tool posts for planing cylinders 158* Nashville, Chattanooga & St. Louis, Lathe boring tools 584* Nashville, Chattanooga & St. Lfiuis, Oil- elcctric motor car ^^ 491* National Acme Mfg. Co., A collapsing tap. 104* National Lathe Co., Geared head lathe 517* National Tube Co., A demonstration of the ductility of steel pipe 708* New York, (^hicago & St. Louis. Chuck for finishing piston valve packing rings 407* New York, New Haven &• Hartford, Elec- trical equipment repair shops 203* Newton Machine Tool Works, Locomotive cylinder and valve chamber boring ma- chine 159* Niles-Bement-Pond Co., A car-wheel lathe.. 45* Norfolk & Western, Hydraulic press and pump for rod bushing work 513* Norton, A. W., Educate \he trainmen 666t Norton, E. S., Assisting shrinkage in autog- enous welding by mechanical means 263* Nutter & Barnes Co., Automatic metal cut- ting-off machines 356* Officers and foremen, A responsibility of. . 473$ Oil filter. Automatic, by E. A. M 451* Oil. Insoluble impurities in 25 If Oldham & Son Co., George, Valveless boiler scaler 354» Oliver Machinery Co., Heavy duty engine lathe 109* Operation, Electric locomotive 186 Oregon Short Line, Boring cylinder and valve chambers 503* Oregon-Washington Railroad & Navigation Co., Jig for planing outside of cross- head shoes 648* Organization and efficiency. Car depart- ment, by C. R. Dobson (Car Foremen's Assoc. ) 24 Organization, Fuel department 4228 Orifice method of determining train brake leakage 629* Osborne, F^ Hose testing machine 514* Osbourne, F., Portable truck wheel grinder. 212* Output, Increasing, and reducing unit costs, by E T. Spidy 315* Output required. Greater shop 287$ Oxy-acetylene. Cutting holes in side rods with, C. R. I. & P 4S5» Oxy-acctylene process. Special tip for cut- ting rivet heads by, Prest-O-Lite Co 464* Oxy-acetylene welding (see Welding). Oxygen, Cutting steel with 264t *Illustrated article; §editoriaI: tshort non-illustrated article or note; ^communication. 1917— RAILWAY MECHANICAL ENGINEER— Index. vu Packing and swab holder, Rod, Paxton- Miicliell Co. Pncldiig, Cast iron piston rod. The Martell Pacl;inj;s Co Paige & Jones Chemical Co., A convenient method of boiler feed water treatment.. Paint for freight cars "One Coat," by J. H. Pitard Paint. Practical tests of freight car, by Ci. S. Kvans Painters, Master, tell of benefits from con- vention attendance (.\ssociation competi- tion articles) Patclies for locomotives. Boiler, by M. J. Cairns PaNton-Mitchell Co., Rod packing and swab holder Peat pow der as a locomotive fuel Pedrick Tool & Machine Co., Horizontal boring machine Pedrick Tool & Machine Co., Portable colninn boring bar Peilrirk Tool & Machine Co., Tube boring and facing machine Pennsylvania Railroad, Decapod type lo- comotive I'cnnsylvania Railroad, Electric locomotive. Pennsylvania Railroad, (Grinding and mill- ing work Pennsylvania Railroad, Height of fire doors Pennsylvania Railroad, 85-ton hopper cars. Pennsylvania Railroad, Locomotive brick arch tests Pennsylvania Railroad, Locomotive terminal detention records Pennsylvania Railroad, Locomotive tests, by Andrew C. I-oudon Pennsylvania Railroad, Mikado type loco- motive tesis Pennsylvania Railroad, Refrigerator cars.. Performance, Interesting back shop Perolin Railway Service Co., A boiler metal treatment Personals — General -Mexander, Walter Anderson, J. W Armstrong, Samuel T Rardwell, R. C Uarnes, Clyde V. Barnum, Morgan King Rean, W. L S22, Renger, F Bennett, R. C. Bennett, W. T 361, Berg. Karl Bradlrv, Wm. H 522, Brown, H. B Burgess, T. B Bussing, G. H Cock, W. O Crawford, C. H Crawford, D. F 54, Crolley, B. F Cnnningham, 1). Ci Cunningham, ]. L Deats, G. W. ." Devenv, W. D Deverell, A. C De Vilbiss, F,. B Dooley, W. H 1 )unham, Walter E Dwyer, J. R Kddv, W. T Eich, H. C 603. Empie, H. A Fahcrty, T. K Fetner, Wm. H 604, 217* 711» 271 193 19* 201 259* 217* 76 107« 412« 51» 370* 379* 309* 559" 191* 235* 625* 177» 328» 133* 401 • 50 Fulmor, T. H. Gaines, F. F Gill, Charles A Grimshaw, F. G Grove, Paul I Hall, E. B Hamilton, T. H Hamilton. T. J Himmond, G. 523, ILinlin, John J 468, Hawkins, R. D Henry, John M Hihhits, F. N Hicks, I. C Hodapp, F Honaker, H Hungerford, Samuel T 656, Huston, F. T ." Jackson , J . R .Johnson. Ben Jones, C. E , Kellogg, Daniel P | 221, Kellogg. W. L Kelly, William Kelly. W. M Kinnaird. L. S 604, Ki ohn, Arthur Lavalle, T. L Lee, R. E I-emen. W. W Lucas, A. N McCormick, George McGowan, G. W McMurry, W. L McGoff. J. H McQuillen, J. E 277* 522 54 277 7i4 166* 603* 166 166 656 522 603* 522 656 415 714 714 535* 656 714 361* 715 166 656 656 112 522* 468 277 656* 523 54 715 604 604 166 468* 604* 415 221 468 604 523* 656 657* 604 221 656 166 714* 221 657 361 54 277» 166 657 657 657* 361 715 715 715 361 54* 715 715 221 277 Personals — General — (Continued) Macbeth, H. A 657 Manley, Charles 657, 715 Maxfield. H. H 361*, 468 May, H. C 604 Milliken, James 361 Milner, B. B 468 Moriarty, G. A 361* Murrian, W. S 112 Nelson, William 523 Nichols, Grover C 54, 112 Pearce, E. S 715 Pennington, H. R 220* Ferine, David M 362* Power, J. A 54 Ramage. T. C 166 Reese, Oliver P 54, 112* Robb, W. D 523*. 535 Sample, W. H 605* Sasser, E C 112 Schlafge, William 415 Scholz, Carl 415*. 715 Slutzker, Joseph 468 •• Smith, Jr., P. F 55, 112* Starke, Claude M 657* Stewart, C. T 362* Taylor, F. W 55 Thomson, E. F 277 Tnrton, M 715 Voight, A. E 468 Wallis, J. T 523 Waring, Francis M 604 Whitsitt, William B 715 Wildin, George W 523*, 535* Williams, R. J 604 Wilson, Amos 220 Witchell. A. J 657 W^ood, W. R. 657 Voerg, Henry 657 Young, C. D 362*. 523 Young, Jr., James 605 Personads — Master Mechanics and Road Foremen of Engines Allen, Harrv C Allen, L. L." Armstrong, A. G , Baals, D. S Barrett, C. D Battley, E. R Beirne, Andrew H . . . Bennett, Robert G Bess, C. E Binns, A. H , Birse, John Brinson, S. A Brown, A. L Buckbee, E. J Burket, C. W Byron, A W Cessford, G. E Chapman, L Cherry, W. Y Christy, George C... Clark, R. J Coe. T. W Coulter, J. W Creager, C. H Cuyler, J. W Dales, A E Davey. T. S Davis, B. H Peason, A. B Delaney, J. A Dinan, A Diven, James B Donaldson. Thomas C. Donellan, "Joseph F. . . . Douglas, F. W. .468, Dowltng, T. J. Drake, L H Dyer, W. H Dymond, F E Eagan, James T Eakin. W. H Emerson, H. F Ermstrom, George L Flanigan, M. J Galloway, A. K Gaskill. C. S Gribbins, C 55, Hale, O. R Halliwell, Charles J Hambley. T 362, Handford, John Hardin, F. H Harris, E. T 362. Harrison, W. R Harvey. Heber L Hoban. M. P Hyde, C. W Ingram, W. N Jackson, J. W Jamieson, J. L Johnson, W. B .Johnston, W. D Tones, Lloyd B Tones, Paul Karibo, J. J Keagy, Charles O Keller. W. H Kelso, Christopher Kendall, Albert H Kircher, J. G Lawless, Edward Le Van, E. B 55 715 221 277 468 605* 523* 468* 55 277 55 166 362 277 60S 605 ■: 468 - 523 . 221 • 468 -. 658 658 715 658 221 415 715 605 166 715 166 605 362 277 166 658 166 277 55 166 55 166 221 658 167 469 523 166 60S* 523 55 221 715 715 523 523 167 167 524 277 112 524 112 55 221 658 715 167* 277 658 658 55 Personals — Master Mechanics and Road Foremen of Engine* — (Continued) Likert. G. H 415 Lindsav, E 524 McCuaig. D. J 221. 469 McDonald, A 605 McDonald, F. P 468 McDonald, Richard J 55 McGuirk. Charles W 605 McHvaine. Charles 1 363*. 658 McKcnzie, H. D 167 McLean, W. J 605 McMillan, A. E 167 McMillan, E. S 606 McPartland, M. B 658 McPherson. W. G 362 Malthaner, William 167 Marsh, Franklin E 606 Mattimore, I,. A 221 Maxwell, O. E 362 Meeder, William R 468, 524 Mendell, J. M 658 Meredith. H. P 659 Moler, A. 1 524 Moran, W. F 167 Morgan. D wight C. Jr 362 Moth. George 221 Murphy, T. N 167 Needham, H. 1 469 O'Brien, William E 362 Ogilvie. A. B 606 Peck. C. E 715 Pfahler, F. P 363 .Powell, Victor U 606 Price. T. M 524. 659 Raffertv, C. D 469 Reed, t. 1 524 Rhi' Stevens, O. R §24 ...Stoops, W. F 167 Thomas, J. H 469 "..,, Thomas, Louis E 55 '■ ' Thompson. .\. R ., 278 :- Trachta, G. P 277 Varnell, D. H 167 Walsh, M. K 659 Watkins, G. H 469 Wntson, T. W 524 .^ Wells. W 363. 524 W'erth, C. A 715 Williams, A. D. 524 Williams, F 416 Williams. Irving 167 Wilson, G. M 606 Winn, C. F 363 Wortman, W. H 416 Wright, Orrville C 112, 658* Young, Alexander 469 Personals — Car Department Alquist, P Amor, W. J Borrowdale, J. M Burnett, R. "W Caton, S. W Chesterman. A. E 167. Clarke, G. S Craig, J. H Crosby, R Fitzgerald, L. C Hall, James Heminway. T. A Lydon. A Kleaver, T. P McClear, C. W O'Neil. J. E Peat, W Stokes, C. R Tasker, A. E 167. Thomas, W Walter. P. S Zercher. F. B Personals — Shop and Enginefaouse Abington, W. T. Adams. A C Barton, D. E Bischeld. Paul . . . Black, William F. Breckenfeld. J. C. Brennan, E. J... 167 525 221 525* 363 278 55 55 525 715 278 606 525 167 278 606 278 SS 278 525 416 55 363 606 278 363 659 606 363 •Illustrated article; Seditorial; tshort non-illustrated article or note; tcommunication. Vlll 1917— RAILWAY MECHANICAL ENGINEER— Index. Personals — Shop and Enginehouse — (Continued) lirewer, II. W 606 Cooper, Frank E 167 Davis, Amos C 469 Davis, Charles VV 469 Downs, William R 278 Flanders, H. G 469 Flesher, F. G 363 Fraser. John 278 Fuller, A 524 Gamble, R. G 715 Gibbs, I.yle H 469 Giles, J. E 52S Greiser, Joseph 606 Gruvs, William 469 Ilali, W. G 363 Hayward, S 416 Hendricks, I.. W 71S Hickey. G 221 Iloey, R 525 Howell, F. P 469 Iverson, E 525 lames. W. II 715 lamieson, T. 1 113 Ki-ehner. Arthur T 113 I.ee, John 363 I vddon. H. A 363 MacRae, John 416 McAllester, Joseph 525 McGowan, J 278 McLean, Arthur W 221 Meyer, E. S. Mortimer G 469 55 Mueller, Stephen E 416 221 469 Mnir, J. D. Myers. Frank E. Nash, F. P 416 Keff. A. P 221 Newbury. E. H 659 OpIinRcr, H. E 278 Ormsby, J 469 Osbourns, F 363 Parslow. Samuel R 469, 524* Poole, E. P 416 Pratt, G. . 278 Reese, P. 525 Reid, John 606 Schoenkv, O. I? 278 Scott, W W 363 Small. W 525 Spicer, H. C 469 Sproule, A. 1 525 Sleeves, G. R 525 Stpvliiieier, A 525 Stout. R. B 363 Surles. T. W 55 Temple, J. S 416 Voelker, H. R 659 X'ccel. Samuel 659 Von Rlucher, L. F 416 White. C 278 Williams. E. V 606 Young, T. C 363 Personals — Purchasing and Storekeeping Agner, R. 1 715 Anderson, H. A 659 Austin, Frank S 278 Hast. P. E 278 Raxter, Ernest 364* Ronson, Roy 55 Rest, J. A 221 Roardman, F. W 167 Rrackett. T. A 606 Ryron, John E 606, 659 Cochrane, A. L 659 Davids. C. N 606 Davidson, William 363* Denman, S. G 278 Dewart, H. M 715 Diessl, J. L 606 Edsell, T. S 606 Eldridpe, W. W 715 Esch, J. F 659 Fawcett, T 167 Feemster. T. 1 469 Ferguson j. T. H 278 Goodwin. E. G 113 Oriftin, Edward Ormond 55* Hinckley, J?enjaniin S 416 Hiner, W. J 416 Hixon, G. d 607 Jones, P. T 659 King. Leonard L 469 Langham, E 221 Langton, S. F 469 Linn, William A 56 Livingston, John B 167 Lordan, R 167 Ludington, C. F 278 MacSwain, F. B 607 McAuliffe. Eugene 113 McCain, I'.avliss 606 McDowell. F 278 McOuilkin. H. P 167 Madden. T. VV 607 Morehead, Willi.im S 363 Morgan, H. L 56 Morgan. J. H 56 Morrison. I. G 715 Mukahey. A. JJ 56 Munster, August W 416, 469 Nelson, R. M 56 Pace. Robert T 221 Phillippe, B. P 659 Ponton, H. D 56 Personals— Purchasing and Storekeeping— (Con- tinued) Porter. C. B 56 Quickel, R. D 167 Reed, F. D 715 Reed, H. J 167 Rouse, JI. E 168 Rvan, Thomas H 363 Save, S. W 278 Scott, Robert E 659, 715* Shanks, H. P 364 Shields, E. J 715 Shoemaker, H 113, 607 Spann, H. R 607 Steen. W. E 607 Stewart, W. I) 525 Stibhs, N. C 607 Sturgess, W. J 221 Summerhays, W. A 364* Walters, Ci. H 607 Ware, W. C 168 Warnccke, John G 364 Whitelev. W. G 168 Winkless, C. T 278, 715 Personals — Commission Appointments Nelson. Charles A 416 Personals — Obituary Acker, Charles B 221 Buchanan, Jr., Archibald 168 Enright, J. F 607 Heath, John 364 Hickey, John 168 Kcegan, J. F 221 Kendig. Roscoe B 364* Mc Andrew. Michael J 278 Manchester, Albert E 364* Minton, W. D 168 Monkhouse, Henrv 56 Price, George H 278 Stott, Henry Gordon 168 Strattan, Georite VV 278 Turner. Charles T 168 VValz, VV. C 221 Wells. Tames B 168 Wood, C. S 607 Philadelphia & Reading, Mallet locomotives. 333* Philadelphia & Reading, Pneumatic bolt clamp 35* Piece work and the car inspectors' duties, by VV. H. Sitterly 628 Filcher, J. A.. Economics of car design.... 565* Pilot, Cast steel. Commonwealth Steel Co. 599* Pipe center. Rail bearing, by E. A. M.... 459* Pipe connection, Flexible, Franklin Railway Supply Co 356* Pipe, Demonstration of ductility of steel. . . 708* Pipe expansion joint with a crosshead guide, Ross Heater & Mfg. Co 357* Pipe, I^ife of cast iron 541t Pipe, Loss of head due to bends in 264t Pipe vise, .\ handy, Whittington- Vaughn Co 356* Piston rod and crosshead keyway cutter, Portable. Emmett G, Detrick 273* Piston rod packing. Cast iron. The Martell Packings Co 711* Piston rods, Roller tool for finishing, by A. J. Humphrey 148* Pitard, J. H., "One coat" paint for freight cars 193 Pittsburgh Locomotive Power Reverse Gear Co., Positive locking reverse gear 411* Pittsburgh Machine Tool Co., Heavy all- geared head lathe 518* Pittsburgh, Shawmut & Northern, Method of increasing air pump capacity on double- headed trains 435* Planer, A time-saving attachment for the, Gt. Nor 643* Planer (see also Machine tools). Planing device, A novel, by J. W. Hooton. 158* Pneumatic carrier, by M. K 93* Polishing and finishing machine, Abrasive belt, Blevney Machine Co 652* Postage proposed for magazines. Higher... IS Postal profits. Federal 618t Poultney, E. C, Modern British tank lo- cotnotives 42S* Powdered coal for the railways (Fuel Assoc.) 485 Powdered coal for blacksmith shops, by C. F. Htrington (Blacksmiths* Assoc.).. 123 Power, Conserve the motive _. . 369S Power house economics, by V. T. Kropid- lowski 243, 373*, 675* Power, More motive. Capacity 6648 Power tests of machine tools, by C. H. Crawford 294* Press, Air. for rod bushings and driving box brasses 588* Press, Portable crank pin, Watson-Still- man Co 650* Press and pump for rod bushing work. Hydraulic, by Harry King 513* Prest-O-Lite Co., Special tip for cutting rivet heads by the oxy-acetylene process. 464* Preston, R. L., Air hose connection for pits 268* Prices, Advance in material 451 Prices, Car and locomotive 430 Production of locomotive repair parts, Cen- .tralized, by George Armstrong 2P9* Propriety in engineering societies. Tech- nical 448t Prospects for 1917, Mechanical department. 28 Protest, A — educate the trainmen, by R. J. Quintrell 6l2t Pulverized coal in Brazil, Use of 617* Pulverized coal plant for the Santa Fe.... 187* Pulverized fuel for locomotives, by J. E. Muhlfeld (A. S. M. E.) 11 Pump, Motor driven four-plunger, Hydraulic Press Mfg. Co SO* Punch, Flat, for Ajax bolt machine, by C. W. Schane 459* Punching machine. Pneumatic, by F. J. Borer 695* Purifying shop drinking water, by W. S. Whitford 202* Putnam Machine Co., Heavy duty car wheel grinder 103* Pyrometer, A magnetic, Gibb Instrument Co. 49* Pyrometer, Spring support for, by M. K.. 211* Queen City Machine Tool Co., Back geared crank shaper 354* Queenan, VVilliam, Steel gondola versus composite gondola 253 Queenan, William, Derailments due to de- fective equipment 251 Quintrell, R. J., A protest— educate the trainmen 612t Rack for storing boiler sheet stock, by C. L. Dickert 314» Rail pressure from main rod thrust, by J. Paul Shamberger 181* Railroads and the war. The 2278 Railways in the war. Prompt action by the. 238* Rauch. H. S., A flange lubricator 49* Rawhide pinions. Compounds for 626t Readjustment to present conditions 229§ Reamer, An exploded 454 Reardon, E. S., Device for reboring dis- tributing valves 98* Reclamation of car material. Rock Island.. 627* Reclamation of cast iron wheels 406 Reclamation of cylinders with cracked steam passages, by R. A. II 504* Reed-Prentice Co., Vertical surface grind- ing machine 353* Refrigerator, Heater & Ventilator Car Co., Tests of Moore heater car 710 Regiment, Railway engineers now in France 543* Regiment, 19th Engineers, Word from, in France 615 Regiments' tobacco fund. Railway 616, 712 Regulator, Brake cylinder pressure 438 Reinforcing freight car draft sills, by Lewis K. Sillcox 19S» Repair parts. Centralized production of lo- copiotive, by George .Armstrong 289* Repair problems. Freight car, by Lewis K. Sillcox 137* Repair situation. Freight car 5318 Repair situation, Locomotive 5338 Repair track earnings. Freight car 618 Repairs, False economy in locomotive 4238 Repairs, Make, to equipment more promptly 299 Repairs, Quick locomotive, Delaware & Hudson 401* Repairs, Some Oxy-.\cetylene 591* Repairs to straight air brake valve. Emer- gency, by F. W. Bentley, Jr 268* Repairing cracks in the flanges of tube sheets, by Daniel Cleary 158 Report, Locomotive boiler inspection 6648 Report of chief boiler inspector of I. C. C. . 680* Report of the chief inspector of locomotive boilers. Annual 9 Report of I. C. C. Division of Safety 141 Resistance of passenger cars, by E. C. Schmidt and H. II. Dunn 247* Reverse gear, Lewis power. Commonwealth Supply Co 707* Reverse gear, Mellin power 667* Reverse gear. Positive locking power, Pitts- burgh Locomotive Power Reverse Gear Co. 411* Reverse gear. Type "B" Ragonnet, Economy Devices Corp 597* Rings, Steam pipe joint, Chicago Great VVestern 9* Rivet cutting gun. Rivet Cutting Gun (lo.. 519* Riveter for steel cars. Gap, by "Apex".... 588* Riveting machine, Hanna pneumatic, Vulcan Engineering Sales Co 217* Riveting machine. Ladder, by J. H. Chancy 102* Rod brasses. Chuck for shaping main, C. B. &• O. 696* Rod busliing work. Hydraulic press and I)ump for, by Harry King 513* Rod job competition 2838 Rod job competition announcement. Loco- motive 1178 Rod job competition. Locomotive 1738 Rod job. competition, prize article 317* Rod repairs. Handling (Third prize, com- petition article) 405* Rod work on the Chesapeake & Ohio (com- petition article) 399* Rod work. Locomotive (competition article) 503* Rod work. Suggestions for (competition article) 513* Rods, Cutting holes in side, with oxy-acety- lene, C. R. I. & P 455* •Illustrated article; {editorial; tshort non-illustrated article or note; tcommunication. 1917— RAILWAY MECHANICAL ENGINEER— Index. IX 4 i s. Rods, Handling, at Macon shops (competi- tion article) ■■■■:■■•:••••■■•■••• •-.% • •• Rods, side. Milling jaws in, by M. H. West- brook ; •,••:;•■ V ■■ Vi" 'i-' Rods, Kepairing main and side, by M. r. t'ox ••••••: : Rodenbur, John T.. Extension coach step. Roesch, F. P., Altering locomotive front ends ; • • Roescb, F. P., 1st prize article, convention attendance competition ••• Roesch, F. P., Hot box competition article Roller Nut Lock Co., Roller lock nut Ross Heater & Mfg. Co., Expansion joint with a crosshead guide Routing work in railroad shops Rules, Interpretations of M. C. B Rules for loading lumber Rules, Modification of Federal locomotive inspection Russ Forged Drill Co., A. E., Forged twist drill Russia, Decapod locomotives for Russia, Equipment situation in Russia, Railway loan Ryan, T. T ,' Mechanical department a factor in train loading Ryer.son & Son, Joseph T., Boiler tube re- claiming machine 449* 476t 457* 163* 176t 67 23 218* 357* 2281 23 283S 550 518* 545* 6631 544t 624 162* St. I.onis-San Francisco, High speed steel tipped tools St. I.ouis-San Francisco, Tools for making locomotive safety chains Safety apjiliance standards. The, by Hiram W. Belnap Safety appliances, application of Safety appli:inces. Hearing on .Safety device. Blue signal, Acar Mfg. Co. Safety first Saffty fir.'it, Hand tools and Safety hanger for brake rigging, Elgin, Joliet & Eastern Safety standards for cranes Safety v lyes. Locating defective, by F. W. Beiitley, Jr Sagstetter, W. IL, Interchange inspection problems (Car Foremen's Assoc.) S.-ind hlast for cleaning flue sheets, by M. K. Saw, A ship band, J. A. Fay & Egan Co.. Scaler, VaKelcss boiler, George Oldham & Son Co Schane, C. VV., Flat punch for Ajax bolt machine Schane, C. V\'., Muffler for blowing down boilers Schane, C. VV., Norton jack truck Schane, C. VV.. Reclaiming air compressor stuffing boxes Schaphorst, VV. F., Babbitting line shaft bearings Schmidt, E. C, Resistance of passenger cars Schneeberger, Joseiih, Welding a cracked cylinder Schrader, J. R., Passenger car work Scott, W. W., Convention attendance com- petition article Scrap, Need for the utilization of Scrap, Reclamation of car. Rock Island... Scrap, Saving effected by breaking, B. R. & P... Scrap, War Screws, Tools for turning and threading small, by W. S. Anderson Seelert, F. W., Driving box spring seat mill- ing machine Seelert, F. W., Method of making tube ex- panders Selection of machine tools, by Willard Doud Separator for headlight service. Exhaust, by L. Ernest . Shaffer, C. A., Milling machine practice in railway shops Shamberger, J. Paul, Rail pressure from main rod thrust Shaper (see Machine tools). Shear, Portable motor driven, Buffalo Forge Co Shearing machine. Pneumatic, by E. A. Murray Shears, Alligator power, by J. H. Chancy. Shipman, H. L., Hot boxes Shipping, Shortage of, in Australia Shocks on steel equipment. Collision Shoe and wedge job, by Arthur J. Humphrey Shoe and wedge. Reinforced, J. C. Lyons. Shoes and wedges. Machining, Great Northern Shop efficiency and illumination Shop equipment. Keep the, in repair Shop equipment number Shop equipment. Securing new, "And then the worm turned," by Harvey De Witt Wolcomb Shop forces, Conserve the 643* 3S» 393* 173§ 188 410* 452t 450* 448* 70t 267* 256 91* 160* 354* 459* 592* 460* 212* 512 247* 322 77 155 4231 627* 237* 218t 211* 397* 98* 292 70* 397 181* 519* 455* 460* 683 430t 1731 257* 272* 147* 610S 3671 2271 456 1191 Shop Kinka Air valve facing machine 211* Angle cock grinding machine, A. T. & S. F. Babbitting valve rod crossheads, L. & N. Boring bar for use on cylinders and valve chambers at the same time, Oregon Short Line 696* 262* 503* Shop Kinks— (Continued) Boring bar for Westinghouse main valve bushing Boring equalizer brackets in place, C. & N. W Car wheel borer adapted to boring and facing driving boxes Centering machine, by E. F. Glass. . . . Chuck for finishing piston valve pack- ing rings Chuck for milling shoes and wedges, Great Northern Chuck for shaping main rod brasses, C. B. & Q Die for forming strainer brasses Dies for repairing threads on cross- head pins Dies for swedging superheater flues. Steam hammer, C. & N. W Driving box chuck, Universal, M., St. P. & S. S. M Driving box spring seat milling machine Eye forming machine, Georgia Rail- road Furnace for case-hardening with cyan- ide. A, by E. T. Spidy Grinder, Portable truck wheel, by F. Osbourne Holder-on with automatic recoil, Stay- bolt, by Perry J. Swezey Hooks for lifting driving boxes Horse for sheet metal work. Folding, Gt. Nor Hose testing machine, Canadian Pacific Hydraulic press and pump for rod bush- ing work, Norfolk & Western Jig for planing outside of crosshead shoes, Oregon-Washington Railroad and Navigation Co Jig for reboring compound air com- pressor cylinders, by E. F. Glass.... Keyway cutter. Portable piston rod and crosshead Knuckle pin nuts. Forming, under the steam hammer, C. & O Lathe boring tools, Nashville, Chat- tanooga & St. Louis Link grinder. Radial, Georgia Railroad. Lof-ating defective safety valves, by F. VV. Bentley, Jr Muffler for blowing down boilers, Erie Railroad Nut, Wind, for removing air pump pistons, by J. A. Jesson Planer attachment, A time saving, Gt. Nor Planing cylinders. Extension tool posts for, N. C. & St. L Pneumatic bolt clamp, P. & R Pneumatic carrier, by M. K Pn'-umatic punching machine. Central Railroad of New Jersey Press, .Air, for rod bushings and driv- ing box brasses Punch. Flat, for Ajax bolt machine, by C. VV. Schane Reboring distributing valves. Device for, by E. S. Reardon Reclaiming air compressor stuffing boxes, by C. W. Schane Reducing wear in driving box cellar bolt holes, by H. C. Spicer Riveter for steel cars. Gap, South African Railway . Riveting machine. Ladder, Georgia Rail- road Rollers for applying eccentrics, Gt. Nor. Safety chains. Tools for making, St. L. & S. F Sand blast for cleaning flue sheets, by M. K Shearing machine. Pneumatic, C. & O. Shears, Alligator power, Georgia Rail- road Shield for tempering blast, Chicago & North Western Staybolt chuck, A handy Steam pipe joint rings, C. G. N Superheater unit tester, C. R. I. & P. Testing air pumps and steam heat gov- ernor valves, by J. A. Jesson Testing freight car brakes in yards, .Appliances for, by M. K Tool for finishing piston rods. Roller, by Arthur J. Humphrey . Tool for forming high speed steel tips for lathe tools, St. Louis-San Fran- cisco Tool for forming rod bushings, by H. C. Gillespie Tools for turning and threading small screws, by W. S. Anderson Truck, Mounted wheel. Union Tank Line Co Tube cutter. Portable, by W. S. Whit- ford Tube expanders. Method of making, Soo Line Turning bolts in a bolt cutter, by Arthur T. Humphrey . . . Vaporizer for burning kerosene, Illinois C^entral Shop Lighting, Modern railway Shop pits. Air hose connection for, by R. L. Preston Shop regiments. The railway 510* 649* 264* 153* 407* 147* 696* 212* 587* 640* 647* 397* 210* 91* 212* 264* 209* 584* 514* 513* 648* 458* 273* 147* 584* 587* 267* 592* 510* 643* 158* 35* 93* 695* 588* 459* 98* 212* 258* 588* 102* 706* 35* 91* 455* 460* 695* 452* 9* 153* 644* .148* 148* 643* 94* 211* 44* 268* 98* 93* 263* 207* 268* 376* Shop schedule. The value of *7S| Shop, Steel car, E. J. & E 563* Shop tools. Developments in railway 297 Shops, Electrical equipment repair 203* Shops, Machine tool equipment in railway.. 4| Shops, Routing work in railroad 22*j Shops, Transporting material in 422| Shops, Women workers in railroad 702* Shrinkage, Assisting, in autogenous weld- ing by mechanical means, by E. S. Norton 263* Shukaloff drifting valve 549* Side bearing location, by L. K. Sillcox .... 445 Side bearing, A self-centering roller. Wine Railway Appliance Co 51* Side rods, Reversible eccentric and 105* Sillcox, L. K., Air brake lever compuU- tions 245* Sillcox, L. K., Freight car repair problems. 137* Sillcox, L. K., Handling freight car main- tenance 569* Sillcox, L. K., Reinforcing freight car draft sills 195* .Sillcox, L. K., Side bearing location 445 Simplex Safety Boiler Gage Glass Co., Water gage glass guard 462* Slack action in long passenger trains (Air Brake Assoc.) 389 Slack adjuster. Truck lever type for freight cars, (jould Coupler Co 600* Slackers in the repair forces _. 610| Slifer, Hiram J., Graphic display of indi- vidual daily fuel records (Fuel Assoc.).. 383* Smoke Prevention Assoc, Firing engines at engine houses 242 Smoke, Prevention of locomotive, by J. T. Anthony 621* Snow plow, A pilot, by C. C. Leach 66* Soldiers, Chemical heater for 674t South African Railways, Gap riveter for steel cars 588* Southern Railway, Duplex locomotives.... 121* Southern Railway. New power for 381* Spicer, H. C, Reducing wear in driving box cellar bolt holes 258* Spidy, E. T.. A furnace for case-hardening with cyanide 91* Spidy, E. T., Increasing output and reduc- ing unit costs 315* Springs, Design of heavy helical, by G. S. Chiles and R, G. Kelley 477*, 539* Springs, Service tests of steel, by George T. Glover 124* .Standardization and improved locomotive service, by Geo. Armstrong 541 Standards, Keeping, up-to-date 1171 Standards, The safety appliance, by Hiram W. Belnap 393* Starrett Co., L. S., Hack saw machine.... 48* Starter for induction motors. Automatic, Electric Controller & Mfg. Co 653* Statistics of steel passenger train equip- ment 386 Staybolt chuck. A handy 452* Stavbolt, Flexible, Ameiican Flexible Stay- bolt Co. 353* Steam pipe joint rings. Chicago Great Western 9* Steam pipes. Making, by ox-welding methods, by W. H. Hauser 154* Steel for cars and locomotives 487t Steel casting. Flawless and homogenous... 406t Steel, High speed, tipped tools, by M. C. Whelan 643* Steel imports, British 444t Steel for locomotive fireboxes. Mild 273t Step, Extension coach, 1). M. & N 163* "Stickers," Making, by Harvey DeWitt Wolcomb 206 Stock, W'alter, A rod and drawbar upset- ting machine 45* Stoker, Duplex locomotive. Locomotive Stoker Co 408* Stresses on end framing of cars, by H. J. Hennessey 582 Strainer, Air pump, Canadian Northern.... 132* Strainer, Air pump, Gustin- Bacon Mfg. Co. 48* Strainer, Air pump. N. T. CHine SIS* Strainer brasses, Forming 212* Studs, Tool for removing broken. Cleve- land Twist Drill Co.. 161* Stuffing boxes. Reclaiming air compressor, by C. W. Schane.... 212* Stiiil, Howard W., Pneumatic bolt clamp... 35* Submarine, First 579t Superheat in power plant work 120t Superheater flues, steam hammer dies for swedging 640* Superheater flues. Tools for cutting boles for, by M. K 156* Supervision, Increase (engine terminal com- petition article) 697 Supervision, Notes on roundhouse, by lohn F. Long 97 Supplies, Railway, and foreign markets.... 31 Supply Trade Note* Acar Mfg. Co 526, 607 Ackerman. A. H 225 .Acme Supply Co 280* Ajax Forge Co 471 Ajax Mfg. Co 716 Alford. Leon P 222, 279 .Allegheny Steel Tank Car Co 57 Allen, Harry 1 607 Allen, S. G 717« American Arch Co.. 114*. 280*. 418. 526, 719 *Illustrated article; {editorial ; tshort non- illustrated article or note; tcommunication. 1917— RAILWAY MECHANICAL ENGINEER— Index. Supply Trade Notea— (Continued) American Brake Shoe & Foundry Co... American Car & Foundry Co American Car Roof Co American Locomotive Co 58, 114, 115*. 116, 169. 365, 416, 470, 527, American Malleables Co American Manganese Steel Co American Steel Export Co 417, American Steel Foundries. .. 168, 470 526, Arms, Robert L Armstrong, H. T Austin, W A Automatic Screw Machine Products Co. Automatic Straight Air Hrake Co.. 472, Bacon, T. I Baeti. ft. F Bailey, William M Baldwin Locomotive Works... 608, 660, Ball, U. F Barany, Edmund Barco Brass Sc Joint Co 113, Barco M f r. Co Bardwell, H. F Barrett Co 57, Barry, John G Batt. W. L Bectel. B. T Bee. W. G Bender, George W Bennett, Frederick S Bentley. Walter H Berdan. William Berry Bros Berry. Thomas Bettendorf Co Betton, T. M Bigler. Jr., H. F Blagden. A. S Blanchard. Frederick C Blevnev Machine Co Blunt, J. G Bock, Karl W Borrowdale. J. M Boss Nut Co Bostwick-Lvon Bronze Co Bovle A. ' J Bradford. C. C Bradford- -Ackermann Corp 279, Bradford Draft Gear Co Bradley, Frank B Brady, James B • Brown & Co.. Inc 223. 365. Browne, R. L Bruce, A. D Brunswick, Walter Buell, B. John Buffalo Brake Beam Co Bullard Machine Tool Co Burdctt Oxypen Co Burpert, Garrett Burkholdcr, C. J Burnside Steel Co Butler. W. W Byers Co.. A. M Byrne. T. J ••• Camel Co 5'. Cameron. L. O Canadian Car & Foundry Co Canadian Westinghouse Co., Ltd Capps, O B Carry, Edward F Carscadin. Charles A Carv, Walter Castle. C C Chamberlain, Harold B Chicago Car Heating Co Chicago Railway Eipiipment Co Cincinnati Equipment Co Clark, Charles S Clark, W. G Clarke, W. V. V Clement. Don T Cleveland Millintj Machine Co Cleveland Punch & Shear Works Co.. Cleveland Twist Drill Co Coburn, Ralph G Coffin, C. W. F Coffin, J. S Cohen. L. I Coleman Railway Supplv Co Columbia Steel & Shafting Co Combustion Engineering Corp.. 170. 222, Continental Construction Corp Cooper. F. R Cooper. G. A 365, Corbin Screw Co Coughlin, Tack Coyle, W. H Crane Packing Co Creer, Hugh E Cross, C. W Crucible Steel Co 113». 114,472, Dakin Emergency Safety Brake Co Dale. Russell Darrow. W. W Davis, Frank W Davis, Joseph Dayton Mfg. Co Deeming, Herbert Deetrick. J. W De I. aval Steam Turbine Co Detroit lubricator Co Dewey. I.uman R Dillon. E. P Supply Trade Notea— (Continued) 222 Dix, John W 527 Dodd, W. C 169 Dodge Mfg. Co Doran & Co.. H. G 417. 719 Doud, Willard 56 Dowler, Forbes & Co 222 Dressier, L. R 470 Dunbar Mfg. Co Dunbar, Sr., Thomas 607 Duncan Lumber Co 223 Dunham, F. C 114 Dunham. W. G 58 Dunn, Morrill 416 DuPont de Nemours & Co., E. I 608 Economy Devices Corporation 57*, 223 Edgewater Steel Co 419« Edison, H. P 169 Edison Storage Battery Co 471», 719 Edison Storage Battery Supply Co.... 718* Eib, Charles H 660 Eklund, K. J 168 Ennis, T. B 416 Evans. Harry M 56*. 660 Falls Hollow Staybolt Co 168 Fisher, Edward C 365* Fisk, George C 1 14 Fletcher. Andrew 365 Flint & Chester. Inc 471* Ford N. B 58 Franklin Railway Supply Co 56*. 113 Franklin Railway Supply Co.. Inc 417 Eraser, Roland C 168 Galena Signal Oil Co 222, 660 Garland, Thomas H 526, 419 Garland, W. I 417 Gary. Elbert H 716 General Electric Co 171*. 365*. 417 General Roofing Mfg. Co 56 Gentry, Thomas W 280* Glazier Mfg. Co 660 Goethals, General George W 115* Gold Car Heating & Lighting Co 417 Goldschmidt Thermit Co 279 Goodrich Co., B. F 56 Goodrich Rubber Co., B. F 660 Goodwin Car Co 56 Goodyear Lumber Co., C. A 168 Gordon, F. I 608 Gordon. Robert I 114 Goss, W. F. M 471 Gould Coupler Co 114, 527*. 281* Graver Tank Works, Wm 416 Graves, Ralph E 719 Gray, H. A 470 Green. H. M 365 Grieves. Edward W 279 Grigg, Frank N 222, 470* Groce. George H 366 Gulick-Henderson Co 222 Hall, W. W 419 Hamilton. I.. F 719 Hannum. Ellis J 58* Hansen, J. N 57 Harlan S: lIollinRsworth Corp.. 222, 223. 417 Harrison Bros. & Co., Inc 661 Harty. John T 113 Haskell & Barker Car Co 114*. 470 Hassman, L. E 57 Hatch, M. C. M 168 Hawks. E. A 417* Hazard Mfg. Co 607 Hazelhurst, A 719 Heffelfinger. A. E 418* Hegeman, H. A 224» Hegeman. B. A.. Jr 419 Herr. H. T 116 Hess-Bright Mfg. Co 171* Hiland. Fred S 57 Hill. George H 470 Hillman, E. D 417* Hohson, E P 419 Hoffman. H. A 716 Holden &• White 419 Holland. Cyrus J 417 Hooper. Blake C 660 Hough. Jesse 56 Hughes. Col. Herbert 718* Hughes. Robert 717* Humphrey. Arthur L 169 Hunt &• Co., Robert W 365 Hunt, Hnrrv 1? 417 Huntley. F. P 716 Hunt-Spilicr Mf?. Corp 225*. 660 Hydraulic Press Mfg. Co 526 Illinois Steel Co 470 Independent Pneumatic Tool Co... 222, 57 Ingersoll-Rand Co 416 International Oxygen Co 527*. 718* Interstate Iron & Steel Co 608 Jackman, Edwin T 57 Jackson, J T 660 Jenkins. Alfred Blunt 608 Jenks. P. G 417 Jerome-Edwards Metallic Packing Co... 607 Johns-Manville. Co.. H. W 222. 279, 113 417, 608 Joliet Railway .Supply Co 366, 169 Joyce. Adrian D 168 Keith Railway Equipment Co 279, 471* Kelker. J. \\ 366 Kelly. W. E 223 Kennedy. E 280* Kevoke Railway Equipment Co 222 Kilburn, F. D 222 King, Arthur 365 222« 225 470 470 365 719 365 280* 56 224* 608 660 661 223 57 716 660 470 168 279 365 718 660 526 279 S8 526 57 365 717* 470* 471 608 416 279 416 170 169 719 169 526 719 279 716 365 56 222 366 171 608 716 417 171* 168 169 281» 58 168 417 717 114 222 281» 223 660 607 223 172» 719 526 168 526 224* 224* 418» 114 168 171» 224* 57 168 57 168 22J 526 169 57 US' 279 169 527» 608 279 416 365» 527 660 116 526 56 56 661 223 472 719 526 660 281» 168 607 168 225 222 Supply Trade Notes — (Continued) Kling, P. M 526 Laconia Car Co 470, 526 Lagonda Mfg. Co 168 Lake Erie Iron Co 608 Lane, Wm. T 719 Lansing Co 56, 114* I.arsen, Lewis A 719 Lassiter, Columbus K 169 Layfield, E. N 280 Leighton, William 222 Leighty, W. J 59* Lewis. Arthur S 526 Lincoln Electric Co .' 417 Lincoln. Ike W 56 I.indenkohl, Henry 116 Lipman Refrigerator Car & Mfg. Co.. 526 Litchfield. Thomas E 168 Locomotive Pulverized Fuel Co 172* Locomotive Specialty Co 417 Locomotive Stoker Co 417*, 661 Locomotive Superheater Co 279 Lodge & Shipley Machine Tool Co. .366. 470 Loudon. A. C 279 Louisville Car & Foundry Co 279 Loutrel, Cyrus II 223 Luscombe, J. T 365 McAlpine. Alexander R 169 McBride, WalUr J 114* McCarthy Drill & Tool Corporation 607 McConnell, David H 419 McCord & Co... 365. 526, 608. 660, 716, 717 McCormick. Charles H 417 McGraw-Hill Publishing Co., Inc 225 McGraw Publishing Co 115* McMinn. H. 1 365 McNaughton, James 222 Macleod Co 607 Mahr Mfg. Co 416 Manning, Maxwell & Moore 607 Marburg Bros., Inc 222 Mark. F. Llovd 222 Mark Mfg. Co 281», 365, 470 Marsh Refrigerator Service Co 280 Marshall. Waldo H 114 Matthews. H. A 168 Meaden. J. A 416 Means. W. A 279 Mellor, C. 1 113 Mesker. L. H 419 Mevers, M. B 222 M-Iddletown Car Co 222 Mikesell, H. S 279 Millar, Leslie W 113, 281* Miller. Allen R 716 Milwaukee Refrigerator Transit & Car Co 280 Modern Tool Co 1 68 Moore, Charles B 56 Mott Sand Blast Mfg. Co.. Inc 222 Mudge & Co 58. 471* Mudge. Burton W 57 . Mugan, D. B 470 Mull, Howard C 526 Munro, David .N 471 Myler, Paul Judson 168, 223* National Car Equipment Co 719 National Lock Washer Co 222*, 223. 526. 660 National Malleable Castings Co 416* National Railway Appliance Co.... 170. 224*. 417, 607, 717 National Railway Devices Co 57 National Steel Car Co 526* National Tube Co 526 Naylor. Norman C 57* Newman, C. A 418 Newton Machine Tool Works, Inc 114 Nicholson, Samuel L 471* Niles-Bement-Pnnd Co 224 Northwestern Malleable Iron C"o 58 Oatlev, Henry B 279 Okonite Co 365 Ostbv. Oscar F 661* Oxweld Railroad Service Co.. 59*. 222. 660 Oxv- .Acetylene .Appliance Co 608 P. & M. Co 660 Pacific Car & Foundry Co 660 Paiee & Tones Chemical (To 222* Parker, H. McB 608 Parks, Robert 417 Patton Paint Co 168, 526 Paxton-Mitchell Co 365 Peabody. G. H 58 Perolin Railway Service Co 56, 716* Pew, Tohn 113 Pilliod Co 281 * Piatt, T. G 225* Pollock, Edward L 56 Pollock, George 1 58* Pomeroy. L. R 366* Pratt & Lambert, Inc 170, 716 Preston. Fred A 660 Pullman Co 279 Purdy. F. A 57 Pve. D. W 419* Pyle-National Co 57, 279 O & C Co 222, 365 Quest. Harrv C 366* liadford. Robert 365* Railway Car Manufacturers' Assn.. 171, 280 Railway Motor Co 416 Railway Specialties Corp 471, 526 Railway Steel Spring Co 57* Ramsey. Charles C 113» •Illustrated article; Seditorial; tshort non- illustrated article or note; tcommunication. 1917— RAILWAY MECHANICAL ENGINEER— Index. XI H •! i Supply Trade Notes— (Continued) Randolph. J. L 57*. Reading Specialties Co Reed, Fayette H Reed, Frederick £ Reed-Prentice Co Replogle, J. Leonard Republic Iron & Steel Co 168, Rhodes, C. H Richey, E. W Ridge way-Quest Co Ristine, John D Roberts & Schaefer Co Robinson, Alexander P Robinson Paint Co Rodney, Keith R Rome Merchant Iron Mill Ross Power Equipment Co Ross, William H Ruby, E. L Rugg, W. S Ryan Car Co 169, Ryerson & Son, Joseph T 171*, Safety Car Heating & Lighting Co.... Sanctuary, E. N Savage, H. D Sawyer, James D Schaefer Equipment Co Schlacks, VV. J Schoen, Charles T Scott. George E Sebastian, Don B Sellers Mfg. Co Sherritt & Steer Co., Inc 223, Sherwin-Williams Co Shields, S. S Shute, H. D Sinkler, (oseph Skelton, F. A S K F Ball Bearing Co 57, Slawson, James H Slaybaugh", Harvey B Southern Locomotive ^'alve Gear Co.. Southwark Foundry & Machine Co... Spieth, W. S Sprague, L. C Stafford, Hal R Standard Forgings Co Standard Railway Equipment Co Standard Steel Car Co 281*, Stehbins, Albert Clark Stebbins, S. C S6, Steel & Iron Mongers, Inc Steel Car Co 366, Steele, W. P Stillwell Engineering Corp., L. B Street. Clement F Stromberg Motor Devices Co Sullivan. Arthur C Taylor, Howard D Taylor, R, G Taylor, S B Thomas. D. C Thompson, Wm. T Titanium Alloy Mfg. Co Titanium Bronze Co Toppan, W. R Trapp, Charles H Tuco Products Corp Turville. George A Tyden, Emil Union Supply Co Union Switch & Signal Co 58, United Hammer Co United States Graphite Co 365, United States Light & Heat Corp... 57, 58, 168, 223, United States Metallic Packing Co Vanadium-Alloys Steel Co 225, 660, Van Houten, Richard A Van S weringen, F. H Vapor Car Heating Co., Inc.. 280, 416, Varney, H. A Verona Tool Works Vought, Charles S Wadsworth-Holland Co Waldron, H. A Walsh. W. F Walworth Mfg. Co '.'...'.'.'.'.'.'. Ward Leonard Electric Co Wason Mfg. Co Wassell. F. L ! ! Weigman, Ernest H West Disinfecting Co Western Electric Co Westinghouse Air Brake Co 57, Westinghouse Electric & Mfg. Co. 170, 223», 225, 418*, 471', Weymouth, F. M Wharton, Oden H '.. Wharton Steel Co 113 White. C. E Wightman. Daniel A , " Wigney, Horace M Wiley & Sons, John Williams. Charles H Williams. Charles P Wilson, Hugh M " ' Winey, C. L Wood. W. H '.'.'.'.'.'. Woods, Tohn E Woodworth, Carl B '.".'" Wright, W. V. D Yardley. Charles B Young Mfg. Co.. R. W !." 718* 2f9 660 225 225 224 366 416 170 366* 56 660 222 607 366 279 417 526 365 223* 417 661 114 608 114* 170 470 717* 170 607 279 365 717 526 222 418* 716* 57 366 416' 280* 58 365* 526 472 719 170 717 661 224 114* 470 416 416 471 661 223 607 716 526 57 168 223 222 608 716 418 419* 608 660 169 115* 59 470 225 169 716 365 365 470 222" 526 417 168 223 471 717 660 279 417* 223 223 527 58 660 225' 472 225 223 470 607 56 171' 223 115' 718» 222 607 418 57 470 58' Tap, A collapsing. National Acme Mfg. Co. Tapper (see Machine tools). Taylor, C. S., Hot box competition article.. Tempering blast. Shield for, Chicago & North Western Tender design. An innovation in. Rock Island Tender trucks. Articulated, Economy De- vices Corporation Terminal (see also Engine terminal). Terminals, Handling locomotives at Tester, Superheater unit, C. R. 1. & P. . Testing department, A neglected function of the Testing freight car brakes in yards. Ap- pliances for. by M. K Testing machine. Boiler tube, Watson- Stillman Co Testing machine. Hose, by F. Osborne... Tests, Firebox temperature Tests of freight car paint. Practical, by G. S. Evans Tests, Locomotive brick arch Tests of machine tools. Power, by C. H. Crawford Tests, Mikado type locomotive, Penn. R. R. Tests of Moore heater car Tests of a Pennsylvania Atlantic type lo- comotive, by Andrew C. Loudon Tests, Pennsylvania Railroad locomotive brick arch Tests of steel springs. Service, by George T. Glover Thermostatic metal. General Electric Co... Thomas Grate Bar Co., Elliptical grate bar. Thread lead indicator, Bucknell-Thomas Co. Tinware, Saving money on railroad. Great Northern Tip, Special, for cutting rivet heads by oxy- acetylene process, Prest-O-Lite Co Tobacco fund. Railway regiments' Tobesura Weno "Back on the job" Tobesura Weno "On the mat" Tobesura Weno, "Too sharp for the m.m.". Tool for finishing piston rods, roller, by .\. T. Humphrey Tool for forming rod bushings, by H. C. Gillespie Tool holders, Armstrong Bros. Tool Co.... Tool for removing broken studs, Cleveland Twist Drill Co Tools for cutting holes for superheater flues, by M. K Tools, Developments in railway shop Tools, Hand, and safety first Tools, High speed steel tipped, by M. C. Whelan Tools for turning and threading small screws, by W. S. Anderson Tools for the workmen, by W. G. Landon. Tractive effort formula. The Kiesel. by Lawford H. Fry 69, Tractive effort formulas. Locomotive Train line maintenance, by A. McGowan.. Train loading. Mechanical department a factor in, by T. T. Ryan Train pipe connector. Union automatic Trains, Handling heavy, on grades (Air Brake Assoc.) Trains, Rough handling of passenger Trainagraph, American Steam Gage & Valve Mfg. Co Training, Car inspectors need better Trainmen, A protest — educate the, by R. J. Ouintrell Trainmen, Educate the, by A. W. Norton.. Transfer of loads. Unnecessary, by Wm. Hansen Transportation of material in shops Trap door lock. Vestibule, Tuco Products Corporation Traveling Engineers' Association, A word from Truck bolster. Huntoon, Joliet Ry. Supply Co Truck, Mounted wheel. Union Tank Line Co. Truck for Norton jack, by C. W. Schane. . Truck, Pennsylvania refrigerator cars Truck wheel grinder, Portable, by F. Os- bourne Truck, 6-wheel for Virginian 120-ton coal car. Buckeye Steel Castings Co Trucks, Articulated tender. Economy De- vices Corporation Tube boring and facing machine (see Ma- chine tools). Tube cutter. Portable, by W. S. Whitford. Tube expanders. Method of making, by F. W. Seelert Tube sheets. Load distribution around the dry pipe opening in, by T. H. Walker.. 268' 98» 125* Tube sheets. Repairing cracks in the flanges of, by Daniel Cleary Tubes, .\ use tor old, by ".\pex*' Tubes (see also Boiler tubes). Tuco Products Corporation, Insulation for passenger car floors Tuco Products Corporation, Vestibule trap door lock Turner. Walter V., Passenger car founda- tion brake rigging Twist, George, Rod job competition article. u Underfraaie, Steel, for wood freight cars, D. & H Union Automatic Connector Corp., Auto- matic train pipe connector Union Tank Line Co.. Mounted wheel truck United States Graphite Co., Automatic dry graphite cylinder lubricator Upsetting machine. A rod and drawkar, Walter Stock Valuation committee, Midwestern mechan- ical Valuation, Keeping the. up-to-date Valuation in the mechanical department . . X'aluation organization. Mechanical depart- ment Valuation of rolling stock. The V'aluation work. Co-operation in Van Wormer, R. B., Applying locomotive boiler tubes Valve facing machine. Air Valve gear design. Walschaert, by H. A. Weiss N'alve packing rings, piston. Chuck for fin- ishing Valve, Piston, Russian Decapod locomo- tives Valve, Shukaloff drifting valve Valve, Zyabloff, by-pass Valves, Method of testing air pump and steam heat governors, etc., by J. A. Jesson V'aporizer for burning kerosene, by Charles N. Coons Ventilating shutter. Car, Wine Railway -Appliance Co X'irginian Railway, 120-ton coal car Virginian Railway, Triplex locomotive (with inset) Virginian Railway, 6-wheel truck for 120- ton coal car Vise, A handy pipe. Whittington-Vaughn C^. X'ulcan Engineering Sales Co., Hanna pneumatic riveting machine w Wabash Railway, 2-10-2 type locomotive... Waldron, H. S.. Gages for determining the lift of air pump inlet and discharge valves Walker. Locko, Jig for planing outside of crosshead shoes Walker, Thomas H., Load distribution around the dry pipe opening of front tube sheets Walton, H. S., Maintenance of air brakes on freight cars Wanamaker, E., Electric arc welding Wanamaker, E., Electric welding instruc- tions — . Wanamaker, E., Electric welding on the Rock Island War, A big job ahead War Board, Support the Railroads' War conditions, "Do your bit" War conditions. Readjustment to present.. War. The duty of the men at home War, Everyone can help win the War locomotive. United States Army War, The mechanical department and the. War, The performance of cars and loco- motives War, Prompt action by the railways in the War, The railroads and the War, Railway efficiency and the, by Daniel Willard War, Railway engineers now in France... War. Railway shop employees' part in... Waste check, Journal box. Ideal Waste Check Co Water gage glass guard. Simplex Safety Boiler (jage Glass Co Water. Purifying shop drinking, by W. S. Whitford Watson-Stillman (^., Boiler tube testing machine Watson-Stillman Co., Portable crank pin press Watts, N. I., Association competition article Wear in driving box cellar bolt holes. Re- ducing, by H. C. Spicer Weaver, C. R., Train brake leakage de- terminations Weige! Machine Tool Co., Drilling ma- chine with tapping attachment Weiss, H. A., Walschaert valve gear design Welder. Arc. Wilson W^elder & Metals Co. '8 4«4» 441* 1»9* 513' 683* 105* 44' 270' 126 423f 61f 2831 1751 1181 149 211* 71' 407' 548' 549' 549' 644* 263' 45' 493' 64* 501' 356' 217* 667* 322' 648* 125' US 593 644 307' 5291 3681 2871 2291 664f 421{ 484' 473f 611f 238* 2271 489 543' S68t 214' 462' 202' 214* 650' 202 258' 629* 65 !• 71 47» •Illustrated article; Jeditorial; tshort non-illustrated article or note; tcommunication. % Xll 1917— RAILWAY MECHANICAL ENGINEER— Index. Welding a cracked cylinder, by Joseph Schneeberger WeldinR, Electric arc, by E. Wanamaker. Welding, The electric, process (Railway Electrical Kngincers' Assoc. ) Welding high-speed steel tips to tools, by J. G. Fraser Welding, Information on arc, by F. G. De Saussure Welding information. Some arc, by F. G. De Saussure Welding instructions. Electric, by E. Wan- amaker Welding,' Assisting shrinkage in autogenous, by mechanical means, by E. S. Norton. Welding, Mixture of acetylene and oxygen for Welding, Oxy-acetylene Welding. Oxy-acetylene, Making steam pipes by. by W. H. Hauser Welding, Some oxy-acetylene repairs Welding on the Rock Island, Electric, by F.. Wanamakei' Welding system. Constant current, closed circuit arc. Arc Welding Machine Co... Welds for steam boilers. Autogenous Western Maryland, A dining car water heater Westinghouse Air Brake Co., Westinghouse "Fifty-four" air strainer Westinghouse Electric \- Manufacturing Co., Motor headstocks for wood-working lathes 322 S93» 41 158 9S» 156» 644 263* 210t 248t 1S4» 591* 307* 161* 44t 24* 272* 651 Westbrook, M. H., Milling jaws in side rods Weston, A. H., Fallacies regarding mallea- ble iron Wheel, The chilled iron car, by George W. Lyndon Wheel, Mechanics of the chilled iron Wheels, Machining car axles and Wheels, Reclaiming cast iron Vhelai tools Whelan. M. C, '.'"fli gh speed steel tipped Whelan, M. C, Tools for making locomo- tive safety chains Whistle, Origin of the locomotive steam . . Whitford, W. S., Portable flue cutter Whitford, W. S., Purifying shop drinking water Whittington-V'Hughn Co., A handy pipe vise Willard. Daniel, Railway efficiency and the war Williams, Thos. R., Calculating height of grain line for box cars Wilson Welder & Metals Co., Wilson arc welder .• • • • Windows, Clear vision cab, by J. H. Xagle Wine Railway Appliance Co., Car venti- lating shutter Wine Railway Appliance Co., A self-cen- tering roller side bearing Winterrowd. W. H., Locomotive design from a maintenance standpoint Wisconsin Electric Co., Type "C" Dumore grinder 476t 481* 249* 446 453 406 643* 35* 38t 268* 202* 3S6» 489 636 47* 649* 45 5r 678 355* Wolcomb, Harvey L^ Witt. And then the worm turned 456 Wolcomb, Harvey De Witt. "Cleaning up" Muncie roundhouse 265 Wolcomb, Harvey De Witt, "Fired" — For the good of the service 37 Wolcomb, Harvey De Witt, A foreman who fired himself 99 Wolcomb, Harvey De Witt. Making "Stickers" 206 Wolcomb, Harvey De Witt, Milling ma- chines in railroad shops 321 Women workers in England 438t Women workers in railroad shops 4748, 702* Wrodworking lathes, Motor headstocks for, Westinghouse Elect. & Mfg. Co 651 Work distribution in the roundhouse, by John F. Long 262 Work reports. Do not slight the 610$ Yards, Arrangement of car repair 6I0| Year books. Mechanical association 42 If Year, Change in fiscal I| Y. M. C. A., The railroad 530J Zyabloff bypass valve 549* 'Illustrated article; 9editorial; tshort non-illustrated article or note; tootnmunication. \'()lume 91 January, 1917 Xo. 1 in Fiscal Year Change The action of the Interstate Commerce Commission in changing the fiscal year of the railways to end on December 31 instead of June 30 will be warmly aj)- preciated by many mechanical department officers. The time to repair locomotives and cars is when lousiness is light and there is a surplus of ec[uipment in the spring and early summer. While the stronger roads are able to do this the mechanical departments on many roads have Ijeen handi- capped by the restrictions on expenditures for the repair of equipment during the period of slack business in the spring in order to make an artificially good showing for the current year. As business begins to increase after July 1 it becomes necessary to rush equipment into service with the minimum amount of repairs, resulting in failures on the road and consequent delay. Higher Postage Proposed for Magazines Newspapers and magazines are now carried by the postoffice at the rate of 1 cent a lb. The Randall rider to the postoffice bill proposes to change this to 1 cent a lb. for distances up to 300 mi. ; 2 cents a lb. for from 300 to 600 mi.; 3 cents a lb. from 600 to 1,000 mi.; 4 cents a lb. from 1,000 to 1,400 mi.; 5 cents a lb. from 1,400 to 1,800 mi., and 6 cents a lb. over 1,800 mi. Obviously the effect of this will be to restrict the circulation of our national magazines, thus defeating one of the fundamental ])urposes for the establishment of the postoffice — the better education of citizens throughout the length and breadth of the land, and the development of a spirit of patriotism and national unity Then, too, the method of charging l>y zones and in almost direct proportion to the mileage is not at all just. Investiga- tions have shown that the greater part of the cost of handling mail is at the terminals and that the relative cost of transport- ing it from place to place is comparatively small. It hardly seems possible that a government that is as far- sighted and as liberal as our own in carr}ing on educational projects, will allow the passage of an act which will throttle and impair the usefulness of such important agencies as our national magazines and technical journals. a sufficiently hea\y draft sill construction to absorb the shocks that should have been absorbed by the draff gear. Theoretically, however, the light sill with the high capacity draft gear is the most economical plan to follow. This was quite definitely shown in the M. C. B. draft gear committee report presented at the last convention. With an increase of 60 per cent in cross sectional area of the draft sills there was onl}- about 20 per cent permissible increase in load in the case of the spring gear, before the sills were stressed l>eyond their elastic limits, and the increase was only 8 per cent in the case of a friction gear. Comparing the two gears for the same sills it was fcand that the friction gear would al)sorb three times as much load as the spring gear l>efore the sills were permanently distorted, and in the heavier sills it carried 2.6 times as much. It is therefore plain that if increased protection is desired the draft gear capacit}-' should be considered first, and that the draft sill capacity should be considered from the standpoint of poor draft gear main- tenance. \\ here the sills are called upon to absorb too much of a shock it not only subjects the superstructure of the car to excessive racking and ultimate damage, but it also is very liable to damage the lading. The Draft Gear Problem In deciding on the draft gear ar- rangement for freight cars there are several items that must be taken into consideration. It is of prinury importance that a good substantial gear be used in order that the greatest service may be obtained from it. The gear must be of sufficient capacity to properly protect the car. The car must also be of substantial con- struction to withstand the heavy shocks it is bound to receive in service. The question as to what capacity the draft gear shall be, and how strong the draft sill construction shall be is a matter that is open to discussion. The problem is somewhat one-sided in favor of the heav}- sill construction, as, regardless of the capacity of the draft gear itself, its maintenance is usually neglected. This of necessitv requires Benefits from The prizes in the comj)etition on the Convention Benefits Derived from Convention Attenda ce Attendance have been awarded to F. P. Roesch, master mechanic of the El Paso & Southwestern at Douglas, Ariz. : R. R. Clarke, Pitts- burgh, Pa., and C. E. Copp, foreman painter. Billerica shops, Boston & Maine, North Billerica, Mass. Other communica- tions possessing considerable merit will be published. One of the writers emphasizes the value of the conventions as a "mind tonic. " The demands upon the transportation machine or any of its departments are so severe in these days that haphazard work cannot I)e tolerated. No officer or fore- man can aft'ord to get into a rut, but must keep a clear head and use it. Getting out and seeing what the other fellow is doing and what he is thinking alx)ut is the l^est recipe known for getting and keeping out of a rut The narrow-minded, self-satisfied attitude on the part of some officers and fore- men is responsible for much inefficiency and waste both of energy and material. The biggest gains in efficiency cannot always be accurately measured in detail but are to \)e found in the aggregate on the balance sheet. Because they are not clearly evident in the detail operations they are not fully comprehended by the average officer, although the real execu- tive — the man of vision and foresight — finds little difficulty in recognizing them clearly. The inspiration received from a convention gives far greater returns in increased efficiency in the better use of energy and materials than does the knowl- edge gained of some new detailed method or device, the exact measure of which cannot be gaged^and which may in itself more than repay the cost of attending the convention. It is unfortunate that because the larger and more important sav- ing is less easily comprehended it is so often overlooked. One of the writers reported a convention which he attended RAILWAY MECllAXICAL EXGIXEER Vol.. 91, No. 1 for a trade paper and marvels at the good he gained from it. He was forced to study the convention. Every represen- tative should be required to report back to his management the good things which he has gained from attendance at the convention, in meeting people outside the convention hall and in visiting the exhibits. While observations indicate that most of the meml>ers in attendance at the mechanical depart- ment conventions are fully alive to the oppxjrtunities and work hard to get the most out of the meetings, many might be spurred to greater efforts if formal reports were required; some who are not as fully awake to the opportunities might be awakened, and the reports themselves would beyond doubt prove the value of convention attendance. ment Prospects for 1917 Mechanical Depart- With the excellent business of the past year many roads have available more extensive funds with which to make improvements in shops and equip- ment that have in the past Ijeen necessary, l)ut which for the lack of sufficient capital have l)een deferred. The mechanical department budgets for the \ear are considerably larger than those prepared for 1916. Several railroads are planning shop extensions in order that the repair work may be more efficiently performed. Improved machine tools are being purchased and every means is being taken to meet the demands for cars and locomotives required by the heavy business. The high price of metals and the poor deliveries has caused many roads to pay greater attention to the scrap piles. Material tliat hitherto was not profitable to reclaim has been repaired and re-formed into serviceable material at a saving over the market price. Cars that hitherto have been scrapped will be rebuilt, steel draft sills and in many cases steel draft arms, together with high capacity draft gears l^ing used to put them into condition for service. Much of tiie material reclaimed from scrap will be and is now being used in rebuilding. Many castings that were made of bronze arc now being made of malleable iron and steel, and the welding of high speed steel to carbon steel shanks for machine tools has become a common practice. Some roads are taking this opportunity for improving the efficiency of their power by the application of superheaters and brick arches to those engines wliose condition and life warrant the expenditure. The year bids fair to be a busy one for both the railway shops and the supply houses which furnish them material. Every effort should be made properly to organize the forces so that the work will be ])Ut through with despatch and at the least possible expense. Objections have been raised by the boiler inspection de- partment that it was not practicable to develop an apparatus which would make it possible scientifically to measure the intensity of the light, and therefore the rather vague require- ment noted above has been adopted. Just how are the gov- ernment inspectors going to make these tests? And will they be checked in their results, or will they be the sole judges as to whether the headlights which they find in service meet the government's requirements? It would be interesting to know exactly why the locomotive inspection bureau and the labor leaders have worked so closely together in the hearings before the Interstate Com- merce Commission. It would be equally interesting to know why the brotherhood leaders have had to threaten the mem- bers of the brotherhood with expulsion and ostracism if ihey testified against the high-power headlight. The members of the Interstate Commerce Commission are overburdened with work and responsibility. Undoubtedly they are sincere in trying to do that which in their sight is most fair to the public and to the railroads. In order- ing the high-power headlights into service, however, they are assuming a tremendous responsibility as to the welfare of employees and passengers on heavy traffic roads. It hardly seems possible that, if tiie individual members had had an opportunity to study the records of the recent hearings closely, they could have agreed upon this rule. The Hot Box Competition The New Mechanipil department officers on mul- Headlight ^'P^^ track roads with heavy traffic _ were, to say the least, shocked when the Interstate Commerce Commission issued a new order, the day after Christmas, which is only a little less severe in its requirements than the original order. Just why the commission took the course that it did is difficult to understand. To see a dark object as large as a man of average size standing erect at a distance of 800 ft. ahead and in front of a headlight in a clear atmo.'iphere requires a real searchlight. Much testimony has been given to show the danger of operating such headlights, even though they may be dimmed in passing opposing trains, because of the danger of misreading signals. Surely those engineers who went to Washington to testify against the use of such lights at the risk of losing their insurance rights in the brother- hoods and of being ostracized by their fellows, must have had pretty strong convictions on the subject. How can the commission explain away the results of the many tests which have Ix-en made under expert supervision in recent years and which have demonstrated the danger of using the high-power lights? The three prizes in the hot box compe- tition have l>een awarded to J. S. Breyer. master mechanic of the South- ern Railway at Charleston, S. C. ; A. M. Dow, foreman freight car repairs. El Paso & Southwest- ern, El Paso, Tex., and J. E. Helms, inspector, Atchison, Topeka & Santa Fe shops, Pueblo, Colo. A large number of letters were received in the competition looking at the problem from different viewpoints; taken as a whole they form a most comprehensive study of the hot box problem. M least a dozen of them have been selected for publication in this or subsequent issues. There seems to be a disposition in many quarters to regard the hot box problem as one which is not capable of solution. The same thing was said concerning accidents, and yet the safety first movement, as it has gained greater and greater impetus, has greatly reduced injuries and fatalities by re- moving the cau.ses. Many railway officers despaired of re- ducing the loss and damage to freight, and yet the educa- tional campaigns which have l)een conducted during the past two or three years have made wonderful reductions in this item. Many instances are on record where the right kind of a man in charge of an educational campaign, reach- ing all those who had any interest in the matter, has re- sulted in wonderfully increased economy in u.se of fuel, large increases in car loading, and really marvelous increases in train loading. The hot box problem can l)e eliminated if the supervising officers will see that each man who has any- thing to do with those factors which are liable to cause hot boxes is fuUv educated as to exactly how the work should be done, and is then, with his fellows, filled with enthusiasm and inspired to do his part in bringing the trouble to an end. It would almost seem that the journal box on a freight car has no friends, and is neglected and passed by as a thing unfit to associate, with — an outcast. As long as this continues to be the case it is hopeless to expect better results. On the other hand, if the waste and inefficiency' which is caused by lack of proper care is once realized, the right man or men are sure to be developed that have enough en- thusiasm and executive ability to start and direct a cam- paign for better results. If this is done many railroad officers may be surprised at the fact that the amount of lubricant actually required will be even less than under present conditions. In other words, it is not more oil that m 4 January, 1917 RAILWAY MECHANICAL ENGINEER is required, but a greater co-operation and inspiration on the part of all interests in seeking the real heart of the trouble and eliminating those defects which cause the trouble. R.ilway Supplie. Two measures are pending in Con- . cress that should receive the backing of those who are mterested m the ex- Forcgn Markets ^^^^.^^ ^^ ^^^ ^^^^-^^ trade— and this should include all of us, for upon it will depend much of the future general prosperity of our countr>-. One of these meas- ures is the appropriation to the Bureau of Foreign and Do- mestic Commerce of the Department of Commerce. A fair indication of the efforts of the bureau in extending our export business is the attention which it is giving to the single item of railway equipment. Frank Rhea, formerly with the Inter- state Commerce Commission, Division of Valuation, is now in Australia, having recently left New Zealand. He expects later to study the markets for railway equipment in Japan, China, India and South Africa. The bureau also hopes to send an expert to study the ports and transportation facili- ties in Russia; another to investigate mineral resources in the Far East, and still another, if possible, to study the mar- kets for railway equipment in Latin America. Critical investigations of this character are quite necessary if we are to secure the l)est results, and the work of the department should not be hampered, particularly at this time, by paring down the approjiriation which the bureau has asked for and €very cent of which will be needed to carry out its proposed program. The second measure is the Webb bill. It is of vital im- portance that .\merican industries co-o{)erate in order to market their products in foreign lands and successfully meet the comf)etition of foreign combinations, some of which are actively backed up by their governments. At present such action on the part of American concerns would Ik' unlawful under the provisions of the Sherman act. The Webb bill provides that nothing in the present anti-trust laws shall be construed to render illegal an association entered into for the sole purjwse of engaging in ex]X)rt trade and actually engaged solely in such trade, or an agreement made or act done in the course of export trade by such association, pro- vided such association, agreement or act is not in restra'nt of trade within the United States. It provides also that no provision of the Clayton bill shall be construed to forbid the ac(|uisition or ownership by any corporation of the whole or any part of the stock or other capital of any corporation organized solely for the purpose of engaging in export trade. No special intere.sts are opposing this bill. Obviously, it should l)e made effective at the very earliest moment, and surely during the present session of Congress. The bill was amended in going through the House to guard against certain fancied abuses. While these amendments looked very innocent, it has since l^en found that they would en- tirely nullify the purpose of the bill and would place our coun- try in a ridiculous position. The Senate Committee which has the bill in charge is apparently examining it closely from a legal standpoint in order to make it really effective, but the committee also has in charge the railroad l)ill and there is danger of the Webb bill being lost sight of in the hea\^' pressure of work to which this committee is being subjected. The Standard Box Car In May, 1914, the American Railway Association, on the initiative of vari- ous members, pre-eminent among whom was E. P. Ripley, president of the Atchison. Tojieka & Santa Fe, appointed a committee to work out designs for a standard box car. Mr. Ripley was made chairman of this committee, and the other mem- bers are President Smith of the New York Central, Presi- dent Rea of the Pennsylvania, President Harrison of the "Southern. Chairman Kruttschnitt of the Southern Pacific, Chairman Elliott of the New Haven, and President Mark- ham of the Illinois Central. A sub-committee, of which George L. Wall is chairman, was appointed, consisting ot representatives of four of the prominent car building ccMm- panies. This sub-committee has Ijeen enlarged recently to include mechanical representatives from several roads. The work of the sub-committee is beginning to take definite form. Three types of box cars have l^een decided upon, the double-sheathed car, the steel frame single-sheathed car and the all-steel car. The first type may l^e built for either 60,000 or 80,000 lb. capacity, the second for 80,000 lb. capacity, and the third for 80,000 or 100,000 lb. capacity, making five designs in all. Sample cars of each of the different types are soon to be built. Some are in process of ccm- struction. With the progress thus made it seems certain that the railroads in this country are assured of a box car of standard construction and one that will give the shipp)ers and the handling lines the service they have a right to expect. There are several rea.sons why a standard lx)x car constructicm should be adopted. Interchanging the cars and .sending them broadcast throughout the country practically amounts to pooling the equipment. As a practical matter, a freight car is anybody's car, and the M. C. B. rules are such that that "anybody" has got to keep that car in repair. With the large number of different cars in service on the rail- roads today each road is required to keep a large assortment of repair parts on hand with which to make repairs, or to hold the car out of service until the necessary parts are received from the car owner, or to make "wrong" repairs at its own expen.se and get the car back into service. With a standard car a much smaller amount of material would have to be carried in stock, thus permitting a substantial decrease in the capital invested in such parts. This is one of the strongest arguments used by the advocates for the standard car. The adoption of a standard car will eliminate the weak, inferior car of cheap and poor construction which is low in first cost and expensive in maintenance, and which can never be depended upon to reach its destination in proper condition. The committee has given particular attention to the maintenance feature, and has attempted to provide a car of minimum weight that will give the greatest service with the lowest practical first cost. The matter of inter- changeabilit}' of parts has also been given careful consid- eration. The car builders will be benefited by the adoption of the standard car. They will be in a position to make the cars at a lower cost, in that with the standard parts their dies, templates and drawings can be standardized. The cars can be built and material purchased during times of depression and held in stock, thus enabling the builders to maintain a more uniform shop output and to purchase material at favorable prices. The workmen l>ecoming familiar with the standard designs would be able to do their work with greater despatch and increase their productiveness. All of this should tend to lower the price of the cars to the railroads and give them more than they now receive for their money. In some details of this work the committee has sought to improve or provide designs of equal merit for the various detailed parts in car construction that are covered by exist- ing patents. Where it has Ijeen found impossible to do this satisfactory royaltv' arrangements have been made with the owners of the patents. It has made use of the M. C. B. standards to a ver}' large extent and has been especially liberal in permitting the use of alternates in various elements in the construction. For instance, the draft gear is only limited by the center sill dimensions, and any roof can be applied which will accommodate itself to the Z-bar side plate, which is a fixed standard. It is this permitted use of alternates, together with the five designs of cars, that RAILWAY MECHANICAL ENGINEER Vol. 91, No. 1 rather complicates the "repair parts" feature. The present M. C. B. interchange rules (Rule 16) require that in repairs to foreign cars "the work shall conform in detail to the original construction" with a few exceptions. This would necessitate, therefore, each road carrying in stock a large numher of the alternates with which to make repairs, or to follow the present practice of holding the car for receipt of those parts from the owning road. This, of course, is not desiral)le, nor is it believed neces.'^ary, except possibly in some few cases. The fact that the committee has approved these alternates indicates they will serve their purpose equally as well as the standard parts, and that the safe operation of the car is in no way jeopardized by their use. This being the case why not permit the application of the A. R. A. Standards in repairs for those alternates which are used on the car? This would not affect the service of the car, would relieve the handling line of carrying such an excess of parts and would permit it to get the car back into service without delay. The advisability of adopting a standard car has been questioned because, as has been argued, it will interfere with development and remove the incentive under which mechanical experts have worked in the past to introduce improvements in car construction. With a corps of experts in the form of a committee under either the American Rail- way Association or the Master Car Builders' Association all the suggestions for improvements presented by the differ- ent roads could be thoroughly studied and the best one chosen. Changes could be made at prescrilied periods with- out causing any very material disturbance in the established standard. These various suggestions would be subjected to a more careful scrutiny and many of the fantastic ideas that now find their way into car construction would be eliminated, and all of the roads would receive the benefit of the best improvements. After all, the standard car is an economic necessity. Our freight cars are no longer company cars. They are owned by individual roads, but the chances are they are used more by other roads. Cases have been reported where cars have been a\\a\- frcm their home roads for two years or more. Such cars must be repaired, and it is essential that the roads that are re(|uired to repair them be given every opportunity to do so with despatch and with the least possible expense. Machine Tool It is strange that with all the improve- Equipment in ments and developments in machine „ ., „. tools the railwavs of this countrv pav Railway Shops ,. , -t. ^- ' ^ ^ .- '. ' SO little attention to properly ecjuipp'.ng their shops. E. \A'. Pratt, in his presidential address at the last Master Mechanics' convention, made a statement to the effect that as compared with the industrial plants some of the niilwav shops are .>0 to 40 years behind the times in their machine tool equipment. The question naturally arises. Why are they not improved? The invariable reply will un- doul>tedly be that the mechanical department cannot get money for the proffer expenditures. In other words, mechan- ical department officers attempt to shift the responsibility to their superiors. More than likely the trouble lies with the mechanical department men themselves. Do they make the pro{)er arguments and can they show their superiors through careful analysis just how much can be saved and what a splendid investment it would l>e to bring the machine tool equipment up to the proper degree of efficiency. On the face of it this would not seem to be a very difficult thing to do. In the year ending June 30, 1914, the railways spent over $50,000,000 in wages to machinists alone, and le.ss than $12,- 000,000 for shop machiner\' and tools. A saving of 1 per cent in machinists' labor, which could be easily accomplished by more efficient tools, would amount to $500,000. Figuring interest and depreciation on machine tools at 15 per cent. this $500,000 would take care of an investment of something over $3,000,000. There is no question but what a great deal more than 1 per cent could be saved in machinists' wages with such an e.xpenditure for l)etter and more efficient ma- chine tools. Xor is it believed that proper attention is given by the railways to the purchase of machine tools. It is not a pur- chasing dejjartment problem, and it should not be left in its hands. That department should act only as an intermediary obtaining the prices on the machines required, and permitting the mechanical department to have the last say as to what machines shall be purchased. The growth and development in the machine tool industry has been such in the past few years that only those who are in close touch and are thor- oughly familiar with the service performed by various tools are competent to determine which tool shall \je purchased. The smallest tool should be as carefully .^elected as the largest one. It is impossible to pick the proper tools blindly. The im- provements and special features in all types of machines are such that they must be carefully chosen. Some machines of the same type are better adapted for railway work than others, and in order that the best purchase may be made a careful study should be made of the already extensive market. Some railways have a man in the mechanical department organiza- tion whose sole duty is to study the machine tool needs of the shop. It is his business to study the field and to recom- mend for purchase the tool he has found best adapted for the work in question. He is responsible to a large extent for the output of the thousands of men in the shop organiza- tion, and it is by his judgment and careful study that the rejiaii work is efficiently done and that the shops are pro- vided with machines which are reliable and suitable for the work on which they are used. The machine tools are the basis upon which the efficient rhop is founded. With over $50,000,000 spent each year for machine tool operators the railways can well afford to make very careful investigations to see that these operators are provided with proper and efficient ec|uipment. They can well afford to pay competent men to follow the machine tool ecjuipment needs, and ever}- mechanical department offi- cer should seek the suggestions of his shop men as to which tools can be used to the best advantage. In no case should the tools be purchased on price alone, .\daptability for the work in question and reliability of performance should be considered first, and price afterwards. There are tremendous jxssihilities for economies to be made in the more efficient equipping of our railway shops. With railway earnings as large as they have been for the past year the mechanical de- partment officers should avail themselves of this opportunity for increasing the efficiency of their sho])s to the utmost, making sufficient investigations to back up their arguments with convincing data. NEW BOOKS First Priiirihl{'.< of F.lcrtririty. I'.y T. F. IIoni.Tii-, riouml in cloth. 248 p.TRes. 5 in. by 7y2 in. Illustrated. Puhli^hed by Sully & Kleinteich, 373 Fourth avenue, Xevv York City. Price $1. .\s the title of this book indicates, it is prepared for students or persons desiring to take up the study of electricity. It deals with the fundamental ideas of electricity, and is pre- sented in a ver}' simple, concise and understandable man- ner, devoid of all heavy complication which would otherwise bewilder a reader or student who has not had a previous education in the subject. The book defines electricity and interprets the various terms used in connection with it. It explains the various sources from which electricity may be obtained, giving a description and explaining the purpose of the direct and alternating current dynamos and motors, ex- plaining the principles upon which they work. IBM iBi Car and Locomotive Orders in i916 Year's Business of Over $550,000,000 Featured by High Prices and Large Foreign Locomotive Sales IX the 12 months of 1916 the railways, privute car lines and other users of cars and locomotives in the United States and Canada placed orders for 2,910 locomotives, 170,054 freight cars and 2,544 passenger cars. In the same period, according to tigures compiled by the Railway Age Gazette and published in the issues of that paper for December TABLE I. —Orders in 1916 Locomotives Freight Cars Passenger Cars ' 2,910 170,054 35,314 205,368 2,544 2,983 109 Total 5,893 2.653 29 and January 5, orders were also received from foreign countries by builders in the United States and Canada for 2,983 locomotives, 35.314 freight cars, and 109 passenger cars, making totals, respectively, of no less than 5,893 loco- rather low, $87,000,000; aljout 170,000 freight cars at $1,500 each, $255,000,000; and 250 passenger cars at $18,- 000 each, $45,000,000, making a verj- conservative figure of $387,000,000. It is not so easy to estimate the total for foreign orders but the value is at least $170,000,000, making a total for lx>th foreign and domestic car and locMnotive business of over $550,000,000, or well over $10,000,000 a week. HIGH PRICES PRENAIL The outstanding feature in this year's buying has lieen the prices paid. Freight and passenger cars have actually advanced from 75 to 80 per cent over what they were a \ear ago; they are now almost three times what they were two years ago at this time. As it happened, however, over one-half the freight car contracts were closed after October 1 or when prices were at their highest. The Railway Me- chanical Engineer has commented on this in its editorial 360 OOO 3^. OOO 330.000 30O.0O0 270,000 Z40.JOO 210. OOO 180,000 ISO, OOO 1 20. OOO 90. OOO dO.QOO 7.000 6.000 S.OOO 4.0OO 3. OOO S.OOO /.OOO i ; j "^ 330.000 1 ^\ ;-. 1 ^ 300. OOO *ft j \ 1 \—rreighf Cars Z70,000 1 j \ j \ Z'^O.OOO i 1 \ / i 1 \ / zio. OOO 1 \ / i\ j \ V / ISO. OOO j \ j \ \ / ! \ j ^ X / / ISO, OOO N / V / 1 \ ^ \ / 1 ZO.OOO ^ \, / \ ^^ SO, OOO N ^ 60. OOO 7,000 A i js 1 1 -- 6. OOO 1 / m ' / N« — Locomotives , S OOO ^j^ 1 1 \ i r- / \ ""■"-..^ / -> A.OOO 1 ^^- \ __2^ ^ ^^ . "-. ^^""^r-^ N ii»- / ^^ - — ■ ' N, ^ s. / / --" Xv /'^' !v 3.000 -^-^ b-^^— -V- \ — \ X ^s^ ~^^ ^~~-^' Passen Y \ ^-— "*" /,ooo i 1901 I90Z 1903 1904 I90S 1906 1907 I90R 1909 1910 I9U Equipment Orders Shown Graphically I9tz I9a 1914 /9/S 1916 M motives, 205,368 freight and 2,653 passenger cars. In view of the exceptionally high prices at which all this equip- ment has been sold this means that 1916 was undoubtedly the busiest year in the histor)' of the car and locomotive business. Consider, for instance, the domestic orders: About 2,900 locomotives at $30,000 each, which, if anything, is Vea TABLE n Locomo- Freight tives 1901 4,340 1902 4,665 1903 3,283 1904 2,538 1903 6,265 1906 5,642 1907 3,482 1908 1,182 Cars 193,439 195,248 108.936 136,561 341,315 310,315 151,711 62,669 — Domestic Passenger Cars 2,879 3,459 2,310 2,213 3,289 3,402 1,791 1,319 Orders Since 1901 Locomo- Freight Passenger Year 1909.. 1910. . 1911.. 1912.. 1913.. 1914. . 1915.. 1916. . tives .3,350 .3,787 .2,850 .4,515 .3,467 .1,265 .1,612 .2,910 Cars 189,360 141,024 133,117 234,758 146,732 80,264 109,792 170,054 Cars 4,514 3,881 2,623 3,642 3.179 2,002 3,101 2,544 columns and has noted that this improper way of doing business resulted because the railways were unable to fore- see how prosperous this country would become. For months and months they withheld buying only to be compelled finally to make their purchases when it appeared that the rise in prices was never going to stop. The increase in locomotive prices has been spectacular enough but the rise has not been quite so great as in the case of freight cars. Locomotive buying has been some- what steadier except for a few of the summer months with the exceptions that there has been a tremendous amount of foreign buying since October 1. The output of the loco- motive plants is now prett}- well contracted for until 1918. The Baldwin T^ocomotive Works has an order from the RAILWAY MECHANICAL EXGIXEER Vol. 91, No. 1 Frisco for 30 Santa Fe locomotives to be delivered in June, July and August, 1917. A New York Central order for 230 locomotives given to the American Locomotive Company and Lima Locomotive Works, as reported in the October Railway Mechanical Engineer, will be delivered about No- vember, 1917; the American Locomotive Company has an order for 50 locomotives from the Paris-Orleans Railway of France also down for delivery next November, and one for 100 locomotives from the French State Railways, desig- nated to be filled in January and Februar)-, 1918. All this means that the car and locomotive plants and equipment specialty manufacturers are fast getting on a peace basis. It is well known and a matter of record that many, if not most, of these plants have been working on large ammunition contracts. While many of them have undoubtedly realized large profits on this business, it is a source of gratification that the prosperity of these com- panies will henceforth be on a more stable basis. It will further be a reason for pride that the car and locomotive plants now busy on the manufacture of railway equipment for England, France and Russia will be among the first to help those countries in the work of reconstruc- tion after the war. PRICES OF LOCOMOTIVES ORDERED While the increase in the prices of locomotives has not been as marked as that in the case of cars, a conservative estimate will show that locomotives ordered during the past year have cost from $5,000 to $20,000 each more than similar locomotives ordered during the year 1914, the average increase during that period l)eing at least 50 per cent. A statement recently made public l)y the Buffalo, Rochester & Pittsburgh shows that Alikado locomotives were purchased by that road during 1914 at a price of $20,.^00, while sim- ilar locomotives ordered during 1916 cost $33,900. A similar comparison of Maliet type locomotives shows an increase from $32,300 each to $51,500 each. In lx)th cases the locomotives ordered durmg the two years are compar- able, being of the same design and total weight and were ordered from the same l)uilder. That still further increases in prices during the coming year may be expected is evident from an inspection of the conditions of the material market. A comparison of present prices of some of the materials entering into locomotive construction, with the quotations for one and two years ago. shows the following: December 21. 1 year 2 years ago ago. J4-in. boiler and flange steel, per lb. $ .0365 to $ 0.515 $ .0235 $ .0115 Steel forging billets, per ton 80.00 53.00 24.00 2J4-in- boiler tubes, per foot of length 132 .097 .09 Pig iron, per ton 23.00 to 35.95 17.40 to 9.50 to 19.95 15.17 As the present prices, or higher, will be effective for loco- jnotives ordered during the early part of 1917, while those of a year ago were probably effective on a large number of the early orders during the present year, there can be no doubt as to the trend of locomotive prices, at least for several months to come. TYPES OF LOCOMOTIVES ORDERED The striking feature about the orders for locomotives in 1916 was that the foreign orders were about equal to domestic orders, this resulting because ver)- large purchases were made in this countr)' by England, France and Russia. As far as the domestic orders are concerned there was a ver\' strong tendency toward the increased purchase of Santa Fe and Mountain or Mohawk tjpe locomotives. This is clearly indicated in the two diagrams showing the percentage of each of the important typ>es of locomotives ordered to the total number ordered in each of the last six years. From the actual figures given in Table III it will be seen that the purchases of Santa Fe locomotives totaled 325, as com- pared with 75 in 1915 and 63 in 1914. The Mountain or Mohawk type locomotives ordered totaled 184, as compared^ with orders for 47 locomotives of this kind in the five years^ from 19n to 1915. The New York Central and the South- ern both ordered a large number of these locomotives, the New York Central's total being no less than 139. The switching and Mallet type locomotives also showed fairly large increases over former years, but the Consolidation and electric showed considerable decreases. T.\BI.E in. — Classification 1916. Mikado 758 Switching 731 Consolidation 63 Mallet 218 Pacific 278 Santa Fe 325 Ten-Wheel 40 Mogul 28 Mountain or Mohawk 184 Atlantic 2 American 1 Electric 43 Other 239 OF Locomotives Ordered 1911-1916. 1915. 1914. 1913. 1912. 1911. 562 333 796 1,309 590 227 201 638 821 443 225 166 823 858 577 120 59 72 168 112 102 174 566 594 486 75 63 ■ • • 40 48 255 364 2.W 12 24 42 61 127 9 12 24 2 1 34 46 5 9 1 19 8 8 27 70 59 94 75 133 168 73 103 252 406 Total 2,910 1,612 1,265 3,467 4,515 2,850 It is evident that the Mikado locomotive is losing, while the Santa Fe U-pe is gaining favor for use in heavy freight /9// I9IZ 1913 Year. 1914 BIS f?f6 Pacific, Mountain, Ten-Wheel and Atlantic Type Locomotives Shown- in Percentages of the Total Number of Locomotives Ordered, 1911 to 1916 service. Considering the success with which locomotives of the latter type have met in service and the ability to pro- vide a flexible driving wheel base which has been made pos- sible by the lateral-motion driving box, the wider application of the Santa Fe type seems assured. In 1911 the first locomotives of the Mountain type were placed in passenger service on the Chesapeake & Ohio to facilitate the handling of passenger trains on heavy moun- tain grades without double heading. With the exception of 1912, each succeeding year has seen orders placed for a few of these locomotives. That this type of locomotive is rapidly establishing itself is indicated by the fact that in 1916 orders were placed for 184 of these locomotives for passenger and fast freight service. Few locomotives of the Pacific typ>e have been built with total weights over 300,000 lb. and tractive efforts exceeding 40,000 lb. Such locomo- tives with average axle loads as high as 67,000 or 68,000 lb. and tractive efforts approaching 50,000 lb. may be con- sidered as constituting the limit of weight and tractive effort which can be reached with the Pacific tj'pe. The average weight of the Mountain type locomotives, now in service or on order, exceeds 330,000 lb. and the possibility of increasing the hauling capacity with these locomotives is well indicated by the fact that they have been built to exert tractive efforts as high as 57,000 lb. with average axle loads slightly under 60,000 lb. That the Mallet locomotive is giving a good account of itself is indicated by an increase of practically 100 in the number ordered in 1916 as compared with those ordered during 1915. Orders for a considerable percentage of this number were placed by roads which are successfully using the Mallet locomotive in road service. The Virginian placed orders for ten 2-10-10-2 type locomotives to have a total weight of 670,000 lb. and exert a tractive effort of 147.00a lb., and it is also noteworthv that this road has ordered January, 1917 RAILWAY MECHANICAL ENGINEER '■■* '■I a Triplex (2-8-8-8-4 tvpe) locomotive similar to those which have been built for the Erie, of slightly less total weight, 844,000 lb., as against 853,000 lb., but with greater tractive effort, 166,000 lb., as compared with 160,000 lb. This gives the Virginian Triplex the distinction of being the most powerful locomotive yet built. SOME OF THE BIG ORDERS During the year some very imposing orders for locomotives were placed. As these have l)een reported in the news section of the Railway Mechanical Engineer from time to time, it is not necessary to repeat them in detail. It is worth noting, however, that' during the year the following roads each placed orders for 50 or more locomotives : Baltimore & Ohio, 100, including 90 with the Baldwin Locomotive Works and the remainder with the Lima Locomotive Works; Boston & Maine, 60, American Locomotive Company; North West- ern, 142 on two orders, American Locomotive Company; Chesapeake & Ohio. 50. American Locomotive Company; Burlington, 50, Baldwin Locomotive Works; Erie, 53 with the American, Baldwin and Lima Locomotive Companies and in company shops; Great Northern, 75, Baldwin Locomotive Works; Lehigh Valley. 105, Baldwin Locomotive Works; New York Central and sul)sidiar>- companies, 507, including 247 with the American LcKomotive Company, 260 with the Lima Locomotive \Aorks and 10 with the General Electric Company; New Haven, 50, American Locomotive Company; Pennsylvania, 186, including 75 with the Baldwin Locomo- tive Works and the remainder at the company shops at Juniata; Pennsylvania Lines West, 50, Baldwin and Lima Locomotive Works; Frisco. 70, Baldwin Locomotive Works; Southern, 111, including 97 with the Baldwin Locomotive Works and 14 with the Lima Locomotive Works. The foreign buying was done principally l)y the British, 40 3S SOI 25 C20 JS lO 1 ■ — 1 — ^Y' X X v'X V f-r X ^ X ,_^ / ^^ 1 7^ ^Nc-=»?^ \ , ^ ^ ^ -/— — ^^^<*.-i 1 Y \ / ^^- _^«<^'^1 ! --.. -^ -^^^^^ - '\ \ r^ CjfT^ ^ o ' ^^ ^ — ^\ — ' ' — ^°^— ^ <^IS^ \-K \ V ^v .•' 1 \ ,**' '•^^^^^//a^ — •**^^%1s^d \ — — ^^°9o7^=^ — Mogul » 4-0 35 30 ts ^1 IS lO m atz 1913 Year. /9f4 J9/S 1916 Mikado, Santa Fe, Mallet, Consolidation and Mogul Type Loco- motives Shown In Percentages of the Total Number of Loco- motives Ordered, 1911 to .1916 French and Russian Governments. The British Govern- ment ordered 565 small engines from the Baldwin Locomotive Works, 100 from the American Locomotive Company and 40 larger engines from the Canadian Locomotive Company. The French Government ordered 255 small locomotives from the Baldwin Locomotive Works and 100 larger engines from the American Locomotive Company. In addition to these, orders were also placed by the Paris-Lyons-Mediterranean for 140 Mikado engines with the Baldwin Locomotive Works and by the Paris-Orleans Railway for 100 Mikado locomo- tives with the American Locomotive Company. The Italian State Railways ordered 100 Consolidation locomotives on two orders f rwn the American Locomotive Company. The Rus- sian Government orders totaled no less than 7b5 locomotives, including 156 Decapod and 79 small engines from the Amer- ican Locomotive Company; 150 Decapod und 350 gasoline engines, Baldwin Locomotive Works, and 5(i DecajXKi en- gines, Canadian Locomotive Company. IMPROVEMENTS IN LOCOMGTINE DESIGN .\ccording to the lists of orders published by the Railway .\ge Gazette, of the 2.910 locomotives ordered for domestic service, 2,355 were specified as being equipped with super- heaters and 2,233 with brick arches. Special valve gears were specified for 7.>8 locomotives, including 616 Baker and 122 Southern. In addition to that 718 locomotives will be etjuipped with stokers; 564 Street. 71 Duplex. 45 Hanna, 25 Crawford and 13 Standard. Superheaters were included on alx)ut 80 j>er cent and l)rick arches on al>out 77 j>er cent of the total numl)er of domestic hxomotives ordered. The tendency towards an increase in the degree of superheat has l^een specially marked during the last six months, increa.ses in the number of units having l>een specified in many of the locomotives ordered during that time, as compared with similar locomotives built during the past two years. ?>onomy and capacity increasing devices were during 1916 applied to two existing locomotives for each new one so ecjuipped. Considering the large increase in the numl)er of locomotives ordered this year, considerable acceleration in the improvement of existing power is evident. The constant increase in the size of locomotive boilers which has taken place during the last few years has led to the serious consideration of the effect of the constantly in- creasing tube lengths which have thereby been necessitated. It has now been well established that there is an economical limit, l)e}ond which there is little to be gained from addi- tional tube heating surface obtained by increasing the tul>e lengths. The result of this growing conviction has l>een re- flected in the increase in the number of locomotives, the lx)il- ers of which have been built to include combustion chambers, there having resulted therefrom not only a nwre efficient dis- tribution of the l)oiler heating surface, but improved com- !)Ustion due to the increased firebox volume. Probably the most far reaching development of recent years, not only in improved efficienc>- of combustion and boiler performance, l>ut more particularly when considered from a Inroad economic standjx)int, is the use of pulverized coal in locomotive senice. This has l)een develojjed to a point where satisfactory- results have l)een o)>tained in ser\'ice, in about three years, and its economic possibilities are such that in view of the constantly increasing price and commer- cial demand for coal, the next few year? may see it well established as a regular feature in locomotive service. That <^he number of mechanical stokers in serx-ice during the past year has increased fully 75 per cent is the natural sequence of the large number of the ^likado, Santa Fe and Mallet types which have been ordered during the year, most of the.se locomotives requiring a rate of firing to develop their full capacity well beyond the possibilities of hand-firing. The use of heat-treated carbon and alloy steels for recipro- cating parts, crank pins, axles, etc., has now become well established. Many of the problems of running gear design presented by the high power which must l>e transmitted f^-om a single pair of cylinders in large single-unit locomo- tives have been greatly simplified by the availability of such material and the past year has seen its use extended to sev- eral additional railroads. The lateral motion driving box for providing radial action to driving axles, which was first applied to 2-10-2 t)pe loco- motives built in 1915 for the New York, Ontario & Western and the Erie, has been applied to more than 60 locomotives ordered during the past year. Concerning the foreign orders it is noteworthv that until RAILWAY MECHANICAL EXGTXEER Vol. 91, No. 1 this >ear, with the exception of locomotives built for Russia, these engines have generally been built to the foreign designs. During the latter part of the present year orders have been received from France, Spain and Italy, which are being built to American designs. A comparison of the number of locomotives of the various types ordered during 1915 and 1916 clearly indicates that there has l)een no decrease in the tendency toward constantly increasing jwwer units. While the 2-10-2 type will un- doul)tedly retain its supremacy for several years in heavy road freight service, it is evident that the limit of its capacity will soon be reached and the difficulties in the way of increasing the size of simple cylinders beyond that required by the 10-coupled wheel base, indicates that but little more can be done in the development of single unit locomotives op^.''ated by a single j)air of simple cylinders beyond the possibilities in the types now in existence. Although in gen- eral the Mallet locomotive has never Ijeen favorably consid- ered as a road engine, it has been successfully used in road service for some time on a number of railroads and it offers possibilities for further development along that line. FREIGHT CARS ORDERED The total of 170,000 freight cars ordered shows a very considerable increase over 1915 and is over twice as large as the total for 1914. In fact, the total is the Ijest with the exception of 1912 since 1906. As far as the total value of orders placed is concerned it has been one of the best years in the history of the lousiness. With the sudden demand for raw materials by the munition manufacturers, the price of steel has soared very high. The price of lumber has in- creased Imt little, and what increa.'^e has o<;curred has l)een many cars were ordered the last half of 1916 as were ordered during the first half, November being the heaviest month for the past three years. Needless to say, the orders have been restricted to provide for only those cars which were absolutely necessar}', but still the orders placed for the year approach very nearly the 15 -year average which has been re- ferred to above. The outstanding feature in this year's totals, as shown in Table A, is the reversion to all-wood or composite under- frame cars. Only 1,560 all-steel box cars are reported as against a total of 11,005 in 1915. This, of course, is partly due to the absence of large Pennsylvania orders for all- steel box cars, but even taking that into consideration it shows ver\- strikingly with the increase of composite under- frame box cars from 1,225 to 12,560, and in all-wood cars from 601 to 6,416 from 1915 to 1916, the effect of the exceedingly high prices and poor deliveries of steel. Of the total of about 165,000 cars ordered for use in the L'nited States and Canada, the greatest increases over last years are in the composite and steel underframe type, both of which show gains much larger proportionately than the in- crease in the total number of cars ordered, while there is al- most no increase in the number of all-steel cars ordered. Considering the conditions of the raw material markets, l)oth as to prices and deliveries, it is not surprising that the ten- dency has l)een to use as little steel in car construction as |)ossible, and the returns can in no way be considered as indicating a tendency toward wood construction on its own merits. The numl)er of cars of all-wood construction ordered during the year shows an increase of over 40 per cent as compared with the number ordered during 1915, but the total T.ARLE A. — Classification of Freight Cars Ordered Dcring 1916. All Steel frame and steel undirtrame 12.i6t Draft Gear A All .«^teel a r.ox 1 .560 Refrisrerator .... Hopper, including ore 30.940 .... Gondola 7.8-'9 4.00" C"oal (not otherwise specified) 560 .... Stock 800 Flat 2J\3 Tank 13.6.?r .... Calioose ; ' H5 Miscellaneous or not specified 361 900 Total 57.20" 18.113 Steel underframe 1) 24.256 3.191 750 5,648 3.260 218 169 Composite underframe .1 12.650 100 3.500 500 73 206 9 37,492 17,038 Wood f 6.416 1,168 760 3 75 825 651 is 312 10,225 Not specified 5,450 2,515 3.926 9,063 1.000 1,360 155 6 51 6,453 29,979 Total 62.593 6.974 36,376 .30.050 1.635! 6.745 3.192 13.643 642 8,204 170,054 Spring m 18,985 2.662 6,073 10.350 l,6i5 218 12 290 602 40,807 Friction n 25,819 1,297 20.977 10.125 575 2.950 1.358 13,320 83 846 77,350 specificil 17.789 3.015 9.326 9.575 1.060 2,180 1.616 311 269 6,756 51,897 due to the advance in the cost of labor and materials used in its manufacture and more recently to the shortage of cars. Lalxjr throughout the country has become much more ex- pensive. All of these conditions have a material bearing on the cost of car construction and on the fact that the price-; now paid are 75 per cent more than those {)aid under normal conditions. As much as $1,800 has been paid for box cars, and over $2,200 for refrigerators. A conservative estimate of the average prices being paid for all freight cars has l)een given as $1,500. This has placed a serious burden on the railroads, especially on account of the fact that they have had to buy large amounts of new equipment. From 1901 to 1915, inclusive, there was a total of 2,62.>,- 425 cars ordered — an average of 174,895 cars per year. During the first seven years of this period the average was 205,.^61 cars per year, while for the following eight years the average was but 148,238. This shows that at the be- ginning of 1916 the roads were considerably short of their ecjuipment requirements. To be sure, the increase in the capacity of cars has l^een responsible for some of this de- crease in the number bought, but the small earnings of the railroads during the latter period are responsible for most of it. With the railroads thus behind in the matter of equip- ment, they have been forced to increase their orders for cars this year notwithstanding the high prices. About twice as number of cars ordered shows an increase of over 50 per cent compared with 1915. Indeed it is remarkable that the in- crease in this type of construction was not larger and it seems apparent that it has been resorted to more where the necessity for immediate deliveries was the paramount consideration, rather than from considerations of price. In addition to the embarrassment of high prices, the roads have been handicapped by long deliver}-. Six to nine months is the best that can be expected, and on tank cars a year to a year and a quarter is not uncommon. The unprecedented demand for oils and gasolene both for export and for do- mestic use, has created a demand for this latter class of equipment, and is responsible for the large number of tank cars ordered this year. With peace negotiations between the warring nations taking a somewhat favorable aspect there is hope for better prices and better delivery within the next year, THE BIG FREIGHT CAR BUYERS Several of the railroads made unusually large purchases of freight cars. As details of most of these orders have been given from time to time in the Railway Mechanical Engineer, it will be sufficient to say here that orders for ovei 3,000 freight cars were placed by each of the following roads: Baltimore & Ohio; Chesapeake & Ohio; Chicago & North Western; Burlington; St. Paul; Erie; Illinois Cen- January, 1917 RAILWAY MECHANICAL ENGINEER tral; Louisville & Nashville; New York Central; Pennsyl- vania; Reading; Southern; Southern Pacific; Union Pacific and Union Tank Line. The French State Railways were reported as having or- dered 11,500 cars; the Italian State Railways, 3,000; the Paris-Lyons-Mediterranean, 1,500; the Paris-Orleans, 3,600, and the Russian Government, 7,155. PASSENGER CARS ORDERED There has been no such reversion to wooden cars as has been noted in the case of freight cars. This is the best pos- sible evidence that the all-steel passenger car has come to stay, and this for the reason that the prices of passenger cars have advanced in even greater proportion than has been the case .with freight cars. Practically the only wooden cars ordered were some ordered for Canadian roads. Practically all the cars have been specified as Ijeing equipped with elec- trict lighting. Among the companies that placed orders for over 100 passenger cars were the Baltimore & Ohio, Canadian North- em, Canadian Pacific, New York Central, Pennsylvania and the Pullman Company. E^LIFMENT BUILT The Railway Age Gazette also gives figures as to the output of cars and locomotives. During 1916 there were built in the car and locomotive plants and railroad shops 4,075 locomotives, 135,001 freight cars and 1,839 passenger cars, a considerable increase over last year's low figures of 2,085 locomotives, 74,112 freight cars and 1,949 passenger cars. This year's totals, however better thev mav be than T.Xni.E 1\'.— OiTPiT, 1899-1916 Freight Passenger lear Locomotives Cars Cars 1899 2,475 119,886 1,305 1900 3.153 115,631 1,636 1901 3,384 136,950 2,055 1902 4,070 162,599 1,948 1903 5,152 153.195 2,007 1904 3,441 60,806 2,144 1905* 5,491 165,155 2,551 1906* 6,952 240,503 3,167 1907* 7.362 284,188 5,457 1908* 2,342 76,555 1.716 1909* 2,887 93,570 2,849 1910* 4,755 180,945 4,412 191 1* 3,530 72,161 4,246 I912t 4,915 152.429 3.060 1913t 5,332 207,084 .1,296 I914t 2,235 104,541 3,691 1915t 2.085 74,112 1,949 1916t 4,075 135,001 1.839 * Includes Canadian output. tincludes Canadian output and equipment built in railroad shops. 191 5's figures, do not begin to express the real prosperity of the business for the reasons (1) that so large a proportion of the orders were placed in the last three months of the year, (2) because they do not indicate the high prices and (3) because, as previously noted, they cannot show the munitions o.-ders. Of the 4,075 locomotives built, 2,708 were for domestic and 1,367 for foreign companies. Of the 135,001 freight cars, 113,692 were for domestic and 21,309 for export business, and of the total 56,053 are specified as l^eing of all- steel construction, 59,636 as having steel underframes, 8,849 as being of wood and the remainder are not specified. Of the 1,839 passenger cars, 1,769 were for domestic use and 70 for export. Of the total, 1,600 are specified as being of all-steel construction, 200 as having steel underframes and 39 as being of wood. It will be noted that foreign orders play an important part in the builders' activities. Some companies, particularly those in Canada, almost specialized on foreign orders. As was the case last year, also, a number of American companies confined their activities almost entirely to doing repair work for railroads. STEAM PIPE JOINT RINGS The accompanying illustration shows the method followed by the Chicago Great Western for the application of steam pipes. It is sometimes difficult to cast and machine the joints in steam pipes so that they will match exactly l>etween the nigger head and the cylinder casting. The arrangement of joint rings shown provides a leeway of 1^4 in. The joint rings for cylinder ends of the steam pipes are turned con- centric, while those for the nigger head ends have the two Cylinder £nd. Taper IBi' Tee End. laptrlZf Cylinder Ring. Tee Head Ping. I I Joint Rings Used to Adjust for Inaccuracies In Steam Pipes l>earing faces l.s in. off center. By turning the rings until a perfect contact is obtained between lx)th the steam pi}>e and the nigger head, a connection can l)e obtained without diffi- culty within the limits of a % in. variation, as above men- tioned. This has been used for the past two years with very satisfactorv success. ANNUAL REPORT OF THE CHIEF INSPEC- TOR OF LOCOMOTIVE BOILERS* The annual report of Frank McManamy, chief inspector of locomotive lx)ilers, Interstate Commerce Commission, for the fiscal year ended June 30, 1916, has recently been pub- lished. During the year the work of this division has been materially changed and increased by the broadening of its scope to include the inspection of the entire locomotive and tender. The inspection rules and instructions concerning the inspection of locomotives and tenders were formulated during the year, and while the enforcement of them required no material change in the form of the organization of the division, it caused a substantial increase in the work of the inspectors, which is reflected by the number of locomo- tives inspected during the year. !NIuch of the time of the inspectors was taken in what might be termed "educational work," so that the railroad inspectors and officers might have a correct and uniform understanding of the require- ments of the law. The present inspectors were examined by the United States Civil Service Commission concerning their qualification and fitness to perform the additional inspections, and all the inspectors employed by the division passed a very creditable examination. As the work of this division now embraces the entire locomotive and tender, the tabulation of accidents, injuries and defects found is such that no practical basis exists upon which the comparative tables of accidents as shown in former reports can l)e continued. The following is a summary of the tabulated data contained in the report: Number of locomotive!^ inspected - 52,650 Number found defective '.'....'.'.'. 24*685 Percentage found defective ' 47 Number ordered out of service for repairs 1,943 Number of accidents '537 Number killed 3g Number injured 599 There were 71,527 defects found on the 24,685 defective locomotives. Of this number something over 23,000 defects are those which do not pertain to the boiler and its appur- * A brief summary of the work of the division of boiler inspection. Uken from the annual report of ihe Interstate Commerce Commission, was pub- lished last month, page 632. 10 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 1 tenanccs. The following is a tal)ulution of the more impor- tant defects enumerated in the rej)ort: Brake equipment 1 ,965 Cylinders, saddles or steam cliefts 5,395 Draw gear 1.562 Lateral motion 7JS Rods, main or side, crank pins, or collars 1,176 Springs or spring rigging 1,671 Tanks or tank valves 1.594 Tender trucks 1,295 Wheels 1,407 This gives a clear idea of what the railroads should watch in the maintenance of locomotives and tenders. In this con- nection the report shows illustrations of locomotives in service with steam leaks which are such that the view of the engine- man is almo.st entirely obscured. Mention is also made of an accident caused by the steam heat hose coupling on the rear end of the tender of the first engine on a double headed passenger train catching in a switch point, derailing the second locomotive and wrecking the train. The steam ho.'^e coupling hung too low, and was not hooked up as it should have been. This accident resulted in the death of six per- sons, serious injury to ten persons, and caused a property damage estimated at $14,565. The speed at which the.'^e engines were running was estimated at 40 m. p. h. This accident serves to illustrate the importance of looking after and repairing the small and sometimes apparently unimpor- tant defects ])efore locomotives are allowed to go in service. Table I shows the number of persons killed and injured by failure of locomotive l)oilers or their appurtenances during the year ended June 30, 1916, and by failure of any part of locomotives or tenders since the amendment regarding the locomotive and tender inspection became effective, the classi- fication being according to their occupations. Briefly summarizing the accidents, and the casualties resulting therefrom, caused by the failure of locomotive boilers and their appurtenances only, for the purpose of Table I. — CASi-AniEs Cr assifiep i;v Occi'Pations Members of train crew<: Killed. Engineers II Firemen 1 J Brakemen 9 Conductors 1 Switchmen Roundhouse and -Imi) employees: Boilermakers 1 Machinists 1 Foremen 1 Inspectors Watchmen Boiler washers Hostlers Other roundhouse and shop employees 1 Other employees Non-employees 1 Total 38 Injured. 205 225 74 6 6 11 11 3 3 8 10 6 21 7 3 599 comparison, it shows there were .v52 such accidents with 29 killed and 407 injured thereby. This is a decrease over the preceding year in the number of accidents and in the number of casualties, but an increa.<^e in the number killed. This increase in the number of fatalities is due almost entirely to one single class of accidents, namely, crown sheet failures due to low water, where contributory causes of neglect were found, and forcibly emphasizes the importance of properly maintaining water gages and boiler feeding appurtenances. Attention is called to the fact that during the period covered by this report unprecedented traffic conditions necessitated the use of over 6,000 more locomotives than in the preceding year. Table 11 is a list of the accidents and casualties resulting from failures of locomotive boilers or their appurtenances during the year ended June 30, 1916, and by failures of any parts of locomotives or tenders since the amendment concerning the inspection of locomotives and tenders became effective, the classification being by parts or appurtenances causing the accidents. A number of applications for extension of time for the removal of flues was asked for, and of 653 applications 103 were not granted, 79 were given part of the time asked for, 63 extensions were granted after defects disclosed by the government inspectors had been repaired, 43 were withdrawn, and the remaining 365 were granted as requested. The total number of requests was much less than for the preceding year. The report also states that the roads with but few exceptions are bringing the locomotive boilers up to the required factor of safety in a satisfactory manner, and that all boilers will lie brought up to the established standard within the limit of time set by the commission. The report closes by stating: "It is only fair to state that a large majority of the carriers are diligent in their reports Table II. — AcriDKNTS a.nd Casvalties Classified bv Parts ob APPI-RTENANCES. Part or appurtenance which caused Year ended June 30, 1916. accident. .\ccidents. Killed. Injured. .\ir reservoirs 6 . . 9 .Aprons 2 . . 2 .•\rcli tubes 5 1 7 .\shpan blowers 4 1 4 Axles 4 .. 4 BlowoflF cocks 19 . . 20 Boiler checks 8 . . 9 Boiler explosions: A— Shell explosions I? — Crown sheet; low water; no contributory causes found 23 7 38 C — Crown sheet: low water; contributory causes or defects found 16 13 21 I> — Firebox; defective staybolts, crown stays or sheets 1 .. 3 E — Firebox; water foaming 1 .. 2 Brakes and brake rigging 4 i 6 Couplers 4 . . 7 Crank pins, collars, etc 8 . . 9 Cress heads and guides 3 . , 4 Cylinder cock rigging 1 . . 1 Cylinder heads I . . 1 Dome caps 1 1 Draft appliances 1 . . 2 Draw gear 22 2 21 Fire doors, levers, etc . 2 . . 2 Flues 37 .. 46 Flite pockets 1 . . 2 Footboards 2 . . 2 (lagc cccks 1 . . 1 (irea<=e cups 3 . . 3 Cirate shakers 23 . . 23 Handholds 4 I 3 Hendlights and biackets 6 .. 7 Injectors .?nd connection fnot including injector steam pipes) 27 . . 28 Injector steam pipes 11 . . 14 l-uhricators an"! connections 13 . . 13 Lubricator glasses 11 .. II Patch bolts 2 . . 3 Pistons and piston rods 5 1 4 Plugs (arch tube and washout) 17 2 22 Plugs in firebox sheets 3 .. 3 Reversing gear 38 . . 38 Rivets 4 . . 4 Rods (main and side) 15 I 16 Safety valves 1 .. 1 Sanders 1 .. 1 Side bearings 1 .. 1 Springs and spring rigging 8 2 7 Squirt hose 62 1 61 Staybolts 1 . . 1 Steam piping and blowers 16 . . 22 SteTm valves (inside and outside of cab) 10 1 13 Studs 10 2 8 Superheater tubes 3 . . 4 Throttle glands 1 . . 1 Throttle leaking 1 ,. 1 Throttle rigging 5 1 4 Valve gear, eccentrics and rods 7 . . 7 Water bars 1 . . 1 Water glasses 29 . . 29 Water glass fittings 7 . . 7 Miscellaneous 14 . . 15 Total 537 38 599 to comply with the requirement of the law, and are sincerely co-operating with us with that end in view, and in such cases the beneficial results are particularly noticeable. "A few carriers have attempted to place the burden of inspecting their locomotives upon us by continuing to use defective equipment until found and ordered out of service by a government inspector, which has resulted, in some instances, in considerable inconvenience to the shippers. While this is to be regretted, and is avoided as far as pos- sible, we cannot permit it to influence our actions where we find evidence of the disposition on the part of railroad officials to use locomotives that are defective and in violation of the law." Pulverized Fuel for Locomotives' Abstract and Discussion of a Paper Presented Before the Railroad Session of the A. S. M. E. BY J. E. MUHLFELD President, Locomotive Pulverized Fuel Company ■K TO establish satisfactory credit in order to provide adequate capital at reasonable cost, a steam railway must preserve the proper ratio between gross operat- ing revenues and expenses; and this ratio is largely con- tingent upon the effectiveness of its developed means for moving traffic. As next to labor the largest single item of cost for transportation is the fuel used in locomotive opera- tion; and as in the final analysis the cost per revenue pas- senger or per ton-mile is largely conditional upon the capacity, effectiveness and economy of the unit of motive power per hour, it is easy to realize to what extent the credit of a steam railway is controlled by its locomotive performance. Expenditure for locomotive fuel for the steam railways in the United States now approximates $300,000,000 per annum, of which from $75,000,000 to $100,000,000 represents the proportion that is expended to kindle, prepare, clean, and maintain fires on grates when locomotives are standing, drifting or otherwise not actually using steam to move them- selves, either light or with trains. For the fiscal year ended June 30, 1914, the Interstate Commerce Commission reports a total of 64,760 locomotives of all classes in the United States having made a total of 1,755,972,325 miles. This gives an average for each locomotive owned of about 27,115 miles per annum, 74 miles per day, or but little over 3 miles per hour. From the foregoing figures it is easy to imagine that over one-half of the time of locomotives is now spent at terminals in the hands of the transportation and mechanical departments, and that most of this delay is due to the neces- sity for cleaning fires, ashpans, flues and smokeboxes; in- specting and repairing draft, grate and ashpan appliances; and for firing up and supplying firing tools and equipment. Frequently the delays to locomotives waiting to reach ashpit tracks and to rekindle fires exceed the time required to do this work; meanwhile fuel is needlessly consumed and the boiler subjected to excessive contraction and expansion. The opportunity for reducing the non-productive time of existing locomotives and for relieving terminal congestion that is now caused by the necessity for cleaning fires, ash- pans, flues, and smokeboxes; inspecting and repairing draft, grate and ashpan appliances and for firing up and supply- ing firing tools and equipment to locomotives burning coal on grates, makes the use of pulverized fuel one of the most effective and economical means for increasing the net earn- ing capacity of present single and double track steam roads. Steam locomotives will be equipped to approximate electric service by the use of pulverized fuel, which in turn will eliminate smoke, soot, cinders, sparks and fire hazards; re- duce noise, time for despatching at terminals, and stand-by losses; and increase the daily mileage by having more nearly continuous service between general repair periods. With pulverized fuel a locomotive having the boiler filled with cold water may be brought under maximum steam pres- sure within an hour, and the fuel feed then stopped until it is called for service. When standing or drifting at ter- minals or on the road, the fuel feed can also be discontinued as the steam pressure can always be quickly raised. After the trip or day's work the locomotive can be immediately Stored or housed, the usual ashpit delays being entirely eliminated. The possibilities for increasing the productive •For an illii'strst'ed description of the locomotive equipment for burning pulverized coal see the Railway Mechanical Engineer for March, 1916 page 114. time of existing locomotives and for relieving terminal con- gestions that are now brought about by the necessity for cleaning and rebuilding fires on grates, makes the use of pulverized fuel one of the most attractive and quickest methods for increasing earning capacity. The principal fuels adaptable for use in pulverized form in locomotives are anthracite, semi-anthracite, semi-bitu- Table I.— Pekeormances of Ten-Wheel Tvp» Locomotive with Pi'LVERizED Coal 1 Fuel Bituminous Fineness, per cunt through JOO mesh.. 0.8S Moisture, per ct nt 0.40 Volatile, per cent 34.72 Fixed carbon, per cent 68.43 Aih, per cent 6.85 .Sulphur, per cent 1 .96 B.t.u., per lb 14,739 Miles run, total 1,324 Cars per train, average 61 Adjusted tonnage per train, averaee. . 1,719 Speed when train was in motion, miles per hour, avera(?e 26 Boiler pressure when using steam (200 lb.), average . 198.3 Front-end draft when using steam, in. of water, average 7.15 Firebox draft when using steam, in. of water, average 3.50 Tempierature ol steam, dcg. F 562 foal fired per hour of running time, lb. (average) 3.27S Adiustcd ton-miler pei lb. of coal (av- erage) 1 2.84 Bituminous Bituminous 0.85 0.85 0.81 0.59 36.27 24.36 58.29 65.05 5.44 10.59 0.68 0.84 14,334 13,912 426 398 6S 60 1,808 1759 25 24 193.5 194.9 7.79 6.69 3.22 3.18 573 55S 3,063 3,457 13.97 11.59 minous and bituminous coals, lignite and peat. These fuels differ more in physical characteristics than in chemical com- position, but as the carbon and hydrogen content are the most valuable elements and determine the calorific value, they are usually taken into account for classification pur- poses. The "clinkering" and "honeycombing" of ash is one of the worst troubles to be contended with in the combustion of coal, and its formation mav be either chemical or bv fusion. Clinker is of two kinds, hard and soft. Hard clinker is formed by the direct melting of some of the ash content. It hardens as it forms and usually gives but little trouble. Soft clinker is formed by the slagging of the ash and is either pasty or fluid and steadily grows in size. "Honevcomb" or flue-sheet clinker is formed bv the conden- sation or coking of tarry matter or vapor as it strikes against the firebox sheets, and results in the accumulation of a relatively soft, light, ashy substance that grows or spreads over certain of the refractory or metal parts of the furnace. With the use of pulverized fuel the usual difficulties resulting from the formation of hard and soft clinke-- on grates are eliminated, but with fuels containing cei'J^ain intrinsic combinations of ferrous silicates which fuse at comparatively low temperatures (2,000 to 2,300 deg. F.) the honeycomb formation will result when tlie projjer air- supply and combustion conditions do not obta.n to produce ferric silicates, which fuse at 2,500 deg. F., and above. The performances of a ten-wheel t\-pe freight Icxromotive.* rated at 31,000 lb. of cylinder tractive effort, with 69-in. driving wheels, is shown in Table I. It was used in fast through-freight ser\'ice on runs 91 to 138 miles in length. testing various fuels under identical conditions. The locomotive was worked at its maximum capacity on *The operation of this locomotive was referred to in articles on page 213 of the Railway Mechanical Engineer for May, 1915, and on page 565 of the November. 1916. issue. 11 12 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 1 all trips, aliout 10 per cent more tonnage being hauled than usual for like locomotives burning coal on grates, and at practically fast-freight schedule speed. The exhaust-nozzle opening was about 25 per cent larger than the maximum for hand firing. The general results were excellent, particularly as regards tonnage, speed, combustion, and steam pressure, the latter being maintained at full speed with the injector supplying the maximum amount of water to the boiler. With the highest-sulphur coal (No. 1) and the highest-ash coal (No. 3) there was less than 1 cu. ft. of slag in the slag box at the end of each run, and practically no collection of ash or soot on the flue or firelxjx sheets. In fact, with the No. 3 fuel there was less than 2 handfuls of slag, ash and soot collected on each trip. The steam railways in the anthracite-coal-mining district generally use for their locomotive fuel mixtures which will run from 25 to 50 per cent of bituminous and the balance of anthracite pea and buck sizes which will pass through a }i-m. and over a 5/16-in. round opening. As anthracite coal is very low in volatile, ignites slowly, and is a poor conductor of heat, the bituminous mi.xture is used to over- come the trouble this causes when the smaller sizes must l)e burned on grates, and even then it necessitates the use of unusually small exhaust nozzles to create sufficient draft. In the experiments with pulverized anthracite fuel for locomotives the idea has been to utilize the grade of coal of lowest commercial value, such as birdseye, which is of a size that will pass through a 5/16-in. and over a 1/16-in. round opening, as well as the refuse called culm or slush, which passes through the 1/16-in. round opening and is usually wasted in the washery water or used for back-filling the mines. To reclaim this slush a couple of wooden bins were installed, through which the washery water could be finally passed for the collection of the solid matter. The analyses of the fuels u.sed are given in Table II. Table II. — .\nai.yses of Ftels I'sed in Kxperiments with Pclverized .\NTHRACITE A.ND BlTTMLNOrS MiXTl'RES. Bituminous .\nthracitt' Item Run-of-mine Birdseye Slush Moisture, per cent 0.50 0.50 1.00 Volatile, percent -'9.50 7.50 6.00 Fixed carbon, per cent 60.00 77.00 71.00 .Ash, per cent 10.00 15.00 22.00 Sulphur, per cent 1.50 1.00 2.5 B.t.u.. per lb 13.750 12,750 11.250 Fineness, per cent through 200 mesh... 86.00 86.00 86.00 At the commencement of the development work the locomotive was equipped with an arrangement of refractory baffles and fuel and air inlets for burning 100 per cent bituminous coal, and after this had been properly accom- plished successive adjustments were made to burn the following mixtures, the last of which is now being used with as satisfactory results as the 60 per cent bituminous and 40 per cent birdseye: First.— 75 per cent run-of-mine bituminous and 25 per cent anthracite Birdseye. Second. — 67' per cent run-of-mine bituminous and 35 per cent anthracite Birdseye. Third. — 60 per cent run-of-mine bituminous and 40 per cent anthracite Birds've. Fofrlh. — 63 per cent run-of-mine bituminous and 40 per cent anthracite slush. Fifl 1. — 50 per cent run-of-mine bituminous and 50 per cent anthracite slush. Sixth. — 40 per cent run-of-mine bituminous and 60 per cent anthracite slush. Further work along this same line will determine just how great i percentage of anthracite slush can be used to the W:"l advantage, l)ut the evaporative results so far obtained, i.e., about 7 lb. of water from feed-water tem- perature per lb. of coal, indicates that considerably more than a 60 per cent anthracite-slush mixture may be utilized. This accomplishment not only means a decrease of 25 per cent in the cost per ton for locomotive fuel, but also the release of a large tonnage of commercial anthracite, which is becoming more scare and in greater demand each year. The principal trouble to be overcome has been on the intermittent runs, as it is more difficult to maintain proper combustion with a slow fire and to re-ignite the fuel after the feed has lieen stopped for a time, with the low than with the higher volatile coals. The same increase can be made in the size of the exhaust- nozzle openings (about 25 per cent) for anthracite as for bituminous coal when burning in pulverized form, as com- pared with hand firing of coal on grates. The development of sufficient drawbar pull in a Consoli- dation type of freight locomotive with 63-in. diameter driving wheels, rated at 61,400 lb. of cylinder tractive power, to haul a freight train of 2.5 loaded cars (representing about 1,562 actual tons) over a ruling grade of 1^ miles of 1.65 per cent grade with a 6-deg. curvature, further indi- cates the advantages of sustained boiler horsepower in combination with reduced cylinder back pressure, which is only made possible by this method of burning fuel. The average results of a number of trips made by an Atlantic type passenger locomotive, rated at 21,850 lb. cylinder tractive effort, with 81 -in. diameter driving wheels, when used in high-speed passenger service on round-trip runs of 171 miles in length, are shown in Table IIL Table III. — Performance of .\tlantic Type Passenger Locomotive .-Inalysis of Fuel Csed Kentucky unwashed scretnings — Per Cent Fineness, through 200 mesh, per cent S3 Moisture, per cent 2.46 N'olatile, per cent 36.00 I'ixed carbon, per cent 54.00 .\sh, per cent 7.94 .Sulphur, pt-r cent 0.79 B.t.u., per lb 13.964 Locomuli'.-e Performance Miles run 171 Running time, hours 3.87 Train, number of cars 5.8 Train, tonnage 291 Speed, miles per hour 44.2 Drawbar pull, pounds 2,71 1 Horsepower per hour 319.5 Fuel used, tons 3.82 Water used, gallons 8,381 Fuel per hp.-hour. lb 6.17 Watei- per hp.-hour. lb 56.48 Evaporation, water per lb. of coal, lb 9.15 Evaporation from and at 212 (leg. F.. lb 11.1 Boiler efficiency, per cent 77 The combustion results may be indicated by the smokebox- gas analysis given in Table IV. Tabt-e I\'. — Smokebox ("ias .\nalvsis for the Test Recorded in Table HI Pounds of ci.al burned CO^ CO O per hour Per Cent Per Cent Per Cent 3.067 14.5 0.0 4.5 3.498 15.2 0.0 2.8 3.931 15.2 0.0 4.0 4.000 16.0 0.4 2.6 This locomotive could be fired for the round trip with a variation of not over two pounds in the boiler pressure, and the size of the exhaust nozzle used was 5^ in. in diameter and the temperature of the superheated steam averaged about 635 deg. F. for steam of 185 lb. boiler pressure and the smokebox gases about 460 deg. F., although maximum temperatures of 715 deg. F. for superheated steam and of 482 deg. F. for smokebox gases were recorded. From tests made with pulverized lignite having an analysis of about 1.8 per cent moisture, 47 per cent volatile, 41 per cent fi.xed carbon, 9.5 per cent ash, and 0.75 per cent sulphur, and a heating value of 10,900 B.t.u. per lb., in regular passenger locomotive service, the same satisfactory results were obtained as with bituminous coals, the combus- tion and operation being entirely .smokeless, sparkless and cinderless, and the steam pressure being fully maintained. With pulverized fuel the control of the fuel feed and thereby of the over- or under-production of steam is nearly perfect. A locomotive can be fired up and the fuel con- sumption then stopped until a few minutes before starting time. At the end of the run, or when drifting, the fire can be extinguished at will and quickly re-ignited without any special equipment or materials. A locomotive with boiler full of water and 185 lb. of steam pressure, after standing 11 hours, without fire, still had 80 lb. of steam pressure. Comparative tests made between similar locomotives Jaxiary, 1917 RAILWAY MECHANICAL EXGIXEER 13 in the same service resulted in the use of 2,775 lb. of lump construction for the maximum lx)iler capacity and efficiency coal hand-fired to get up steam and for terminal handling consistent with minimum renewal of refractor)- materials, and dead time, as compared with 1,569 lb. of pulverized Both bituminous and anthracite fuels have l>een used, the screenings to produce the same result, or an increase of over prii^cipal work being in connection with the latter on account 75 per cent. The greatest saving is in the firing up alone, of the greater difficulty in maintaining combustion due to this requiring 1,700 lb. of lump coal as compared with 750 the low volatile content. lb. of pulverized screenings, or an increase of over 225 per In general, it may be stated that the use of pulverized cent. In the engine-house terminal handling there is the anthracite slush will double the steam-generating capacity least possible delay and expense. No more time or facilities of boilers now burning birdseye anthracite hand-fired on are required than for fuel-oil-burning locomotives. A loco- grates, and at the same time eliminate fire cleaning, greatly motive fired up at 6 a. m. can leave with its train at 7 a. m., decrease the amount of ash to lie handled, and reduce the and upon arrival at the destination engine-house can bo boiler-plant labor cost alx)ut 40 |ier cent. Furthermore, with immediately fueled, watered and housed, the slag-pan being the pulverized fuel, the boiler pressure can l>e more readily dumped over the engine stall pit. maintained or increased or reduced to meet the requirements Through the possibility of enlarging exhaust-nozzle open- and when one or more of the boilers are not needed tem- ings from 25 to 50 per cent as compared with the areas porarily, the fuel feed can lie stopped and started at will, required for burning coal on grates or fuel oil, the full thereby eliminating the necessity for maintaining banked benefit of expenditures for improved cylinders, valves and fires and burning fuel when not required in order to have valve gears, particularly in connection with cylinders of large the boilers ready for instant use. volume, can now be obtained. Heretofore the necessity for An investigation of the culm banks in the anthracite-coal- maintaining relatively small exhaust-nozzle openings to mining district would undoubtedly disclose many millions produce the required firebox draft has enabled but little of tons of dwnestic and steam sizes of fuel that can be benefit to be gained from improved steam distribution, as reclaimed, and in addition, the large percentage of slush cylinder back pressures of from 15 to 30 lb. when operating that would be produced in this process could all be utilized at maximum capacity of engine and boiler are not at all in pulverized form for power-generating purposes, uncommon in some of the most recently built stoker-fired Steam locomotives of the future, on account of track, single-expansion locomotives. As every pound of cylinder bridge, tunnel and overhead clearance limitations, will be back pressure saved is equal to at least two pounds added required to produce the maximum possible hauling capacity to the boiler pressure when a locomotive is working at its per unit of total weight. As the cylinder horsepower avail- maximum capacity, and further provides less wear and fuel able is entirely dependent ujwn the l)oiler horsepower and <| consumption, the benefits to be derived are obvious. temperature of superheated steam produced, the use of pul- 4 As the limiting factor of a steam locomotive is, or should verized fuel to increase the heat value jier cubic foot of firebox I be, the ability of the boiler to produce steam, the rate and volume and provide a higher average and more uniform ^ effectiveness of combustion become the controlling factors, firebox temperature in combination with a reduced front-end .? When coal is burned on grates a rate of about 50 lb. of run- or waste-heat temperature, appears to l)e the most logical .] of-mine, and of about 60 lb. of lump bituminous coal, per means for the solution of the problem. sq. ft. of grate surface per hour is the maximum allowable 5 for the greatest boiler efficiency. However, as this limits discussion 4 the rate of consumption to a total of from 3,000 to 6,000 W. L. Robinson, super\'isor of fuel consumption, Balti- Ib. per hour for the average modem locomotive of great power, more & Ohio, in discussing Mr. Muhlfelds pa{^r. called and as the actual coal supplied to the firebox by mechanical attention to the effect which the car shortage had in impairing stoking frequently reaches a rate of 150 lb. per sq. ft. of the regularity of the supply of coal of the proper grades ^ grate area, or a total of from 9,000 to 15,000 lb. per hour, for use in passenger and stoker-fired freight service. On *5 the boiler efficiencies frequently run as low as from 55 to 45 account of the irregularity of the supply it has been neces- '4 per cent and even less. Therefore the necessity for elimi- sary to put lump coal on stoker-fired locomotives and in I nating grates if much over 12 lb. of water per sq. ft. of some cases to put slack coal on passenger locomotives. With evaporating surface per hour is to be obtained efficientlv. the general use of pulverized fuel, all locomotives using the From results established during the past six months, the same class of coal, the minimum interference with the coal quantity of live steam required for the operation of pulverized supply resulting from car shortages would l^e produced. He fuel burning equipment when the locomotive is being worked also referred to the effect on the cost of operation which is at its maximum boiler-horsepower capacity, is about 1^^ being produced by the continually increasing price of the peT cent of the saturated steam generated, which is consid- commercial grades of coal. Referring to Mr. Muhlfeld's erably less than what is required for the steam-jet operation statement that $75,000,000 to $100,000,000 of the $300,- of mechanical stokers when firing coal on grates, and very 000,000 expended annually for fuel is accounted for bv much less as compared with what is used in the generally stand-by losses, he stated that results of some dvnamometer ^ existing steam-jet practice of burning fuel oil; this latter tests on the Baltimore & Ohio almost exacth- checked with 1 amount, according to reports made by the U. S. Naval Board, this statement, only about 66 per cent of the total amount of I is about 6 per cent of the total steam generated. coal purchased being used in actuallv hauling trains. I Comparing the use of pulverized fuel and fuel oil for From a conducting tran.sportation standpoint Mr. Robin- ^^{ steam-locomotive purposes, it may be stated that with pul- son considered one of the biggest advantages in the us^e of i verized coal at 13,750 B.t.u., costing $2.35 per ton, and pulverized coal to be the possibilitv of reducing delays at ;. fuel oil at 19,500 B.t.u., costing $2.75 per hundred gallons, terminals. Another point emphasized bv Mr. Robinson was ;^ an amount of at least $2.50 must be expended for the fuel the ability of the fireman to check the engineer on signal oil necessary to perform the same useful work as will obtain indications, because with pulverized fuel it is unnecessary from $1.00 expended for pulverized fuel. for him to leave the seat box. The development work pertaining to the use of pulverized C. W. Coming, chief service inspector, Chicago & North fuel for locomotives has been carried along in direct con- Western.— Discussing this subject from the viewpoint of a junction with the use of like fuel in one 463-hp. nominal locomotive engineman. of the manv things which contribute rating Stirling type of stationary boiler, various tests being toward the lightening of his cares in the discharge of his made for the purpose of determining the best combination duties, probably the two most essential conditions are prop- of fuel and air admission, flameway, and draft and furnace erly working injectors and the free steaming of the engine. 14 RAILWAY MECHANICAL ENGINEER Vol. ^1, No. 1 In all the runs made by the Chicago & North Western Atlantic type locomotive equipped for burning pulverized fuel, it has never failed to deliver all the steam required. A locomotive is often operated in accordance with the fire- man's physical endurance. On one occasion, through no fault of the engine or train, there was a delay of several minutes, at which time it was noted by the engineer that provided he could maintain a certain speed over the last 25 miles of the trip, the train would be brought to the terminal on time. This was accomplished and the steam pressure never varied more than two pounds under the maximum. Under the same conditions it would have been impossible to have obtained the same results had the engine been hand- fired, as it would have been beyond human endurance to have maintained the steam pressure required. Another feature which impresses itself on the mind of the engineman is that in the event of the failure of the injector it is a simple matter to shut off the supply of fuel until the difficulty can be remedied and the fire relighted and very often it is unnecessary even to stop. On the other hand, should it become necessarj' to draw the fire in one of our modern locomotives, it would be practically an impossibility and an attempt either to extinguish or deaden the fire would mean a very serious engine failure. The draft appliances, when once adjusted on a pulverized fuel burning locomotive need not be changed to meet con- ditions necessary to burn different grades of fuel, or to meet changes in climatic conditions. It is the practice at this time of year to change drafting appliances to produce a stronger draft in order to overcome the frozen moisture in the fuel. J. H. Manning, superintendent of motive power, Delaware & Hudson. — The Delaware & Hudson, located in the anthra- cite coal fields of Pennsylvania, closely connected with a territory that produces about 80,000,000 tons of anthracite coal per year, it is not hard to understand that from the time this coal is put in the mine car to proceed to the breaker and there be prepared for the market, with a size that starts probably with 12-in. irregular lumps and ends with birdseye, a great deal of extremely fine coal and dust accumulates in the process. This cannot be burnt on the grates; but, if at all, in suspension in a refractory furnace. For this pur- pose there is available in our neighborhood 550,000 tons a month. This latter and the fact that there were located around us a number of industrial plants successfully burn- ing bituminous coal in pulverized form, encouraged us to build an experimental locomotive producing approximately 2,700 cylinder horsepower. We soon found out it would be impossible to l)urn clear anthracite coal in pulverized form. Due to the low vola- tile, it would promptly snuff out if the engine slipped or worked extremely hard, and the firebox temperature would not permit it to again flash. We, therefore, determined to start with 75 per cent bituminous and decrease until it was found that the objectionable feature was removed. This continued until a mixture of 60 per cent anthracite and 40 per cent bituminous was obtained. We find this gives splendid results, the engine .steams freely with very little smoke and is ver\' nicely controlled by the fireman to the extent of keeping the engine within three pounds of the maximum pressure continuou.sly without popping, under the different operations necessarily obtaining in a day's work with an engine of this character, and we have experienced no firebox trouble whatever. Such difficulty as we have had with the pulverized fuel mechanism for the introduction of the fuel into the firebox has been satisfactorily eliminated and the successful burn- ing of pulverized fuel in suspension in locomotive fireboxes, to my mind, has passed beyond the experimental stage. S. S. Riegel, mechanical engineer, Delaware, Lackawanna & Western. — The paper inspires the belief that the initial work has been well done along correct lines. In the use of an induced draft for the secondarv air of combustion lies possibly its greatest assurance of success, as this overcomes (properly applied) the destructive heat action of the fuel jets against the brick work of the combustion chamber and furnace linings, and at the same time furnishes a con- venient way to secure the necessary air for combustion with the effort required to remove the ashy deposits from the heating surfaces and front end of the locomotive. It is particularly interesting to find that a satisfactory system of utilizing pulverized fuel in locomotive service so easily adapts itself to locomotive conditions, as a locomotive must operate on such greatly varying conditions, and always in doing the maximum work on an intensive draft condition. From the viewpoint of the possibility of overcoming the standby and firing up losses of the locomotives, powdered coal is given an opportunity which is not possible in station- ary practice. As the author states, the standby losses may constitute from one-fourth to one-third of the total fuel con- sumption, and it is obvious the opportunity for reducing these losses is very great. Likewise, as it is necessary to separate the fuel particles and surround them with sufficient air for perfect combus- tion, it would seem equally desirable to separate the particles of the crushed materials in the drying process, and the most effective dryer would be the one which best effected this separation of the particles of fuel. The burden of about 40 cents per ton in the present method is a large handicap and it must be reduced as much as possible. George L. Fowler referred to some tests which he has made to determine the movement of firebox sheets in service, which showed the extreme sensitiveness of the sheets to changes in temperature. The opening of the firedoor was found to cause a drop in temperature of the adjacent sheets of about 250 deg. F. in 15 sec. He pointed out that in burning pulverized coal, the firebox sheets mav be maintained at a much more uniform temperature, with a reduction in the stresses pro- duced by sudden temperature changes. C. D. Young, engineer of tests, Pennsylvania Railroad, said that in some tests made on a locomotive-type boiler in stationar}' service, the greatest difficulty was to prevent the destruction of the brickwork when burning coal in the quan- tities used in road service, and that when the temperature of the firebox is reduced to overcome this difficulty by the use of excess air, the efficiency of the combustion is reduced. He also called attention to the fact that the Chicago & North Western Atlantic type locomotive is a light locomotive and was lightly loaded in the test runs; and that under the same conditions with proper supervision, hand-firing would have produced smokeless operation. He also pointed out that the performance of this locomotive was very poor, probably being accounted for by the water rate, which was 56 lb. per indicated horsepower, whereas, a fair figure would be 20 lb. to 21 lb. Allowing for the excessive water rate the fuel performance was about what might be expected with hand- firing. Charles W. Baker, editor of the Engineering News, emphasized the economic importance of the development of pulverized fuel. He considered the point of immediate interest, however, the possibility of using pulverized fuel in switching service as a means of smoke elimination in cities. G. M. Basford, president, Locomotive Feed Water Heater Company. — There are in this paper two or three points worthy of deep consideration. It is becoming evident that the real engineering development of the steam locomotive is just beginning. Possibilities of securing from every unit of firebox volume an increased amount of combustion have superseded the kind of locomotive design that runs merely to weight. In passenger locomotives there has been a ten- dency toward the Pacific type, yet with the large number of Atlantic type locomotives in the country, there is but one road that has even approached the full realization of their hauling capacity. Powdered fuel will make it possible for this type to take the place of the Pacific type for some years. 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K tr - , -^ — - > U u ._ s 3 r ~ 1- ^ r- > u; -o as + ac s 2« tr TO I*- — January, 1917 RAILWAY MECHANICAL ENGINEER 17 ^ C c c c o o NO 1^1 :s f^. n c .J; -r NC '^1 T o t 1 NC t'^ ^ °1 o_ '^1 ^» o 1 ON oc 'J. rg C\ ^ o -f •1- •^" c NO 1 rl) p*i "cs ^ m 00 ^^ C-1 -1- t^ ON Ol ••l •■• NC "" "C o Q o o o c NO On NC «*5 CM **i L.* "1- o g o o © o 2 1 ! ^ op O o £ ON c" rg r-T no" X "5 »o 1 pi ee < t— 1 U", W o f^l •^ X ^1 b fvj <~1 t^ ■s. w o o o o o o NC I- >c t^ 5 iJ o o o o o o 1 to rj o 0^ in XTi \n \r~. o <5_ "^ 1 1 00 o c M S On •4 \o c> -r f^ ■* \o If* <*5 r^ < — ^0 ON CM -r fM CNJ nC "^l NC X ,• C ~ <~1 '^ PNJ (N i C — X « c-i at I :* ■« :r \|C NO "^ '^1 Nn O C '^ 1 t^ -f ^- On NA O On X i^ X -^ o — ». 'Ni NC ^ro — rxt-i-«- I .*. 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N** f- « x X ., ^ ^55 :^ £ ^ ^ o o 'J X. iJ >. n 2 3 bi ec ^ "S '0 'Z ^ ^ ^ i "= x" 11 o o ■^ .« re ♦^ - t "' OC M a; c 11 ^ . — cs — >- > re o — ° 3 C- li 4; Bj O o O • ' re rt re 1 n BC O 6t r - . re 1; >. t .^ re ^ : '• <- is : -" = — . re « •I- =■ • S ac _■ c DC a. n o i. — ■- « re ' ™ - £ - X 5i -I- E • r ■ f >' . * c t- o ^ 5 •£ = -f I T- tr, C iJ re t: be C • T t. s o = &■ -E re - Is X bc ec i ^^■:^i'ir-w-''- •7: = !r i- ?; x r. X X c c c 04, o = re - i: N^ - re re C 6< 8C — — j; re re " £ '- "^ ± ; - r - V H > — - 2; 18 RAILWAY MECHANICAL ENGINEER Vol. 91, No. I Ol, o eu vb o _^ tr. 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T. 5 i u u > <« c. u E 3 C n cA U V V rz rn .o o n u u u I 2 tS tS I .. ^ ^ 3 O s Be a« ^ 5 C S b nJ s ;:: K ■ B N*H N»« .^H *^ .2 « Bt- O re SI - y 3 « *i > *♦- = ^^ w -o ^ § tL -^ -^ ■*-* -^ »*^ p** »** I—* ^^ O 2- ™ X X o 5 -. o o - «J .a .o .^ O 2 .1; .u .5 S C ul £ Ui J3 o ._ *» ^ ;» n ■- re u " X ■I- « u w o jc ta 'S i" — re „ re • 50 . 33 U 3 .5 n :: BO U .= "5 « 5 u - S 5i - 2 re o 2 *j 5 o _ cr •= 3 V , ^ . *• " -I- -3 re -c v^ s BO C." re ■"" S» ° > K u •c > V "2 <^ _: " « "o -— NM O •T u > o re re JC u U CO S > u 3 •= " O O" w > u; (J BO S > 2 o u .S 3 re .« =r B J Depart menx "W — w~ '^- ""^ PRACTICAL TESTS OF FREIGHT CAR PAINT BY G. S. EVANS Ffw American car huilders are provided with sufficient roofage to allow of using any but very rapidly dr}^ing paints, and consec|uently the drying quality with its resultant finish forms a prime factor in the selection of the particular brand of paint to use. However, an equally important factor and one which is seldcm given the consideration which it merits, is the covering cjualit} , i. e., the amount of paint re- quired to produce the desired finish, and otherwise meet the .•^'/^■-^ K* />- c ^o Fig. 1 — Micrograph Showing Character of Pigment Particles of Brand No. 1 IVIagnified 150 Diameters purchasers' specifications per square foot of painted surface. Many freight car paints stand on an equal basis as regards application, drying and finish and the selection of the eco- nomical paint is determined by the covering quality. The covering value of all paints depends primarily upon the character of the pigment, the factors influencing this being the nature or chemical composition, and the physical composition or the shape and size of the minute individual particles. The latter is the determining factor between paints of like chemical composition. There are several methods of determining the relative cov- ering value of different iron oxide pigments. One which is pretty generally used for testing this quality, and also the shade of No. 21 Oxide Red freight car paint is to mix the ^rf pigment with a definite proportion of pure raw linseed oil, place a few drops on a clean, plain glass surface which is allowed to remain in a vertical position for one or two hours, after which the coating remaining on the glass is com- pared with a coating prepared in like manner from a standard sample. This is a very simple method and gives fairly good comparative results. Another method is to place a drop of the mixed paint, as used in the preceding method, upon a slide glass, place a very thin cover glass over it and gently rub the two glasses together until all surplus paint is forced from under the cover glass so that it rests on the pigment particles, as indi- cated by a grating sensation, after which the slide is ex- amined under the microscope, using transmitted light. It requires a little practice to prepare specimens of the proper density to indicate the true nature of the pigment, but after some practice this metiiod becomes exceedingly simple to one familiar with the use of the microscope. Examples of this method of determining the fineness of this class of pigments are shown in Figs. 1, 2 and 3, which are micrographs, magnified 150 diameters, representing three dif- ferent brands of No.*21 paint used in the practical painting tests, the results of which are given elsewhere in this paper. In these, the dark areas, some of which are designated by a circle, represent individual pigment particles. Some of the larger particles in Figs. 2 and .> are transparent silicious material, as indicated by the white or grayish area in the centers of each. As seen in the micrographs the size of the particles varies quite consideral)ly between Fig. 1 and Figs. 2 and 3, Fig. 3 being slightly coarser than Fig. 2. Inci- dentalh- the relative covering value decreases ver\- markedly Fig. 2 — Micrograph Showing Character of Pigment Particles of Brand No. 2 Magnified 150 Diameters between Figs. 1 and 2 and slightly between Figs. 2 and 3, as indicated by the painting tests. The sieve test, which is based upon the jx-r cent of the pigment which will pass through a sieve of a specified mesh is a very satisfactory method for testing the dry pigment be- fore having been ground in oil, but is difficult to use in testing mixed paint or paste, as it requires a complete separation of the oil and pigment, which is rather tedious. Another simple test, which though particularly indicative of the specific gravity also gives an idea of the relative fineness of the particles, is the settling test, which is made by allowing samples of the mixed paint to remain quiet for a sf)ecified time and noting the rate of precipitation. The only reliable test by which the covering value of paints 19 K A I l.\V.\ Y M l-.( 1 1 \ X KM. i- XG I X EK K V.'U 91. No. I CO Pu, — '1 — « ,••<■.--/. -I ,J i ~ c> >o X -/- o in n I . • ■ "^ — »^ T -T f-i -r r ■'. r" T ix !»■ -1 - _£ •- ?^ c '■ - - t c- — O -1 c — c . : r2 - "r. 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J. / u — u u u -J u u a M s X X "^ .J c : — '■' -^ Z U ^ ** f^ ^ 8 ■- 5 ■— -c (t ■ -f >» ir» >» s 2 ^ ^ i t ^ I ^ ^ f I ^ i| 1 1 1 -^ 2 i J r -f ? f « = i i Car Department \ t 1 ;. i*»tm-> 'tlJv * -( PRACTICM WSVS OK I KI- Kill I CAK " PAINT \\\\ Aimr:< ;in t.ir l.uil(Ur> ;irc |ir(,vi(lc(l witli -urYu ii-nt rodtML'r K) .lUciw of ii-iiii: ;iii\ Imt vcn rapidly dn ini; |iaiiH-. and ( (!ii~i<|mntl\ tlic dryiiiu' <|uality wiili it- rc-ullaiit \\W\A\ form- a pr!nir fatter iii the -flection of the particular hrand of paint to ii-i-. llowfvir. an ii|ually im|Hirtant tador and i:nt uliith i- -i ld< ni nivm tlu- ( (;n-i(Kration \vlii(li it mrril-. i- the invcrini! (jual:l\. i. c. tin- ainciiiH ol paint rt- (|i!irid to produ< I tlic " -pet itKation- i^r -'juan foot of paitited -urtad'. Many fr(.'ii;ln lar paint- -land on an r<|ual lta-i> a- n'tjard- appliiation, dryitit,' and fini>li and tlu' -cKnlion of thi- eio- noniiial jiaint is (k'tirniiiu-d li\ ibr (ovcrinu <|ualit\. rill' Ktvi-rinu valiu- of all paint- dipind- priniaril\ upon the charaitcr of the pi<:iiu'nt. llu- fat tor> inllucntini: thi> hoiniZ tlu- nature or thoniiial ronipo-ition. and tlio physical composition or tlu' sh;ipi' and >'\/.v of the minute individual partiiUs. 1 he latter is the determining factor between paints of like ihemieal eomposition. •■ . '. I here are several method- of determininir the relative (ov- erinj,' value of different iron oxide pigment-. One which is pretty j^enerally used for testing' this (juality. and also the shade of Xo. 21 Oxide Red freight car paint is to mix the dry pigment with a definite ]>r<)portion of pure raw linseed oil, place a few drops on a (lean, plain tilass surface which is allowed to rcinain in a vertical jiosition for one or two hours, after which the coatini; remainini: on the glass is com- pared with a coatinc; prepared in like manner from a standard sample. This is a very simple method and uives fairly ^(xxl conij)arative results. Another method is to place a drop of the mixed paint, a- ti>^ed in the precedini,' metluxl. upon a -lide u'la-s. place a ft>#tr.j»,.* •,*«.. i- *,*.«-■ X \vr\ riiin tover uda— ovi r it and miitly rul- the tw(» glasses togiihir i">til all -urplu- paint i- forced from under the .rover gi; -o. that it re-t- on the |»igment particles, as indi- cated l>A .1 ur.itmL: -eii-ation. after which the -lide is ex- amined umler till mil r(»-c()|K-, u>ing tran-initted liglit. It r'(juire> a iiltli practi»«- t<> preparn* sjH'cimens of the prG|)cr deiisit}" to indicate' tlu inu- naiun' of the |)igment. hut after -oinc prat titc- thi- niethoti l»eiom;- ext cctlinudv -imple to one familiar with the u-c- of the mic roxope. I".\ample> . 1. 1 and .v whit h are mie roL'raph-. inat;nitu(! 150 ilianie-ter-. repre-eiiting three dif- ferent lirand- tif Nti. Jl paint u-cel in the prat tit al painting le-l-. the re-ult- of width are given el-ewhere in thi> paper. !n tlu-e. tile dark area-, -onu- of which are doignaleel l»y a tirile. repre-enl intlividual jiigment partitle-. Stime of the larg' r particle- in I- ig-. _' and .■> are tran-pareiil -ilicious material, a- inditated liy du' white or iirayi-h area in the (enters of each. .\- -eeii in tlu' micrograph- the A/x of the particles varie- <|uite cdiisideralil} lietweeii Fig. 1 and Figs. 2 and .•^. Fig. ■> l>cing >lightly «. 2 and .\ as indicated Ia the painting teeiu ot the |)igment width will jia-- thniugh a sieve of a -pe-eifiefaeiory method for lc--ting the dry j>ignH-nt l»e- fore having Kee-n ground in oil, liut is diftu ult tle tot. which though j)articularly indicative of the -peeitu gravitv also give< an idea of the relative hnene— of the particles, is the settling te.-t. which is made l>y allowing -ample- of the mixed paint to remain quiet for a -perilled time and noting the rate of precipitation. The (tnlv reliaMe te-t l»y which the covering value of paints 19 20 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 1 can accurately l>e ascertained and their relative value com- puted in cost tigures is the practical painting test. The prac- tical tests descrii^ed herein were made with the three brands of No. 21 paint illustrated in the micrographs. This ma- terial is purchased in a semi-paste form and is mixed with oil and drier in var}ing proportions for the first, second and third coatings, depending upon the quality of the pigment. On account of the differences in the covering and drying qualities of the jiigments, it was found that the same propor- tions of oil and drier could not be used with the different brands. This necessitated consideralile e.\j)erimenting with different mixtures in order to obtain first, second and third coatings of each which would meet our requirements as to the drying quality and resultant finish. So far as it was jK)Ssible to determine, each of the mixtures shown in Table I, Fig. 3 — Micrograph Showing Character of Pigment Particles of Brand No. 3 Magnified 150 Diameters represented the cheapest mixture of that particular brand which would give the proper finish. T.vr.LE I. — Composition of the Mixed Paixts. ISraiKl Brand Hrand First Coating — .\o. 1. .\o. _'. Xo. 3. Paste 28.7 11). 34.5 1b. 34.11b. I.iiisefd oil _'6.11b. 21.8 1b. 22.0 1b. Drier 4.S.2 lb. 43.7 1b. 43.9 1b. 100.0 lb. 100.0 lb. 100.0 lb. Co-t per 100 lb $5.96 $5.57 $5.55 Second Coating — Paste- 38.2 lb. 43.0 lb. 42.7 lb. Linseed oil 22.3 1b. 18.9 1b. 19.0 1b. Drier 39.4 1b. 38.11b. 38.3 lb. 100.0 lb. 100.0 lb. 100.0 lb. Cost per 100 lb $5.4J^ $5.22 $5.23 Third Coating — Paste 41.9 1b. 50.5 1b. 50.0 lb. Linseed oil 21.2 1b. 16.2 1b. 16.4 1b. Drier 36.9 1b. 33.3 1b. 33.6 1b. 100.0 lb. 100.0 11). 100.0 lb. Cost j)er 100 lb $5.35 $4.94 $4.96 Paste — Ao. 21 Freight Car Red. 16 lb. per gal., figured «i 50c. gal. Linseed oil 7.6 lb. per gal., figured (« 75c. gal. Drier, Drithinol 6.6 lb. per gal., figured (* 35c. gal. The tests were made on 36-ft. ventilated box cars by painting three cars with paint made from each brand of the Xo. 21 paste, recording the number of pounds of mixed paint required for each of the three coatings and taking the aver- age of the three in each case as representative of that brand. The paint was applied with a brush, by the same man in all cases and under as nearly like conditions as were possible to obtain, so as to avoid any discrepancies from this source. Comparing the mixtures shown in Table I, it will be noted that pigment No. 1 required relatively less paste and more linseed oil and drier than Nos. 2 and 3 in order to make a mixed paint of like covering and drjing qualities, which made the mixed paint cost more per 100 lb. than either of the other brands. However, this spread very much better than either of the latter and, consequently, required less per car as shown in Table II, which made this the most econom- ical mixture. Table IL — .Amoi'nt or Paint Per Car, and Cost Hrand Brand Brand Xo. 1. N*o. 2. Xo. 3. First Coating — • Lb. of mixed paint applied 28.7 lb. 32.6 lb. 33.1 lb. Cost per Car $1.71 $1.82 $1.84 ."second Coating — Lb. of mixed paint applied 24.3 lb. 28.5 lb. 31.6 lb. Cost per car $1.33 $1.58 $1.65 Third Coating — Lh. of mixed paint applied 21.1 lb. 26.2 lb. 29.1 lb. Cost per car $1.13 $1.29 $1.44 Total number of lb. applied 74.1 lb. 87.3 lb. 93.8 lb. Total cost of three coatings $4.17 $4.69 $4.93 Kxcess cost of X'o. 2 over Xo. 1 $0.52 per car Excess cost of No. 3 over Xo. 1 $0.73 per car Excess cost of Xo. 3 over No. 2 $0.24 per car Comparing the cost figures shown in Table No. 2 it will 1)6 noted that the average cost of cars painted with pigment No. 1 is $4.17 each, as against $4.69 and $4.93, each jjainted with Nos. 2 and 3, respectively. There is also con- siderable difference in the labor both in handling the excess material and in its application, especially when applied with a brush, besides the difference in the life of a brush. While these tests were made primarily for the purpose of determining the relative value of each as a coverer, test Ijoards were painted with each and exposed to the weather in order to determine differences, if any, in the relative value of each as preservatives, or the life of the paint. These have been examined periodically now for over two years, but no appreciable differences are discernible. Chemical analysis of each of the three different brands indicated that their composition was very similar, which with the foregoing tests leads us to the conclusion that the wide differences in the covering quality, as indicated by the painting tests, is a result largely of the size of the pigment particles and indicates the necessity of thorough pulverization of the pigment. INTERCHANGE INSPECTION* BYJ. J.GAINEY C. N. O. & T. P. In discussing the rules if we would consider the different conditions of a car and describe what is a safe condition to be run we would be able to accomplish a great saving for the roads we represent. Say, for instance, a car with worn sills, which is one of the most numerous defects with wh'ch the railroads have to contend. In some parts of the country a car will be condemned for this defect, regardless of its cciistruc- tion. There are a great many cars, having short draft mem- bers running back to the body bolsters with no shoulder against the end sill and no timber keys, which have to depend entirely upon the draft bolts to stand the strain. It must be admitted that this condition is quite different from a car that has short draft members with a 5^ -in. to 2^ -in. shoulder against the end sill, or a draft casting with a shoulder of 3 in. against the end sill. With a good shoulder against the end sill there is very little danger of the draft timbers pulling out. This and other similar subjects should be thoroughly dis- cussed by this association, and undoubtedly we could arrive at some definite conclusion in saying what cars are safe to run. You are all well aware of the large amount of money expended each year for transferring loads, and this is not the only expense, for, as a general rule, when the freight arrives at its destination in a different car from the one it was originally loaded in, a claim is presented for damages l>y the shippers. By clearer understanding and one universally followed we will be in a position to save a great many cars from transfer by the intermediate line. *A paper presented at the convention of the Chjef Interchange Car Inspectors' and Car Foremen's .Association held in Indianapolis, Ind., Octo- ber 3 5. 1916. Hot Box Problem Not Insurmountable Enthusiastic Educational Campaign Reaching Every Man Would Practically Eliminate the Trouble FEW competitions have drawn out as many letters as the one which was recently held on the Freight Car Hot Box Problem, an announcement concerning the winners of which is made in our editorial columns. The letters submitted discuss the subject from many viewpoints, some going more or less thoroughly into the detail causes and how they may be remedied, and others attacking the problem from a broader viewpoint looking toward the solution of the proljlem in a big way. A few of the contributions follow. A numl>er of others will appear in subsequent issues. "WASTE DRAG" THE PRINCIPAL EVIL (PRIZE ARTICLE) By A. M. DOW Foremmn. Freight Car Repairs, El Paso & Southwestern. El Paso, Tex. It is sur[)rising how many men will contend that because the journal was not swimming in oil, "of course it ran hot." Again we hear men claiming that the last lot of Ijrasses had hard crystallized spots in them; in fact, will take a I)rass that has been removed from a hot tjox and show you a bright hard looking spot, calling it a "hard spot" in the brass. It is, and was caused by our old friend "Waste Drag" — a thread of waste feeding under the brass and setting up a frictional heat. If it is caught in time and the brass removtxl, the l)rass will show the hard Ijright spot; if not caught in time a cut journal will result. The remedy is an intelligent oiler; not with an oil can but with a j)acking knife with which he works the waste up against the journal from the bottom of the lx)x and then carefully puts it down with his knife on both sides of the journal to a point slightly below the center line of the journal and the full length of the oil box. Then, if the waste is found dry, a small quantity of oil may be poured over it on the "rising" side of the journal. It is safe to say that there is enough oil in any oil box in which the waste is still elastic and not dead to run the car from Chi- cago to San Francisco, if handled intelligently at each divi- sion enroute and of course barring worn out brasses. There are but four legitimate causes of hot boxes. The "waste drag" heads the list by an immense majority and is caused by the waste being allowed to climb on the rising side of the journal and crowd against the brass until a jar or application of the brakes permits a small opening between the brass and journal into which a thread of waste feeds and the trouble is .started. A ])reventive for this is an intelli- gent use of the packing iron in keeping the waste in its proper place at each and every division point, as stated above. The second cause, and of secondary importance, is a worn out urass. Now that shell brasses have Ijecome almost ob- solete these are becoming more and more of a rarity and are due to poor judgment on part of inspectors in allowing bras.e found to l>e the ones that have their oilers equipped with good packing knives and the knowledge of how to use them to the best advantage, and not those who use the most oil. ENTIRELY AN EDUCATIONAL PROBLEM (IRIZE .\RTKLE) By J. S. BREYER Master Mechanic. Southern Railway. Charleston. S. C. Hot boxes can lie reduced to the minimum b\ proj)erly as- sembling the parts of the car closely related to the lx)x and carintr for them in a workmanlike manner after the cars are placed in service. To bring alx)Ut this improvement it is necessary to pursue the same course we took to promote the "Safetv First" movement which has resulted in such a de- cided decrease in the numl^er of personal injuries, i. e., to educate the men doing and supervising this work. We are producing better mechanics and more efficient foremen as a result of our apprentice schools, but out car repairers and oilers are in greater need of education. Let them understand what causes hot boxes and what is necessar}- to j^revent them; this many of them do not know. The railroads in the past 20 years have used enough lubricants to run tiiem at least 10 \ears more had it been intelligently applied. Start the educational campaign with the ojjerator of the axle turning machine; the finishing cut over the journal should cut the metal clean and not tear it. If the metal is torn small particles are rolled down only to Ix; loosened up when the axle is put in service. This acts as a saw on the soft lining of the bearing. If the axle is not used at once rust forms on the journal, and if not painted the small cav- ities where the metal is turned will be attacked In- rust and enlarged. To remove the rust sand paper or emery cloth is ordinarily used and, unless great care is exercised, smne of the emer}- that becomes separated from the sheets will lodge in these cavities. Even when the journals are painted immediately after machining, the paint is often removed with emery cloth and particles of grit are lefi partly iml^edded in the journals. Such a condition will very bkely cause or con- tribute to the box heating the first trip. In my opinion many of the hot lx)xes that occur several days after the wheels are applied are caused by torn or pitted metal and the other con- ditions described above. Another dangerous condition is caused by scars from ijars used for moving wheels, or where one wheel has struck the journal of another; these burrs are sure to cause the l>ox to heat and they are frequently overlooked by experienced men, if they are on the under side when the polishing of the journal is completed. To guard against this oversight, the bare hand should be wi]ied over the entire surface just l)efore applying the bearing and box. The bearing should be fitted to the contour of the journal, or at least it should have a crown bearing. If it l)ears on the sides only it pinches the journal and there is danger of breaking the l)earing before the soft metal wears down. The journal l)ox and float should be renewed if worn to the ex- tent that the weight will l)e unevenly distriljuted on the bearing. Bent arch bars, broken spring planks. l)olsters, defective center plates and side bearings also contribute extensively to the hot boxes. Long fibre wool waste is best for packing; this should be soaked in car oil 48 hours; then wring out all the oil you can with the hands. One handful twisted like a ro})e should be 21 'n K\ii.\\\N Mi:r!i AXicAi. i\(.i\i:Kk '>1. \n 1 I .u: .mur.itil\ In ;i-( irtuimd .mil iliiir relative valur loni- putrd in lo-i iimiri-^ i~ the |ira(tiial paiiitiiiu te.-t. The prai- tiial le-l- ih -I rilied herein were made with the three hrand- u\ No. J] |>a!nt illii-trated in the iiiien)i:ra|)h>. I hi> ma- terial i- ]iiinha~ed ill a ^emi-|>a>te form and i> mixed witli oil and drier in varyiniz |)ro|»ortion^ for the t"ir>t. second and thini edatinii-. depending ii|u(n the i|uality of the |)iiiment. ( )n ai«(iunt of the differenees in the loverini; and drvinii <|iialitie- of tin- i>ii:mint«-, it was found that the ~ann.- propor- tion- of oil and drier eould not he um(1 with tlu' diffennt lirand-. 1 hi- nei e-- I«o--'li|e to ditenniiie. eat h of the mixtun- -hown in I'aMe I. Fig. - — uu ccrnpn Shewing Chnractet- cf Pigment Particles of Brnnd No. 3 Magnified 150 Diameters repre-ented tile iluape-t mixture of that particular I. rand whith would Liive the proper t'mi>h. . •. ' 1 , .i,'e li— t'','MCi>.«1 riM\ ..i iiii- .MiMii I'mni-. • ; *■ . Fir>t .4.'r.atin)j V.'-u . ... I ii;...- ..it f.i-tt ......... .. l.ii)««M .1 nit ;.';. t .'V I'l-r I •Ml -111 ^ ;..•,.; : I l.ir.i r..:iliinj ' ■• •';' I"'-" .:.■,...... 1.11)-.. •!/...-.;..... r>iaii. l:r;iii< 11.. -I.?.: II.. Inn. II 111. -I.Vti II.. IS.'» 11.. .«.^.l 11.. MHl.tl II.. «•!,-»-' - K..: 11.. .5.5..? 11.. Inn. II II. s-l.'M l'.i>-t I'V 1..1', II.. ...>... . S.^.i.^ s-l.'M r'.-i ll>. !.• i li.il.. luiin-.l I.Mi-<-...l >>t\ - i...,;.. .. r.(. 11.. ptr u.-'l.. Iiuiin.l [I, I, ■ . 1 li itl iti.'i '..t. 1'.. I'lr -•''■• liii'i'i'l r.r:ii1 : " 5n.li lit." 111. -I II.. .' .5.5. 1. 111. ■ Inn. II III. ?4.''ii '<< .^ni-. ..;;il. '" 7?c. u;il. i::il. .! = )V I he te-t- were made on .■id-fl. veiitilatecl hox car paintinu three tar- with jiaint made from i ;u h hraiul oi the No. 2] jia-te. retordiim the iiumlier of pound- <.)f mixed paint re«|uired for each of the three loatintis and taking' the aver- ,me of the three ill eaeli ease as re|>resentati\ e of that hraiid. rile paint wa- aj'plied witii a liru>li. )>> the -ame man in all ca-e- and under a- nearly like eonditiuii- a- were po— iMe to ol.tain. -o a- to avoid aii\ di.-» re])am ie> from thi- -ouree. Cominirin'.: the mixture- -hown in laMe I. it will he note.5..s III fA.U'i $4.-.5 $0. i_. l»fr t"ai' so 7.5 l»i.M cat sn. J 4 ]K-i *';n ihaii either of the latter and. eon.-e(|uentl\ . rcMjuired le-- per ear a- shown in Talile II. which made this the mo-t econom- ical mixture. . ■•. . •;-;'..■ ■ ■- •. . ' : •:■-. r.MJI.K II. AmiiIVI ..I P\I\T I'kH ('vR, AVO CiiSI '•.■• l-.IMll.l .. .-• -^ .\.i. I. . |-ir~t ( .i.-iliiii; l.li. Ill niiM-il |i.iiiit ;i|.|.|i>'il It''.! Hi. <..st i.«'- I'.n #1.71 .Srii.ml ('t |u 1 .Ml SI. .5.5 riiircl ( 'i.,itiiii; ; l.li. ..! iiii\i-.l |i.iiiil appluil Jl.l ll.. l'..»l \n 1 lai SI. 1.5 ,. -■ . 'r«.Ial luimlui I.I 111. :i|i|ilitil 74.1 II.. .'. " • 'I'l.t.il rii>i i.f tliriT tii.itinii- S4. 1 7 I'^Mf^ — i<.«t lit .\i>. J iivfr Nil. I . . . . ' ■ l".\ff»- I'li-t .ll Nil. }< I.VIT .\i.. 1 . . 1'. •.((■-» (..>l III' Nil. .5 iivir .\i'. J.... Comparini: the cost figures shown in 'I'aMe No. 2 it will lie noted that the average cost of ears painted with ])i<,'ment No. 1 i- .^4.17 each, a- auain.-l S4.69 and ^4.'^^. each painted with .No-. 1 and ,>. re>|iei tivel\ . There i> also eoii- -idcrahle difference in the lal.or l.oth in handliiii,' the excess material and in its apjilicatioii. e-pecially when a|ii»lied with a hrush, beside- the difference in the life of a hrush. ,<-•-• While the-e tests were made primarily for the purpo-e of dciirmininu the relative value of each a- a coverer, te-t l.oarcis were jiainted with each and eX|)o.-«ed to the weather ill order to determine differences, if any. in tlu- relative value of each a- preservative-, or the life of the paint. The-e have lieeii examined periodically now for over two year-, hut no apjircc iaitle differences are di-cernilile. (■hcinical aiialysi- of each of the three different liraiids indicated tluil their compo-ition wa- very similar, which with the foreuoinu te-t- lead- u- to the conclu-ion that the wide difference- in the loverint: c|uality. as indicated hy the paintin.u te.-ts. is a re-ult lari^el} of the -i/.e of the piizment partic le- aiul indicate- the lu-cc— it\ of thoroutili pulverization of tlu' pigment. INTERCHANGK INSPECTION'' '- BY J. J.OAINKV ■''■'].':'•■:' .^'■■■-' '. - ■■ v':?-- <'• N- <>• 'i T. P.:. ;.-./j'.-.,' .;./,■ '-v:v^; ••'■..; . In di.-c u>-inir the rule- if \\c- would consider the different condition- of a car and de-crihe what is a salV condition to be run wi v.ould be able \u accompli-h a ureat -aviim for the roads \\i' repre-ent. Sa\ . for in-tance. a car with worn sills, which is one of the mo-t numerous defect- with whuh the railroads have to contend. In -ome jiarts of the country a car will be condemned for this defect, rc-uardless of its construc- tion. There arc a yreat many cars, havinu -hort draft mem- bers runnim: back to the bod\ bolsters with no -houlder aijain-t the end -ill and no timber ke\>. which have to de|)end entirely upon the draft bolt- to stand the strain. It must be admitted that this condition i- (luite different from a car that has -hort draft member- with a ' .-in. to 2' .--in. shoulckr against the end sill, or a dral"t castimi with a shoulder of .> in. aiiain-t the end sill. With a ucmkI -houlder against the end sill there is very little danm-r of the draft timbers pulling I )Ut. This and other -imilar subjects should be thorouuhly di-- cussed b\ tlii> a»ociation. and undoubteclly we could arrive at some det"inite conclusion in -a\ini,' what cars are .safe t ) run. N'ou arc all well aware of the larue amount of moncn- expended each vear for transferriiii: loads, and this is not the oiih expen>e. for. as a L'eiural rule, when the freight arrives at its destination in a different car from the one it was oritzinally loaded in. a claim is presented for damaces by the -hijiper-. I»\ clearer uncler-taiidinir and one universally followed we will be in a po-itioii to -ave a j^reat inany cars from transfer bv the intermediate line. ''■.•.' = ;•..•' *.'\ iMin-r |.n--fiiti.l at tlu lii^tn-i till-' ami ('.ir I'.iTiim'r* 1.. r .5 .^ I'M I. i.iiufiitii.r. of tlu- Chief Intcri-liatim- <*ar .\--..(.-iati..ti luM in Indianapolis. TiiI.. Octo- Hot Box Problem Not Insurmolntable c':; }"--:/-/>. ^ Fducational Campaian Kcachinj* Hvery ^. .> -^ ,• .^ ^ '.;;;^;\ X,' V ' " . Man Would Practically Kliminatc the Trouble " ">';.v FI'.W I t>m|.rtiticiii- li.iNf drawn nut a> many Ktlir -Ml.- wliiJi ua- mrntly lu'ld on llu- l-ni^ht Car Hot Box I'robkin. an annount cnuiU romvrninu tlu- winner- ol wliirli i- made in our i -uUniitlcd dJMU-- ill*' -ul>ji»i from nian\ viiwitoint-. -onu- uoint; nion- or Ir~- iliorouirlilv into llu- detail fau>e- ane found to l>i the uncs^ llial have tluir oiler- e<|ui|>|)e(l with i.'oo«l i>a«kini: knive- and tlie knowkiiiie of how to u>e llKin lo liic iw.^1 a«ivauta?;i.-. and . not tho-v will) u-e the mo-t oil. ' • • • M ■' ; "•■ - ■ : .' '' • :■.'. ■ '■'•■"." .* '■ : •:• ^ ENTIRKIA AN KDLCATKJNAI. I'I«)I{I.I-M '^ --^^ :■•;.■•' "• . I Kl/I \UI l< l.i ■"'::;'. proliiein in a A nunilier of i:\ii. DOW » I A. Si>iiih«i.st<.rii. I I'aso. Te\. that ; : / H> A M. Horcinan. FrciiShl <^tr Kcpaiiv, l-.l I'a ll I- -urpri-inL: how nian\ men will contend lliat l>e(.'aui*e llie ioinnal v\a> not -wimmiim in oil. '"of eourse it ran liot.'' A^'ain ui- hear nun elaimint; that the la-t lot of ltra>-e- had hard .r\-lalli/ed >|»ot> in ihem: in fad. will take a iira>s that h.i- iteeii removed from a hot imx and -how you a hriiihl hard iookinu -pot. (ailing it a ""hard -pot" in the l»ra>-. It i-. an an int(.lliL'eiit oiUr: not with an oil laii lait with a paekiiiLj knife with wliieh he Work- the wa-te u|) auain-t tlu' journal from the JKJttoin of the lio\ and then earefully put- it down with his knife on hcth -ide- of the journal to a point >liululy helow the n nter line of the journal and the full leiiu'th of tlu' oil hox. I'hen. if tlu- wa>ti' is found dry, ;i >mall (|Uanlily of oil may lie poured over it on the •"ri-iiiii" -ide of the journal. It i- satV to -ay that tlu re i- (.iinULrh oil in an\' oil l»o\ in whiih the wa-te i- -till ela-tir and not dead to run the ear from ("lii- rai,'o to San I'raiu isro, if hantUetl intelliizeiitly at oaeh divi- sion I'liroute and of lourso liarrinii worn out hra-se.-. I'lure ari- hut four legitimate eauses of hot iioxe-. The ■■wa>te drau" head- the list Uy an immen.-e majority and is lau-ed hy the wa-ti' lieini; allowed to elimh on the risini; -ide ol tin- journal and erowtated aliove. I he -eeoiul lau-e. and ol -ee<,n u worn nut l.ra--. \ow that -hell l)ra->es havi- liecome alnio-t oh- .•^oirte i!n-e are lieeoiniiiL: more and more of a raritv and ar- due to poor judu'ineiit on part of in-|K(tor- in allowini: I.ra-se- t«i run Keyond a -afe i)o:nt. I he tiiird. or caii-e of lea-t inijiortaiiee aieordinu to m\ ol.-ervalion. i- la«k of oil. I'hi-- lause i- rarelv met with, hiu i- put forth hy traimnen and some nii-ihanical men as a < au-i- J. S. IlKK^HK ^" '. .[...'.-.f? .■,.•'■■' Nl •'"•'<■'■ Mfctianic. Sotilhcrii RailMa>. <-hailf»i<>n. S.C_ .•'.-'. Hot Ihim'S «an lie ri-dud-d to the minimum i»y proju-rly us- '; ^einiilinii the part- of the lar elo-ely related to the Ihi\ ai»«l . lariim for them in a workmanlike manner after the «.ar- are pla«ed in >ervi{e. lo l.riiiL: a!»out ilii- iinproven>enl it is . neii— ar\ to pur>ue the -aiiu- »i;ur-e we took to promoti- tire ■"Safetv I'irrt" moveimrit whi«ii !ia> re-u!tifl in -u« h a de- cidi-d deireaH' in ilu' numlK-r of pefMinal injuria, i. v.. to vdutate [hv men doiiiu' and -ii|Krvi-inL' tin- work. We arc. p?-oilut iiiuf Letter im-( hanii> and more etVuivnt foremen as * re.-ult of land what eaii-e- hot ho\e- aiicl what i> ne«e— ary to |.rev»nt tluiu; th'- man\ of tlu-m do not know. llu- railroad- in the pa-l Jn \ ear.-, have u-ed (.nouu'ii luhrieant- to run them at least. !0 \ear- moTe had it lueii intelliilelitly appiii-il. ■ ' Start the edutational eam|iaii:n with the operator of tfw? axle lurninu' inaehine; the fini-hiiiL' > ut o\-< r the journal -houhl I ut the metal clean and not ttar it. If tlu metal is torn >mall parii are rolled down only to In. !«x»-ene ru>t ant -and pajK-r or tinery < loth i^ ordinarily u-ed and. unles.- iireal < art- i> eNc-rci-^-d. -oine of the emer\ that l»oc(tnie> >eparated from tlu -lKvt> will lod'je in the-e tavities. I'.ven when the journal- ari painted 'inmediately aftv-r madiininL;. the p.iint i- often removed with emer\ cloth and partitk'.- of urit an- Kfi part'y iinU-dded in the journals. Sut h a condition will vi-ry I'kely tau-e of con- triliute tplied are ca u-ed hy torn or pitte«l metal itvd tlii ollur con- dition- ...-. .. --v- • ', . ■: :.. .\nother daniierou- condiiiiin is Vau^X'tl Ia" — cars fronr ?»ars u-ed tor movi.iLr wheel-, or where <.ne wiuel h.i- -tru* k the journal of anotlur: ilie-i- hurr- are -urc to i;iu>*- the J<»x; to. heat .'Au] tlu'\ are freijuenth \ e\pirien«xd nTen, if tluy are «)n 'hv under -ide when tile poli-hinn of tin- jourtial is cotnplcti'd. To tiuard a!.:ain>t this over-iirht. the hare hand -hould iie wi|K-d < ver the entire -urfa«e ju-t U-foro applvini' the heariivii antl Imx. The licariim -houhl he fitted to the contour of the j««urnaK or at Ua-l h -hould liavi a crown hearinu'. If it 'oears on the -ide< only it fiiiuhe- the j(jurnal and there is tlantrcr of hreakinu' the Wearinir lufore the -oft metal Wears down. The journal iiox and lloat -houhl l»e r -lu-wtd if Worn to the e\- nianv . i«ol-ier>. defective center plates and si. I.on'j tihre wof)l wat for iia«kini:: tlii- >hould be -oaked in car oil 4,s hour-: then urim.' out all llu oil you can with the hand-. Oiu- handful twi-teil like a roin -hould be 11 22 RAILWAY MECHANICAL ENGINEER Vol. 9L No. 1 1 placed in the back, of the box; this forms a dustguard. Then fill the box to the center line as far out as the collar with spongy waste, not packed too tight; another handful of twisted dope should be placed in front of the journal; this will partly prevent the lateral motion of the truck working the packing out, leaving the back end dry. At every division terminal the packing should be pushed back and stirred up with the packing knife. This will also keep the oil feeding to the end of each strand of waste. Loose ends of waste must not be left hanging from the box; they will siphon the oil out in a short time, especially when the sun is shining on the box. Packing above the center line of the journal will creep under the bearing when the car receives severe shocks in switching service; this causes hard spots in the bearing and will surely cau.se the box to heat. Excessive oil means in- sufficient waste; the wa.ste settles below the journals and the oil runs out through the dustguard opening, leaving the jour- nal without lubrication. SYSTEMATIC AND THOROUGH ATTENTION • I'RIZK .\RTICLK) BY J. E. HELMS Inspector, Atchison, Topeka & Santa Fe Shops. Pueblo, Colo. Many pages of advice have been published from every source imaginable concerning a remedy for hot boxes, each in turn suggesting some positive cure. Suggestions from every quarter — some good and some Ijad — have l)een offered and put into practice; and all, or nearly all, have failed. Messages galore from those in authority have been received by their subordinates asking for explanations of why such and such cars could not have been put into shape to avoid trouble on the road. The experienced subordinate has labored inces- santly to alleviate the trouble. The inexperienced man has labored and labored, used up all the material that was at hand, did the best he could, and quit his position in disgust. There have been at least "57 varieties" of "packing," *lul>ricants" and "babbitts" developed and tried out, the majority of which could not be successfully used and the old substantial wool j)acking and oil has taken their places. Many special designs of journal l)oxes and parts have been devised but these have accomplished little if any results. Thus through a course of practical experience of 15 years I have seen many of the above "cure-alls" fail. Trains are still running and l)Oxes are still getting hot. The following suggestions may help in a measure to reduce the hot lx)xes to a minimum but never to eliminate them entirely, for with present weights, speeds and unforeseen defects we can never hope to do this. Much of the trouble could be gotten away from by a stand- ard and uniform manner of packing the boxes, such, for instance, as the following : Roll up a large handful of waste and place it in the back of the box; then pack the remainder of the lx)x half way up the side of the journal with a handful of packing; do not roll so tightly that the life or spring in the wool fibre will not rise up against the journal. One large handful of packing should be placed in front of the box and at the end of the journal. This wool fibre should hold all the oil it can take. All boxes reaching the shop tracks should be gone over thoroughly by an experienced man; not one shop should do this, but all shops, and to all cars. This system installed and lived up to would do more than any other one thing to reduce the hot-boxes. Many roads do no shop work at all to the journal boxes, not even to their own cars. With so important a part neglected it is not much wonder that hot-boxes are numerous. The M. C. B. Code, Rule I, — and it is a number one rule, too, if it was enforced — explicitly states, "that each railway company must give to foreign cars, while on its line, the same care as to inspection, oiling, packing, etc., as it gives to its own cars." You will note that this says "must." not "should," using a positive term, and yet the work is woefully neglected much of the time. This rule, if lived up to, would in a short time bring a noticeable relief in the complaints about hot-boxes. After a rule regulating and causing this work to be done in a systematic manner, the following matters should be con- sidered: Speed of trains and time card "speed limits." The "average speed" of freight trains could be adjusted in many instances, taking into consideration tonnage, meeting points and class of cars and much trouble could be avoided. Weight of loads on journal bearings has been re-adjusted to a large degree in the enlarging of the journal, thus giving a larger I)caring for the brass and more room for lubrication. UNIVERSAL STANDARD PRACTICES ADVOCATED BY "A CAR MAN" Each box should be given careful attention in assembling and maintenance. By careful attention is meant that which would be given any other piece of machinery from which such severe or even less exacting service is required. When assembling, presuming that the trucks are of good design, we should see that the inside dimensions of the journal boxes are correct with no imperfections which will interfere with the freedom or functions of the wedge and brass, and that a good serviceable dustguard is properly applied. By service- able is meant one which will exclude dust until the wheels are again changed. To do so it must properly fit the axle and be perfectly free in the box recess so that shifting of journal and wear of the brass will not affect it. A canvas covered basswood guard is good if properly applied, and worthless if not. Any good dust-tight lid provides the protection required at the front of the box but it should not be too difficult to open. Each brass and wedge should be inspected and gaged on receipt from the manufacturers and any found with defects or with irregularities which would displace or restrict the perfect freedom of either one or both should be rejected. The finish on newly turned journals should be good; to what ex- tent and how obtained should be determined — whether by rolling, filing, emer>' polish, or only a finish cut. All these methods are in vogue and obviously all are not the best or sufficient. Rule 1 of the M. C. B. code provides that in the inter- change of cars each road shall give to foreign cars the same care as to oiling and packing that it gives to its own. This seems fair but when we consider that for present day traffic the best is none too good and knowing that on some roads an inferior grade of oil and cheap cotton waste is used, it is not surprising that some trouble is experienced; to overcome the hot box evil it is suggested that the contents of the journal box and treatment or maintenance of same be made standard. These standards should include the grade of lubricating oil — necessarily a good all-the-year-round grade with sufficient body to separate the journal and bearing under full load sum- mer and winter. It should also include the waste, which should be absorbent, clean and resilient to a specified degree. Also the method and extent of saturation, the method of packing the box ; the amount of free oil should be prescribed to be used when first packing the box and thereafter on a mileage basis. The lead lined brass of a certain composi- tion should be prescribed and also the method of finishing newly turned journals. FROM AN OPERATING OFFICER'S VIEWPOINT BY H. E. HAANEL Trainmaster, Canadian Pacific, Regina. Sask., Canada Given a properly applied brass with homogeneous babbitt metal, and a smooth, true journal, the study of hot-box pre- vention resolves itself into two elemental factors, viz., satis- factory lubrication and freedom from extraneous substances on the bearing surfaces. The interruption of uniform lubri- cation, even for a very small space of time, increa.ses friction January, 1911 RAILWAY MECHANICAL ENGINEER 23 so rapidly, particularly with heavily loaded cars, that often before the trouble can be detected the babbitt metal starts to flow, causing an uneven bearing, and, with the resultant in- crease in heat, the luliricant becomes carbonized introducing an additional factor that tends to increase friction. The box soon bursts into flame. It is the lack of intelligent and systematic inspection and attention that results in a condition preventing uniform lubri- cation. If the dope, with sufficient oil content, were continu- ally kept in close contact with the entire exposed surface of the journal, hot-l)oxes would be reduced 75 per cent. For different reasons we will not discuss here, dope has a ten- dency to shrink away from the journal. It also frequently becomes crowded to one side of the oil box through a pro- longed rotation of the journal in one direction, and, unless it is loosened up and repacked frequently and re-oiled occa- sionally, hot-boxes are the natural result. The perfunctory oiling of boxes at a few designated points simply wastes oil by flooding cars that happen to pass such points fre- quently, or that do not require oil anyway, while other cars visit such points so infrequently that their boxes run hot in the meantime. The hurried jabbing of the dope which ac- companies the oiling process simply gives the final touch to an operation that impresses even the uninitiated with a sense of its inefficiency. It is, of course, of prime importance that oil boxes have lids that are well fitted and tight and that proper fitting dust- guards be supplied and kept in condition; otherwise the in- troduction of sand and grit to the dope and thence to the bearing surfaces is certain to occur. The application of hard grease directly on the l>earing surfaces ])y means of pressure grease cups might prove a success, but as long as our present contrivance is in use, a serious campaign, with a view to more efficient lubrication by the exercise of more intelligent and frequent attention to the position and condition of the dope, as well as a more whole.some regard for the importance of tight lids and suital)le dust-guards, should result in hot boxes being reduced to a minimum. As it is, oil boxes are rarely given any serious thought until they start to smell, and by that time damage has been done which, while possible to counteract temporarily by fresh dope, oil, soap, hard grease or other expensive first aid treatment, will early demand earn- est attention even though it be on the main line between stations. Of course there are other factors, one of the most important of which is that of speed. The introduction of a speed limit of 30 miles an hour for Canadian Pacific freight trains has resulted in an astonishing decrease in hot-boxes. NEGLECT! BY F. P. ROESCH Master Mechanic, El Paso & Southwestern, Douglas, Ariz. The cause of hot bearings on freight cars can be summed up in one word, neglect. Not intentional neglect perhaps, but neglect nevertheless. The laws of friction are too well understood to make repe- tition necessary. Neither is it necessarA- to dwell on means and methods advocated to overcome friction in freight car journals. He who runs may read, or if he prefers can readily obtain all necessary information from any of the traveling experts representing the various lubricating companies, who lubricate under a mileage contract 99 per cent of all cars in the United States. Experience has proven that what are termed the white metals (babbitt, etc.) are preferable as bearing metals, where the loads are not excessive, to brass or bronze. Yet in our terminal inspections how often do we look to see whether or not any of the white metal lining is present ? Is it not a fact that so long as the bearing shows to be of average thickness and is not cracked or discolored it is passed as O. K. ? Yet in many instances, no doubt, part or all of the white metal lining may be so worn as to allow the brass to come in direct om- tact with the journal and thus produce a condition eventually resulting in a hot box. Again, examine the packing in the average freight car journal box. Do we find "live" resilient waste, or short fibered sticky, soggy waste? The question answers itself to all who have had to do with freight cars. The addition of oil to such stuff is but a temporary relief, not a remedy. The worst offender in this respect is the car lying idle on sidings or storage tracks during temporary decline in business; it is called to service in a hurr}- to meet a threatened car shortage, and allowed to go forward with but a superficial oiling in- stead of a thorough examination and renewal of packing which may have become dried out, settled away frcnn jour- nal, etc. Granting the al>ove to be correct the remedy is self sug- gestive, namely a periodical inspection of the bearings, pack- ing and journal box, including dustguard. Where the l>ear- ings show the lining nearly or entirely worn out, or brasses cracked or in any other way defective, or the packing be- coming soggy, charred or short fil)ered, lx)x cracked, worn out at back end, dustguard non-effective, etc., they should be renewed. Such an inspection would of necessity call for a record, and should therefore be handled the same as triple valves and brake cylinders in the matter of dating, insjiection and billing, treating a non-inspected or out-of-date car as a cardable defect when offered in interchange, in order to en- force compliance with the rule. While we feel satisfied that such an inspection, if honestly carried out. would go far toward eliminating hot liearings, one point must not be overlooked, namely — VVould it pay? INTERPRETATIONS OF M. C. B. RULES At the recent convention of the Chief Interchange Car In- spectors' and Car Foremen's Association, which was reported in the November Railway Mechanical Engineer on page 571, several questions were raised by meml^rs discussing the rules, which have been answered by interpretations rendered by the M. C. B. Arbitration Committee in M. C. B. Circular No. 20, recently issued. Considerable discussion was given to Rule 4, paragraph 2, at the convention in regard to the uses of defect cards. The Arbitration Committee has sub- mitted the following: Rule 4 — Question : What is meant by the words "damage that is so slight that no repairs are necessary"? -Answer: Raked or cornered sheathing, roof boards, fascia, or bent or cornered end sills not necessitating the shopping of the car. Note — This ruling abrogates the first interpretation under Rule 4 in the 1916 code. Under Rule 9 a question regarding the proper substitution of triple valves was raised. The Arbitration Committee has in Circular 20 rendered the following: Question: In connection with the interpretation shown on page 13 of the 1915 Code of Rules regarding the substitution of Westtnghouse triple valve* for New York triple valves, or vice versa, what triple valves manufactured by the Westinghouse and New York Air Brake companies are considered as being of similar type? .\nswer: The M.C.R. standard K-1 and K-2 tiipic valves, manufactured by both the Westinghouse and New York air brake companies, are the only triple valves that can be properly considered of similar type and therefore it will be considered as improper repairs to substitute tor each other anv tvpc of Westinghouse or New York valves except the type* K-1 and K-2. Under Rule 58 the Chief Interchange Car Insp)ectors' and Car Foremen's Association adopted the motion that it was the sense of the association that a broken angle cock handle was an owner's defect. An interpretation at the bottom of page 81 of the M. C. B. Interchange Rules states that the handling line is responsible for angle cock handles broken or lost under their usage. In Circular 20 the M. C. B. Arbitration Committee speaks on this subject as follows: Rule 58 — Question : Should not the last interpretation under this rule on page 81 o? the 1916 code be eliminated? Answer : Yes. Under the present rules the items referred to are an owner's responsibility. The question raised by W. Hansen. Chief Interchange In- 24 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 1 spector at Denver, Colo., regarding overlapping labor charges in changing two pair of wheels for the same truck has been answered by the 5l. C. B. Arbitration Committee in Circular 20 as follows: Question: On page 1X4 of the 1916 Code provision is matle for reduc- tion of one hour to provide for overlapping ot labor. In the case of two pairs of wheels removed and replaced at the same end of car, is it necessary to reduce the lalior one hour on one ttair of wheels on account of over- lapping? .Answer: Vcs. This applies to wheels removed and replaced. A DINING CAR WATER HEATER By J. F. DONELLON A home made heater for furnishing hot water to dining car kitchens is shown in the drawing. It has been applied to two Western Mar\land dining cars in an effort to get away from the use of Pintsch gas in heating water for dish washing, etc., Pintsch gas having proved rather expensive for this purpose. As will be noted in the drawing the casing of the heater is a piece of standard 6-in. pipe and the ends are com- mercial pipe caps. The cajis are drilled and tapped for a 2-in. steam line, and drilled so that a Ij-in. water line can be run thrcugh and a stuffing nut used to make a steam tight joint. The heater coil on the inside is of '/>-in. railroad to secure the cream of the business in highly com- petitive territory, on account of being able to furnish good equipment. L. F. Loree, president of the Delaware & Hud- son, is quoted as being of the opinion that a freight car is at the money-making task of moving goods one-tenth of the time and is idle or imposing upon its owner for switching, storage, repairs, etc., the other nine-tenths of the time. If this is so the mechanical department should be placed in a position to e.xpedite repairs to equipment. There are three essential factors in a strong car depart- ment organization; thorough co-operation in the department; efficiency, and economy. Maximum output depends on a strong organization. With the increase in the cost of both labor and material it is necessary for the car department head to increase the efficiency of his organization, by con- tril)uting to or adding to the capacity or skill of each individual department foreman and employee. Co-operation promotes that feeling of good will and reciprocity which results in increased efficiency. No individual in any depart- ment begins, or carries to a successful conclusion, all the work in his department. Therefore, it will be readily seen why it is so necessary that harmony and co-operation should prevail at all times. There are two distinct classes of employees in the car ZSinmLine I IHi/er Line I 6 Casing. Sfd. ^ Pipe ''■i''>ii^>»'ii''''' ' ' *— m y --i_i Drain Hr/¥e Details of Water Heater Showing Heater Coll i mkrUne dSfeamLine common wrought pipe. The heater is located under the body of the car and is fastened with two ^-in. U-bolts, as directly under the kitchen spigots as possible. The 2-in. steam line is tapped direct into the steam heat line and for that reason is only operative about seven months during the year, or through the steam heat season. A test of the heater showed that after it had become thoroughly heated five gallons of water were drawn out and the temperature was 150 deg. F. Two minutes later another five gallons were drawn, the temperature being 120 deg. Four minutes after this another five gallons were drawn out which registered 110 deg. These tests were made with .>0-lb. pressure on the steam line. CAR DEPARTMENT ORGANIZATION AND EFFICIENCY* BY C. R. DOBSON Chicago, Rock Island & Pacific There is no department on a railroad which offers as wide a field for improvement in efficiency as the car dei)artment. The shortage of freight car equipment has been ver}' acute in some localities during the past 12 months with no relief in sight. lust think of the cumulative saving in the many directions if a railroad had all good car equipment in first- class serviceable condition. Let >is analyze the results if such were the case. There would be a considerable reduction in loss and damage claims, reduction in switching cost, and an unusual reduction in amounts of repair bills rendered by foreign lines. It would lessen the per diem cost of foreign cars, which would not then be required, and enable such a •Presented at the Chief Interchange Car Inspectors' and Car Formen's .\ss<)ciati.)n convention, heM in Indianapolis. Ind., October 3-5, 1916. department, the producer and the non-producer, each class being distinct and actually necessary. The producers are the various classes of employees who actually effect repairs to or rebuild car equipment. The non-producers are many and are composed of foremen, clerks, shop inspectors, tool- room men, supply men, laborers and others: this is equally true in either piece work or day work shops and should not be overlooked. It would he well for every general car fore- man to check up his forces and ascertain if there are the correct number of each class of employees in his department to constitute a well-balanced force, and thus determine if a maximum output is being obtained on an economical Ijasis. Freight cars should, when possible, be handled and re- paired as near the base of supplies as possible. Freight car material should never l)e maintained in stock at any great distance from the repair tracks and shops. If the light repair yard is situated some distance from the shop or heavy repair tracks a sufficient amount of ready material should be carried at the light repair tracks. Supply men should be employed to deliver all lumber from the mill or luml)er yard, metal roofs, couplers, brake beams, brake connections; in fact all material possible. The results obtained from this practice will be surprising. The saving in cost is also an attractive feature on account of the difference in the rate of pay, etc. This of course applies more forcefully to shops paid on an hourly basis; however, it will also apply to piece work shops. Every well organized freight car shop and coach shop should maintain a tool room with a man in charge, whose duty it will be to keep all tools in their proper places, in good order and well lubricated where lubrication is neces- sary. If the entire time of the man in the tool room is not required in caring for the tools, he can reclaim and sort nuts, washers, nails, cotters and lag screws, picked up in the shop Janlary, 1917 RAILWAY MECHANICAL ENGINEER 25 and on repair tracks by the labor force and deliver them back into the store stock. There are also some very interesting as well as profitable results obtained l)y specializing the men in some lines of car work; for instance, some men are experts in applying roofs, others are more adept in applying sheathing, while still others will, be found at their best on rougher work on flat or gondola cars. The appropriation allotted to the car department on most roads usually covers the cost of material used as well as labor, therefore all usable second hand material which accumulates around the larger repair yards and scrap bins should l)e reclaimed and used on system cars. Every dollar saved can be very profitably applied in repairing bad order cars. I'he master car builder or the general foreman of the car department must of necessity be a strong man, of good clear judgment, alert and capable of taking the initiative in all of the man.\- perplexing emergencies which arise in his depart- ment, and he must be a good judge of human nature to enable him to perfect an organization which will show results for the money expended. There was a time when we were struggling along on ver}- meager appropriations, and, in order to get by, we resorted to the practice of effecting only such repairs as were necessary to move and keep cars in service. The results have been disastrous, and it seems to l>e very difficult to get the car department out of this rut. This prac- tice of "a lick and a promise" resulted in loaded cars being cut out and sent to every repair track or shop along the line of a long haul. I wish to emphasize at this time the necessity of effecting permanent repairs to equipment requiring both light and heavy repairs and not to discriminate l>etween system or foreign cars; treat them all exactly the same, having in mind at all times that both foreign and system cars should be maintained in good serviceable condition. Eternal vigilance, industry and last, but not least, "honesty" are the price of success. SOME EXAMPLES OF RECENT DESIGN IN REFRIGERATOR CARS Railroad Type of car Construction I -ight weiglit Capacity Capacity ( cubic) Length, over end sill^ Length, inside lining I.tngth, inside to inside of coupler knuckles Length, over couplers Width, over side sills Width, inside lining Width, over eaves Width, extreme, over all Height, top of sill to Ixittom of side plate Height, top of rail to eaves Height, top of rail to top of floor.. Height, top of rail to top of brake inast Height, top of rail to top of running board Heipht, top of floor to bottom of carline Side frame members (Z-bar, T-iron, wood, etc.) Size of side frame members Type of end Center sills, type (channel, fishbelly or wood) Cover plates, length and thickness. . . Angles, re-inforcing, in center sills, number, position and size Side sills (channel. Z-bar. wood, etc.) . Body bolsters, type Crossbearers, witli or without; num- ber Draft gear, spring or friction Roof, type Carlines (steel or wood) Number of carlines Number of purlines Type of side door Height and width of side door open- ing Height and width of end door open- ing Distance, center to center of body bolsters Total wheel base Truck wheel base Type of truck Truck franie, arcii bar or cast steel.. Truck bolster, type atid material.... Weight of each truck Wheels, material and size Material of journal boxes Refrigeration system Ice capacity Thickness of walls Insulation, kind of material Bulkheads, fixed or collapsible Distance between bulkheads Ventilators, ordinary hatch or venti- lating plug Kind of wood in lining Can. Pac. Ref. freight Steel underfr. 57,900 lb. 60,000 lb. 1,990 cu. ft. 41 ft. in. 39 ft. 11 Ji in. 43 ft. U^ in. 44 ft. 6 in. 9 ft. 6 in. 8 ft. 7H in. 9 ft. 10^ in. in ft. 2^ in. 7 ft. 9^ in. 12 ft. 8J4 in. 4 ft. 2y2 in. 14 ft. in. 13 ft. 5A in. 7 ft. 9H in. Wood 5 in. X 2 in. Wood Fishbelly •B Angle. 6 in. X 4 in. X ^ in. Structural steel 2 Friction Double board Wood 18 Can. Pac. Ref. express Steel underfr. Miner 6 ft. 9^ in. X S ft. in. 31 ft 2 in 36 ft. 6 in 5 ft. 4 in. .\ rch bar 7,200 lb. Cast iron 33 in. Malleable Brine tank 6,800 lb. 6Vi in. Hairfelt Hinged 34 ft. 10 in. Ventilators Basswood 2,300 cu. ft. 45 ft. in. 43 ft. 11 in. 48 ft. 4^ in. 48 ft. 11 in. 9 ft. 6 in. 8 ft. 7Ji in. 9 ft. 10^ in. 10 ft. 2H in. 7 ft. 9Ji in. 12 ft. 8!/4 in. 4 ft. 2yi in. 14 ft. in. 7 ft. 9H in. Wood 5 in. X 2 in. Wood Fishbelly •C *D Angle. 6 in. X 4 in. X Vs in. Structural steel Friction Double board W^ood 13 Erie Ref. Steel underfr. 49,200 lb. 60,000 lb. 1,977 cu. ft. 39 ft. IV2 in. 37 ft. 3% in. 41 ft. 10^ in. 42 ft. 4H in. 9 ft. 2'A in. 8 ft. 3H in. 9 ft. 6H in. 9 ft. 11!4 in. 7 ft. 7H in. 12 ft. 3A in. 4 ft. IH in. 13 ft. 6 in. 13 ft. 14 in. 7 ft. 6}| in. Wood 5 in. x 1^ in. Wood, dbl. sheathed Fishbelly 35 ft. 7 'A in. X ]4 in. •E Z-bars, 6 in., 15.6 lb. Pressed steel web with cover plates 2 Friction Double board Wood 17 A. T. & S. F. Ref. Channel draft sills 53,500 lb. 60,000 lb. 2,000 cu. ft. 41 ft. 3 in. 33 ft. 214 in. 44 ft. 4 A in. 44 ft. 10^ in. 9 ft. IH in. 8 ft. 2H in. 9 ft. 6Ji in. 9 ft. 10>4 in. / 11 4 ft. 314 in. ft. lOA in. ft. l;4 in. 14 ft. % in. 12 ft. 7 is in. 7 ft. 3 in. Wood 5 in. X 2 in. Wood Continuous channel draft sills Gt. Nor. Ref. All wood 44,700 lb. 60,000 lb. 1,968 cu. ft. 40 ft. in. 39 ft. IJi in. 42 ft. 9 in. 42 ft. W'/i in. 9 ft. H in. 8 ft. 2H in. 9 ft. 8 in. 9 ft. »H in. 7 ft. 7 in. II ft. 8 in. 3 ft. 8 in. 14 ft. I'/i in. 12 ft. 4^ in. 7 ft. 7H in. Wood 5 in. X \% in. Wood Wood, 6 truss rods Built-up 2 Friction Outside flex, metal Steel and wood 19 Wood, 5 in. X 9 ft. Haskell & Barker Zbar Spring Double board W^ood 15 Miner 6 ft. 9^ in. X 5 ft. in. Double door 6 ft. in. X 4 ft. in. La Flare patent 5 ft. lO'A in. X 5 ft. in. Ordinary 6 ft. in. X 4 ft. in. 34 ft. in. 40 ft. 8 in. 6 ft. 8 in. 4-wheel Steel frame 28 ft. 8^ in. 34 ft. H in. S ft. 4 in. 30 ft. 11 in. 36 ft. 3 in. 5 ft. 4 in. Steel frame Steel frame 30 ft. in. 35 ft. 2 in. 5 ft. 2 in. Haskell & Barker Arch bar Steel tire 33 in. Malleable Block ice 13.900 lb. 6''8 in. Hairfelt Fixed 36 ft. 101^ in. Ventilators Basswood 6,800 lb. Cast iron 33 in.. 625 lb. Malleable Bohn 9,244 lb. 6ft in. Linofelt Collapsible 31 ft. 9^^ in. Ventilating plug Basswood Cast iron 33 in. Malleable Bohn syphon 278.2 cu. ft. 6A in. Flaxlinum Removable 33 ft. 214 in. Ventilating plug Fir 5,600 lb. Cast iron 33 in., 625 lb. Malleable Bohn syphon 9.000 lb. 6V2 in. Linofelt Collapsible 32 ft. 9 in. Ventilating plug Yellow pine C. C.t. W. Ref. Steel underfr. 44,000 lb. 60.000 lb. 1,987.7 cu. ft. 40 ft. in. 38 ft. 6'i in. 9 ft. in. 8 ft. 1^ in. 9 ft. S'/i in. 7 ft. 7 in. 12 ft. 1^ in. 4 ft. IH in. 14 ft. Vi in. 12 ft. 9 in. 7 ft. 6H in. Wood 5 in. X 1 'A in. Wood Channel None None Wood Built-up 2 Spring Double board Wood 15 Standard ref. 6 ft. in. X 4 ft. in. 30 ft. in. 35 ft. 6 in. 5 ft. 6 in. Arch bar Cast iron 33 in. Malleable Collapsible ice tanks 13,600 lb. 6'^ in. Hairfelt Collapsible 32 ft. 4H in. Ventilating plug Yellow pine •.\ — 1 Top, 40 ft. 10 in. x 'A in.; 2 Bottom, 7 ft. 4 in. x % in. •B— 2 Top, 3yi in. x Syi in. x }i in.; 4 Bottom, 3J^ in. x 3'/4 in. x A in. •C— 1 Top. 36 ft. 3 in. X J4 in.; 2 Bottom, 8 ft. in. x ^ in. •D— 4. 3"/, in. X 3yi in. x J< in ; 4, 3J^ in. x 3J4 in. x A in. •E — 2 Outside at bottom. 4 in. x 3 in. x A in., 31 ft. 8^ in. long.; 2 Inside at bnttom, 4 in x 3 in. x A in., 29 ft. ^\^^ in. 1 ong. 2b R.MLWAY MECHANICAL ENGINEER Vol. 91. No. I .£ ■= = V cJiJi .^ ._ c • — 5 21" =>■ f^;^^ ^ u uOO *^ WIT) O •'f — X Vm i 3 -M r-."^ = -r oc CN ■X) ^ ■* i? « 00 ««a tM CN c Ul 00 '" '^ _ « - n::; fci C c • re re '.h c « • «-i OO ti V u OO - .E 5n.5 to .S.Ecc.5.5 0^ ^f ^ 2 ® « ■-*o »>. o". 'Tococe'—'-i acJ= o ". f oc oc <5 0-* •'■'»■ ^ — ' ^ '^ f^ '^ •— v^ N i "" s 00 .- •c j: ^ • CO <-■ «0 = ^ i -Sis c- c c — - - — x»tO C = .::c n: c . 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Sii>^ •7: 5 E-c _ = o —as O tl c/ B.a u : o . o .•o I tl ■•D b£j= O o c 4; O «-• •S c'Sbe -^at 3 >, ;>— tl B V a. o k. o o •o c tl c j: •5 "i T3 C E " * co_a ♦* 3 B« — — ' O 1. >, ca tl — "E. .t B-^ O tr'^^ — 3 S"^ " - £^2 .-'^ ca Sti • ca ^ tl ca >i •- — ca c; . — .C ji tl r: 3 • o •pC Ie 2 rt 3 i S^ .? -J ° - ■*- (fl (JD ca {B ^ - tl J=JSn .r ;;; .= 4; E o 3 a _E X B >> B C O o •c tl c ca Si c s 5- & X _B i5 X s ca of u ca is: E n tsi ;£ ^ January, 1917 RAILWAY MECHANICAL ENGINEER 29 c I I i i A%-:S. - r-' 5 C ■S.si = = c- - ''■'-OX c _ o r^ \o -CJiii *'„■*'•' ><--a .\K"— — u C C c« jc a. B < • kH "^ CJ ON O 00 *" tu U :t« OS •-• • •« • =■ c n r «5 " • 3-«=^-t.^.i?:?i£sS~-.5 oo '~ ^ t -f T O^ O T O 00 ** "O - -r — k- c'TO ::t < lu p^ On o Q Z < < o Q Z o o o z o u Q H Z o X 8 sea ooo». 1^' o e C C ■- - - t* « « « o O 3 i '^ C -^ -^ *^ -^ - O i-. u- . = ■" i^ ® -2 OT3 C *< 'JO . 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J3 3 ^dd *• '•' £s^seW ^ .tc-g*' .S-^s: c aa-u ■I 3^^^ ': 3 '• u — '^ *•• • = s 1, *• - c r 2-2 - - ? 5 > c f :; c^ « i = ^ bts a E •o c a >. lo a. - t r C V r 2 " i; 2 >"* t •> E— ~ - ."" if *> S - a ^ .■? ^ ^ a •* Y 3 ^ -If C-- ►• >•• ■35, •oat. :9£ ^ i-a Sfc 5^E i« *? V *■ C C RAIIAVW MECH.XNICAL ENGINEER Vol. 91, No. 1 - e - — - < — is" z -•-■•- = - Jrr = c- N._ ' S = E >; « 6t3 ^1 '^' c . = •J'xr, •* . =' "• j^ j: " «j -■ =■ c.£ .„ .t; c 1- 5j *-» « o c* ^' . . « V _ 3- "^ -r -f 1; 1< o ♦" -~ •^ t « C "5 in ^-' '^ U c (^ •OS" B O o •a c C3 13 — .- ■ — - t< — — — t^ r . i«^ _^ - "4, - •" w. -f f f "f — — z i — . UK •c& §2 '^S X C; ^-T .i X •J ^ •~ C 3C •=c-< £ ~l 1< ^2 1^ .^ u 41 oo"-- o ^ C^C^**" 'S <^ -: c «j ~ c .•= '^. u s re'- « n "o. " * .i - * - V ^ * V X ;^ y. ■•.5 "oo c.E.E^ X s i^p- tr-. •" >. ■= — c .21; 4, lA w -X O . . 4< *- U .^•^ — C u— X ■-, — ^ C •- 3 U S O C ■O w a "a. M n - -* - e • c - - « - as; :: Ni M 5 _ ■Tr^ -'■ S.5 euo. - — , ^-^ ^ ^ — O -< 4> ^^ i - *■ £ ' ''-:*! a . ;,— — -; = 5 = ■e := i .X X X. .2 V *4 : — '■ \j ■— »«■£ < -11 ;^7 7ri ii . c .r c 1 .^ y. B « •- xfxf— 5 ^ « _-r-r ;;. i^T i; ~ r 5= ^B •£•=. X 3- a o. 2 ^-5 ■5 . £ ' 5": - * 11 K C 0/ c ^ Bc fei r M^ ^»*^X:t v>a •*. :t"S'^ ?**■ •• T » 5 5 r Jiiiii s<^ M » XT- - - ' R U L c > 4> : »> JA >> l£ i-.-S (A O 4< U „ B O-C o <« c u-« I si? s 41 a c >, c •5;«« 3 >,0— ■«• 41 V X X , t5 re _ . — u m in V o 41 ^ X C3 n B " .2 to *; •a c C5 o o o V'^ — c c"" f Uu-,S . • .,C: C c^^,^ ~ X J. c u ^ ^ ^d X. cci'^l X. [A 1X1 4.1 in 4.1 p ^ — tn -w.* U u 0" u u • ««- _ -r t 0- 00 41 "" . . ^ Jt f5 y. jf X E G B E . t: 00 *- ■a £ Cast iron 33 in. Malleable w tr, I'* in 9 — c-,^ I*". >n .^ u 4i ix> 2 o •2 •"o ■ b u"o 3 4( 4» .X *A 4l'0 en Ui m 4< I' rS Ml a. _E v» X _E vac X E n N a C in o Of January, 1917 RAILWAY MECHANICAL ENGINEER ^ c a a c c \0 f*5— • *--Cc*-» uX^c -o c B c.S K _ Hr^ o -o _-i: •— £ •- v« «-3 -" «•- -^ ■ 2 - v^ m . s^ c « c < CO E = o '§ ' X -^ «-, if.— C/5 U (Li Om Oh o Q Z o Q Z o o o z o CO Q H Z u pel o X a^-3£-5.5.S.5=-; = K ■« T" ;7 « . '"^- ■ 3 o c 0-. C C u !9 U ^ i ■ •^ t "^ ^ -r o- 3a ''"-_ n- — .'^ c ~0 £^^--5-!:: •S c c c i: K C ? „j=d ^ =-S--.5 C.S.5 c a , J. -"2 nj a '.Jo . a ■ o f . . J! a a g ui;£ S _-2 a C.J3 — j:o •^ a 8.» sr"." a-— : B B "Z^ '^ a u 60 a V V Ti*" J■ ■- a a a a .£•- = a X oya"© "S .r '»■^ >l^^.,it:?loN^ •* n u ca B . ^ .= -=5ax :xx^«- •= S-^' ^^— -^—lo" "• X ^ u ■5>Ao'"-3 o^ t^ _; • a *^ tj "' f J a *^ -T a » > *> ^ _ j>« «• a a ; o ^ £^ ^ u M X 3 u g , r-i •^ 0" m ^r a n _ . . E a' B-0 a— a a a — a r^ WN r^ O O —x '^ -^,-. .J „■ ■ - a o « X 'J ^S •S?§-H^«';^|-^E- . o 3^_ -r -o ^ .0 a — -^t ■ . -ao 1,— n •^ a .C:< K a X-»N^ -V-t^ ci 0 S * £ «: II K E 1! C. ■ . :^ ■ £.E -z bX £ fl . f^t 6 b «. irs'-s-t "IT C ^ ^ ¥. B z a .aC>~*~ n •-4 IT. - •^ c c • .a' . - a. 1 o , = _ = = =^ ■- i.a.E.e °-s a a a a wC^, ♦-■'*- .iCJ'S .z • a • o 5 a '-_ -; ^ i " — o "" • rtJT 3 ^'•~ " o^a: a) ^x S-8 o e^o^_ %) a ni • .,:>'ir^ ■- ■' ■ o = '-j « bE 3 * ^ *^ *^ £ t, •— .^ •'. If. c c • **" C--.SV " /Z«-«£ — «1 . a ..t SI b. OC ~J w -- « a ;a 1. ac ■i, J "•^ a ii; ♦* a IB . t/i — - a _ ■*- CI ^. J- u o -■ u a -3 B V a o •aEo O 3 W' X O "~ X '2 "" «S'"-'^— *^^ IB, ~ "«! B j: %^ .r E o a— B < tl . . E 5 E e2 ^-cda V. CJ « B 6 -^ =^ COvC " « «-r fc. V a^ - ^ 5 t«' Cfu-.-B 1^1 ctI «-'w ft J' I" is = !•- Zo» •J § B B B B E => ==,^<=>*<^Ii>J^2'2 -^ g vo r^-i: ^ >- "^ .^^•.-> o "- o .Z vO — a • ■" — — •» E^ 1- • 8-- fl 2 c i: • 5- = fl ;2 o « Cl'^X — X— n o «>r a J2 •■« X S; M s ?£•* T3 4) S 'f' u a a-g; c c a — -r; .Sf .?.«* »- CS eo.»- CI o w ^ ^ CI 1^ CI - ^ n CI iO . E Is u CI ; B • •« ' b rs M B a*3; (3 *•■ . »r j: Bf — be .s * a ^£ - tfT l£ CI ■ ^ ♦* ij et '- s a /. ». > u 4; > cic'sc •ESb'- . . »< . • * T B -T - .2 :i ; • 6 f "2 :|BiS fc - •0 s- E IS c. a a k It «x ax - ^ - a r^ — c CI = "' ^ fl — ■ ^ L"p « :: Si jr O 1. ^ c - V. >. * S • • •* B S C so = <- v ».- 30 RAILWAY MECFIANICAL ENGINEER Vol. 91, No. 1 •n •7. •^M~. t: .2 y- o — "" ao 5t— _ = ~ .♦- .5 .E c X _ X ". i: VO M .A, • .'^ ^- — « .J C • 3 5 X „,--. -''s:'*' 7"~"5'§J **' =11 B o y. V X .= ^ *-• c.= ^ .— C3 J!^-^." 2*.~ ■/. — • .*^ — ' c ^*- in"" X .^ — I^ — ■ — ~ 2 . - -- = j; i £c 2no <\| •^ ir-. ^ ** , i; X C/3 OS U U O >: = c .S.5-5 ^■•5 — =I~J2^^ 5t:g§" * C ;< -r » = „• • — — — rn ^^ ^ Z "5 X " jU 3 vv) in ':« . f^ ^f\ '*^ X. -= n c ~Wo* '•Cvt. — X " "' ^ ^ ^' ? r^ " ~ X — ^, Z 2" *^ 10 — 1^ n: ~-. "- X / = 9 : ■6 9 S . • ^1-1 S'^-3.':. =■ =Z = "et c = ~ X = •= O-n ".Sv- -;; -'I~ ~ Ire t< j: c — ^ re — n X X.E .S ii ^ '•^ ^• X ■ ■•" ^ %i ^ tr; .X ' • ^ ^•— ' C 3 •5 ^ = _■ = •'• >-t: T> r. ■/. •■» ' f^l ^l X »; — — ::^;o ;? 3 s 2 2 03 I X X = E55-^ .- ---^S-x^ — '-S — ^'^ ■ ^^— . . V — . c ''"• c: vT c •— ♦: - -; .r 5 = o -t "= ~ ^' x' — ■*" ■*" >X -i-r-r c '"^-iS- :r = -, X ■- i^;i; ^ •= : X "" 1/ It ^ 2 ^ IT -T _ » — = xS r-rg_u >^ x-= 1^ *- -r '^^ ^1 . •^ Z ^I'u O C ~ T U z:- X X N_- « re 7 ..-.^ — — =■ ?S - -^ •= „•■■=• = ^.E"" .'' o o.- ^• — o E X - "* *■ r .i y 1^ -^J ir, :2 w X o _• X 10 '^■"■- o £ X 2 _ _ wS -r re . re — "•■ = .n w "■■ 7 w .E-E _• '-X- „-^ -ii '^ ir. m ac^ • id; -3 It o as ~ - — E .-• - - ^^-0 = 0- . . .— . t E -»■ ^ • = . * •E -.E = S ^2x •S.S .E.E -E^x'^.'^s '~"*''~x"*"= "-"-^^ .,'- r; 3 *Io-r -r -r X ^ "" o — f^— — o _ -r T -r — X X X a c >. H X ^ ^ o o c > 6c re "^ .£ c — Z z i "^5 re CO j; •r a. u u ^.^ "■ ^•■' X u — 2E - Cfl x» 3 i; re 'x -^ o XI >. -a o M s = re •:( i> - sr >^ '2 = X ^ - V -■ 3 X • X 32=^- ^3 "**^ — ex c J re 3 O o ■" X u u**- S 3 3 >; 'Z «; re "2 re o o •c •n c ■" .« O 3 3 O X •£ c— as C'£.^\r^ S S C X X ♦; — >~ a* K re O u c — •=- '"7 rex O"-. X ^ r: f^XO << w' >1 i X ^z (^ x? re ii «- re s X . %> . X . ;> j1 j< x^ u '•J *■ - Si? u rt~ u n u ~ *- C u X X u "^ c 5 re X •2 P3 '^ X re re .11 ^- 3 ^ £ L. t- Tr 0^ u 1^ rt V.-. -^ , J X 'J *- *. X £ u "is _0 is 3 ype of ruck fi ruck 1) ^ '0 ii'Si re c c ^i- Hr- b i Sx January, 1917 RAILWAY MECHANICAL ENGINEER 31 C/3 :<;^£ = c c 1^ 00 fM -J^u^ —' , S c " c c c-v X c o «ox O fO c l.i-i 6 o tS^o c .■""** "^S • ""00 . o n c^'^ <>00 o^ _ **-M-iO — .so O so ON 00 ^0\ <— ' 3 I n O IT. o c 2 I- ^ « c " XI u . i-H o i" • rt V3 •O u m en u N w CO n-g u C '^ • O fJ = X.S V *> ■ c 5.£)S = tn /^ (A C (U m 6*1^ « re xj c 'K be c <« s o 00 {« C V VI *-^ u li •«-* JD••■ 3- '• IS"!. "00'^ - ■S oi "^ 1- '^] x>o -r-o 3 *> a^^^ . f^ V C -"C „, i u Jj re tr. CM •" ~ •a - Crr— "O ^ !£ — '' ^ *" « •= o •= £ 6| J^^o^-^ 00 — .£ (I, .o- O re ■>««'- £ X d.E .00 I* c c "S 2 o i § a, :^ c ~l ■» oc 3 K o c ^>Co re - . ce- ll re '- '*'|i. t/} |j, r^ i £•=-.= w re-O i ^ ~ oc v. o'<^ .E_£ i^-.E c »• tr. •=C <^- « t' V^ ^- **- w- '*- w -— c«> (T. 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" '^ t. t-B:2« B > ac o BEE ■ — XI re c . .-=0 i -'i >OOv >o E -TTTO — -•- u^ VO ^- 'X s;5 ■50 9 O .2 be s |b s X 1. jf = o :^ re 5- ^v- u *• re f u " E US BJ3 O o u X re re 3 bc r c i- j = « •= 3 Z X x_; - = „'' »J - is i be * S S e b O O GC j:.= re - S - g :ji c E o re •i^i ^ (I •o o je ' X , re . — ^ C E _ 3 ■ beC E-c E o .Ore C o .a o E t> U 1- en re c re.i3 E-=_ iJ— ti b Li V _" r- -^ * : : : t X o .2 3 *< .-B N 2 ^=: ^ fif .E;?!' = ■=i2 btj: Se " ii -r-H i^ 1 i TOOLS FOR MAKING LOCOMOTIVE SAFETY CHAINS BY M. C. WHELAN Foreman Blacksmith, St. Louis & San Francisco, Kansas City, Mo. As the government requires that the railways equip their engines and tenders with safety chains before July 1, 1917, everv means l)\' which this work can be done should be of interest. Those roads not equipped with hea\y forging ma- chines or drop hammers will find the following method of doing this work entirely satisfactory. The tools are made with but little machine work and most of the work in making the chains is done under the steam hammer. The tools are shown in the illustration. Nos. 1,-2 and 12 are used for making the clevis 3. No. 1 is a piece of machine steel used to form the dies 2-2 under the steam hammer. No. 12 is used to punch the 2 1-16-in. holes in the clevis ends. The material used for making the clevises is obtained from I'j in. by 4i{> in. and 1^ in. by 5 in. scrapped arch bars sheared to 12-in. and l.i-in. lengths. With small furnaces Forging Dies for Making Safety Chains at least four of these clevises can be made per hour by one •smitli and two helpers. Xos. 4, 5 and 7 are used for making the link 6. No. 5 IS a tool used for scarping the rods prior to welding, and 4-4 are the dies used for welding the links. No. 7 is the formmg piece used in making the dies 4-4. Nos. 8, 9 and 10 are used for making the eye bolt ] 1. No. 8 is the die tor formmg the head of the bolt and 9 is the guide for punchmg the hole through the welj in the eve bolt head formed by the dies 8-8. No. 10 is the forming piece for makmg the dies 8-8. The guide pin holes in the dies 2 and 8 are formed by the following method: The space in each die IS filled with melted lead which is allowed to cool. It IS then removed and the respective halves soldered together Ihey are then replaced in the dies and the dies securelv c amped together for drilling. This will insure the proper alignment of the guide pins and the receiving holes \ 1-in. hole is drilled through the Ixittom to within 1 in. of the top of the top die. A 13-16-in. hole is drilled through the remaining 1 in. of metal. The dies ^re then taken apart and the holes in the bottom dies are enlarged to 1 1-16-in. and the 13-16-in. holes in the top dies are counter- sunk. The guide pins are made from 1-in. material. The guide pin holes in dies 4-4 are drilled with simply the form- ing piece in place between the dies. These tools will be found to do the work very satisfactorily where more improved methods are available. No machine work is required after forging except the cutting of the threads on the e\"e bolts. B}- the use of these tools a stock of clevises and eye bolts can be placed in store and with a stock of links bent in pneumatic machines on hand, the engines can be equij)ped with safety chains at short notice. PNEUMATIC BOLT CLAMP BY HOWARD W. STULL Foreman Nfachine Shop, Philadelphia & Reading. Reading, Pa. A pneumatic bolt chuck which has l>een used and proved to be very successful at the Philadelphia & Reading shops at Reading, Pa., is shown in the drawing. This chuck can 1)6 used as an attachment to a bolt threading machine for hold- ^ Socket Shaped Here fo Suit Form of Bofff^ad I J h— 4- Detail of the Clamping Head -W-A ing short size counter sunk and button headed Ixilts. As used by the Reading the chucks are mounted on a triple .spindle l>2-in. National bolt cutter. The barrel of the chuck is placed in the jaws of the machine, which are tightened Sectional View of Air Cylinder and Clamp down just as though they were holding a lx)lt to lie threaded. The cylinder is then connected up through a >^-in. three-way air cock to the nearest supply of compressed air. The short sizes of counter sunk and button headed bolts are ordinarily xery difficult to hold in the common grip of 35 36 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 1 a bolt cutter. The process is not only slow, but awkward. In this pneumatic chuck the bolt blanks are slipped in through the opening A in the side of the chuck. Air is then admitted into the cylinder, pushing the piston down. On the end of the clamping rod is a stop, which serves to hold the screw in position and keep it from revolving. It will be noted that a spring is provided on the non-pressure side of the cylinder to insure the freeing of the screw when the air pressure is released. There are also two guides on the non- pressure side of the piston that extend through the bottom end of the cylinder and prevent the piston and rod turning with the screw. It will be noted that the cap in which the screw is placed, screws on to the barrel of the chuck. In threading screws with heads of odd size and shape, all that is necessary is to exchange the cap for one that will ac- commodate them. FLANGING BOILER SHEETS COLD BY E. P. FAIRCHILD A tube sheet being flanged cold is shown in Fig. 1. This sheet, which is of ^-in. stock, was laid out and all the flue holes, rivet holes and staybolt holes punched. It was then brought to the press and flanged cold as shown in the photograph. After this operation it was taken to a furnace and annealed, the flue holes reamed and arch pipe holes drilled. No trouble has been experienced with cold flanged INDICATOR FOR PLACING JACKS BY W. J. KELLY When it is necessary in making repairs to freight or pas- senger cars, to jack up the body of the car, it is often diffi- cult to tell whether the jack is placed exactly in a vertical position, there often being differences of opinion as to this among men who are ex- perienced in this class of work. In order to insure that the jack is set in a stable manner the following sugges- tion is offered. An in- dicator consisting of a j)late curved to conform to the surface of the jack body should be made for attachment to the jack, with machine screws, a horizontal pin on the plate carry- ing a pointer at all times free to assume a vertical position under the action of gravity. With two of these devices attached to the jack at points around the barrel 90 deg. apart, there would be no difficulty in checking up the postion of the jack under all conditions. simple Indicator for Setting Jacks A USE FOR OLD BOILER TUBES BY "APEX" Old boiler tubes can be made into good fence posts for wire fencing, those about 2 in. in diameter being most suit- able for this purpose. One order for 15,000 posts was handled in the following manner: The tubes were cut to length in a high speed friction saw at the rate of 200 per hour. They were then passed to a sensitive drill press to have the holes drilled for the wire. The first hole was drilled one inch from the end of the tube. The rest of the holes were spaced and drilled by the test of a jig.. This jig has a pin in it which slips in the hole first drilled near the end of the tube. At the other end is a clip which slips over the tube and helps hold it in posi- tion. This clip is riveted on to the body of the jig, which is a piece of light strap-iron. The holes in the pattern should be drilled about ^ in. or ^^ in. in diameter and they can then be fitted with steel bushings, boring a hole in the center large enough to take the drill used. The steel bushings can then be replaced as they wear too large. Fig. 1 — Flanging a i/a-ln. Tube Sheet Cold sheets. They may be welded or riveted in, either method giving good results. The cost of labor and material for the flue sheet completed was $25. Two firebox sheets are shown in Fig. 2. The firedoor opening has been flanged out with a iVy-m. inside radius flange. The large radius eliminates fire cracks; in fact, after many installations I have yet to find one cracked, using this radius. It will be noted that there are a number of Vj-in. holes in the template, which is shown on the Fig. 2 — Template Used on Door Sheets After They Have Been Flanged Cold left. These holes mark four different styles of door collars, one of which is shown laid out on the sheet to the right. The template is placed on the door sheet and the ^-in. set screws in the strap located in the door opening are so adjusted that the mud ring rivet holes in the sheet corre- spond with the mud ring rivet holes in the template. Which- ever door sheet is wanted is then marked off through the 54-in. holes. ■■4 3 'FiRED' — FOR THE GoOD OF THE SERVICE A Chapter in the Life Story of John McNally, General Foreman of the Y. and A. Z. Railroad BY HARVEY DE WITT WOLCOMB 4 4 TOHX. weve got to make a change." It was the master I meclianic who was speaking, and he paused and J looked straight across his table at John McNally, the general foreman of the Y. and A. Z. Railroad at Greenfield. John, the object of this remark, was the only other occu- pant of the room and he sat on the other side of a table of a style always found with other antiquated furniture in railroad offices. He wore a preoccupied look that comes to man or beast who, day after day, with never a break, carries on and on any hard, grinding task. He had been the general foreman at Greenfield for eleven years. Eleven years at a post, where there is more trouble and less appre- ciation than any other place on the railroad. The master mechanic's voice began again and some note in it made John brace himself for an unusually severe repri- mand. "After tonight there will be a younger man in charge of the Greenfield roundhouse." Such an unexpected thing was like a thunderbolt out of a clear sky. Things had not been going right for some time, John knew, but that he should be "canned I" It was un- thinkable. His eyes opened wide till the whites showed all around, as his gaze rested for a few moments on the set face of the master mechanic. His head then dropped forward on his chest as a smothered "My God" escaped his lips. A picture of despair he was, until the unjustness of it all aroused some of the old fighting spirit that had become blunted through eleven long, weary years of roundhouse grind. "Do you realize," said John, first with halting speech, but gaining speed and courage as he went, "that I have been general foreman for the past eleven years and know ever}' bolt and nut on all the engines coming into the terminal? The men all know me an" have worked so long under my direction that they work harder for me than they would for anyone else. While we have a few failures, we keep the total down to so few that our division makes as good a showin' as any other. Have >ou stopped to think that I have grown to be an old man in the service, yet am only 43 ?" "All you say is only too true," replied the master me- chanic. "Then why am I kicked out so sudden?" "You have not only grown old in the service, but you have become moss-covered as well. You have comparatively few engine failures, to l^e sure, but there's no improvement. With a }ounger and more up-to-date general foreman, our failures could he entirely eliminated. Your days of useful- ness as our general foreman are over. We can't keep you at your present salary, but we intend to take care of you by giving you an easy job at the bench." Realizing the disagreeable conference was over, poor old John McNally returned to his own little office in the round- house where he could think over all the details of this ter- rible blow. .\s he i)ondered over the question, he could not find any satisfactory answer as to what he should do. In the days gone by he had had several good offers of positions with other roads. He had been considered an efficient fore- man and had built up quite a reputation, but now he was older and besides being "fired," account of being "old-fash- ioned," he realized only too well that anv other road would not want a "cast off." He was "up against a stiff proposi- tion." He recalled the days, twenty years ago, when he com- pleted his apprenticeship and first started out as a full- fledged mechanfc: of his ambitions and how hard he had worked to become successful — in fact he soon received the reputation of being a "horse" for work. He would turn out nearly as much work in one day as two ordinar}' mechanics. Sitting in the familiar time-worn office chair he pictured, as though it were yesterda}-, the day he was given charge of a gang, and how he had put his whole heart and soul into his job. And then after two years as a very successful shop fore- man he had been promoted to the position of general foreman at the Greenfield roundhouse, which was an important main line terminal. While there were no large repair shops at this point, due to the importance of its location and the great number of engines handled, the position of general foreman meant something. As his thoughts drifted back over the past eleven years of his career, he could now see that the first few years had slipped by very quickly — hardly noticed — for he was young and ambitious and could handle the many tr}ing conditions with ease. During the later years he had worked harder and longer hours, besides being on duty practically ever\' day in the year. He had neglected his home, his friends, his pleas- ures, till now he moved in an atmosphere that blotted out everything but "turning engines" and "shop troubles." After working twelve hours a day ever\' day in the year he did not feel like dressing up and going out to any social doings with his wife or family. The few special occasions when he had gone out he felt like a fish out of water or a stranger in a foreign land. The people whom he met did not talk on subjects with which he was familiar. All he knew, in fact all that was pleasant for him to talk alxjut, was handling engines, and after a few half-hearted attempts at enjoying a social evening out, he had given up even trying and had positively refused to leave his own fire- side after completing his day's work. Anyway, wasn't he un- certain as to what time he would get home, and just as sure as he planned on going out, just so surely would there be a breakdown or something happen so that it would be very late when he left the roundhouse? Vacations had come to lie a regular nightmare. As soon as he left town he would always remember some important piece of business he should have attended to before leaving, and when he returned he usually found everything so upset that it took him a long time to get things organized again as he wanted them. Now he could see just where he stood. Like a fire horse that had outlived its days of usefulness he was being turned out to pasture for the rest of his natural days, a pensioner. During the time he had lived in Greenfield he had bought his o\Mi home. It was not completely paid for but he had raised his family without going into debt ver)- much. Once, when the company had offered to transfer him to another point he had refused to go. He had just begun buying his home and he did not like to take his children out of the .schools where they were doing so well. Now he could see his mistake, for it had become understood that he did not wish to be moved and would not consider even a promotion. He was anchored. He knew it and so did his company. Well! There was no use of cr\'ing over "spilled milk." He moved out of his chair and paced up and down the floor trying to shake off the gloom. Would he stay and take the disgrace of demotion with a steady job, or would he pull up stakes and strike out for a fresh start? This was what kept running over and over again through his mind. The office was so small that he could walk only a few steps each way past his desk, one of those affairs with a 37 00 RAILWAY MiailANlCAL ENdlNKER Voj. ';i. Xu. 1 u bolt cutter. TIk- proci's.^ !> lutt only ^lo\v. hut awkward. In this pneumatic chuck the bolt blanks are slipped in tlirough the openinix .1 in the ^ide of the duuk. Air is tlien admitted into the cylinder, pushinc the piston down. On the end of the clampinj; rod is a .-toj*. which servt> to hold tlie screw in jiosition and ket-p it from revolvinu. It will ]><■ noted that a spring is provided on the non-i)re>sure side t)f the cylinder to in>ure the freeinu of the screw when the air pressure is released. Iliere are abo two uuides on the non- pressure side of the piston that extend through the l)ottom end of the cylinder and prevint llu- pi>ton and rt»d turnini: with the >crew. It will be n(»ti«l that the tap in whidi tin- screw is jikued. -tre\\> on to tile barrel of the thuik. In thrca«linti m rew-« with head> of odd .>-i/e and >lKipe. all that is neir-«-ar\ in makinsz npairs to freiirht or ])as- senizer ears, to jack up the body of the lar, it i- often dift'i- cult to tell whether the jack i> iihutd e\actl\ in a vertical position, tlun- often b e i n L' differences of o p i n i o n a> to this amoiiL: nun who are ex- piritiH I'd in thi« cki'^s of work. In order to injure tliat tiie jack i< -»t in a -talije manner ihi fojlowiiiu -iitrues- tioti i> offired. .\n iit- dicator lon.-i^tiniz of a plate curxcd U) (.onform to the -iirface of tlie jai k liod\ -houKl b( made t"or attaelniKiU to the jatk. with machine screw-, a hori/oinal pin oil the ])lali' tarrv- inu a |)ointer at all times free to a-.-ume a Vertical p atta( lied to the jaik .it poiiit> ar<>uiiil tlu l«arril 90 dej,'. apart, there would be no dilTuulty in (lutkinu' up the postion of the jat k under all <(inditi wi-re spatitl and drilled b\ the test of a jii,'.. This jig ha- a )iin in it which >lips in the hole first rjrilled near the end of the tube. .\t the other end is a clip which sli[)S .- hold it in posi- tion. Tiiis clip is riveted on to the body of tlie jig. which is a piece of light strap-iron. The hole- in tlu' |iattern -houM be drilled about \s in. or ' _. in. in diameter and tliex (an then be titled with -teel bu-hinliinu- (an then i)e rejilaced a- lluy wear too larire. FLANGING BOILFR SHEFTS COLD BY \:. P. FMKCHII I) "' ' , V i .\ tube -heet beiim llanged (old is -howii in I'ig. 1. This -liiet. whi(h i- of ' j-in. stot k. was laid out and all the llue hole-, rivet holes and -taybolt hole- punched. It was then brought to the pre-- and tlanged cold a- -hown in the plioto^raph. .\fter tlii- o|)eration it wa- taken to a funiace .iiid annealed, the tlue hole- reamed and .ir(h pijie holes (lrill( .'"■- , ■•■ •"'■. !■■'■■ It ft. ilie-e hctles mark four different -t\lc> of door collars, one of whitli i- -hown laid out on the >heet X^^ the right. I he tcni|ilate i- placed on the door -heet and the -^^-in. set -t rew< in the -trap located in the do(»r o])ening are so adjusted that the mud ring rivet hole- in the the master iiuiliaiiir \vli<» \va> >iR'akin!L;. and he ])au>e«l and looked -traidit at r()» hi> talile at John McNally. the Ueneral foreman of the V. and A. Z. Railroad at Green tkld. lolin. the ol)ject (ji this remark, was the only other occu- j)ant of the room and he sat on the other side of a taldc of a st\le al\\a\- found with other antitjuated furniture in railroad oftke-. He wore a i>rc(xcupied look that comes to man or bea^t who. day after day, with never a l.reak, carries on and on any hard, ijrinding task. He had been the general foreman at Greenfield for eleven >ears. Eleven years at a [)o>t. wliere there is more troul)le and less appre- ciation than any other jdaee on the railroad. ■ ? The master mechanic's voice began again and >ome note in it made folm brace himself for an unusually severe repri- mand. "After tonight tiiere will be a younger man in charge of the Greenfield roundhouse.*' Such an unexjxxted thing was like a thunderbolt out of a clear >k\ . Tliinij- had not been going right for some time, John knew, but that he >hould be "canned!'" It was un- thinkable. Hi- eye- opened wide till the whites >howed all around. a> hi- ^a/A• re-ted t'or a few moments on the set face of the nia-ter niithaiiii. His head then drojiped forward on his clie-t a- a -mothered "My Gixl" escaped his lips. A pidiirc of dt-|iair lie was. until the unjustness of it all \ an,u-id -onir of thr old lighting spirit that had become ' bltinted through eleven long, weary \ear- of roiindhou-c grinpet-eh. but gaining -peed and courage a> he went, "that I have lu-en giiieral foreman for the past eleven \ears and know ivery boh and nut on all the engines coming into the terminal? The men all know me an" \\aw worked -o long imder my dindion that they work harder for me than the\ would for anyoiu' ei-e. \\ liilc we have a few failures, we keep the total tiown to -o fiu that our division makes as good a -howin' as any other. Have you stopped to think that I have grown to be an old m.m in the -vrvice. \et am onl\- 4.^ ?"" "All you -ay i- only too true."" rejilii'd the ma-ter me- chaiiii . "I hen wh\ am I kiiked out -o -udden ?"" "Nou liavr not only yrown old in the -ervice. but vou \\AW birome ino---eov(.red a- wi-11. Vou have comjKirativeh tew i-ngine t.iilure-. to be -ure. but there's no impnwement. \\ itli a \ouiiL,'er an- years ago. when he com- plete.l hi- apj.renticeship and first' .started out a- a I'ull- t1edi:rd nv. iKinfi: of his anilntions and how hard he had worked to become successful — in fact he soon received the reputation of i)eing a "hor-e" for work. He would turn out nearly as much work in one day as two ordinarx mechanics. Sitting in the familiar time-worn office iliair he pictured, as though it were yesterday, the day he was given tharge of a gang, and how lu- had put his whole heart and -oul into Ills job. .\nd then aft^r two years as a very -uc«essful -ho|i fore- man he had been i»romoted to the jiosition of general foreman at the Greenfield njundjiouse, which was an important main liiu' terminal. While there were n«t large repair -hop- at this point, due to the importance of its location and the great number of engines handled, the j»osition of general foreman meant .something. As his thoughts drifted back over the past eleven years of his career, he could now see that the first few years had slipped by very (juickly — hardly notici-d — for he was young and ambitious and could handle the many trying conditions with ease. During the later years he had worketl harder and longer hours, i)esi(les being on duty practicallx ever\ day in the year. He had neglected his home, his friends, his jileas- ures. till now he moved in an attncjsphere that idotted out everything but "turning engines" and "shop trouldes."' .\fter working twelve hour- a day every day in the \ear he did not f'eel like dressing ujj and going out to an\ -ocial doings with his wife or family. 'Ihe few s|)ecial fKcasions when he had gone out he felt like a fish out of water or a >tranger in a foreign land. The |>eop]e whom he met (h'd not talk on -uiijects with which he wa- familiar. .\11 he knew, in fact all that was pleasant for him to talk about, was handlifig engines, and after a few half-hearteide after comjileting his day's work. Anyway, wasn't he un- certain a- to what time he would get home, and just as su'"e as he |ilanncd on going out. just so surely woulcl there be a breakdown or something ha|)pen so that it would be ver>' late when he left the roundhou.^e? Vacations had come to be a regular nightmare. As soon as lie left town he would always remember -ome important piece of business he shouhl have attended tci bet'ore leaving, and when he rc^turned he usually found everything so upset that it t(K)k him a long time to get things organized again as he wanted them. Now he could Siv just where he stcxxl. Like a fire horse that had outlived its days of usefulness he was being turned out to pasture for the re-t of his natural days, a i>ensioner. During the time he had lived in Greenfield he had bought his own home. It was not ccimpletcly ])aid for but he had rai-ed his famil\ without going into debt vtn- much. Once. when the compan\ had otYered to transfer him to anotlu^r point he had refused to go. He had just U-gun bu\ ing his home and he did not like to take his children out of the Schools where the\ were doing so well. Now he could see hi- mi-take, t'or it had become understcHMl that he did not wi-li to be moved and would not consider even a promotion. He wa- aiu hored. He knew it and .so did his c~ompanv. Well! There was no use of cr>ing over "spilled milk." He moved out of his chair and jtaced up and down the floor trying to shake off the gloom. Would he stay and take the disgrace of demotion with a steady job. or would he pull up stakes and strike out for a fresh start? This was what kept running over and over again through his mind. The office was .<;o .small that he could walk only a few steps each way past his desk, one of those affairs with a Zl ■>^" 38 RAILWAY MECHANICAL ENGINEER Vol. 91. No. I slanting top and so blackened with roundhouse grime that the character of the wood had long since faded. The walk- ing helped him think. He would write to some of the friends he had made during the past few years and ask them to help him secure a job. He recalled, however, with a sinking feel- ing, a conversation he had just the other day with a friend who claimed that when a man holding a minor position was dropped, it would l>e very hard for him to secure another position, but if one of the "big l)Ugs" was let out they could soon get another position for they were known and rated by the high positions they had held. As he thought over the list of men he knew, he could not pick out one man who would be of any assistance to him at this time. The only thing for him to do was to start out on his own hook and dig up a jol). Thoughts of having to move away from Greenfield fairly made him sick. When he remembered, however, how the company had robbed him of the best years of his life and now, liecause he was getting old, intended to set him back just where he had started, twenty years ago, he made up his mind to show them there was still some "kick" left in the old man. However, it must be thought out from all sides. Here he had his home, and what few friends he could really da.vs as true friends. His family had a certain standing in the com- munity. Was it worth trying to start all over again at his age of life? No matter where he went, he was sure to end up with a roundhouse job for he had neglected to follow up any other branch of mechanics and had specialized on round- house work, and so was now uncjualified to take up any other kind of a position. In fact, there was a doubt in his own mind if he could "make gcxxi' at any other point. Many of the other roads had late ai)i)liances with which he was totally unfamiliar. The V. & .\. Z. had not been an up-to- date road and he had not taken time to study along any other lines than those which affected his own work. He wasn't posted and, in fact, had fallen l)ehind the great ])ro- cession of progress. The real facts of the case were that he was one of those old fogies who did not Ijelieve in magazines. Ever}thing had to come to him by word of mouth or experience. He had no use for any article de.^^cribing mechanical imi)rovements. It was "d nonsense." He always laughed at anything describing advanced ideas on roundhouse management, for, as he had alvvavs claimed, there was onlv one wav to get experience in roundhouse management, and that one way was to get in "the harness" the same as he had l)een for the past eleven years. Yet now his long training was not bring- ing the results he had looked for. .\ctual exjjerience was necessary to .«ome extent, but it was far more necessary to keep one's eyes open so as to easily select the good points from the bad. If he hadn't been so sure of himself, he could have .seen that for some time business wasn't going as .smoothly as it should. Old John stopf)ed his restle.«is pacing up and down; one comforting thtjught came to him to .>^till the devils that tor- tured. The men about the plant would miss him. While he had not been considered an "easy'' foreman, he had been a "just" man in his own opinion. He felt he held the loyalty and respect of every employee. \\'hat a shock for him when he went out to .see if train 46 s engine was ready to leave the hou.se in time to take her train at the depot. That very morning the men had greeted him with a "go(xl morning" or a friendly nod of recognition, Imt by this time they had received an inkling that "something was doing,'' so they fairly turned their backs on the faithful old soul as he went through the hou."*e. This act made him feel a great deal wor.>;e than losing his position, for he could probaldy secure another place equally as good but it would take him long years to build up true friendships. He was just learning by bitter experience that the j)ecple whom one befriends the most are the first ones to forget pa., there occurred an accident that gave us the locomo- tive whistle. It was on a level crossing l>etween Bagworth and Thornton in England. Stephenson's locomotive "Sam- .r^'ScreiV. Cast Wedge Shoe Prepared for Iron Plate Flange drawing shows a method of preparing these shoes, which is not only satisfactory, but lengthens the life indefinitely. If the flange has been broken, as indicated, the shoe is planed off on the side to the depth of the original flange. Four holes are then drilled and tapped for )^-in. screws. Tlie wrought iron plate is sheared from ordinary stock bar iron of dimensions suitable to the size of the original flange. This is then drilled and counter sunk to accommodaTe ^-in. screws, spacing being according to the spacing on the shoe. Standard patterns can be changed to cast the wedge flange- less on the hub side so that when it is necessary to use a new one all that has to be done is to put on a wrought iron I)late of the proper dimensions. causing immediate trouble other than an increased load on the air compressor. Even with careful supervision over the pipe lines there are always leaky valves developing, valves carelessly left partially open, or leaky air hose left with the pressure on it, while the compressor runs on twenty-four hours in the day, compressing air to be wasted. Third: As shop air lines are constantly being extended it is not at all unusual for the feeders to be outgrown. This is a frequent cause of complaint, the complaint usually being that the compressor is too small, whereas, in this case, the compressor is not to blame. In planning a compressed air system, it is most important to get the mains and the reser- voirs large enough not only to take care of the present but to provide for future growth. Fourth: As a usual thing, the smaller shops are dejjend- ent on one air compressor alone, which require that this com- pressor run twenty-four hours in the day and three hundred and sixty-five days in the year. The result is that the engi- neer postpones any heavy repairs on the air compressor as long as he possibly can with a corresponding increase in the coal bill for which the air compressor is often not sus- pected. All in all, the air compressor and the compressed air equipment are very important and useful parts of a shop's equipment, but unless great care is taken they are much less efficient than they should be. ELECTRIC DRIVEN COMPRESSORS Where a steam plant is necessary regardless of whether a steam driven compressor is installed or not, especially when the greater part of the exhaust steam is needed for heating during a portion of the year, and further when a steam driven compressor can be installed in the ix)wer plant, and operated without the need of an additional engineer, an electric driven compressor cannot show much, if any, economy over the steam driven machine. The advantage of the elec- tric driven compressor is that it can be located near the point where the air is to be used, consequent!)- long pipe lines can be avoided. With the electric compressor, as well Noie: Based on a Compressor with captfcify of about 900 cu. ff. free Air f^r flinufe ^ Oil S d.ocu^e<^ 9^ Sofi^ r»ot^^^' J^j Cor- THE USE OF COMPRESSED AIR IN RAIL- ROAD SHOPS* Compressed air, which was used before electricity as a transmitter of power, is used in practically every railroad shop in the country, and besides being used it is also much abused at many of these points. Compressed air has the possible advantage over electricity in that means of utilizing it can be cheaply and easily manu- factured. It is largely owing to this fact that it has been developed for railroad shop and yard work. It has the same disadvantage, however, as using a cheap but inefficient mo- tor; the first cost is low, l)ut the consumption of power is high. This might not at first be thought a serious consid- eration, but a check of several shop power plants showed that, not deducting for the exhaust steam, the shop air com- pressor consumed over .>0 per cent of all the steam generated by the shop power plant. This is due to several causes: rxrst: The use of compressed air has been developed for various classes of shops, .so that each individual shop, round- nouse, and yard that makes up a group of railroad shops has Its air hnes and air tools. Second: Unlike an electric transmission svstem a com- pressed air system can have a large number of 'leaks without Round Housv Store KlemicTFnKe"rs''*h^lH''? ♦^t^'^nvc-ntion of the Association of Railway inclu.ive. "^'"^"^' n^'^ '" <^hicago, October 31 to November 3, 1916, Boiler Shop Siriifh Shop Diagram of Compressed Air Piping for a Roundhouse Plant as with the steam driven compressor, a certain amount of power is consumed whenever the machine is running idle. A recent check of a motor driven, two stage compressor of about 500 cu. ft. per minute capacity showed that the electrical energy used, while the equipment was running unloaded, was 17 per cent of the amount used when compressing air to 110 lb. pressure. Of course, this loss may be avoided, especially with the smaller sized compressors, by installing an auto- matic starter for the motor controlled by a pressure regulator. The advisability of such an installation depends largely on whether there are fairly long periods when the compressor may be shut down if equipped in this manner. If the compres- sor is required to start every few minutes, it would be more advisable to install an unloading device on the compressor and permit it to run constantly at full speed. With a plant using one or more electric driven compressors, the question of whether the equipment shall be located at one jxjint or distributed at two or more points depends on tlie first cost 40 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 1 of the installation, the cost of transmitting the air and the electricity to the desired points, the diversity of the load and the cost of attendance. As these items vary for each plant considered, it is impossible to lay down a detinite rule. In the case of yards located at considerable distances from the steam power plant, it would be cheaper to transmit the electricity to the desired point than to transmit the com- pressed air with the same percentage of loss. On the other hand with a fairly compact shop plant, the additional cost of a pipe line designed to transmit the air efficiently from one point would be counterbalanced^by the advantage of having all of the compressor equipi^jit under one super- vision. DESIGN OF A COMPRESSED .\IR SYSTEM The diagram submitted shows an example of compressed air piping at a roundhouse point. It should be noticed that care has been taken to have several air reservoirs distrib- uted throughout the plant to reduce friction loss and to keep the air as dry as possible, each reservoir acting as a settling tank for moisture. Care has also been taken to have the mains to the different buildings, or groups of buildings, separated as much as possible, and to have valves located in the different lines. By this arrangement, the air can be shut off from all shops not requiring air, as at night or on Sundays, and still leave the line to the roundhouse, etc., open. This has the added advantage of permitting repairs to be made on part of the system without the necessity of shutting down the com- pressor. COST or LEAKS IN AIR LINTES The importance of keeping all unused air lines shut off and of keeping all lines in first-class condition may be em- phasized by taking a concrete example. Assume that air compressed to 100 lb. pressure at a cer- tain shop is costing 4 cents per thousand cu. ft. of free air. A hole 1/16 in. in diameter in the pipe line would permit a leak of 6.45 cu. ft. of air per minute, which would cost 37 cents per day of 24 hours, or $135 per year. The following figures are the results of a test for air leakage, which was run at the shop and terminal plant of a railroad entering Chicago. At the time the test was run, there were no machines in operation, tiierefore, the total leakage was due to leaks in the air line. This line was originally installed about 25 years ago, but has been continually repaired and added to Data Total air in system at 100-lb. gage 18,131.69 cu. ft. free air. (VI— V2) PI — P2 Now = — (vn PI VI = original volume of free air at 100-Ib. gape = 18,131.69 V3 = volume free air at ^O-lb. gage = ? PI =r absolute pressure at lOO-lh. gage = 115 lb. P2 = absolute pressure at 40-lh. gage =: 55 lb. let V = (VI — V2) — volume of free air leaked. fPl — P2) (115 — 55) Now V -. VI = 18,131.69 = 9,446 cu. fr, of PI lis free air in 55 minutes, or 171 cu. ft. per minute. Steam used i>er cu. ft of free air = .1306 Ih. Steam used in piuninng leaking air. per minute. .1306 X I/I. 7 = 22.4 lb. - ],344 lb. per bour. 1.344 — 44.8 boiler hp. hrs., at $.005 per boiler bp. hour. 30 Cost per hour of leaks =: $0,224 Cost per day (24 hr.) . = 5.38 Cost per month = 161.40 C-wt per ye?.r — 1.936.80 .\dd 50% for machine leaks when shop is in full operation = $2,905.20. Cost of producing 1,000 cu. ft. of air equals .1306 X 1000 X .005 = $.02175 30 Note thar the air compressor was not as efficient as it should be. since then. The figure for steam consumption per cu. ft. of air was obtained in a previous test. After the system was filled to a gage pressure of 100 lbs. per square inch, the compres.sor was stopped. When the gage pressure had reached 40 lb., the time was noted. The amount of free air pumped into the system was 21,331.4 cu. ft. As the system started to leak as soon as pressure was put into it, the time of leakage is calculated from the time the engine was started. The pressure during this time was variable, going from lb. gage to 100 lb. and back to 40 lb., but as the flow of gas through an orifice is practically con- stant when the inside pressure is more than two times that of the receiving gas, it is safe to assume that the rate of leak- age was constant. A leakage of 15 per cent was assumed during the time the compressor was working. Subtracting this amount from 21,331.4 cu. ft. there was .85 x 21,331.4 or 18,131.69 cu. ft. of free air in the system when the compressor was stopped. As there was no way to determine whether or not the 15 per cent leakage assumed was correct, it was necessary to assume a per cent loss and after calculating check l)ack and find how the assumed and calculated values checked. ELECTRIC VERSUS PNEUMATIC PORTABLE TOOLS Portable tools can be divided into two classes: rotating tools such as drills, motors, etc., and reciprocating t(X)ls such as riveting hammers, etc. For the reciprocating class the electric tool, in its present stage of development seems to have no advantages over the air tools. It can merely be said that for light work there are electric tools of this .t)'pe on the market. For rotating tools the following statement gives a comparison of the advantages of the two types: Lightness. — The pneumatic tool is considerably lighter and consequently easier to handle than the electric tool. The increased weight of the electric drill over the pneumatic varies roughly from 10 per cent in the larger sizes to 25 per cent in the smaller. However, the electric tool has the advantage that a portable electric cord is much easier to handle than an air hose. It has also sometimes developed that two men with an electric drill will accompli.sh more than twice as much work as one man with a pneumatic drill. Efficiency. — This is the chief advantage that the electric tool has over the pneumatic. This is due first to the tool itself, and, especially as the work varies from second to second, a portable pneumatic tool speeds up the instant the load is removed, thus taking more and more power as the load is released, w^hereas with the electric tool the exact re- verse is true. On full load the efficiency of the electric drill varies from 30 per cent in the smaller sizes to as much as 80 per cent in the larger sizes, whereas the efficiency of the penumatic tool varies from about 18 per cent to 35 per cent, depending on the size. The total .system of generation and transmission is u.sually more efficient in the case of electricity than in the case of air. The instant current is turned off of the electric tool the supply of energy ceases, there are no valves, air hose, couplings and pipes to leak. First Cost. — The first cost of a pneumatic tool is less than that of an electric tool. Trouble from Freezing. — Electric tools are free from the innoyance that the air tools often give of freezing up in the winter time. Cost of Maintenance. — Accurate figures have not been ob- tained by the committee as to relative cost of maintenance of the two types of tools. Electric tools will not stand the abuse that pneumatic tools will, but where not abused it is prob- able that the maintenance of electric tools is consideral^ly less than that of pneumatic. Reasons for Annealino Steel. — Annealing steel has for its object: (a) completely undoing the effect of harden- ing, leaving the steel in its softest and most ductile condition ; (b) removing any strains set up by rapid cooling, par- ticularly if the rate is different in different parts of the piece; (c) refining the grain. For (a) and (b) it is sufficient to heat below the critical point, say to 1,110 deg. F., but for (c) the temperature must be raised above the critical point. — Bulletin, U. S. Bureau of Mines. The Electric Welding Process* Description of Methods and Equipment; Organi- zation and Standardization of Work Emphasized AX electric arc is formed when a current of electricity lowing table shows the limits indicated by present practice: Masses from one conductor to another conductor Kind of electrode Si« Current Vol.age ^.^ork^^ [hroueh an incandescent vapor. The conductor from ^J; ^s eer.V.V.V.;/.: 5/32 in! 1 10-140 16-20 s-in. flues; filling which ^tr^^t passes into the incandescent vapor ^.a^eei.. 3/i6|n. iso-iso | fS: .e,di„. i. called the positive electrode or anode, the con- carbon lin. 350-500 35-m) cuttmg; welding ductor to which the current passes from the mean- elementary metallurgy descent vapor is called ^^^^^^^^^^ The electric arc welding process (metal electrode) '' -'l 'f off red to the pa'sa^^^^^^^^ of lectricity reduced to its simplest terms, is simply a means of melting resistance offered to the passage o^ me oi .^^' 3t,,l ,,ire and allowing it to flow while molten onto anodier T^r^^t of te^'r'e^^^^^^^^ and in th! piece of steel which has been njelted over a local area. Th^e cath^e It is generally believed that more resistance is are three important changes which occur in the metal during offered by the cathc^than in the vap^^^^^^^^ ^'l^^^re" effect of mechanical treatment is entirely thTamltVheatt Vpart of ^hf aTc TeZJes is eliminated over the area heated to a plast.c or molten state. DroDo"t?on«i to the amount of resistance offered by that The metal thus affected l>ecomes cast steel naTo thf a c to the passage of the electric current, it is 2. Unless the molten metal is protected by a slag cov^r- evi^en that he visible a^rc or flame liberates a comparatively ing, it is oxidized to a certam extent by the oxvgen present 'malTnercentage of the total heat of the arc. The largest in the atmosphere, tending to niake the metal cold short. pTrt ofTe heaf is iberated at the positive electrode. 3. A large percentage o the m^purities (carlx,n. man- part 01 tne neai nu k ganese, nickel, vanadium, chromium, etc.), which may be POLARITY FOR WELDING present in the steel before welding, is vaporized or oxidized Owing to the fact that the heat of the arc is produced in and has disappeared after the operation, greater quantity at the positive electrode, in electric arc weld- The net result is that in bare wire welding, the metal ing practice it is necessar)- to consider the matter of polarity, obtained in the weld may l)e as high in tensile strength In metal electrode welding, the mass of the welding wire as the metal in the original piece being welded. It will which is being melted is usually less than the mass of the be rather low in ductilit}', but will be soft if the metal before [piece to which the metal is being added so that the amount the operation was not over .35 per cent in carbon content, of heat lost bv conduction is greatest on the piece to which No method has been demonstrated up to the present time the metal is being added. For this reason the piece of of giving the cast steel in the weld the same characteristics greater mass is made the positive electrode. In certain cases, to the same degree as those found in flange steel, such as the welding of very thin sheet metal, the wire being In spite of the comparatively low degree of ductility of melted is made the positive electrode in order to reduce the metal obtained in the weld, the process is entirely practi- the tendency of the arc to burn through the sheet metal. cal as a means of welding both cast steel and boiler plate I When the slag coated electrode is used, the wire is usually owing to the fact that the welded area may be reinforced [made the positive electrode. In this case, the arc operates where great resistance to fracture must be produced, gjunder a slag so that a considerable percentage of the heat application in r.ailro.\d shops I otherwise radiated is retained in the vicinity of the arc. u- • u iThis conservation of the heat on the heavier piece permits The simplest application of electric arc welding in the fthe higher rate of melting of the metal being added. railroad shop is the "building up' operation. Practically i It is necessary to use the carbon electrode as the cathode every steel casting on the locomotive is subject to wear at |in carbon electrode welding. The current of electricity must several points. Wearing surfaces are rapidly worn down I pass from the metal to the carbon, otherwise the carbon and bolt holes wear large. twill be carried into the metal being welded, causing hardness. The metal electrode process should be used for these ' building up operations for the following reasons: HEAT DEVELOPED IN THE ELECTRIC ARC j Locomotive Steel Castings welded with the carbon arc The electric arc transforms electrical energy into heat, should be annealed l)efore l^eing put in service. The loco- iThe heat is intense because a comparatively large amount motive shop is not equipped to anneal castings. of energy is transformed into heat in a small area. One 2. Metal may be more accurately placed with the metal [kilowatt hour of electrical energ}- is equivalent to 3,413 electrode process than with the carbon electrode process. jB.t.u. Thus an arc in which the current is 150 amperes Time saved in the welding operation using the carbon arc land the voltage l)etween electrodes is 20 volts will transform is more than lost in the machining operations. Ithree kilowatts of electrical energy into 10,239 B.t.u. in one 3. Less skill is required to operate the metal arc than the [hour of continuous operation. Similarly, one cubic foot carbon arc for building up operations. iof acetylene gas burned in oxygen will produce 1,555 B.t.u. 4. There is no possibility of hard spots when the metal lof heat. Thus the three kilowatt hours of electrical energ)- electrode process is used for the operation. J will produce the same amount of heat as may be produced Most of the building up operations should be done with by approximately 6.6 cu. ft. of acetylene burned in 7.5 a 3/16-in. electrode. The use of smaller electrodes is not |cu. ft. of oxygen. economical owing to the slow speed. The use of the larger The amount of heat which can be used in the arc weld- bare wire electrode is not good practice owing to lack of ling process depends largely on the size of the wire electrode control of the metal. being used. The kind of wire being used and the character wprnrvr wr^Tiin, dt ^tv I o f the piece be ing welded also affect this factor. The fol- ^\ elding boiler plate ~7Z^ ■ : ; : ; Welding in the firebox should be done with V^-in. ©r from a report presented at the convention of the Association of Rail- c /-,o • i i j t-u \ a. a t • l^ • j • ^i ii *ay EUctncal Engineers held in Chicago, October 31 to November 3. 1916. 5/32-in. eleCtrodeS. 1 he best metal IS obtained in the Weld 41 42 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 1 with these sizes. The amount of heat is as small as can be economically used. It is evident that owing to expansion and contraction difficulties, the quantity of heat it is possible to use in welding flues or firebox sheets is limited. The ideal preparation of a set of flues for welding is as follows : 1. Put flues in exactly as if they were not to be welded. 2. Fire the boiler, or, better still, send the engine out for a run. The object is to burn the oil out from under the beads of the flues. 3. The flue sheet should then be brushed with a stiff edges of the crack should then be beveled so that the operator can get at them to make the weld. On horizontal cracks, the lower edge does not need to be beveled but should be chipped to give a square edge. The upj)er edge should be beveled at least 45 deg. Vertical cracks should Ije beveled from 30 deg. to 45 deg. on each side. The less material removed from the crack the better. All welds should be made with the least possible amount of metal between the edges of the original material. If the crack or seam is a long one, the metal should l)e put in alternate sections 4 in. to 6 in. long. The operator Table I. -Statement of Work Performed with Electric Welder at Locomotive Shops Actual Total Time (est No. of time cost, preparing preparing Total No. of flues welding, actual for welding, fi^r cost to 1916 engines welded hr. and min. Labor Material Current welding hr. and min. welding engines Total for 2-in. flues 247 43,640 2,811' 15" $990.77 $181.09 $843.72 $2,015.58 222' 45" $80.39 $2,093.97 Total for 5-in. flues 196 5,034 1,473' 45" 520.01 85.47 442.16 1,047.64 24' 00" 10.08 1,056.12 Total for smoke consumer tnlies 244 1,946 122' 00" 42.85 9.76 36.60 89.21 89.21 MlSCELLA.NEOfS loUS No. of 1916 operations Labor Material Current Total covt Other method Saving Tanuarv 461 $183.07 $47.88 $155.70 $386.65 $1,176.58 $789.93 Febiua'rv 433 218.08 59.89 187.70 465.67 1,558.56 1,092.89 March ' 584 253.37 64.57 199.13 517.07 1,871.44 1,354.37 .\nril 32S 172.92 43.62 134.20 349.74 1,232.65 882.91 May 487 228.22 60.62 175.52 464.36 1,839.54 1.375.18 Tune 579 210.09 54,94 175.52 440.55 1,726.10 1,285.55 Tuly 523 165.97 41.12 135.62 342.71 1,501.33 1,158.62 Totals 3,392 $1,431.72 $371.64 $1,163.39 $2,966.75 $10,906.20 $7,939.45 .Average cost per engine $8.48 5.39 .37 Saving per operation $1.71 2.52 2.32 2.72 2.82 2.22 2^22 $2.34 wire brush or sand blasted. The object is to eliminate, so far as possible, the scale of oxide on the flue sheet and flues. Iron oxide is not a good conductor of electricity and causes difficulties with the arc which in turn may produce a poor weld. The welding of 2-in. tubes is done best with %-'m. elec- trode. On sand blasted flue sheets 90 to 100 amperes is enough current. Flue sheets that have a thick coat of oxide should put one layer of metal in each of these alternate .sections starting near the center of the seam or crack. The open sections can then be filled starting at the coolest point. Successive layers of metal can then be applied until the seam is completed. Wherever possible, at least 30 per cent of reinforcing should be applied so that the cross-section through the weld is 30 per cent greater than the section of the original plate. After each layer of metal is welded Table IL — Miscellaneous Electric Welding- No. of Description operations Labor Bumper Ream 1 $1.41 Brake Shoe Heads 102 11.79 Brake Hanger Bracket 1 .33 Crossheads— Piston 17 12.96 Crossheads — Valve 22 2.39 Crosshead Pins 3 .83 Deck Castings 7 30.23 Driving Boxes 4 2.10 Driving Box Lugs 10 1,08 Frames 2 5.11 Frame Cms* Brace 1 2.59 Eccentric Bl.ides 5 .96 Eccentric Crank 1 .19 Guide Bars 69 99.52 Guide Yoke 1 .66 Levers — Combination 17 2.66 Links 33 3.44 Link Hangers 12 1.36 Link Sa.ldles 2 .59 Miscellaneous 6 1.48 Ouadr.->nt«; -Teeth 3 .28 Rods— Main ,, 9 2.48 Kods— .side— »ii ease I'hig llole^ 106 20.61 Rods— Side— Spade Pin Holes 1 .65 Rod Straps 7 4.16 Reverse Lever Heels 3 .57 Reverse Lever Latches 6 .66 Spring Saddles 8 2.19 Spokes— Driving Wheel 9 6.01 Shop Tools and Machinery 2 .72 Tail Sheet 1 .33 Tumbling Shaft 2 3.13 Tender Truck Equalizers 8 4.18 Tran-^mission Hangers 6 .57 Total 487 $228.22 Net saving for month $1,375.18 -LocoMOTiVK Shop — One Month Material $0.33 2.48 .02 3.29 .55 .18 6.90 4.20 .33 1.25 .60 .21 .05 28.91 .10 .60 .89 .30 .10 .19 .05 .75 2.70 .23 1.10 .15 .13 .60 l.SO .13 .03 .85 .80 .10 $60.62 Current $1.35 9.55 .08 10.53 1.95 .53 20.70 1.80 .88 4.20 1.80 .86 .15 86.33 .30 1.73 2.35 .90 .45 .SO .23 2.18 10.03 .68 3.30 .45 .53 1.80 4.20 .50 .15 1.00 3.15 .38 $175.. 52 Total cost Oilier method Saving $3.09 23.82 .43 26.78 4.89 1.54 57.83 8.10 2.29 10.56 4.99 2.03 .39 214.76 1.06 4.99 6.68 2.56 1.14 2.17 ..^6 5.41 33.34 1.56 8.56 1.17 1.32 4.59 11.71 1.35 .53 4.98 8.13 1.05 $464.36 $1.91 56.76 .82 106.28 9.09 2.93 426.49 97.38 4.61 47.28 16.76 3.41 12.35 208.27 8.68 27.38 29.73 .68 7.18 2.69 1.87 4.58 55.70 10.73 45.22 6.63 10.23 18.40 30.79 4.65 .97 44.23 70.17 .33 $1,839.54 $1,375.18 require from 120 to 130 amperes on this size wire. The 5-in. flues should be welded with 5/3 2-in. electrode with 120 to 140 amperes, depending upon the condition of the flue sheet. Cracks and patch seams offer the most difficult problems to the operator. A crack should be located and at least two inches bevond each end a V2-in. hole drilled. The into the seam, it should be thoroughly brushed with a stif wire brush to remove as much of the oxide as possible Where the sand blast is available and can be used on th< job the results will justify the expenditure of time necessary to clean the metal between layers. The same general can should be taken in the welding of locomotive frames as ir the case of the boiler plate of the firebox. January, 1917 RAILWAY MECHANICAL ENGINEER 43 Aside from the use of judgment in the application of the electric arc welding process, there are three rules which the operator must observe to get the best results in welding: Hold a short arc; use a low current; and always work on clean metal. COST DATA The cost data presented in the accompanying tables were obtained in one of the largest locomotive shops of the coun- try. The periotifTCOvered by Table I was seven months, and that covered by Table 11 was one month; the cost of electric i)ower was 2 cents per kw. h. ELECTRIC ARC WELDING EQUIPMENT The power required for electric arc welding at the elec- trodes is low voltage direct current. The metal arc requires from 75 to 180 amperes at 15 to 30 volts. The carbon arc requires from 250 to 400 amperes at 40 to 50 volts. The only object in using welding equipment is to get power of this nature economically. So far as welding is concerned, quite as good work can be done with resistance ballast across 250 volts direct current, as is possible with the most refined and highly developed equipment. There are two types of equipment on the market which may be described as constant voltage type and variable voltage type. The constant voltage type is a motor generator set which takes power from the shop mains and delivers on the generator end a practically constant low voltage. The low voltage direct current power is carried over the shop on heavy cable to the welding outlets. The variable voltage type is a motor generator set which takes power from the shop mains and delivers on the generator end the voltage required for welding without the use of resistance balla.^t. With this type of equi{)ment the low voltage distribution system may lie eliminated. The desirability of any installation of welding equipment is based on the following points: Reliabilty and flexibility; operation cost; cost of the installation complete, including wiring, apparatus and installing. At the i^resent time it appears that 150 amperes capacity for each 5 tracks in a locomotive shop or for each 15 tracks in an engine house is sufficient capacity. An operator's shield for building up operations which is ver}- .satisfactory can be made of a soft pine board with a small slot in it for the protective glass. Firel)o.\ work re- (juires a head shield which should be made of hard fibre. The color combination in the protective glass is of import- ance. Two red glasses and one blue glass or two reds and a green give good results. Special glass put out under various trade names is abso satisfactory. While the operator is work- ing outside the fire box, the other men should he protected from the light of the arc by screens. Portal)le screens should Ix used where work is done on the floor. \\'here a regular welding bench is provided, permanent curtains should be l)rovided. The screens should always be designed to pro- tect the crane operators from the flash of the arc. SHOP ORGANIZ.A.TION The importance of the welding operations in a locomotive shop or engine house is so great that it is necessary for the work to be done under the direction of a competent and responsil)le member of the railroad organization. On a large system where welding is done at several shops and engine houses it has l>een found that unless some special effort is made in that direction the practice of one shop has not usually conformed with the practice of the other shops of the system. This leads to a situation in which it is impossiljle to place the responsil)ility for the success or failure of the process. A very successful solution to this problem has been made on several systems by the appointment of a supervisor of elec- tric welding who is responsible directly to the general super- tendent of motive power. The supervisor of electric weldin<^ makes the practice of the several shops uniform so that the failure of one shop to get results from a process can be traced to its origin. The supervisor of electric welding must find a successful way of doing each job and require every shop to perform the operation according to his instructions. When failures of certain operations are reported the supervisor of electric welding can readily locate the trouble since it can only be due to the failure of some particular shop to follow his instructions. In this plan the operators in each shop are responsible to the local shop authorities in the usual way and are responsible only to the supervisor of elec- tric welding for the manner in which they perform the weld- ing operations. The operators in a given shop are usually in charge of a foreman operator, who assigns them to individual jobs and is responsible for their following instructions of the welding supervisor. Operators are obtained in most cases from a shop organiza- tion. On roads where an apjirenticeship training is pro- vided most of the operators are men who have just completed the apprentice work. It is desirable to have operators who have had general experience in a railroad shop. In shops which have a local electrician the care of the electric arc welding equifmient is handled by the chief electrician-. In engine houses the operator of the equipment is usually trained to give the equipment whatever care is necessan-. STAND.\RDIZATION OF OPERATIONS The tendency at the present time is to standardize the welding operations in the same manner that the machine shop and other operations have been standardized. \\'here welding operations are thoroughly standardized the work can be paid for on a piece work basis. The standardization of welding operations is comparatively simple on systems which employ a supervisor of electric welding. On other roads it is more difficult to standardize the operations, but the necessity for having them standardized is greater. Ninety-five per cent of the electric arc welding done in railroad shops is on opera- tions which can be standardized. The following factors should be determined for each jo!) of this nature: Size of electrode; kind of electrode; current in the arc, an4 time required for the operation. LATHE CENTERS AND DRILL PRESS AND MILLING-MAGHINE SOCKETS* BY CARL G. BARTH It is well known that the Mor.se sockets are no standards at all, liut a perpetuated, unsuccessful attempt of years ago to e.stal)li.sh standards. Compelled for the time ijeing to accept them as they are, everybody has now at least two standard tapers for sockets and shanks to contend with, namely the Morse, and the Brown and Sharpe. The best the writer has l^een able to do has been to make all lathe centers conform to a Morse standard, enabling drills or drill sockets to be directly inserted in the spindle of some or all lathes in a shop; and to make all milling-machine sockets conform to the Brown and Sharjje standard, with Morse drill sockets having Brown and Sharpe shanks for use with these whenever drilling has to be done on a milling machine. The writer unqualifiedly recommends the universal adop* tion of the Brown and Sharpe standards all around, and the use of Morse sockets with Brown and Sharj)e shanks during the change. He also recommends the universal abandon- ment of the tang as a means of driving. We have for years had the ridiculous inconsistency of drill makers, that they still furnish tajier-shank drills with the old-style tang as a means of driving, and along with this extensively advertise and sell various forms of "use-them-up"' sockets for drills with the original tang broken o ff. More than twelve years *From a paper on Standardization of Machine Tools, presented before the annual meetine of the A. S. M. E. in New York City, December, 1916. 44 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 1 ago the writer adopted a modification of William Sellers & Company's key method of driving as a substitute for the tang of drills, arbor and boring-bar shanks. This is illustrated in the drawing, and differs from the Sellers method in the use of a special form of key that has become known as the Barth key. The virtue of this as a means of driving si* ►I'-l— If — I — ■y\.yJ^^y7m^^7 77Z77Z77^ -j-j HV.. n ■«MTM Ktr Key Method of Driving Drill, Arbor and Boring-Bar Shankt consists in its being subjected to crushing pressures only, and that it has no tendency to work out of its seat. For a taper drill socket it has the additional great advantage over the Sellers straight key that the drill shank can be inserted rapidly without any special care. MOUNTED WHEEL TRUCK For convenience in transferring mounted wheel trucks from one part of the plant to another, George W. Bill, gen- eral foreman of the Union Tank Line Company, Whiting, Platform Applied to the Wheel Truck Ind., has devised the truck shown in the accompanying illustration. It consists of a bed plate of 5/2 -in. steel 19J^ in. wide by 3 ft. 10 in. long which is secured to a 33/2-in. by 3^ -in. bar frame through an angle at each end, and to it is riveted the axle. A 5-in. by 9^-in. block tapered on each end, on which the mounted wheels ride is secured to the bed plate. The wheels of the truck are 12 in. in diameter and are held on the axle by the bar frame. The block of wood which sup- ports the wheels is reinforced, as shown in section AB, and has an overhang, as shown in the end view. The lowest part SecHon/l-B. Details of Truck for Moving Mounted Wheels of this tapered overhang is slightly lower than the height of the bottom part of the axle of the mounted wheels, so that they may easily be rolled up the inclined plane and held on top of the truck by two bolts, as indicated in the drawing. One of the illustrations shows a platform which may be mounted on the truck, permitting its use for carrying other articles about the shops. SAVING METAL IN VALVE BUSHINGS BY W. J. BOHANNON Since the general adoption of superheated steam it has l)ecome necessary to use a higher grade of iron than was formerly used for valve bushings, owing to the much higher temperatures found in valves and cylinders. As this metal, being of special content, is bought in the outside market and is not cast in the railroad cwnpanies' foundries, the cost of bushing has increased considerably. It has been the common practice to buy these bushings of special material the same length as the old ones. It has been noted, however, that these bushings are much longer than is actually needed and by reducing the length consid- erable saving can be effected. To determine the shortest length of bushing that can be used, all that is necessary is to force the valve up against the front and back valve chaml^er heads in turn, marking on the inside of the opposite bushings the position of the edges of the valve head. The lines thus secured on each of the two bushings will measure the lengths that are necessary to carry the valve and the distance from the line to the end of the bushing represents the amount of metal that can be dispensed with. Truck with Mounted Wheels In Place Autogenous Welds tor Steam Boilers. — The Swiss Society of Steam Boiler Owners has recently reported on an exhaustive investigation into autogenous welds for steam boilers, and the report confirms the opinion of engineers gen- erally that, everything considered, such welds should not be used where high pressures are employed and where rivet- ing is not unreasonably difficult. — Power. wuLii.tf u J I I w ' wtf wnr^r jvjviwwj j ' tfwiw^ ^iwweiiWWFV wwww w w tfWFwviFv jwjw tfwsi f mm a New Devices atitdkWttj^^Ait MMi nniiititi nrfrfWtfyyyi lyyyyyyyt ftAiyiiXiMwyi m CAR VENTILATING SHUTTER A shutter for ventilating box and fruit cars and at the same time keeping them weather tight and burglar proof is shown in the accompanying photograph. It is made of malle- able iron and it is claimed to be indestructible and so ar- ranged that the shutter can not be lost out. This shutter, which is manufactured by the Wine Railway Appliance Company, Toledo, Ohio, is made in two types, one for ventilating purposes only, the other to permit a larger opening for loading cars with lumber and other long material. The two types are interchangeable and are both made of standard parts. Two side pieces and five cross pieces make up the frame, and they are securely riveted together to form a rigid con- struction. Brackets are cast integral with the side pieces to form supports for carrying the shutters. The lugs cast on each of the shutters form hinge joints, carrying the weight and permitting rotation. The shutters are so designed that the standard ventilator are 24 in. by 30 in. and the total weight is 120 lb., but any other size desired can be furnished. A ROD AND DRAWBAR UPSETTING MACHINE An upsetting machine is shown in the illustration which will shorten, lengthen, and straighten side rods, draw-bars, eccentric rods, link hangers, etc. The machine is of simple construction; the body being cast in one piece and provided with a groove for a sliding block which engages with the ram ivnd is connected with toggle links. Underneath the center of the links is placed a 40-ton jack. The body is arranged to receive two cam shaped gripping blocks, also a movable block containing another pair of cam shaped gripping blocks. When it is desired to shorten or upset a side rod or any forging, one end is held by either of the cams and the ram operates against the other. The heated part being between the cams and the end, the upsetting or shortening is easily accomplished. When a side rod or forging is to be length- ened, one end is held by one pair of gripping blocks and the other end by the other pair of cams in the movable block; Shutter In Closed Position when closed they completely fill the opening between the cross pieces. Their shape is such that when they are open they obstruct a direct passage through the ventilator, thus prevent- ing the entrance of rain, sleet or snow. The shutters are connected together and op)erated by a shutter bar which is attached to each individual shutter with I cotter pins. The frame acts as a stop to this bar, thus lim- iting the up and down travel. When the shutters are either 1 fully open or closed, the center of gravity is beyond the cen- ter of the hinge lugs, so that the weight of the shutters pre- jvents them from changing their position. While permitting ample space for proper ventilation the distance between the lattices is small enough to make it impossible for anyone to Kreep through and enter the car. The overall dimensions of Machine for Shortening or Lengthening Rods the ram acting against a bar in the body of the machine pushes the movable block and stretches or lengthens the rod or forging to the required length. Heat treated forgings may be adjusted without heating above the critical temperature. Pedestal binders are adjusted so accurately that they require no machining or filing. One blacksmith and one helper are required to operate the machine. This machine has been patented by Walter Stock, Albany, N. Y. A CAR- WHEEL LATHE An improved car-wheel lathe of extra heavy design has recently been brought out by the Niles-Bement-Pond Com- pany, New York. It is of the open-center or end-driven type and is designed for the heaviest duty using modern high speed steel. This machine is considerably heavier than any of the t>-pe previously built. The result is a machine much stiffer throughout, which makes possible a greater output. The weight has been so placed as practically to eliminate vibra- 45 46 RAILWAY MECHANICAL EXGIXEER Vol. 91, No. 1 tion under the heavy cuts of which the new high speed steel tools are capable. It will accommodate axle journals as large as 8-in. in diameter, and can therefore be used for The right hand headstock is equipped with power traverse of a new design. The traverse is operated by a separate 8-hp. motor located at the end of the bed, which is engaged View of Car Wheel Lathe Showing the Power Traverse End turninu locomotive trailer wheels. The largest wheel diame- by a large friction clutch operated by a lever conveniently ter that the lathe will take is 44 in. on the tread. located so that the operator may traverse the headstock with- One of the new features is a quick operating power device out leaving his position near the wheels. The friction clutch which enal)les the operator instantly to clamp the right-hand is so adjusted as to slip when excessive f)ower is applied, thus View of the Wheel Lathe Showing the Driving End headstock by simply turning an air valve. The device is eliminating any possibility of damage to the mechanism in operated by a large air cylinder and clamps the head to the case the face plate is brought up too forcibly against tht bed at l)cth the front and back simultaneously. wheels. Janlary, 1917 RAILWAY MECHANICAL ENGINEER 47 When traversing the movable headstock to the right away from the wheels, the motion is disengaged by an automatic stop. Therefore the operator does not have to give further attention to this motion after engaging the clutch and damage to the mechanism from overtravel in this direction is avoided. There is no exposed gearing. The left-hand headstock is of the enclosed type and contains the speed change gear- ing. The machine illustrated is equipped with alternating current drive. There are provided six speeds which are <:hanged by means of the handwheel and lever shown on the front of the headstock. The machine is also furnished for D. C. motor drive by a three to one variable speed motor. In this case a push button control is furnished consisting of two pendant switches, one for starting and stopping and the other for slowing down the speed. The faceplates are driven through internal gearing. Pin- ions are located at the front of the machine aljout 45 deg. trom a vertical line through the center of the spindles, Ijring- ing the drive on the faceplates ver\- close to the point of cutting. The lathe is equipped with a simple calipering device by which the operator can readily size both wheels to the same diameter. It consi.'^ts of an adjustaljle pointer on a bar which is rigidly supported on the headstocks and has a sliding bearing on the right-hand bracket. The tool rests are equipped, as on previous models, with patented jmeumatic tool clamps. The clamps enal)le the operator to change and clamj) the tools in a few seconds without the use of a wrench. There is absolutely no chance of slipping or vibration of the tools under the heaviest cuts. The wedge action forms a positive lock independent of the air pressure. machine was assigned to the railroad's chief electrical engineer and after a series of experiments a machine was produced which could be set to operate at a certain current value and would automatically keep within six per cent of that value as long as the arc was maintained. This equip- ment is now being placed on the market by the Wilson Welder & Metals Company, Xew York. The Wilson electric welder consists essentially of a motor generator set, an automatic control panel, and a welding tool with a remote control switch attached. The generator THE WILSON ARC WELDER Analysis of a number of defective electric welds has shown that they bore evidence of damage from excessive heat. As electric welding, from an economical standpoint, has proved it.^^elf of great importance, one trunk line railroad determined to find a method of making electric welds which would be free from failure, that is, free from damage due to over- heating. Expert operators were securing good results on some classes Welding Tool or Electrode Holder with Distant Control Switch is of the constant potential t}pe, with interpoles and laminated field structure. The control panel {^rforms a general function of maintaining a constant current in the welding circuit, regardless of variations in the resistance of the welding circuit. This is accomplished by the carbon pile rheostat (No. 5 in the illustration of the panel) the resistance of which is varied by a lever mechanism operated by the electro-magnetic coil 29. Both rheostat and coil are connected in series with the welding circuit, consequently the action of the coil on the lever is governed by the amount of current in the circuit; a decrease of current allows the magnet plunger to drop, compressing the carbon pile, thereby ■ ■i ^^ fpH^^^S^^ ^B • • ■9 ^^^'^^F ^^ ^^^Px^^^^^^^^H ^^Vf • r 7 J^^^^^H ^^^^^ ^J^:-jg-^v r' ^^H ^^^ ^^^^^^^^^^^^^^^1 ^^M ^H C^H.J^^I ■ ■ MHH Four-Arc, 600-Ampere Capacity, Motor-Generator Set for Alternat- ing Current decreasing the resistance of the circuit which brings the current Ijack to normal value. The actual value of the current is dependent on the leverage of arm 17, and to change the current the leverage of this arm must be changed. This is accomplished by moving the mechanism attached to the rheostat to a different point on the lever arm. The adjust- . ment is made by the motor operated lead screw 20 which ot work, on others it was the exception rather than the rule, is a distinguishing feature of this panel. The motor is Atter investigation the trouble was diagnosed as being due operated by the remote control switch attached to the handle to the lack of heat control when using the ordinary type of of the welding tool. There are two contacts on this switch, \\clding outfit. The problem of designing a satisfactory one for raising the current and one for decreasing the current; Control Panel. The Current in Each Arc Circuit Is Controlled with One of These Panels •4m is\ii.\\\\ Mi".( II \\ii. Ai. i,\(ii.\i:i:i>; \ni. m. X.i. 1 tioti umlcr llii- luavy i ill- ot" wliiih tiu' luw liiijh •;|ii't(l -tiil TIii.' riiilit hand lu-adstcn k is (.•<|ui|)|)ed with jiowit travi-r^i- tool- art' (a|>al>K'. It will ai i oninmdatr a\U' journal- a- i)\ a luw di-iyn. Tlic travcrsi- i> ()|K'ratc-in. in diann-tir. and lan ilun-ftiri' in- u-al lur ."^-hj). motor loialcd at tlif (.iid of tlu- la'd, which is enjia-iicd ft View of Cnr Wheel Lnthe Sliowina the Pcwer Trnverse End turniui! Ifii c tiu- luad-tork with oiil KavinLT hi- po-ition niar tlu' wheels. The fridion ( hiti ii i- -o adiu-ti'd a- to -1;|) \\inn v\»i--ive power i- applied, thii- View of the Wheel Lnthe Showing the Driving End '- "■ "^ .-•.•.•.-■"- .■•• 7".-".'- hiad-toik l.y >impl\ turnin'j an air valvi-. Tiu- device is eliminating any |»ossil)ilit\" of (lamai;e to the meihanism it opiTaled l«y a lartie air exlinder and ilam|>- tlu' lna\7 \<\\\.\\\\ Mi-j M wicAi. i:\(;i\Ki:u Wlu-n tr;i\vr>inLi tlu' inovahK' lua(l>l diM-ii^a^al !>> an autoniatii -top. 1 luTofori' tlu- o|)crator doo not haw to .u'ivc furtlu-r attention to tlii> motion after enuaiiinL; the elutch and (himatie to the methani>m from overtravel in thi> direction i> avoided. J here i> no expo.-^ed ^earim;. The left-hand luad>tock i» of the i-iu lo>e|ie(.'d ehanu'e u'ear- ini:. I he maehini- illustrated is e(|uipj)ed with alternatini: I iirreiit drive. Tiieri' arc |)rovi which an- . hanucd \>\ mean> of tlu- handwheel and levrr shown on the front of the headstofk. The machine i> al>o furnished for I). C. motor cirivc' Ii\ a three to one variable s|)eed motor. Ill thi- ca-c- I pu-h hutton control i- furnished eonsistinir ,if two pc-ndant >witchc-s. one for starting and -topping' and llie odic r for -lowing: do\^•Il tlie >pec(|. I he faceplate- are driven throuirh intc-rnal uearim,'. I'in- ion- are Icicatcd at the fnait of the machine al-out 45 dcL'. I rem a vertical line through t'.ie center of the -i)indle-. lirinu- iii<4 the- drive tin th*' taccjiiato vcrx c lo-e to the point ol .utiiMi:. .-:■'; l' --.H. ■■;■:■■:■,■■■.■■.,■■ :•.. ■•.■: :.'"■. ^-';'.v. v Ihe latlve js ef|iiiii)>ed with a simj)1e c~ati|»erini: devic c- liv which the operator can rcadil\ >i/.c- liolh wheel- to the -anie diameter. It cc;nsi>ts of an adjustaMe pointer fin' a iiar whiih i- riu'idly .-upportc-d on the heail-tci k- and ha> ii -lidiuu' hearint: on the riijht-hancl hraeket. TIk- tool re-t- are e(|uippc-i!. a> on previou- model-, with jialetited [ luinnalic- tool c1amp<. The clamp- enahle the operatreond- witlmm the ii-c- erf a wrench. lliere i- alisolutely no c hancc- of -lippiiiL' or vilir.ition of the tool> uncler the lieavie-t cuts. Ihe wedue aitien form- a positive Icuk incle|iendent of the iir |ir(--ure. z^-- [;■ ^/,' . ; .;. ..■ ;^ • . ■. . rill{ WILSON ARC WHM)! H .\iialy-i- of a niimlier of dc-fective electric welds ha- -liown ;liat liic y liore exideiicc- of damage from e\c'e.->ive heat. .\> eleitri. weldiiiL:. from an eeonomieal -tanc||H)iiit. has ])roved i;->!t of Lire. It ini|iort;iii( I', one trunk line railroad determinc-d lo lind a method of making electric weld- wliich would he trc'e trom failure, that i>. free from damaize due to over- heatilii,'. |-.\|i.rt o|i.rator- were -eeiirim; u'liod re-ult- on -onu' i lassie? machine wa> a>.-ii:ned to the- railroad- thief electrical enuineer and after a -erie- of experiments a machine wa> produeed which eoultl l»e -et to operate at a certain current value and would automatically keep within -i\ per tent of that value a- lonti a> the arc wa- maintained. Ihi- et|uip- ment is now heint: placed on the- market hy the- W'iNon Welder &: Metal- Comiiany. New \'ork. The \\'ilson deetrie welder con>i-t- e— eiitially of a mcttor generator -et. an automatic eoiitrol ]>anel. and a weldini; tool with a remote control switch attached. I In- litiurator Welding Tool or Electrode Holder with Distant Control Switch is of tlie constant potential t>pc, witli Hner|»oJe- ami laminated field structure. Tlie control panel i)erfonii- a general function of maintainini; a * i- accompli.-liefj l»y the carlmn pile- rheostat (No. 5 in the illu-iratioii of the pam-l ) tlie !-e-;>iance of whic h i- varied l»\- a levc-r met haiii-in ojK-rated Py the eleeiro-m. limnetic coil 2'>. Hotli rhc-o-tat and coil are comieeted in >erie.- with the weldiuLi c in uit. {onM-t]Ue-ntl\ die ;ution of tlie coil on the K ver is iioveiintl l>v the amount of current in the einiiit: a cK-c rea-c- tf t urreiit allow- tJie ma'jnct plunder to <]rop. comprev-iiiLr the tarl.oii |>ile. tlurehy Control Panel. The Current in Each Arc Circuit Is Controlled with .. , ..,'-'r. •'. One of These Panels ''•work, tin nther- it wa- the exception rather than the rule. Aittr mvi-iio;,tion the troulde wa- diagnosed as heiniz due '"die lat k of heat control when u>ini,' the ordinarx t\i>e of ueldiim tnitht. The prol.U-m of de-i^ninu' a -atisfaetorv Four-Arc, 600-Ampere Capacity, Motor-Generator Set for Alternat- ._..■'■■■ ■ ing Current .ic-creasinir the iv-i-tance of the- circuit which lirinu'> llu' (UiTciit liatk to normal value-. Ihe actual value of the cuire-nt i> dependent on the- leveraiie of arm 17. and to eliantie the- current the- leveraijc- c;f thi- arm must he elian'j:ed. Tlii- 1- a* comjili-hetl l>y movini: the mech;ini>m attached to ihe riuii-tat to a diffe-rent jioint on the lever arm. 'I'lic adjust- ment is made by the- motor operated lcacrew 2(1 which is a di-tinuuishinii feature- of thi- jianel. 'ihe motor i- operated l>y the remote- control switch attaelud to the hanlass., which includes a number of interesting features. It is the first machine to Ije put on the market by this company, and was developed Ijecause of its connection in the metal cutting industries where its hack saw blades are used. There are four features in the machine that will be especially appreciated by practi- cal shop men. The first is the stroke adjustment, which makes possible a stroke of practically the full length of the Ijlade, no matter what the size of the stock may be. This insures uniform wear of the blades and greater output. The second feature is the foot treadle for raising the saw frame. By it the operator's weight raises the saw instead of requir- ing him to exert his strength in lifting. This also will save time in cutting. The third feature is an oil dash pot con- trolling the descent of the saw. This dash pot allows the Strainer Appiied to the Air Pump the cylinder. This cleans the air of foreign matter before it passes to the compressor. The strainer is provided with a hood that overlaps the outer wall of the cylinder for one inch, by 32 in. Hack Saw with Foot Operated Return machine to be started when the frame is up and prevents it from dropping suddenly and breaking the saw. It also prevents the blade from cutting into the work too rapidly thus protecting the teeth and the saw. The fourth feature is the automatic locking device which prevents the saw dragging on the return stroke and holds the saw frame at any height when the machine is stopped for setting the work. The saw frame is mounted on a rectangular slide with a bearing 11 J4 i"- lorigi accurately fitted with an adjust- ment for wear and provided with a quick-acting saw tightener to hold the bjfides square. The stroke of the saw is adjustable for stock from 1 in. to 6 in. in diameter. A pump and lubricant tank are located inside the base and may be quickly removed for cleaning, although this is seldom necessary as chips are retained in the pan of the bed and easily removed. The machine is intended to take 14-in. .saws but 12 or 13 in. saws may also be used. The height over all is 48 in. and the height to the top of the table is 28 in. The floor space which this machine occupies is 14 in. I I January, 1917 RAILWAY MECHANICAL ENGINEER 49 A MAGNETIC PYROMETER In the heat treatment of steel, the most important thing is to know when the material has reached the critical tempera- ture. It is not the same for all steel, but varies according to the chemical composition. A pyrometer is shown in the drawing which takes advan- tage of the fact that in the process of heating steel, it loses its magnetic properties just at the critical point. This pyrom- eter, which is the product of the Gibb Instrument Com- pany, Pittsburgh, Pa., consists of a small transformer con- nected on one side to a convenient power line and on the other side to the portable instrument. The portable portion has an indicator mounted on a hollow rod with a handle and switch on one end and a search coil on the other end. Contact is made with the steel in the furnace through the search coil. The surface of the steel in time becomes non- IIO-2?0 Volt AC. Line Small Transformer 110 or Z 20 y: Search Coil Asbeslos Profeclecl Shield Stvifch Indicator Diagram of Wiring and Pyrometer magnetic, or in other words reaches the critical temperature. This is shown on the indicator by an approach of the needle towards a heavy red line. As the heat penetrates to the inside of the steel, the needle gradually approaches closer until it finally stands over the mark, signifying that the en- tire body of metal has reached the critical point. The in- strument does not measure temperature, no indication of temperature being given when the critical point is reached. It is claimed that most of the ills due to imperfect heat- treatment are overcome by keeping from the operators the knowledge of what is the actual temperature. A FLANGE LUBRICATOR A flange lubricator, using driving box grease or similar lubricant, has been patented by H. S. Rauch, general fore- man of the New York Central shops at Avis, Pa. This de- vice is now applied to a passenger locomotive and it is re- A Flange Lubricator Using Hard Grease ported that several other installations will be made in the near future on locomotives in other classes of service. It will be noted from the drawing that a hanger is pro- vided so that the lubricator may be suspended from a con- venient location in line with the driving wheel. Lateral motion is taken care of by means of a loose fitting hanger pin on the lubricator. The lubricator proper is in the form of a shoe which fits against the driving wheel. A number of small holes in the shoe extend to a chamber which holds the grease. A piston with a spring behind it is provided to force the grease through these holes. In order to have the shoe constantly against the wheel, a second connection is provided, one end of which may lie attached to any con- venient stationary part of the locomotive. There is a spring and a jam nut on this connection which is adjusted to give pressure between the wheel and the shoe face. A sufficient amount of heat is gwierated to keep the grease in condition to flow through the small holes and onto the driving wheel flange. One important feature in the cost of operation of this lubricator is that waste driving box compound can be used as a lubricant. The carbonized portion is removed from the waste driving box grease cakes, and, instead of being thrown out, is saved for use in the flange lubricator. FASTENING CROSSHEAD SHOES A crosshead which does away with reamed holes and fitted bolts to hold the shoes in place is shown in the drawing. Such an arrangement allows the free interchange of shoes on locomotives of similar classes, a condition that may mean Hurt f,Spi Iter Oun Iron Shoe Fig. 1 — Shoe Fastening as Applied to Crosshead with Piston Rod Held by a Nut a great deal in increasing the roundhouse and shop output. This crosshead is known as the Markel design and has l>een patented by Charles Markel, locomotive inspector of the Chicago & North Western. Each shoe is held by but two bolts, one for the long axis x: - ^ :;:x ii 'T^i lOBoml- fbrll^ Rough Turned Both l%Hoki "**/[*" -^'r .3Z-- .^^_:_:J'::-^i:- Fig. 2 — Shoe Fastening as Applied to Crosshead with Piston Roa Held by a Key and the other running across the crosshead, on shoes applied on cross heads with the piston rod held by a nut This application is shown in Fig. 1. At each point where the bolts pass through, a beveled surface will be noted on both the shoe and crosshead. When the bolts are drawn up tight, a wedging action takes place, which holds the shoe in place 50 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 1 As there are no reamed fits to wear, the arrangement when once applied should last for the life of the wearing face of the shoe. The same method applied to crossheads in which the piston rod is held by a key is shown in Fig. 2. On this style, no end bolts are used ; all bolts run across the crosshead and the number is increased to four per shoe. The Chicago & North Western is reported as having 110 of its modern passenger and freight locomotives fitted up with this style of crosshead. It is also converting its old crossheads as rapidly as the locomotives pass through the shops for classified repairs. A BOILER METAL TREATMENT A l)oiler metal treatment called Perolin has been intro- duced into the railway field recently by the Perolin Railway Ser\'ice Company, St. Louis, Mo. This j)roduct has been u.^^ed in .stationary practice for the [)ast seven years, and over 40,0(K) Ixjiler plants are now using it. It is l>eing used in locomotive service by several roads, and has been found to give satisfactory service. Perolin treats the boiler metal and is not a lx)iler compound, or a chemical water treat- ment. It is a vi.«;cous, non-volatile, mineral li(|uid which has an affinity for hot metal and a high coefficient of expansion. When injected into the boiler through a short |)ipe or syphon attached to the suction side of the injector it diffuses througli the water, and being attracted to the hot l)oiler metal, is drawn through the pores, cracks, and crevices of the .^^cale into direct contact with the metal. As its tem[)erature is raised it e.\|)ands, reaching its maximum expansion at 500 deg. The expansion force exerted between the scale and the metal removes the scale mechanicallv. During and after tube sheets and stay bolts has been increa.sed l)y its use. With cleaner boilers the fuel consumption will be decreased^ and this is one of the results that have been realized by- its use. Where Perolin has been used it has l>een found unnecessar}' to erect and o|)erate water treating plants which re(iuire attention with every change in the analysis of the water throughout the year. The company provides special representatives for the service of the railroads using Perolin to see that it is being properly api)lied to the locomotives and that the roads are oljtaining the fullest possible benefit from its use. MOTOR DRIVEN FOUR-PLUNGER PUMP The hydraulic pump shown, in the illustration is of the horizontal, four-j)lunger type and is intended to fill the re- (|uirements for a simple, heavy duty pump for applying a large volume of water or other similar fluid against a high j)ressure. This pump, which is made by the Hydraulic Press Manu- facturing Company, Mount Gilead. Ohio, is designed so that it may be etjuipped with 16 different sizes of plungers ranging from \-}4 in. to 5 in. in diameter, advancing by quarter inches. The water cylinders are made of forged steel for the highest pressures. For the medium j)ressures, 1.500 lb. to 2,<^()0 II). per s(|. in. inclusive, cast steel is used, and for the lowest pressures the cylinders are semi-steel. The pressures range from 9,500 lb, to 700 lb. per sq. in., and the water ca{)acity frcm 24 to .>26 gallons })er minute. All sizes of this l)umi) have bronze valve seats and bronze or nickel -steel valves. A 150 h. {). motor is required to operate the pump. A flexible shaft coupling is |)rovided for motor connection and ^ 1 > V . ^ ^SM^^^j^^^M L ^ ^^^^^^^^^m ) 1^ ■ 1 - *■ ^ ^HHpppiPHPii^-^ "~ -^^i.!^-- High Pressure Motor Driven Pump the removal of the scale a thin heat conducting film of Perolin is established on the metal, wliich prevents sediment from baking on in the form of scale, and at the same time it protects the metal against pitting and corrosion. Tlirough its ''colloidal action" Perolin will prevent boiler foaming and it has been found that it will give satisfactory results irrespective of the kind of water used. In locomotive service Perolin is fed to the engine through the injector at the roundhouse by the hostler when he is preparing the engine for service. None is required to l)e fed to the engine by the engineer or fireman while on the road. Where this treatment has been used in locomotive ser\'ice it has l^een found that engine failures due to poor water have l^een reduced, that the mileage between boiler washings has l)een increased three to four times, that less tube and tul>e sheet work were required, with a consequent saving in firebox repairs and that the life of the tubes and any 150-h. p. motor having a speed of from 450 r. p. m. to 750 r. J), m. may be u.sed. The speed of the crank shaft is 60 r. p. m. The stroke of the plungers is 16 in., the two cranks being .set at 90 deg. so that a more uniform flow of fluid may l)e obtained than with a trij)lex pump. At all {)oints where the strain and wear is most severe, the parts such as main l>earings, connecting rod ends, crosshead guides, valves and valve seats, are of easy access for adjust- ment and replacement. The frame or pump bed consists of two heavy castings securely bolted together. The crosshead guides and main bearing containers are machined in this frame. This insures perfect alignment and gives the most rigid construction. The pump occupies a floor space of 18 ft. 8 in. in length by 6 ft. 10 in. in width. While the illustration shows the pump equipped with a spur gear and pinion, a herringbone gear and pinion may be furnished if desired. January, 1917 RAILWAY MECHANICAL EXGIXEEK 51 PORTABLE PILLAR HOIST The Ingersoll-Rand Company, New York, has recently introduced a portable hoist for the use of those who prefer inanila rope to wire rope for light hoisting and hauling. These hoists are particularly adaptable for service in rail- road yards where compressed air is available. They have been in active service since the latter part of 1914 and are now used extensively by industrial plants in their yards for shifting cars and by railroads, in coal mining service. The hoist has a lifting capacity of 600 lb. and weighs less dian 315 lb. fully equipped. It is 21^ in. long by 31J4 in- wide and 23 in. high. The drum is 7 in. in diameter by 17 in. long, with 5 -in. flanges and accommodates 300 ft. of '^ in. manila rope. The base is so arranged that it may held in jx)sition by substantial studs fitting the two T-slots,. which run full length of the l3ed on lx>th sides. The cutter heads have four arms for carrying an equal numl>er of tools, although it is claimed a single tool will do excellent work, owing to the strong construction and substan- tial design. The photograph shows a facing arm on the bar for facing the flanges or ends of the tubes or cylinders. This machine is adaptal)le to railway shops, industrial A Machine for Tube Boring and Facing plants and shipyards, where boring of sleeves and tul>es is a constant occurrence, and it will release more valualile equij)- ment for other work. It is economical of floor sj>ace and is self-contained. Ingersoll-Rand Pillar Hoist be clamped to a circular column or pipe and by removing the clamps can be readily bolted to any convenient support. I he square piston, reversiljle driving engine, drum release clutch and worm operated hand brake are essentially the same as in the portable hoist described in the Railway Me- chanical Engineer of September, 1914, the main differences being in the diameter and length of the drum, the width of the flanges and the main frame and over-all dimensions. This hoist is built for operation either by compressed air or steam. Although designed primarily for underground work, it is adaptable for general hoisting and hauling in quarries and industrial plants. A SELF-CENTERING ROLLER SIDE BEARING A self-centering roller side l^aring is shown in the j)hot'3- graph, which provides for rolling contact between the l>ear- ngs for ordinary' angular movements of the truck and sliding contact for movements of greater extent. This roller side bearing is made by the Wine Railway Appliance Company, Toledo, Ohio. The roller is contained in a malleable housing, which bolts onto the top of the truck side frame, in the lx)ttom of which is placed a spring steel plate with two rivets in the center acting as guiding lugs. In TUBE BORING AND FACING MACHINE A tube boring and facing machine which is adapted to such work as bushings, sleeves, cylinders, liners, or other work, which can l)e held advantageously in saddles is shown herewith. One feature that will be noted is that with a com- paratively small machine a long boring travel is obtainaljle. This machine, built In- the Pedrick Tool & Machine (^om- pany, Philadelphia, Pa., has a boring bar which is supported in three pedestals. The pedestals are so designed that spacing blocks may be used to raise them in case of need, without mterfering with the other mechanism. A direct -connected variable speed motor drives the bar througli com])Ound gear- ing, however, if desired belt drive can be furnished. The I'eanngs are all bush lined. The cutter head travels jlong the bar and is controlled by an automatic, reversible Jted having three changes instantly available. The saddles tor holding the work may be plain, as in the photograph, or furnished with four adjusting screws for miscellaneous re(iuirements. These saddles are concentric with the bar, in fact, thev are iiie pedestals they are movable along the bed and are securely Roller Bearing In Center Position the bottom of the steel roller are two holes fitting over these lugs. There is also a hole through the long axis of the roller; in this is slipped a wrought iron pin, the ends of which pass through slots in the housing. While the Ijearing is rolling, this pin is free to move in the slots. It is prevented from working out by means of a cotter The special feature of this l^earing is that after completmg the rolling travel, the roller has turned over on its side and any sliding travel occurs on the flat surface; thus scoring and chafing do not take place on the cylindrical surface. (Formerly tht RAILWAY AQE GAZETTE, MECHANICAL EDITION with which tht AMERICAN ENGINEER wtu incorporattd) Published on iHk Fust Thursday op Evbuy Month by the SIMMONS-BOARDMAN PUBLISHING COMPANY Edward A. Simmons, President L. B, Shikman. Vice-President Henry Lkr, Vice-President and Treasurer M. H. WiuM, Secretary WooLwoRTH Building, New York, N. Y. F. H. Thompson, Business Manager, Chicago. 'Chicago: Transportation Bldg. Cleveland: Citizens' Bldg. Washington: Home Life Bldg. London: Queen Anne's Chambers, Westminster. Roy V. Wright, Editor R. E. Thayer, Managing Editor ■C. B. Pbck, Associate Editor E. S. Barnum, Associate Editor Entered at the Post Office at New York, N. Y., as mail matter of the econd class. Subscriptions, including the eight daily editions of the Railway Age Gatette published in June in connection with the annual conventions of the Master Car Builders' and American Railway Master Mechanics' Asso- ciations, payable in advance and postage free: United States, Canada and Mexico, f2.0i'> a year; Foreign Countries (excepting daily editions), $3.00 a year; Single Copy, 20 cents. WE CLWR.ANTF.E, that of this issue 9,100 copies were printed; that of these 9,100 copies 7,758 were mailed to regular paid subscribers, 112 were provided for counter and news companies' sales, 522 were mailed to adver- tisers, exchanges and correspondents, and 708 were provided for new sub- scriptions, samples, copies lost in the mail and office use; that the total copies printed this year to date were 9,100, an average of 9,100 copies a month. The RAILWAY MECHANICAL ENGINEER is a member of the Audit Bureau of Circulations. Volume 91 January, 1917 Number 1 CONTENTS of Locomotive Boilor? EDITORIAL.*?: Change in Fi>cal W-ar I Higher Postage Proposoil tor Magazines 1 The Draft ( lear Problem 1 r.enefits from Convention Attemlance 1 Mechanical Department Prospects for 1917 1 The New Headlight Rule 2 The Hot Box Competition 2 Railway Supplies and Foreign Markets i The Standard Box Car 3 Machine Tool E(iuipment in Railway Shops 4 New Books -* •GENERAL: Car and Locomotive Orders in 1916 Steam Pipe Joint Rings Annual Report of the Chief Inspector Pulverized Fuel for Locomotives Tabular Cornparison of Locomotives of the Mountain, Pacific and lU-WIieel Types .- • • Tabular Comparison of Locomotives of the Santa Fe and Lonsolida- tion Types Tabular Comparison of Mallet and Consolidation Locomotives Tabular Comparison of Switcliiiig Locomotives .C.\R DEPARTMENT: Practical Tests of Freight Car Paint Interchange Inspection Hot Box Problem .Not Insurmountable Interpretaticms of M. C. 15. Rules A Dining Car Water Heater Car Department Organization and Efficiency Examples of Recent Design in Refrigerator Cars ' " Design in Box Cars. ._ Design in Automobile C"ars Design in Ciontlola and llojiper Cars Design in Stock Cars Design in Chair Cars Design in N'estibule Steel CoacheS Desijjn in Dining Cars Example Examples Exanii)les Examples Examples Examples of of of of of of Examples of Recent Recent Recent Recent Recent Recent Recent 5 9 9 11 1.=) 16 17 18 19 20 21 li 24 24 25 26 28 29 30 31 il 34 SHOP PRACTICE: Tools for Making Locomotive Safety Chains 35 Pneumatic Bolt Clamp 35 Indicator for Placing Jacks 36 A Use for Old Boiler Tubes 36 Flanging Boiler Sheets Cold 36 "Fired" for the Good of the .Service 37 Reclaiming Wedges with Broken Flanges 39 The Use of Compressed .\ir in Railroad Shops 39 The Electric Welding Process 41 Lathe Centers and Drill Press and Milling Machine Sockets 43 Mounted Wheel Truck 44 Saving Metal in \'alvc Bushings 44 NEW DEVICES: Car Ventilating Shutter 45 A Rod and Drawbar Upsetting Machine 45 .\ Car- Wheel Lathe 45 The Wilson .\rc Welder 47 Air Strainer for Locomotive .Air Pumps 48 Hack Saw Machine 48 A .Magnetic Pyrometer 49 .\ Flange Lubricator 49 Fastening Crosshead Shoes 49 A Boiler Metal Treatment SO Motor Driven Four-Plunger Pump 50 Portable Pillar Hoist 51 Tube Boring and Facing Machine 51 .\ Self-Centering Roller Side Bearing 51 NEWS DEPART.MENT: Notes 52 Meetings and Conventions 54 Personal Mention 54 Supply Trade Notes 56 Catalogues 59 The Interstate Commerce Commission has issued a sum- inar\- of the monthly reports for Class 1 roads for the fiscal year ending June 30, 1916, subject to revision, showing that railway operating revenues amounted to $3,396,808,000; op- erating expenses^ amounted to $2,220,004,000; net revenue to $1,176,804,000; operating income to $1,029,243,000; op- erating revenues per mile, $14,818, against $12,678 last year; expenses. S9.684 against $8,915; operating income. $4,490, against $3,169. The Pennsylvania Railroad has recently organized two new apprentice .schools, one at Meadows, N. J., and the other at Trenton. N. J., bringing the total number of schools to ten. All schools are in direct charge of the supervisor of apprentice schools, at Altoona, Pa., Paul E. Reinhardt, who -was formerly instructor at the Altoona school. Preparations are being made to establish a school at Baltimore, Md., and •when it is in operation, apprentice schcxjl instruction will be established on I.ines East at all shops employing ap- prentices. The E.xecutive Committee of the Master Car Builders' As- .^^ociation has postponed the date at which the Tank Car Specifications for Class 3 and Class 4 tank cars are to go into effect to May 1, 1917. It has also changed date from which cars not properly equipped with safety appliances shall not be interchanged, adding a second paragraph to Section n of Rule 3, of the Rules of Interchange to read: "After June 1, 1917, no foreign car will be accepted in interchange unless properly equipped with United States Safety Appliances or United States Safety Appliances, Stand- ard." The law requiring the complete equipment of cars with the required appliances goes into effect July 1, 1917. Tests to determine the relative value of various grades of coal in locomotive service are now in progress at the loco- 52 January, 1917 RAILWAY MECHANICAL ENGINEER 53 motive testing plant of the University of Illinois at Urbana, 111. These tests are being made under the auspices of the International Railway Fuel Association, the University of Illinois and the U. S. Bureau of Mines, and all members of the fuel association and others who are interested are urged to visit the laboratory to witness the tests, which will be completed about Januar\' 25. Specific information regard- ing the operation of the laboratory on any particular date during the course of the tests may be had by writing or wiring Professor Edward C. Schmidt, Room 101, Transportation Building, University of Illinois, Urbana, 111. The Pennsylvania Railroad has adopted a scheme, cov- ering the whole of its territory, under which applications for work will be received by every one of the 1,500 station agents on the lines, each becoming, in effect, an emplo}Tnent agent. An emplo}TT:ient clearing house is to be established in the general manager's department at Philadelphia. The purpose of the new plan is to encourage the entrance into the service of a greater number of men who live in the neighborhood of the road. It will now be easy for anyone to make an appli- cation, and to ascertain what lines of service are open, and in what localities work for which he is fitted may be obtained. The agent will interview each applicant, learn his capabili- ties as fully as possible, and direct him to the nearest shop foreman, supervisor, trainmaster or road foreman of engines, who may want men. Each general superintendent will for- ward, once a week, to the general manager a list showing the number of vacancies on his grand division for shop laborers, car repairmen, car cleaners, engine cleaners, brakemen, fire- men, freight handlers and trackmen. A. O. Wharton, St. Louis representative of the American Federation of Labor, has given out a statement to the effect that the majority of shop employees of six different unions, working on 26 railroads in the west, have voted to refuse the compromise offer of the roads to the men's demands for an increase of five cents an hour and an eight-hour day. The roads propose to increase wages by two and one-half cents an hour and to grant the eight-hour day to men on stationary work. Negotiations, it is said, will be continued by the organized employees and the companies involved. The Chi- cago & Alton has come to an agreement with its men, granted an increase oi ly? cents an hour to all skilled mechanics and 2 cents an hour to apprentices, effective August 16. It has also granted a nine-hour day to all shopmen. The Chi- cago, Rock Island & Pacific also has reached an agreement with its men. It has granted an increase of 2^/2 cents an hour, flat, for mechanics and their helpers and helper ap- prentices, and lJ/2 cents an hour for other apprentices. The present working conditions are to continue with the exception that men engaged in rebuilding and repairing cars will work nine hours a day instead of ten. The Chicago, Milwaukee & St. Paul added 76 miles to its electrified section of road on December 11, completing the electrification from Harlowton, Mont., to East Portal, at the east end of the St. Paul Pass tunnel, a total distance of 406 niiles. A length of only 34 miles remains to be electrified. which includes L7 miles through the tunnel. The lining of the tunnel with concrete has been completed, and the bonding of rails and the construction of trolleys are under way. The St. Paul has ordered 44 electric locomotives, 37 of which are now in use. One of these recently hauled a special train 3.59 miles. This train consisted of a baggage car and "four business cars, and was occupied by L. W\ Hill, chairman of the board and president, and R. Budd, assistant to the president of the Great Northern; J. M. Han- naford, president, and George T. Slade, first vice-president of the Nortl^ern Pacific. The run was from Albertcn, Mont., to Harlowton and is the longest ever made by any locomotive on the system. The engine received no special care en route, and after arriv- ing at Harlowton was ready to return to its starting point without passing through a roundhouse or receiving any further attention. CARS AND LOCOMOTIVES ORDERED IN DECEMBER Elsewhere in this is.sue there appears an article dealing with the equipment market in 1916 from the standpoint of the amount of Imsiness done, the prices paid, the tendencies in car and locomotive design and the output of cars and Iwomotives. The car and locomotive orders in Decemljer totaled: Dome*itic 1. >co T.otives t reight Cars 288 17.424 477 7.000 Passenger Cars 125 Foreign orders Loco.Mf Xo. 28 2 30 10 20 10 15 15 30 10 40 . 100 50 110 110 30 Freighi Xo. . 1,000 1.000 . 1,200 . 1.600 . 1,000 1.000 . 1.000 500 . 1,800 700-900 200 200 100 . 2.000 1,500 3.500 Passence No. 26 5 SO Total Among the important Road .\tchison, Topeka & Santa Fe Raltiniore & Ohio 765 2AA2A were the follow 1TIVES Type Mikado 125 ing : Builder Baldwin Mountain Mallet Baldwin Baldwin Pacific Chicago, Burlington & Quincy Mikado Santa Fe Mikado Mikado .Sante Fe Mallot Baldwin lialdwin Baldwin St. Louis-San Francisco N'lrginian Baldwin Baldwin British Government French Government C"onsolidation . . . Consolidation . . . Mikado Canadian American Paris- 1- vons- Mediterranean American Russian Government Road Baltiniore & Ohio ........•• Decapod I )ecapod Decapod r Cabs Hopper Hopper Hopper (len. service C.ondola Box I'.ox .American Baldwin Canadian Buil.ler Std Steil New York Central Los Angeles & Salt Lake Xorfolk & Western Pullman Am. C. & F. West. Steel Co. Shops Mt. Vernon \N'ee held at the Waldorf-Astoria Hotel, New York. Tuesday evening, January- 16, 1917. The business meeting of the association occurs at 11 a. m. at the Waldorf-Astoria, the election of officers at l..>0 p. m. and the dinner at 7 p. m. The folU.7v:y.R lift pives names of .^ccretariex. dates of ne.vt or regular meetings and places of meeting of mechanical associations: Aiii Brake .Association.— F. M. Nelli*. Room 3014. 165 Hrnaflwav, New York City. Convertion. May 1-4. 1017, Menipliis, Tern. .NMERICAN RaW.KOAD MvSTKK TiNN-FHS', COPI'F.RSMITIIS' A.ND P I PKF I TTEHS' .\ss.(iM...N.-(). K. Schlirk. 485 \V. Fifth St.. rem, Ind. .Xmerkan Rai;w\y Master Mechanics' .Association. -.1. W. Taylor, Kar- pcn I'liililiii'i, ChiciRo. Amf.rmvvn Rmi.w'.y Tool Foremen's .Association. R. 1). I'letcher, Kelt Railway. I'liicr.po. .\merican Srtli, C. H. & I)., I ima, Ohio. International Railway f't'Ei. .Association. — J. Ci. Crawford, 54" W. .Jack- son Blvd.. Chicago. Convention, May. 1917. Chicago. International Railway Cienerai. F(vremen's Association. — William Hall. 1126 W. I'rnadway, Winona. Minn. Master Bcilepmakers' .\ssoci\tion. Harry 1). X'ought. 95 Liberty St.. New York. Convention. May 22-25, 1917, Richmond, Va. Master Car P.riLDF.Rs" .\s.sociation. T. VV. Taylor, Kari)en Building, Chi- cago. Master Cap, and Locomotive Pmnters' .\ssociation of l^ S. and Canada. — A. P. Dane. H. & M., Reading, Mass. Niagara Frontier Car Men's .Association. — K. N. Frankenbereer. 623 Bris- bane Buildins:. Buffalo. N. Y. Meetings, third Wednesday in m< nth. New A'ork Telephone Hldg.. Buffalo, N. V. Railway Storekeepers' .\ssociation. — J. P. Murphy, Box C, Ccdiinwood. Ohio. "fRAVELiNG Enginfebs' A.ssoci ation.— W. O. Thompson, N. Y. C. R. R., Cleveland, Ohio. GENERAL Samuel T. Armstronc, division master mechanic of the International & Great Northern, has l)een apixiinted super- intendent of motive power, succeeding F. W. Taylor, who has resigned, effective Januar}' 1, to accept service with another company. D. F. Crawford, general superintendent of motive power of the Penni^ylvania Lines West, at Pittsburgh, Pa., has been appointed general manager. T. K. Faherta", road foreman of engines of the Baltimore & Ohio, with office at Grafton, W. Va., has been promoted to .supervisor of locomotive operation of the West Virginia district, with head(iuarters at Wheeling, W. Va. C. E. Jones has been appointed suj^ervisor of fuel of the (^madian Northern, with headquarters at Toronto, Ont. He will be in charge of the distribution and accounting of all fuel, including that for locomotives, shops, stations, water stations and other purposes. George McCormick, who has been appointed general superintendent of motive i)ower of the Southern Pacific, lines west of El Paso, Tex., was born on July 15, 1872, at Columbus, Tex. He was graduated from the Agricultural and Me- chanical College at Bryan, Tex., with the degree of mechanical engineer in 1891. He began railway work in 1891, as an apprentice in the shops of the Gal- veston, Harrisburg & San Antonio, at Hous- ton, Tex. In a short time he was trans- ferred to San Antonio. Tex., as a draftsman, returning to Houston in 1895 as chief drafts- man. In 1900 he was a|)pointed mechanical engineer, in which po- sition he remained until to El Pa.-^o, Tex., as assistant superintendent of the El Paso division. He held this latter connection until his a])pointment in February, 191. >, as assistant general man- ager ( mechanic al) of all the Southern Pacific, Texas line>, with headquarters at Houston, Tex. His new headquarters will be at San Francisco, Cal., and his jurisdiction will include all the Southern Pacific lines in the States of New Mexico, Arizona, California. Oregon and Nevada. G. C. Nichols, master mechanic of the Alabama, Teii- nessee & Northern at York, Ala., has been promoted to super- intendent of motive power and ecjuijunent, with headquartc-s at York. J. A. PoAVER, superintendent of shops of the Southern Pacific, Texas Lines, at Houston, Tex., has been appointed assistant general manager, succeeding George McCormick, with the same headquarters. O. P. Reese, assistant engineer of motive power of tlie Pennsylvania Lines West, at Pittsburgh, Pa., has been a))- jiointed superintendent of motive power of the Central sy^- G. McCormick December, 1911, when he went JANIARV, 1917 RAILWAY MECHANICAL ENGINEER 55 tern of the Lines West, succeeding P. F. Smith, Jr., who has been promoted. P. F. Smith, Jr., superintendent of motive power of the Central system of the Pennsylvania Lines West, with office at Toledo, Ohio, has l>een appointed general superintendent of motive power of the Lines West, with headquarters at ritt, when he was transferred to Louisville, Ky., as general foreman. On Oc- tober 1, 1908, he was appointed master mechanic, with head- (juarters at Mattoon, 111., and on April 1, 1912, was trans- ferred to Waterloo, la., as master mechanic of the Minnesota and Iowa division. He was appointed sujierintendent of motive power of the International & Great Northern, with headquarters at Palestine, Tex., on Januarv- 1, 1915. which position he held at the time of his appointment as superin- tendent of motive power of the Missouri, Kansas & Texas effective January 1, 1917. MASTER MECHANICS AND ROAD FOREMEN OF ENGINES Harry C. Allkx has been appointed road foreman of engines on the Rocky Mountain division of the Northern Pacific with headquarters at Missoula, Mont., succeeding H. E. Day. C. E. Bkss. assistant general foreman of the Southern Pacific at Rosedale, Cal., has been apiKjinted assistant master mechanic with headquarters at Sparks, Nev., succeeding Paul Jones, promoted. John Birse. whose apjx)intment as district master me- chanic, district .>, Transcontinental division of the Canadian Government Railway, was announced in these columns last month, has his headquarters at Fort William, Ont., instead of at Transcona, Man., as announced. t. E. DvMoxD, heretofore car foreman of the Grand Trunk Pacific at Smithers, B. C, has been appointed car foreman at Prince Rupert, B. C, succeeding C. A. McNiece, resigned. \ > . H. Eakix, formerly supervisor of fuel economy of the V hesapeake &: Ohio, has been appointed road foreman of en- gines at Clifton Forge, Va. C . GkiitHixs has been appointed division master mechanic of the Smiths Falls division of the Canadian Pacific with office at Smiths Falls. Ont., succeeding F. Ronaldson, pro- moted. JoHx Haxdford has l>een appointed general foreman of the Pere Marquette at St. Thomas, Ont., succeeding G. W. ( ook, resigned. AUL JoxEs, assistant master mechanic of the Southern acific with office at Sparks, Nev., has been appointed a nitmber of the efficiencv committee of that companv with headquarters at San Francisco, Cai. rv,^^^""^^ J- McDoxALD, road foreman of engines on the '^hicago & Alton at Bloomington, 111., has been appointed trammaster, with office at Roodhouse, 111., succeeding T. F. ^numan, resigned. W. H. Sample, formerly master mechanic of the Grand Trunk, at Battle Creek, Mich., has been appointed master mechanic at Montreal, Que. Louis E. Thomas, formerly passenger car inspector of the Illinois Central, has been appointed traveling steam heat and air brake inspector of the Northern lines, with office at Chicago. E. B. Le Vax has been appointed road foreman of engines of the Montana division of the Northern Pacific. CAR DEPARTMENT G. S. Clarke, car foreman of the Canadian Northern at Tollerton, Alta., has Ijeen appointed car foreman at Dauphin, Man. J. H. Craig has been appointed car foreman of the Cana- dian Northern at Tollerton. Alta., succeeding G. S. Clarke, transferred. C. R. Sn)KES has l)een appointed car foreman of the Canadian Northern at North Regina, Sask. F. B. Zercher, formerly master car builder. Eastern lines, of the Canadian Pacific at Montreal, has been apjxjinted master car l)uilder of the Western lines of the Grand Trunk Railway, at Elsdon, 111., succeeding .\. Copony, resigned, SHOP AND ENGINEHOUSE G. Mortimer has been appointed locomotive foreman of the Canadian Northern at Blue River, Sask. J. W. SiRLES, general foreman of the Southern Pacific at Houston, Texas, has been appointed superintendent of shops at that point, succeeding J. A. Power, who has l>een pro- moted. PURCHASING AND STOREKEEPING Roy Bexsox, chief clerk in the purchasing department of the Chicago & Western Indiana and the Belt Railway of Chicago, has l)een aj)pointed purchasing agent, succeeding George L. Pollock, resigned to go with another company. Edward Ormoxd Griffix. purchasing agent and general storekeeper of the International & Great Northern here, has been a])pointed a.ssistant to the first vice-president of the St. St. Louis Southwest- em, and assistant to the president of the St. . Louis Southwestern of Texas, with jurisdic- tion over the depart- ment of purchasing and of materials and su])- plies, with headcjuar- ters at St. Louis, Mo. He was lx)m on Janu- ary .>, 1867. at Madi- son, N. C, and received his education at Brownsville College,, Southwestern Baptist University and Nash- ville College. He l)e- gan railway work with the International & Great Northern as sec- retary to the receiver, and in 1891 was promoted to chief clerk to the receiver and purchasing agent of the same road. From May. 1895, to June, 1897, he was assistant to the general manager, being then ajijiointed assistant to the vice- president and general manager in charge of transportation. In 1903 he was made passenger and ticket agent, and in E. O. Griffin 56 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 1 1904 passenger and freight agent. In 1905 he was ap- pointed Southwestern passenger agent for the Missouri Pa- cific, and then became demurrage agent for the same com- pany's Texas Lines in 1908. He returned to the Inter- national & Great Northern in 1909, and in 1910 was appointed chief clerk to the superintendent. In June, 1911, he was made general storekeeper, and in May, 1914, he was promoted to general fuel and supply agent of the same road. On the resignation of the purchasing agent and gen- eral storekeeper in September, 1914, he was promoted to this position, which he held up to the time his present appointment Ix^came effective. William A. Linn, assistant purchasing agent of the Chicago, Milwaukee & St. Paul, has been appointed purchas- ing agent with office at Chicago, 111. Mr. Linn was bom at Waukesha, Wis., January 4, 186,>. He was educated at Carroll College, ^^'aukesha, and entered railway service in 1882 in the accounting department of the Chicago, Milwaukee & St. Paul, where he remained until 1887. From 1887 to 1890 he was bookkeeper in the purchasing department, being then promoted to chief clerk in this same office. In 1900 he was appointed assistant purchasing agent, with headquarters at Chicago, 111., which position he held at the time his present promotion became effective. He succeeded John T. Crocker, retired. H. L. MoRc.AN has been appointed general storekeeper of the St. Louis, Brownsville & Mexico, with office at Kings- ville, Tex., .'succeeding L. C. McRoberts, assigned to other duties. J. H. MoRf.AN, storekeeper of the Canadian Northern at Dauphin, Man., has been appointed storekeeper, with office at Port Mann, B. C. .\. H. MuLC.AHEY has been appointed assistant purchas- inn acent of the Grand Trunk Pacific, with headquarters at Winnipeg, Man. R. !M. Nelson has been appointed assistant purchasing agent of the Chesapeake & Ohio, with office at Richmond, Va. H. D. Ponton has been appointed assistant general store- keeper of the Southern Pacific, Texas and Louisiana Lines, with headquarters at Houston, Tex. C. B. PoRTEK, chief clerk to receiver of the International & Great Northern, has been appointed purchasing agent and general storekeeper, with office at Houston, Tex., succeeding E. O. Griffin, resigned to accept ."Service with another com- pany. OBITUARY Henry Mo.nkhoi se, until two years ago president of the Rome Locomotive & Machine Works, Rome, N. Y., died in St. Paul, Minn., on November 9, at the age of about 72 years. Mr. Monkhou.'^e was in railway mechanical depart- ment service for many years. He was acting master mechanic of the Chicago, Kansas & Nebraska division of the Chicago, Rock Island & Pacific from October, 1887, to November. 1890, following which, from November. 1890. to June, 1891, he was assistant general master mechanic and assistant gen- eral master car builder of the Chicago, Rock Island & Pacific lines west of the Missouri River. From June, 1891, to Feb- ruar)- 1, 1897, he was assistant superintendent of motive power and equipment of the same road; from February 1, 1897, to April 1, 1900, superintendent of machinery of the Chicago & Alton; and from July, 1900, to September, 1901, superintendent of motive power of the Chicago, Indianapolis & Louisville. In September, 1901, he was appointed general manager of the Compressed Air Company, becoming, later, president of the Rome Locomotive & ^Iachine Works, as noted above. Charles B. Moore has resigned as vice-president and direc- tor of the Boss Nut Company, Chicago, 111. S. C. Stebbins, formerly western sales manager of the Lansing Company, Lansing, Mich., has been elected secre- tary of this company. A. S. Blagden has been elected president of the American Malleables Company in place of W. G. Pearce who has been elected chairman of the board. Edward L. Pollock, People's Gas building, Chicago, has been appointed western representative of the Wilson Welder & Metals Company, New York. A. J. Boyle, formerly with the Pittsburgh Screw & Bolt Co., Pittsburgh, Pa., has been appointed general manager of the Boss Nut Company, Chicago, 111. Ike W. Lincoln has been appointed manager of the rail- road and car material department of the C. A. Goodyear Lumber Company, Tomah, Wis., effective January- 1. J. L. Jackson, vice-president of the Duncan Luml>er Com- pany, Portland, Ore., has taken charge of the Chicago office of this company, succeeding I. W. Lincoln, resigned. Charles Wiley, vice-president of John Wiley & Sons, New York, {)ublishers of .scientific books, died at his home in East Orange, N. J., December 3, at the age of 83 years. John D. Ristine has been appointed manager of sales of the Perolin Railway Service Company, St. Louis, Mo. His headquarters will be located in the Peoples Gas building, Chicago. Harry M. Evans has been appointed eastern sales mana- ger of the Franklin Railway Supply Company with office at 30 Church street, New York. Mr. Evans was born at Meadville, Pa., and was educated in the public schools at that place. He began rail- road work as a call boy on the Erie, and served in various positions in the mechanical, trans- portation and traffic departments of that road. He entered the mechanical department of the Franklin Rail- way Suppl}' Company, October h 1908, as traveling representative and was promoted to assistant western sales manager last August, which position he held at the time of his recent appoint- ment. I .\lfred Blunt Jenkins, of Jenkins Brothers. New York, manufacturers of valves and rubber goods, died December 29, at his home in Llewellyn Park, West Orange, N. J., age 69, Ralph G. Coburn, formerly eastern sales manager of the Franklin Railway Supply Company, will henceforth devote his entire time to the management of the electrical depart- ment and exploitation of the Stone-Franklin lighting equip- ment. H. M. Evans January, 1917 RAILWAY MECHANICAL ENGINEER 57 J. L. Randolph Robert Hughes, until recently engaged in commercial busi- ness at Toronto, Ont., has become associated with the National Railway Devices Company, Chicago, in the capac- ity of manager of sales. W. W. Butler has been appointed a vice-president and managing director of the Canadian Car & Foundry' Com- pany, and F. A. Skelton, the secretary-treasurer, has also I)een made a vice-president. J. L. Randolph has l)een elected vice-president of the Economy Devices Corporation with office at 30 Church street, New York. Mr. Randolph was horn in Boston, Mass., August 25, 1878, at- tended the public schools and graduated from the English High Scliool of that city. He began his railroad career as a machinist apprentice in the Con- cord, N. H., shops of the Northern Railroad, now a part of the Bos- ton & Maine. Subse- quently he served this road in the capacity of machinist, gang fore- man, general foreman, master mechanic, and superinte ndent of shops at Keene, N. H. In April, 1911, he ac- cepted a position with the Franklin Railway Supply Company in the mechanical department. In February, 1914, he was appointed eastern sales manager of the Economy Devices Corporation which position he held at the time of his recent appointment. Hugh E. Creer, formerly connected with the sales depart- ment of the Union Railway Equipment Company of Chicago, 111., has been appointed special representative of the Camel Company, with headquarters at Chicago, 111. E. P. Hobson, formerly with the Sherwin-Williams Com- pany, has been appointed railroad sales representative of the Barrett Company, with headquarters in the Illuminating Building, Cleveland, Ohio, effective January 1. Holden & White, dealers in electric railway specialties, Chicago, 111., have been appointed general sales agents by the Garland Ventilator Company, for the sale of Garland ventilators in the steam railway field, as well as in the elec- tric railway field. F. A. Purdy, Canadian representative of the Chicago Car Heating Company at 61 Dalhousie street, Montreal, has also been appointed direct representative of the U. S. Light & Heat Corporation to the railroads of Canada, and will hence- forth represent both companies. W, V. D. Wright, formerly sales agent of the Chicago district for the Railway Steel Spring Company, has been elected vice-president of the Edgewater Steel Company, which i> constructing a plant at Pittsburgh, Pa., for the manufac- ture of locomotive tires and rolled steel wheels. The Pyle-National Company, Chicago, announces the fol- 1' Aving apjxjintments : Robert C. Shaal, eastern representative, \\ith headquarters in New York; N. S. Kenney, representa- tive, Munsey building. Baltimore, Md.; W. L.'jefferies, Jr., !■• presentative. Mutual building, Richmond, Va. Burton W. Mudge, president of Mudge & Co., has been n xde vice-president of the Pilliod Company, in full charge o" its western territory. Mudge & Co. has been the western r« presentative of the Pilliod Company for the past four years. A sketch and picture of Mr. Mudge appeared in the Rail- way Mechanical Engineer of October, 1916, page 547. Announcement is made of a trustees' sale in bankruptcy by order of the United States District Court of the Cincin- nati Equipment Company's railroad car repair shops, with 1.3 acres of land and concrete buildings, tracks, switches, etc., at Cullom's Station, Riverside, Cincinnati, Ohio. The property is on the Baltimore & Ohio and New York Central. N. B. Ford, who for ID years traveled for the Corbin Screw Corporation of New Britain, Conn., from its Chicago office, having his headquarters in Kansas City, and who left some two years ago to ])ecome connected with the Ford Chain Block & ^Nlanufacturing Company of Philadelphia, has re-entered the employ of the Corbin Screw Corporation as salesman, with headquarters in New Britain, and covering the territory formally traveled by A. H. Harrop. The Allegheny Steel Tank Car Company, incorjwrated under the laws of Pennsylvania, has been formed to manu- facture steel tank cars at Warren, Pa., and has purchased the plant and equipment of the Allegheny Foundr}- Company. The plant is to Ije opened in the near future, with a payroll of about $100,000. The authorized capital stock is $100,- 000. H. D. Kopf, president of the Hammond Iron Works, of Warren, is president of the new corporation; J. A. Scho- field, vice-president; G. L. Craft, secretary-; and A. J. Hazel- tine, treasurer. S. B. Taylor, sales manager of the S K F Ball Bearing Company, Hartford, Conn., has been elected vice-president of the company, succeeding F. B. Kirkbride, who remains on the board of the company. Mr. Taylor will remain in charge of sales. G. A. Ungar, former representative of the company in Cleveland, Detroit and Pittsburgh, has been appointed technical manager and chief engineer, succeeding Uno Fors- berg, who returns to Sweden after completing his work of creating the manufacturing organization of the S K F Ball Bearing Company in this countr}'. Norman C. Naylor has been appointed sales agent of the Chicago district, in charge of the Chicago office, for the Railway Steel Spring Company of New YcH-k. Mr. Naylor has been in the employ of the Railwav Steel Spring Company since 1902. He was lx)m in Rochester, N. Y., June 3, 1881, and entered the employ of McKee- Fuller & Co. Septem- ber 8, 1895. In June, 1896, he left this com- pany to attend school in Colorado. He en- tered the employ of the Steel Tired Wheel Company, July 5, 1898, going to the Railway Steel Spring Company in 1902, when the Steel Tired Wheel Company was merged with the latter. He has been employed in the Railway Steel Spring Company continuously since that time. At the recent annual meeting of the stockholders of the Westinghouse Air Brake Company, the position of chairman of the board was created and tilled by the election of H. H. Westinghouse. John F. Miller, formerly first vice-president, was elected to the office of president. A. L. Humphrey, for- merly second vice-president and general manager, was made first vice-president and general manager of the company. C. Naylor 58 RAILWAY MECHANICAL EXGIXEEK Vol.. 9L No. 1 Charles A. Rowan, heretofore auditor, was promoted to the position of controller, and John H. Eicher, formerly assistant auditor, was made auditor of the com{)any. G. H. Peahody. vice-president, and W. A. Austin, con- sultins; engineer, of the Railway & Mine Supply Company, 332 South Michigan avenue. Chicaj^o, have been api)ointed western rei)resentatives of the Southern Locomotive Valve Gear Company, Knowille, Tenn., and will handle matters pertaining to the Southern valve gear and the Brown power reverse gear in Chicago territory. Mr. Peahody was former- ly western sales manager for the Lima Locomotive Works, and Mr. Austin was formerly connected with the Baldwin Locomotive W Orks. and later chief mechanical engineer of the Lima Locomotive Works. At a meeting of the board of directors of the American Locomotive Company on December 20,000,000, and make an exchange of stock on the basis of four shares of the Air Brake Company for five shares of Union Switch preferred and two shares of Air Brake for three shares of Union Switch com- mon. The object of the merger is to reduce overhead ex- penses, as both companies are controlled by practically the same interests, and are now engaged in similar kinds of busi- George L. Pollock ness. What changes in the physical status of the plants will result from the merger has not been decided upon. George H. Groce has left the Electric Storage Battery Comj)any, where he has been a sales agent of the railway department, to become a .'^ales representative in the railroad department of the U. S. Light & Heat Corporation of Xiagara Falls, X'. v., with headcfuarters at 1402 Railway Exchange building, Chicago. Mr. Groce has had consideral)le railroad experience. Starting as a telegra[)h operator on the Pitts- burgh & Lake Erie in 1880, he has since been with a num- ber of roads in such positions as train despatcher, signal en- gineer, division superintendent and a.<>istant to vice-president and to general manager. Mr. Groce has also represented the General Railway Signal Company, and was assistant to the president of that company. From 1912 to 1915 he was vice-j)resident of the Wright Telegraphic Typewriter Com- pany. R. W. Young, .secretary and general manager of the Weir ^. Oaig Manufacturing Company, Chicago, 111., has resigned to organize and become president of the R. \\'. Young >ranufacturing Com- |)any, manufacturer of electric and pneumatic hoists, monorail cranes and electric and pneu- matic turntable trac- tors. Mr. Young was born in Hamilton, Ont., and is a graduate of the Collegiate Insti- tute of that city. In 1892 he went to Chi- cago to enter the firm of Russell Brothers & Young, iron founders, then being established. This concern carried on business for .several years and then sold out, at which time Mr. Young became man- ager of the Liquid Carlxinic Company at Pittsburgh, Pa. In 1902 he returned to Chicago to become secretary and general manager of the Weir & Craig Manufacturing Com- pany. A complete reorganization of the Joliet Railway Supply Company, Chicago and Joliet, 111., has been effected. The entire capital stock, good-will, patents, property, liabilities and assets of the Joliet Railway Supply Company have been l)urcha.sed by the Northwestern Malleable Iron Company. Milwaukee, Wis. Pos.se.ssion of the offices and plants of the Joliet comj)any has been taken by the new management and new officers elected. The new company's headquarters have been established at 4052 Princeton avenue, Chicago, where extensive additions and improvements to the plant will l)e made at once. The company will hereafter manufacture its own malleable iron and two new car specialties will be added to the output, which has consisted of brake Ijeams. side and center bearings, etc. The following officers have been elected: President, C. F. Huntoon; vice-president, F. L. Sivyer; .secretarv and treasurer, W. F. Hoffman; manager. R. F. C. Schultz. George W. Bender has been appointed assistant to the vice-president of Mudge & Co., with office in Chicago. Mr. Bender, who has been manager of the mechanical depart- ment of the same company for several years, was born August 20, 1884, in Pittsburgh, Pa. In 1901 he entered the service of the Pressed Steel Car Cc«npany, serving in the engineering department on freight car construction. In 1906 he entered R. W. Young January, 1917 RAILWAY MECHANICAL ENGINEER 59 the -service of the American Locomotive Company in the cn<^ineering department, where he later had charge of the extra work order department. In 1908 Mr. Bender returned to the Pressed Steel Car Company, again entering the en- irineering department to engage in passenger car work, re- maining until September, 1910, when he resigned to accept the position as chief draftsman of Mudge & Co. Subse- iiuently he was appointed manager of the mechanical de- nartnient, which position he held up to the time of his recent |)roniotion. The United Hammer Company, 141 Milk street, Boston, Mass., has purchased the power hammer business of E. & T. Fairbanks & Co., St. Johnsbury, Vt., and is prepared to furni.^h complete Fairbanks power hammers of all sizes for prompt shi])ment, as well as parts and repair sections. Fair- banks hammers have l)een manufactured since 1890; first by the Dupont Manufacturing Company, St. Johnsbury, Vt., who marketed them under the name "Dupont" hammers. In 1902 the business was taken over by E. & T. Fairljanks & Co., St. Johnsbury, who have been manufacturing them since, they giving the machine the name "Fairbanks'" hammers, which title will be continued. During the time E. & T. F"airbanks manufactured these hammers they were sold by their selling agents, the Fairlwnks Company of New York, and branches, in the East; by Fairbanks, Morse & Co., Chi- tatro, and branches, in the West, and by the Canadian Fair- l)anks Company in Montreal, and branches, for Canada. They were also handled in Europe by the London, Glasgow, Paris and Hamburg branches of Fairbanks Company. These hammers are known throughout the world, some 1,400 instal- hitinns having Ijeen made. \V. J. Leighty, who has resigned as mechanical engineer of the St. Louis-San PVancisco, with office at Springfield, Mo., to l>ecome chief engineer for tlie Oxweld Railroad Serv- ice Company, Chicago, 111., was bom at Ton- ganoxie, Kan., on Oc- tol)er 19, 1878. Upon It-aving the University of Kansas, where he spent four years, he en- tered railway ser\'ice in August, 1904, as a ma- chini.st in the Atchison. Topeka & Santa Fe shops as Topeka, Kan. In .\pril, 1905, he was transferred to the ef- ficiency de])artment of tlie same road, where lit remained until the tollowing Sejjtember. when he re-entered the University of Kansas. In June, 1906, he -raduated from the mechanical and electrical engineering '■'partments of that institution, following which he returned '•■" the efficiency department of the Santa Fe at Topeka, J-'an. On June 1, 1907, he left the Santa Fe to enter the rvice of the St. Louis & San Francisco in the office of t '.e general superintendent of motive power, devoting his ' ne to the standardization of mechanical ecjuipment. On ^'cember 21, 1907, he became one of the motive power assis- 'its in the experimental and i)etterment departments on the ^'•hison, Topka & Santa Fe, with headquarters at Topeka, •'^in., being transferred to the jxjsition of assistant to the iineer of tests on August 1, 1912. In October, 1913, he ■^ appointed mechanical engineer of the St. Louis & San ' 'iincisco, with headcjuarters at Springfield, Mo., from which ! '>ition he resigned to enter the service of the Oxweld Rail- ' id Service Company. y^^^^r:W>-t:v':->s-^^-': ^ .-^r: ' :.A;^^ GA^AJliCyGlJVES V. ir • I •»■■•- ' 1 1 , ■■ -..T ■■■.,T-— . ,^ ■^ -.. ,. ..■■.^■».. . - -,-->. .■ . . y^ W. J. Leighty Power Hammers. — A booklet recently issued by Beaudrj' & Company, Inc., illustrates and descril)es in considerable detail the Beaudry Champion and Beaudr>- Peerless power hammers made by the company. Locomotive Grate Shaker. — Bulletin No. 700, recently issued by the Franklin Railway Supply Company, New York, gives information relative to the advantages and opera- tion of the Franklin steam grate shaker. Locomotive Appliances. — Bulletins Xo. Ill and No. 112, recently issued by the Economy Devices Corporation, deal respectively with the tyjx? B Universal valve chest, and the straightway piston valve arrangement. CoRKBO.ARD INSULATION. — A booklet and folder recently issued by the Armstrong Cork Company. Pittsburgh, Pa., are entitled respectively "Nonpareil Corkboard Insulation for Cold Storage Rooms ' and "Fifteen Years on Brine .mes. Hydraulic Yalves and Fittin(;s. — Catalogue No. 94, recently issued by the Watson-Stillman Company, New York, describes the company's line of hydraulic valves and fittings. The booklet contains 96 well illustrated pages, and in them complete details, sizes and lists are given concerning valves and accessories of all kinds. Alloy Steels. — The Yanadium-.\lloys Steel Company, Pittsburgh, Pa., has issued a new pamphlet on Yasco Yana- dium, in which information is given as to the study of alloy steels and their uses. The pamphlet also descriljes the various types of Yasco Yanadium steel, and contains a com- plete list of carlx)n steel extras. Keeping Cars in Service. — This is the title of a book- let recently issued by the American Steel Foundries Com- pany to show the advantages to be gained by the application of Economy cast steel draft arms to wooden underframe cars. The booklet contains several illu.'itrations showing the Economy arms and their application. Th.mvinc. Outfit. — The Hauck Manufacturing Com- pany, Brooklyn, N. Y., has issued a pamphlet describing its kerosene thawing outfit and torches, and illu.strating their use on lailrcads, for such purposes as the thawing of track work, switches, signaling, hopper cars and the like. Sev- eral pages are devoted to detailed descriptions of the several sizes and types of burners made. Small Tools. — Catalogue No. 9, recently issued by the Pratt & Whitney Company, Hartford, Conn., is a complete catalogue of the small tools manufactured by the company. The booklet has over 300 pages and gives data and price lists of the company's taps, dies, milling cutters, reamers, punches, drills and miscellaneous tools. About 40 pages are devoted to tables of standard threads, thread dimensions and tap drill sizes, decimal equivalents, etc. Milling Machines. — Catalogue No. 19, recently issued by the Kearney & Trecker Company, Milwaukee, Wis., is an 86-page booklet describing and illustrating the company's I'ne of milling machines. The Kearney & Trecker Company manufactures milling machines only. In its catalogue it takes up point b\ point every part of the machines, empha- sizing each detail of mechanical correctness and summarizing the advantages of its unique and patented features. Portable Tools. — H. B. Underwood & Co., Phila- delphia, Pa., have recently issued a catalogue covering their extensive line of portable tools. The catalogue not only shows illustrations of new tools, but also covers many new 60 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 1 and interesting features which have been added to the older types. The booklet contains much useful information and is of especial interest at this time because of the rapid development which has recently taken place in the design of portable tools, and also l)ecause of their increased use in railway shops during the last few years. Gears. — Facts .\lx)ut Gears is the title of a 40-page book- let recently issued by the Van Dorn &: Button Company, Cleveland, Ohio. Tlie booklet is termed a reference book for gear buyers. It is divided into 21 sections giving such infor- mation as: Gearing terms, how to order gears of all kinds, spur gear specitications, bevel and mitre gear specifications, worms and worm gears, sprocket specitications, Lewis' rule for strength of gear teeth, diametral pitch formulae, diame- tral pitch taljle. circular pitch formulae, circular pitch table, decimal equivalents, metric pitch module, standard keyways, comparative size of gear teeth, etc. Paint Gi'x. — The Spray Engineering Company, Boston, Mass., in Bulletin Xo. 310 describes the "Spraco" paint gun, a hand tool for use in applying all kinds of liquid coatings. The complete equipment consists of the paint gun proper connected by fle\il)le hose to a portable unit combining in a compact, rugged form the material container, air dryer and strainer, pressure control attachment, and pressure gage. The equipment is adapted for use in shop or field and may be adjusted for spraying the highest grade of varnishes and lacquers, as well as heavy asphaltum and structural paints, producing finely finished surfaces without streaks or brush marks. It is al.so adapted to applying heavy durable coat- ings to rough structures. ExGiN'E Lathes. — The J. A. Fay & Egan Company, Cin- cinnati, Ohio, has issued Bulletin Xo. 201, describing its 18-in. standard engine lathe. This lathe has a double-slid- ing back gear and is equipped to give 16 spindle speeds, with a single back gear, ranging from 12.5 to 375 r. p. m. and 18 spindle speeds with the double friction l)ack gear ranging from 13.5 to 338 r. p. m. The feed box is provided to give four rates of positive geared feed. The spindle is made of .50 per cent carbon hammered crucible steel, and runs in large phosphor bronze boxes. This lathe has a swing of 18' i in. over the ways and 11^4 in. over the carriage; the lied is 8 ft. long and the distance between cen- ters is 4 ft. 5 in. The net weight of the lathe is 3,200 lb. Air Compressors — Pneumatic Hammers. — IngersoU- Rand Ccjmpany, Xew York, has recently issued the following bulletins: Form 8..U1, on "Little David'' pneumatic rivet- ing hammers, inside trigger pattern. These hammers are offered in six sizes, the dimensions and specifications of which are listed in the descriptive table in the catalogue. A very important tVature of this tool is the rivet set retainer designed to meet the regulations and requirements of the safety appliance laws enacted in the various states. Form 3,130 on class ER-1 power driven single stage straight line air compressors. These machines are built in various sizes from 6 to 12-in. stroke, with a piston displacement capacity of 52 to 955 cu. ft. per minute, and are equipped with the Ingersoll-Rogler t>-pe of air valve. Both catalogues are well illustrated. PxEUM.\Tic Collecting and Conveying Systems. — Catalogue X'o. 235 recently issued by the B. F. Sturtevant Company. Hyde Park, Mass., is devoted to the line of Stur- tevant fan systems for collecting dust and conveying ma- terials. The l)ook is 8 in. by 11 in. in size and contains 76 well illustrated pages. It shows the necessity for dust collecting systems and takes up the advantages of Sturtevant apparatus*^ for this work and for conveying pulverized coal and other materials. The fans themselves are described in detail with illustrations of the various types of fans and auxiliary ecjuipment. Information is given which will en- able the prospective purchaser to ascertain what type and size of apparatus is best suited for his purpose. There are also given tables of velocity, volume pressure, horsepower, etc. A large number of illustrations show actual installa- tions in plants of various kinds. Electric Railway Apparatus. — Recent bulletins from the Westinghouse Electric & Manufacturing Company in- clude the following. Circular Xo. 1516-A covers electric locomotives for freight haulage. It gives reasons for the adoption of electric locomotives, takes up the handling of freight traffic by electric railways and contains a detailed description of the equipment used in such work as well as the Interstate Commerce Commission requirements for this ser\'ice. Leaflet 3764-A describes the Xo. 323-V split frame type railway motor having a rating of 30 kw. at 600 volts. The Xo. 101-K railway motor with a rating of 30 kw. at 600 volts is described and illustrated in considerable detail in leaflet 3510. This motor is especially adapted to operat- ing conditions requiring the handling of heavy loads at slow speed without undue draft of current on the generating equip- ments. Circular 1577 takes up standard railway equipments and 1571 drum type controllers. The bulletins are well illustrated. Taps and Dies. — The Greenfield Tap & Die Corporation, Greenfield, Mass., has recently issued catalogue Xo. 37, con- taining the entire line of the Greenfield Tap & Die Corpora- tion, and taking the place of the old divisional catalogues as follows: Wells Brothers Company, Division Xo. 34; Wiley & Russell Manufacturing Company, Division Xo. 36; A. J. Smart Manufacturing Company, Division Xo. 3. By com- bining the tools of the different divisions, the line has been much simplified. The famous old trade marks, "Little Giant," •'Lightning," "Green River" and "Smart," are still retained as applies to taps, dies and screw plates, these brand names having reference particularly to the various styles of dies which have so long been marketed under these names. The new G. T. D. trade mark is already making its appearance on .some of the tools of the corporation, and will be added to others as fast as practicable. The line illustrated in the new catalogue includes taps, dies, screw plates, reamers, gages, threading machines, tap and die holders, the friction tap chuck, the Wells self-opening die, the new "Gun" tap, pipe threading tools, etc. Ingersoll-Rand Company'. — This company has recently i.ssued three new bulletins as follows: Form 9,024 deals with steam condensing plants of the Beyer barometric type. The Beyer condenser is of the liarometric counter-current type, in which the air and vapor leaving the condenser move counter to or in an opposite direction to the incoming water. As a result, the air contained in the water is removed before the mixture of water and steam takes place, and the air and vapor leave at a comparatively low temperature. The cata- logue describes the fundamental principles of steam con- densing plants in minute detail, and compares the Beyer l)arometric condenser with low level jet condensers and sur face condensers. Auxiliary apparatus, such as vacuum pumps and centrifugal water pumps, is also illustrated and described in detail. Form 4,122 describes the IR Model Leyner drill sharpener. This bulletin explains and illus trates the sharpener in detail, and shows the various styles o; bits. Machine sharpeners, it is asserted, not only make uni- form bits, but make them at less expense and with greater satisfaction than can be done by hand. Form 3,033 de .scribes the Imperial "XPV" duplex steam driven compres- .sors, produced to meet a demand for a steam driven air com pressor, designed and constructed to operate satisfacoril under "high pressures" and "superheat," as well as under "ordinary steam" conditions. The catalogue shows th- various sizes and capacities, and e.xplains in detail the operation of the Imperial piston valve. Volume 91 February, 1917 No. 2 Wc Want to Know We wish to secure several good articles covering different phases of milling machine practice in railroad shops. For instance, one reader might be able to supply information of special value as to the use of a certain type of milling machine for work which had previously been done on another type of machine at a greater cost or with less satisfactory results. Another contributor might be able to discuss the care and handling of milling machines in order to get the best work from them. Still another might have special information as to the design of the various types of cutters, or possibly of only one type. Still another may have devised jigs or special methods for performing a certain class of work and thereby greatly increasing the output of the machine. These are only a few suggestions. There are a great variety of different problems concerning the ad- vantages and use of milling machines in railroad shop prac- tice, of detail methods of handling the work, and of the design, manufacture and maintenance of the tools, cutters and jigs used in connection with them. In order that we may present a complete study in the form of special contributions to our readers, we shall offer three prizes of $20 each for the best articles from the practical viewpoint which are received at our office in the Woolworth Building, New York, not later than April 1, 1917. .\bsolute concrete data is what is needed, and it will be found in the end to be worth considerably more than rule- of-thumb estimating by competent men, however expert thev mav be. Analyze I'our Engine Failures partment. Valuation in the There are a variety of opinions as to Mechanical ' ^°^ thoroughly the valuation of the railways should be conducted. Some uepartment mechanical officers take this matter seriously, while others do not. There is one thing certain, however, and that is unless the mechanical department has sufficiently accurate information and data to support its valuation figures there will be an extended controversy be- tween the road and the federal authorities. No rule of thumb method should be followed. Only absolute cold and definite facts will stand the test of scientific analysis. The work IS being done at a great cost, and but little additional cost will be required to get the information completely and scientifically. Those roads that do not do this are taking a chance. It may result in the acceptation by the government, of an unfairly low valuation, or in the necessity of going over the work again more thoroughly. From the statement of the law it is apparent that the federal government is after definite information as to the absolute cost and value of the entire railway property. Un- doubtedly, in many cases a road's valuation will in the end nave to be handled by the railway lawyers. Lawyers are not mechanical men. They will be unable properly to argue their cases without definite and concrete information, nor will they be able to make their arguments good unless they can show how the information was obtained. Every bit of calculation with thorough explanation of the methods fol- lowed, should accompany each item valuated. The compu- tation should be based on fair and unquestioned premises. The successful man is known to be the one who seldom makes the same mis- take twice. This applies equally as well to the successful mechanical de- Needless to say, if it were possible to prevent engine failures recurring from the same causes the locomo- tives of this countr>- would be in a very high state of efficiency. Regardless of how impossible this may scan, thtre is much to be done in the reduction of engine failures. If every failure were carefully analyzed and the basic cause of the failure determined, a great deal could be done to eliminate them. One road states that the average cost per engine failure, exclusive of labor and material for repairs, amounts to $17. Cases have been known where this cost amounted to over $250, and it was a small failure at that Adding the cost of labor and material for repairs, the cost per engine failure would be far in excess of the above men- tioned average. The cost is not the only consideration. The reputation of the mechanical department is based very largely on the service it renders. The effect of engine failures is felt throughout the entire operating department, and every means should be taken to reduce them to a minimum. One mechanical department officer has taken special pains to impress upon his men the importance of finding the under- lying causes for the engine failures as they occur. Where it is found that they are caused by some inherent defects in the locomotive, strong efforts are made to correct them and the necessary changes are made at the first opportunity. Some roads make as many as 40,000 and 50,000 miles per engine failure, while others average below 10,000 miles. There are, therefore, large opjK)rtunities for improvement. It can be done, and it is important that it should be done. Good results can be accomplished only by a very careful analysis of every failure as it occurs, and by making cor- rections in the design and construction of the equipment to obviate them. Freight Car Most railway men do not fully appre- j^ . _ . ciate the opportunity there is for ob- epair rac taining actual profit from the car re- Earnings pj^jj. tracks. An investigation made by a road in the middle West has shown that under normal conditions a net profit of about $1 per car per day can be made under the M. C. B. prices. This road has taken special efforts to impress this fact upon the repair track foremen. Such profits, however, cannot be realized at the present time on account of the high cost of labor and n^te- rial, although the 25 per cent increase to the face value of 61 62 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 all car repair bills recently authorized by the executive com- mittee of the Master Car Builders' Association will tend to make some of these tracks profitable. Careful attention should be given to the arrangement of the cars on the track. Cars with light repairs should not be switched in between cars requiring heavy repairs, as time will be lost in getting the car back into service and it will occupy valuable space on the repair track. A few extra minutes used in properly switching the bad orders and classifying them according to the extent of the repairs to be made will be found to be well worth while. The car repair forces should be well organized and pro- vided with facilities for expediting the work. The repair track should be located convenient to the storehouse and the shops so that as little time as possible will be taken to provide the proper material for the repairs. The yard should have outlets on either end, and where it is composed of more than one track the bad order cars should be classi- fied according to the time it will take to make the repairs. Where it is found necessary to hold a car for shipment of material from owning roads, it will also be found profit- able in many cases to remove the car from the repair track, thus allowing another bad order car to take its place. If every car foreman in charge of repair tracks will analyze his particular plant, he will be surprised to see the profit that may l)e obtained in this work, considering, of course, the service value of the car. train. Others may be more or less expensive while some may even mean loss of life. Is it not well worth while, therefore, to provide a sufficiently large force to properly inspect each piece of equipment? The Cost of ^^ ^ know what trouble is caused p the mechanical department by equip- quipmen ment failures, but do we fully appre- Failures ciate what it costs the railroads in actual money? Of course it is difficult to determine just what the amount is but the following incident will indicate to some extent what it may be. A through passenger train which was running on a fast schedule was stopped 31 miles from a terminal by an engine failure due to defective re- versing gear. The accident was such that the engine could only run in full gear forward. Engines were exchanged with a fast freight train that happened to be in the vicinity and the passenger train proceeded. About five miles from the engine terminal the air supply gave out as the freight engine did not have sufficient compressor capacity. The brakes were bled and the train was taken in under the hand brakes, much to the discomfort of the passengers. A pas- senger engine was put on at this point and the train pro- ceeded, only to be delayed at the next station by a defective baggage car which had to be replaced and the baggage trans- ferred. This made the total delay to the train about one and one-half hours. In addition to its through business this train handles a large passenger and mail business from a point about 300 miles from its destination and which is in competitive terri- tory. To save this business and also to relieve the through train from many intermediate stops a special section of six cars was made up at this point and sent out a little late. The total delay of the through train at its final destination was only 15 minutes, and the special section came in a little later. Thus the through passengers and the local passengers from the city above referred to were but little inconvenienced. This, however, was accomplished at a considerable ex- pense to the railroad. The cost of the special section was in itself a fairly large item, but in addition to this there was the delay to the fast freight train, the delay to the in- termediate passengers on the through train, the cost of a baggage car transfer, the extra fuel consumption caused by an additional locomotive and extra fast runs to make up lost time, and wages for overtime to some of the train crews affected. This was the cost of two equipment failures on the same In this issue will be found a discussion Locomotive of the Kiesel locomotive tractive effort Tractive Effort formula by Lawford H. Fry, which is Formulas ^f interest as furnishing a ready method of calculating the tractive effort for any speed from the principal dimensions of the locomotive. Mr. Fry has departed somewhat from the usual practice and his method should provoke lively discussion on this subject, which is always of interest to designers. The empirical formula upon which Mr. Fry's method is based was developed from the results of tests of locomotives using saturated steam and its application to engines using superheated steam is open to criticism. There is an incon- sistency in basing the value of K on the total heating surface, including the superheater, as there is of course no actual evaporation in the superheater and the effect of the increase in the volume of the steam can be taken care of in the formula. The value of the hourly evaporation per square foot of heat- ing surface K for superheater engines is apparently an arbitrary figure. Using the total heating surface of the superheater engine and changing the value of K compensates for the effect of the elimination of initial condensation and the difference in the rate of heat absorption in the boiler and superheater, which Mr. Fry has assumed to be the same, but the method is hardly logical. The former practice of calculating tractive effort by apply- ing a speed factor to the rated tractive effort is no longer used when trustworthy data is desired and while Mr. Fry goes a step farther in taking account of some of the numerous factors on which the tractive effort depends, it would seem better in making such calculations to estimate the total evaporation by making use of the data now available concerning the rate of heat absorption in various parts of the boiler, modified to suit the particular case under consideration. The numerous tests which have been conducted on modem locomotives make it possible to estimate the water rate with a fair degree of accuracy and by applying the water rate to the total evapora- tion, and determining the horse power, the tractive effort can be calculated. This method is not as easily applied as the formula given by Mr. Fry and the choice between the two systems is a matter in which each designer will use his own judgment. It would be interesting to know the consensus of opinion on this subject and contributions from our readers will l>e welcomed. A Neglected Function of the The testing department of a railroad has two principal functions, both of vital importance in promoting efficien- Testing Department ^.y. The first of these, the testing of materials, is so evidently important that a staff of specialists is usually engaged to attend to it and the organization is built up on a permanent basis. The investigation of new methods and the testing of new devices, while no less impor- tant, is not so much a matter of routine and unfortunately the work along that line is regulated largely by the financial showing of the railroad. An organization built up with care is often destroyed when drastic retrenchment is de- manded. It is for this reason, probably, that so few railroads have adequate facilities and a trained force for testing new devices. That the matter is of sufficient importance to warrant at- tention, no one will deny. The amounts which the railroads spend for fuel, oil and supplies make the saving of even a small percentage of the total a matter of great importance. A comparatively slight percentage of saving in operation February, 1917 RAILWAY MECHANICAL ENGINEER 63 justifies an expenditure of large amounts of money and yet, in spite of the enormous sums which the railroads are spend- ing for improvements, their purchases are seldom based on specific knowledge of the performance which can reasonably be expected of the devices purchased. There are certain devices whose efficiency has been demonstrated until it is no longer questioned, but there are many more of questionable merit which are adopted because the arguments advanced in their favor are plausible and no one is in a position to say tliat they will not do what is claimed for them. An efficient testing department should determine the value of new devices so that they can be adopted at once if they will effect a ."^aving, or definitely rejected if found worthless. The lack of energy in developing the superheater, even after the economy of superheated steam had been demon- strated, is an instance of the indifference toward new devices manifested by American railroads. The Clench superheater was patented in 1896, the Cole superheater in 1904, and the Schmidt superheater was developed in practically its pres- ent form in 1906. At the St. Louis tests in 1904 an engine equipped with a Pielock superheater showed a steam con- sumption of 16.6 lb. per indicated horsepower hour, while the lowest steam consumption for an engine using saturated steam was 19.4 lb. per indicated horsepower hour. In spite of this demonstration of the marked economy of superheated steam and the feasibility of using a high degree of super- heat, there was only one railroad on this continent which took a prominent part in the development of the superheater, and the device was not generally applied in considerable num- bers until about 1912. In purchasing valve gears, how many roads will consider tlie first cost and the cost of repairs and neglect the more important question of relative coal consumption? So far as we know, no railroj^d in this country has tested the valve gears now on the market with a view to determining their relative economy, taking all factors into consideration. Cer- tainly the importance of the question would warrant a care- ful investigation, and this is but one of many problems which should be handled in a broad, thorough way. Each great railroad system should have an organization capable of taking care of all such matters. For the smaller roads it is not feasible and here is the field for a joint experiment station. The particular form of testing department organization which will give the best results is a matter which each rail- road will determine for itself. At present the important thing is to organize the work so that the standards can be established, not on a vague general idea of relative merits, but on a sound basis of the amount which can be saved in dollars and cents. Car Inspectors ^^^ Railway Mechanical Engineer has ,., . „ gone on record many times in recent Need Better ° . ^, ■' •.<••• years concernmg the necessity oi giving Training more real attention to the selection and training of car inspectors. Hiram W. Belnap, chief of the Division of Safety of the Interstate Commerce Commission, in a paper before the Central Railway Club, which is ab- stracted elsewhere in this issue, made a most forceful and able presentation of this subject. While he did not attempt to tell in detail how the situation could be improved, he clearly pointed out facts and made a number of suggestions which, if adopted, would do much to improve conditions In addition to the car inspector's duties, as outlined in the paper, several more might be added, including a working knowledge of local agreements and the peculiar require- ments which exist at many interchange points. What other class of railway employees must fulfill such exacting re- quirements, or have it within their power to save or waste more money, or to protect or endanger so many lives? Is it not to be wondered at that so little svstematic attention has been given to the selecting and training of these men? Inasmuch as the greater number of the car insjjectors are promoted from freight car repairmen, it would seem that the place to begin is in giving more care to selecting men when they first enter the service and in seeing that they are thor- oughly instructed in their duties, as well as in those things which may fit them for promotion to more important posi- tions. With a few notable exceptions, the railroads gen- erally have entirely disregarded the necessity of so doing. Indeed, officers at the heads of the car department who have had many }ears of practical experience, while admitting the seriousness of the conditions, will insist that a satisfactory apprentice system, similar to that used in the locomotive department, cannot be installed. They will claim that even in the smaller towns it is useless to tr)' to attract the higher grade of boys, because the work of the freight car repairman is classed almost with that of the common lal)orer. Then, too, it will be argued that these men need to know how to do well onh' a few jobs or operations and do not need a general training in the work. Difficult}- has also been found in keeping the boys to the end of their apprenticeship because of more attractive positions in other fields. Is there not something wrong with a system which allows such conditions to exist? Industrial managers are begin- ning to realize that one of the great extravagances of the American industrial system is the continual hiring and firing of men. Steps are being taken by many concerns to remedy this condition. Is it not time that the railways also awakened to their responsibilities in the matter? The real executive not only has vision and foresight, but has the ability to impress those above him and make them see in concrete terms the possibilities which lie ahead. Those in charge of the car department cannot very well afford to "pass the buck" and claim that there is inadequate super- vision or that the higher officers are not SMtipathetic. It is their business to impress these higher officers with the neces- sities of the case and to give adequate attention to the great problems affecting the human element. Several suggestions were made at the Central Railway Club meeting which will be helpful in the solution of the problem. In order to attract the right kind of men to the car repair department and develop efficient and effective car inspectors it may be necessary to increase the wages, but there are other things of at least as great importance. For instance, they must be made to feel that they are a vital part of the organization. Their positions must be dignified and facilities should be provided which will make their work as convenient and comfortable as possible. Above all they must be given systematic and thorough instruction in their duties and with a view for fitting them for promotion. Truly, it is a big problem, requiring the ser\Mces of big men, and on its solution depends to a great extent the future welfare of our railways. NEW BOOKS Proceedings of the Master Car and I.ocomotivf Painters' Association. 116 pages, 6 in. by 9 in. Published by the association. Albert P. Dane, secretary, Reading, Mass. This is the report of the forty-seventh annual convention of the Master Car and Locomotive Painters' Association which was held September 12, of this year, at Atlantic City. It contains a report of the test committee, which during the year made a number of tests on heat treated linseed oil and on various paint materials, to find which will offer the great- est resistance to sulphuric acid. Other reports and papers are included in the book concerning the painting of steel passenger car equipment, the treatment of light colored headlinings, proper method of classifying cars for the shop, economy in railroad paint specifications, removing varnish and cleaning cars. Virginian Triplex Locomotive Total Weight 844,000 Lb.; Maximum Tractive Effort 166,000 Lb.; Designed for Heavy Pusher Service A TRIPLE articulated compound locomotive, with 2-8-8-8-4 wheel arrangement, has recently been built by the Baldwin Locomotive Works for the Virginian Railway. As far as the general principles of its design are concerned, this locomotive is similar to the Erie Triple locomotives, which have now been in service a suffi- cient length of time to demonstrate the value of the type in heavy grade work. The Virginian locomotive exerts a maxi- mum tractive effort of 166,300 lb. and was designed with a height limit of 16 ft. 10 in., and a width limit of 12 ft. at a height of 2 ft. 3 in. above the rail. The center line of the boiler is placed 10 ft. 9 in. above the rail. Flanged tires are used throughout the lateral play between rails and flanges, being J^ in. on the front and back drivers of each group, and 5^ in. on the main and intermediate pairs. The locomotive is turned on Y's, on which the curvature is 18 deg. The boiler is of the wagon top type, with an outside diameter of 100 in. at the third ring. Both the main and auxiliary domes are mounted on this ring, the latter being placed over at 15-in. opening in the shell. The longitudinal seams are all placed on the top center line. That on the dome ring is welded throughout its entire length, while the seams on the first and second rings are welded at the ends. The circumferential seam uniting the second and third rings The throttle is of the Rushton type, designed to suit the restricted clearance limits. The dome is 10 in. high and 36 in. in diameter; the opening in the shell measures 20 in. longitudinally by 28 in. transversely. The throttle valve is seated immediately over this opening, and on the throttle pipe is cast a supporting bracket which is bolted to the boiler shell. The valve is lifted by a transverse rotating rod,, which passes through a stuffing box in the side of the boiler below the dome and has an outside connection with the throttle lever. The latter is placed in a vertical position, and is designed to give maximum leverage and slowest travel of the valve at the beginning of its movement. The superheater header is of cast iron, in one piece, and is designed for a 6 5 -element superheater having 2,509 sq. ft. of heating surface. The superheated steam pipes leading back to the high pressure cylinders are fitted with slip joints, and the right hand pipe has a connection, through a suitable cast steel elbow, with the Simplex starting valve. This valve is located in the high pressure cylinder saddle. When working compound the two high-pressure cylinders exhaust into a common chamber, which communicates with the front and back receiver pipes. In starting, the inter- cepting valve is in such a position that live steam enters both the front and back receiver pipes, as well as the high- ■j A VlROtNIJkN -r,^.« 700 The Virginian Triple Articulated Locomotive and the seam uniting the third ring with the throat and out- side firebox sheets are triple riveted. The back tube sheet is straight, and the tubes have a length of 25 ft. The furnace is of the Gaines type, fired by a Street stoker, and the arch is supported on five tubes. As the fire- box is placed above the middle group of driving wheels, the space available for the throat is exceedingly re- stricted, and sufficient depth of throat has been obtained by depressing the front bar of the mud ring between the wheels. Flexible bolts stay the throat and back of the firebox and are used in the breakage zones in the sides, while four rows of Baldwin expansion stays support the for- ward end of the crown. The mud ring is supported on verti- cal plates at the front and back, and at one intermediate point. Here the load is transferred to the plate through a transverse, cast steel brace, which is strongly ribbed, and supports the longitudinal grate bearers. The ash pan, in spite of the limited space available, has two large hoppers with cast steel bottoms and drop doors. The back receiver pipe and reach rod pass through the pan, a longitudinal duct being provided for this purpose. Provision is made for admitting air at the front of each hopper and near the top of the duct at each side, as well as under the mud ring. pressure cylinders; the high-pressure exhaust being conveyed to the smokebox through a separate pipe, which terminates in an annular nozzle surrounding the main nozzle. Both the main and auxiliary nozzles have removable thimbles. The intercepting valve is so arranged that, by admitting steam through a pipe connection from the cab, the locomotive can be worked single expansion at any time. When drifting, saturated steam can be admitted to the high-pressure cylinders through a pipe connected with a lever valve in the cab. The high-pressure cylinder saddle is made in two pieces, the upper of which is riveted to the boiler shell, while the lower is cored out for the intercepting valve and pipe connec- tions. All six cylinders are cast from the same pattern; they are of vanadium iron, so designed that bushings ^ in. thick can be applied subsequently if desired. The pistons have dished heads of forged steel, with cast iron bull rings held in place by electrically welded retaining rings. The piston rods are of Nikrome steel, without extensions. Vanadium cast steel is used for the cross-bead bodies; they are of the Laird type, and are as light as is consistent with the strength required. The main crank pins are of Nikrome steel, hollow bored, while the main and side rods and main driving axles are of chrome-vanadium heat treated steel. Vanadium steel 64 ilN^ Virginian Triplex Locomotive Total Weight S44,0()0 Lb.; Maximum Tractive Effort 166. (KM) Lb.; Designed for Heavy Pusher Service Alkll'Lil articulated runi{»oun(l KxoiiKttivc, with 2-8-8-8-4 whftl arrainituH-nt, ha.s recently been l>uilt l»y tlu' lialdwin L(x<>ni()tivc Works for tlie \ iruinian Kailua)-. As far as the general priiu iples of its t") II.. and wa> de.-iuned with a ieight limit of lo ft. 10 in., and a width limit of 12 ft. at a heijrht of 2 ft. .> in. al>ove the rail. The (enter line of the l.oiler is phued 10 ft. *^' in. ahove the rail. riani;ed tires are used throughout the lateral play lietween rail.> and llaimes, beiny "s in. on the front and l)ack drivers of each urouji, and >8 in. on the main and intermediate pairs. The UHoniotive is turned on Vs. cm which the curvature i-^ IS dl•i,^ 1 he boiler is of the wa<4on top type, with an oui.-ide diameter of UMt in. at the third rinii. Hoth the main antl auxiliary dome> are mounted on thi> rini:, the latter beint; placed over at 15-in. opening in the -lull. The longitudinal -cams are all placed on the tof) center line. That on the dome ring is welded throughout it- entire length, while the -cam.5 on the first and second ring- are wtlded at the ends. The rin itmft rential -cam unitiiiL' tlu- -t<(rii(l .iiul third rings Ihc throttle is of the Rushton type, designed lo ?uit the restricted clearance limits. The dome is 10 in. high and 36 in. in diameter; the o])ening in the shell measures 20 in. longitudinally by 28 in. tran.sver.sel}. The throttle valve is seated immediately over this opening, and on the throttle pipe is castja supporting bracket which is bolted to the boiler shell. The v^lve is lifted by a transverse rotating rod, which passes through a stufting box in the side of the boiler below the tlcnie ,and has an out.-ide connection with the throttle lever. I'he Ijuter is jdaced in a vertical f)osition, and is designed to giv^ maximum leverage antl -lowe-t travel of the valve at the Inlginning ui its movement. 'J'he -upcrluater header is of cast iron, in one piece, and i- di-iigru'il for a o.^-element -U])erheater having 2,509 xj. ft. of Jieating surface. The superheated steam pipes leading back tjo the high pn.-sure (ylinders are fitted with slip joints, and the rigiit haiul pipe has a connectioit. thr(;ugh a suitable cast .-teel elbow, with the Simj)lex starting valve. Thi- valve is located in the high pressure cylinder saddle. When working comyxmnd the two high-pre.-.-ure cylinders exhaust into a common chamlier. whi< h communicates with the fi^ont and back receiver pipes. In .starling, the inter- cepting valve is in such a jwsition that live steam enters both tilie front and back receiver pipes, as well as the high- The Virginian Triple Articulated Locomotive .md the -earn uniting rite third ring with the throat .iiul out- -ide firebox -heets are triple riveted. Ihe liack tulie sheet is :-traight, and the tubes havi- a length n\ 25 ft. The furn.ue is of the (iaines type, I'ired b\ a Street stoker, and the anh is sup[>ort<'d on the tube<. .\s the fire- box i- placi- of driving wheels, the -pace available f(ir the throat i- exceedingly re- ^lricted. and suffu ient depth of thn»at ha> been obtained l>y depres-ing the front bar of the mud ring betwren the wheels. IlcxibU bolt- -lay the throat and back of the t'irebox and are u>ed in the breakage zones in the sides, while four rows of Baldwin expansion .«tays sujjport the for- ward end of the crown. The ntud ring i.s sup()orted on verti- < al platis at the front and t>aik. aiul at one intermediate point. Here the load is tr.ui-ferred to the [dale through a transverse, cast steel lirace. which is strongly ribbed, and support- the longitudinal grate bearer-. ihe a-h j)an. in sj>ite of the limited si)ace available, h.i- two large hoppers with cast steel bottoms and drop doors. 1 he back receiver pipe and reach rod pas? through the pan. a longitudinal duct being provided for this pur|)o-e. I'r()vision is made for admittinir air at the front of eaih hopjier and luar the top of tht du( t at each -ide. a- well a- under the mud ring. ]>re--uri' cylinder-: tlu high-|>re.-sure exliau-t liiing conveyed to the -mokeiiox through a sej)arate pipe, whith terminates in an annular nozzle surrounding tlu- main nozzle, lioth the main and auxiliary iio/zles have removable thimbles. The iiitenepting valve i- -o arranged that, by admitting steam through a |tipe lonnection from the cab, the locomotive can I)e worked -iiigle i\|iaii-ion at any time. When drifting, -aturated -team (an Ite admitted to tlie high-pressure cylinders through a jiipe (omiec t('«l with a lever valve in the cal>. The hiuh-i^re-.-ure t\linder -addle is made in two |)ieces, the u[)[)(r of whiih is riveted to the boiler shell, while the lower is ( oreil out for the intercepting valve and pijje connec- tions. .\11 -ix cylinders are cast from the same jKittern; they are of vanadium iron, so designed that bushings v; in. thick can be ap[)lied subse<|Uently if desired. The pi.'itons have dislunl heads of forged steel, with ( a.-t iron bull rings held in place by electrically welded retaining rings. The piston rods are of Xikrome steel, without exlension^. X'anadium ca.'it steel is used for the cross-bead Ixxlies; they are of the Laird type, and are as light as is consistent with the strength re(|uired. The main (rank pins are of Xikrome steel, hollow bored, while the main and side rods and main driving axles are of chrome-vanadium heat treated steel. X'anadium steel 64 AaOMPANYINC. THE RaIIAVAY MEfHANUAI. ExGINEER FOR FEBRUARY, 1917. Triplex Compound Locomotive Built by the Baldwin Locomotive Workt for th. ^'irflinlan Railway; Total Tank Capac'r^ /3.0O0 Oa/s. Fuef Capac'/t/ /Z Tons \ i'T Railway; Total Weight, 844,000 lb.; Tractive Effort, 166,300 lb. February, 1917 RAILWAY MECHANICAL ENGINEER 65 is used for the driving tires and also for the springs. The valve motions are of the Baker type, controlled by the Ragon- net power reverse mechanism. The frames are of vanadium steel castings, 6 in. in width. The radius bars at the two articulated frame connections are attached to horizontal transverse pins, and are fitted with case-hardened spherical bushings which embrace the hinge Qp^cP^o' oSp' 'oi^w' COXQ ogo, ovf,o°d)goj^ogogo§o^ ® ^:^3,5§ogSgSgog.^o^o-'^oSo°oOoOo m §g§ gyytS) wtxx^ wmw ...%:8g§g§g§g§g§; loSaoSoOSo. oxogogo oxo^ re^-€F- o^ w 36S.2':i' Tubes es, S^'FJi/ef. -119- Section Through the Firebox and Elevation of the Front Tube Sheet pins. This construction provides flexibility in a vertical as well as horizontal plane, and prevents binding at the hinge pins when passing over sudden changes in grade or poorly surfaced track. It has been used by the builders in a number of recent Mallet locomotives. The structural details include a number of steel castings of unusual design. The waist bearers supporting the forward part of the boiler barrel, for 9 in. deep inside. It has a capacity of 13,000 gallons. The top is rounded to a radius of 22 ft. 1 in. and the tc^ and side sheets are joined by a plate which is bent to a 3 -in. radius. This provides a neat finish, and makes it impossible for water to accumulate on top of the tank. Supports for the tank are provided by the guide bearer of the rear engine by two cast steel bearers placed respectively between the second and third and the third and fourth pair of wheels of the rear groups, and by three bearers composed of ^^-in. plates, which are placed over the rear frame extensions. The exhaust steam from the rear cj'linders passes through a feed-water heater, which is placed under the tank, and con- sists of a long drum 22 in. in diameter. The exhaust steam passes through 31 tubes, 2^ in. in diameter, which traverse the drum, 437 sq. ft. of heating surface thus being provided. The feed-water is handled by a Blake and Knowles piston pump, which is placed between the tank and the heater. The pump is located under the tank, back of the rear driving wheels. This arrangement requires a flexible connection in the steam line leading to the pump, but as only cold water is handled, the pump is far more reliable in service than it would be if placed between the heater and the boiler, where hot water would have to be handled. The locomotive is also provided with two injectors for use in cases of emergency. The tank is of such length that it extends considerably be- yond the rear driving wheel base, and the weight of the over- hang is carried by a four-wheel, constant resistance engine truck of the Economy t}pe. This truck has a total swing of 133':+ in., and the load carried by it is equal to the total weight of an express passenger locomotive of 30 years ago. The two-wheel leading truck is of the Economy t)pe also. Attention should be called to the sanding arrangements used on this locomotive. There are four sand boxes placed right and left over the boiler, two for the forward group of wheels and two for the middle group. Sand for the rear group is carried in a box, which is placed on top of the tank. The pipes from this box are run to the bottom of the tank through two vertical pipes ^Yi in. in diameter. The sanders are of the Graham-White "Perfect" type and are 12 in num- ber, six for sanding forward and six for sanding backward. In connection with the sanding equipment, rail washers are placed at each end of the locomotive, and a specially designed valve in the cab controls the supply of sand and washing water simultaneously. When the handle of this valve is turned in one direction, sand is delivered under the front drivers of each group and water is discharged through the Boiler of the Virginian Triplex Locomotive example, and the three guide bearers are all bolted to both t'le upper and lower frame rails, and constitute most effective transverse frame braces. The front bumper beam and deck plate are combined in a large steel casting, furnished by the < ommonwealth Steel Company and designed to house the 'liner A-59 draft gear. This style of draft gear is also used '^' the back end. The tank is 33ft. 4 in. long, 11 ft. 4 in. wide and 5 ft. washing pipes at the rear; while if the handle is turned in the opposite direction, sand is delivered under the rear drivers of ^ch group and water is discharged through the front wash- mg pipes. Suitable nozzles are also provided for blowing out the sand traps and their pipe connections by means of com pressed air. Flange oilers are applied to the front and rear driving wheels in each group. The cab is roomy and the fittings are conveniently ar- 66 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 ranged. The front wall of the cab is sloped to follow the . inclination of the back-head, in order to provide ready access to the stay-bolts. The cab equipment includes a pyrometer and a low water alarm. The advantage of a power reverse mechanism in simplifying the arrangement of the cab fittings is most apparent in a locomotive of this size. Where practicable, the railway company's standard details have been used in this locomotive. The driving tires and driving boxes interchange with those of the Class M-C Mikado t>pe locomotives, which are used in heavy freight service on the low grade sections of the line. The princi[)al data and dimensions are as follows: General Data Gage 4 ft. 8J4 in. Service i'?*"'*'*'^ F„ei Soft coal Tractive effort l^^'^nn l^ Weight in working order ?:?7'5nn ik' Weight on drivers ^^^'^^^ lu' Weight on leading truck 36,000 b. Weight on trailing truck. • • • o^^'SRn k' Weight of engine and tender in working order 844,000 ID. Wheel base, driving 67 ft. 7 m. Wheel base, rigid 15 ft. 3 in. Wheel base, total 91 ft. 3 m. Ratios Weight on drivtrs -:- tractive effort 4.4 Total wciglit ^ tractive effort o^^l Tractive effort X diam. drivers -H e(iuivaknt heating surface 829.3 Equivalent heating surface* -^- grate area 103.6 Firebox heating surface -r- equivalent hiating surface,* per cent.... 3.2 Weight on drivers -f- equivalent heating surface* 64.8 Total weight H- equivalent heating surface* 75.3 Volume both cylinders 46.3 cu. ft. Equivalent heating surface* -~ vol. cylinders 242.1 Grate area -^ vol. cylinders 2.3 Cylinders Kind Compound Dianuti r ami stroke ( 'ix) 34 in. by 32 in. Valves Kind Piston Diameter 14 in. nil eels Driving, diameter over tires 56 in. Driving, thickness of tires iVi in. Driving journals, diameter and length 11 in. by 13 in. Engine truck wheels, diameter 30 in. Engine truck, journals 6^ in. by 14 in. Trailing truck wheels, diameter 30 in. Trailing truck journals 6Y2 in. by 14 in. Boiler Style Wagon top Working pressure 215 lb. per sq. in. ( )utside tliameter of first ring 100 in. Firebox, length and width 188 in. by lOSJi in. Firebox plates, thickness sides, back and crown, ig, in.; tube, 5^ in. Firebox, water space front, S}4 in.; sides and back, 5 in. Tubes, number and outside diameter 365 — 2;4 in. Flues, number and outside diameter 65 — 55^ in. Tubes and flues, length 25 ft. Heating surface, tubes and flues 7,689 s(i. ft. Heating surface, firebox 359 sTnan present. This whole-hearted co-operation along with the excellent subjects yielded the author his greatest benefit. Plant visitation consisted in inspection of the representa- tive foundries of the city and afforded the opportunity of seeing how other people do it. Its benefits are too obvious to require comment. The foundry exhibition afforded a great study. Every related phase was represented, equipment, supply, literature, etc. Life-sized working models, demonstrations, explana- tions, information, could be seen and had for the asking. We derived invaluable benefit in practice and ideas from the exhibition. The convention instills within a man a love and apprecia- tion for organization which is a great power. Each "getting together" cements more firmly, and the man attending gets the benefit of the cementing. Maximum benefit from the convention involves a close study of it. The author wrote the Cleveland convention up for a trade paper. He had to study it and sift its proceedings. He realizes full well the results of studying a convention. Of the many improvements in practice we derived from the convention we submit the following as representative: We presented a paper ourselves on "Gating Non-ferrous Castings." In writing that paper several new ideas came to us. One was that a single gate cut and poured properly would give better results than a half dozen or more combined in running long thin strips. We tried it and were surprised at the high efficiency of the single gate. This single gate weighed about one-tenth as much as the old multiple gate and was much cheaper because of the great loss of high priced metal in melting. We have been using it ever since. We exhibited samples of this gate accomplishment at the con- vention and other foundrjinen present said that they too would discard the multiple in favor of the better and cheaper single gate. CONVENTIONS— A MIND TONIC BY E. S. BARNUM* If you want to be abreast of the times you must make the opportunity to attend some of the mechanical conventions. The young man who has his career ahead of him is the one who can least afford to miss the things that come to him through the attendance of at least one convention each year. It is a great and only-too- frequent mistake to look at the matter in the light of a great sacrifice of time and money. There's no sacrifice about it. It is the best investment that can be made. We are in a period of rapid development. A car or loco- motive which was adequate a few years ago is now looked upon as antiquated. What does the future hold? There is no better way to get an indication of future de- velopments than to attend one of the conventions of the im- portant branches of the mechanical field. And don't forget that you must be able to work in terms of the future if you would command attention. The past is history and open to all, but the future with great things in • This contribution was entered in the competition, but was not considered in making the awards, Mr. Barnum havine associated himself with our editorial sta.ff before the awards were made. Store, is quite another matter. Association with the far- sighted, and an ear close to the ground will certainly help in reading the signs of the times. Only at a convention are you privileged to hear authorities give their opinions on various subjects of general interest. In many cases you have but to step out to the exhibits and see some actual examples of the subjects discussed. The ex- hibits at some of the conventions are an education in them- selves. Hearing first handed what the leading lights of the rail- road mechanical world have to say on the live subjects is like a tonic to an active mind. We are very careful to keep our physical condition toned up. The mind should be treated just as fairly. A splendid- definition for a real live convention would be "a mind tonic." WHAT THE AIR BRAKE ASSOCIATION HAS DONE FOR ME BY W. P. HUNTLEY General Foreman, Chesapeake & Ohio, Ashland, Ky. I wish to write on this topic, not for the reason of the prizes offered, but because of the value this association has been to me and to others. I have been a member of it 19 years, joining at the annual meeting in Nashville in 1897. The association at that time was four years old. It was at a time when air brake infor- mation was hard to get. The best and most authentic avail- able descriptive information was contained in what was known as the "little black book" published by the Westing- house Air Brake Company. I can remember taking the diagrams and charts that this book contained, and comparing them with the different ports of the brake mechanism. Some of the ports were not clear on the diagrams and in order to trace them out clearly, I found it necessary to blow through the ports or insert several drops of water with an ink dropper and trace the cavities in this way. It was tedious, uphill work, although I can say that the knowledge gained by these methods "stuck." At the Nashville convention. I was a timid young man, frankly afraid to speak about or on the subjects that were before the convention. I listened, I absorbed, I became in- terested and enthused. In fact, there was a spirit of earnest interest manifested by all the members and the desire by all to master the details of the troubles, ailments and treatment of the different parts. In 1898 I was appointed air brake instructor of our com- pany, continuing in the position six years, and was then ap- pointed shop foreman and general foreman at different points^ on the system. I realized fully what the Air Brake Asso- ciation was and is to me. From 1897 to the present time, its progress has been great in the way of spreading broadcast knowledge and information that would otherwise be hard to obtain. It is with a feeling of pride that I note that the Master Mechanics' and Master Car Builders' Associations are recog- nizing its usefulness as a helpmate to them. The value of the Progressive Questions and Answers is very great, and had the Air Brake Association copyrighted them, its treasury would have been filled to overflowing. But no, it would not do this, stating the information was for the members and the railways the members served. Even when it was clearly evi- dent that other air brake publications were using their "gun- powder,"' it stuck to its text, believing it best for the common good, for how could the shop repairmen or trainmen be reached otherwise ? I trust to see the day when the Air Brake Association will come fully into its own, when railways will encourage their air brake foremen to attend and join, when railways will purchase copies of the yearly proceedings for the different shops and terminals for the men to read and study, and when the Railroad Y. M. C. A. will carry it as a text book. Februarv, 1917 RAILWAY MECHANICAL ENGINEER m THE KIESEL LOCOMOTIVE TRACTIVE EFFORT FORMULA BT LAWFORD H. FRY Prof. A. J. Wood, in his article in the December Railway Mechanical Engineer, page 627, does considerable service in putting W. F. Kiesel, Jr.'s, formula on record, but it seems to the writer that the formula offered for the tractive power would have a wider practical usefulness if explained more fully. It also seems that this formula can be more readily handled if brought into a slightly different form. The formula is based on the assumption that at running speeds the relation between the mean effective pressure and the initial pressure in the cylinder is given by the equation : 2 Pi Using this to replace the cylinder, driving wheel and heat- ing surface dimensions, equation (2) becomes B V w E = 43 X — K P (3) Pm = (I) I + E where Pm = the mean effective pressure in pounds per square inch. Pi r= the initial pressure in pounds per square inch. E = a calculated quantity which Professor Wood calls the ratio of expansion. This expansion ratio is found by dividing the weight of a cylinder full of steam at the initial pressure by the weight of steam actually passed through a cylinder at each stroke. In terms of volume, which is the way in which expansions are usually figured, this expansion ratio is found by dividing the cylinder volume by the volume which the steam passed through in one stroke would have at the initial pressure. It is worth noting that this expansion ratio is not the same as that usually calculated from an indicator card, because on the card we deal with only the steam present in the cylinder as steam^ while in the present case the steam passed through the cylinder includes all of that lost in the cylinder by initial condensation. In the formula the amount of steam passed through the cylinders is determined by the steaming capacity of the boiler. If the locomotive has H sq. ft. of heating sur- face each foot of which produces K lb. of steam per hour, the total hourly steam production will be HK lb. The volume HK of this is cu. ft., where W is the weight of one cubic W foot of steam at the initial cylinder pressure Pi. The volume d' 1 of one cylinder is cu. in., and transforming this into 4 cubic feet and multiplying by the number of strokes per hour, the total piston displacement per hour is found to be . 110 d» 1 — V cu. ft. 3 D where d =■ the cylinder diameter in inches. 1 = the piston stroke in inches. D = the driving wheel diameter in inches. V = the speed in miles per hour. The expansion ratio is found by dividing the cylinder volume by the volume of steam produced, or in symbols 110 dM w E = — X V y 3D HK (2) So far we have followed Professor Wood, merely putting into words what he has given in symbols only, but now a modification of the formula is suggested to bring it into a condensed form, so that in practical work it can be applied with less calculation. The basis of this is the boiler factor B = Rated Tractive Effort Total Heating Surface The rated tractive effort is calculated from the cylinder dimensions with a mean effective pressure equal to 85 per cent of the boiler pressure, so that P d» 1 B = 0.8S On the right hand side of this equation we have four factws which bring into account various phases of the design and operation of the locomotive. (1) B, the boiler factor, is dependent on the prqwrtions of the locomotive and its value will depend on whether high speed or low speed is aimed at in the design. It may run from about eight in the case of Atlantic tvpe loccHnotives to about 15 in the case of Consolidations. (2) F is the speed at the moment under consideration. (3) K is the hourly evaporation per sq. ft. of heating sur- face.* The value will vary somewhat with the design of the locomotive and with the quality of the steam produced. Pro- fessor Wood assumes, in the case he calculates, K equal to 10 for a saturated steam locomotive. This is a conservative value, as the Pennsylvania Railroad in the testing plant at Altoona has shown an hourly equivalent evaporation of as high as 18 lb. from and at 212 deg. F. per sq. ft. of heating surface. As this was superheated steam the corresponding actual weight of steam would be about 14 lb. This is a maximum figure and for general practice it would be safe to put K rr 11 for saturated steam. K = 10 for superheated steam. If a more general statement is preferred we can say that the heat available for evaporation which can be absorbed per hour per sq. ft. of total heating surface may run as high as 17,500 B.t.u., but can be conser\'atively estimated as 12,500 B.t.u. in general practice. Professor VVoods' figure corre- sponds to about 11,600 B.t.u. For any given rate of heat absorption the weight of steam produced will depend on the amount of heat required to pro- duce each pound. This is mainly dependent on the amount of superheat to be given to the steam and is only very slightly affected by the pressure at which the steam is produced. For the present purposes the effect of the pressure can be neglected. The following table is drawn up to show the amount of heat required for the production of one pound of steam at various temperatures. Table I. 1 2 ■ 3 4 5 • Weight of steam produced Heat for per sq. ft. of heating surface per the production hour for various rates of heat absorption. of 1 lb. of steam from / ^> ^ Degrees feed water at about r (K) ^ of Superheat. 70 deg. F. For 17,500 For 12,500 For 11,300 Deg. F. B.t.u. B.t.u. per sq. ft. B.t.u. per sq. ft. B.t.u. sq. ft. (sat.) 1161 15.1 10.8 97 50 1193 14.7 10.5 9^ 100 1221 14.3 10.2 9^ ISO 1247 14.0 10.0 9.1 200 1272 13.R 9.8 8.9 250 1297 13.5 9.6 8.7 In this table the feed water temperature is assumed to be about 70 deg. F. The three last columns give values for K under various conditions of superheat and of heat absorption or steaming capacity. The figures in column 3 apply to a well designed boiler under conditions of maximum steaming capacity and exceed those which can be maintained in service. Those in column 5 apply to a boiler which is not being pushed to its utmost. Column 4 gives figures which are generally applicable for a conservative calculation. In dealing with modem superheater locomotives the superheat should be taken as about 200 deg. W ^(4) The fourth factor in equation (3) , depends only where DH P=the boiler pressure in lb. per sq. m. •The total heating surface Is based on actual dimensions and not on the so-called equivalent heating surface. It includes the fire side of the firebox surface and of the arch tubes, if any. the water side of the boiler flues, and ttie fire side of the superheater elements 70 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 on the quality and pressure of the steam. Its value for var- ious boiler pressures are shown in column 4 of Table II. Table II. i 2 i 4 W Weight of 1 P Degret"^ of cu. ft. of steam W Boiler Pressure. Superheat. at initial pressure. — Lb. sq. in. Deg. F. Lb. cu. ft. P 160 0.384 0.00240 200 0.290 0.00181 170 0.405 0.00238 200 0.305 0.00179 180 0.426 0.00236 200 0.321 0.00178 190 0.447 0.00235 200 0.337 0.00177 200 0.468 0.00234 200 0.351 0.00176 The values-of W are given in column 3. These it must be remembered show, in accordance with the Kiesel formula, the density of the steam at the initial pressure in the cylinder, not at the boiler pressure P. It will be seen that the effect W of the pressure on the values of is practically negligible. P If we neglect the effect of the pressure and use the mean values as follows: vv — — 0.00236 for saturated steam. P W — = 0.00178 for superheated steam. P We can combine these with the values given for K in Table 1 with the results shown in Table 3. T\BLE III. \v Values of 43 for saturated and superheated KP steam under various conditions of steaming capacity. Steaming capacity is expressed as heat absorption in B.t.u. per hour per sq. ft. of total heating surface. The equation in this form can be very readily applied in any given case. The rated tractive effort Tr and the total heating surface H being known, the boiler factor B is found by dividing the first of them by the second, and to find the running tractive effort at any speed it is only necessary to insert this boiler factor and the value for the rated tractive effort together with the speed required, in either equation (IC) or (ID), according as the locomotive uses saturated or superheated steam. Degree of superheat. Deg. Fahr. 200 High steaming capacity 17,500 B.t.u. 0.0066 0.0055 Average steaming capacity 12,500 B.t.u. 0.0092 0.0077 Low steaming capacity 11,300 B.t.u. 0.0102 0.0091 In this table it will he seen that the co-efficient 43 has been combined with the factors IT, P and K, which depend on the quality of the steam, and when this has been done equation (3) for the expansion ratio E can be used in the form given below for calculating the tractive effort for gen- eral purposes: E :^ 0.0092 B V for saturated steam. E =: 0.0077 B V for superheated steam. This brings equation (1) for the mean effective pressure into the simple form given below: 2 Pi Pill = • for saturated steam (1 A) P... = 1 4 0.0092 B V 2 P. for superheated steam (1 B) 1 + 0.0077 B V The calculation required in using this in practical work can be still further reduced by eliminating the pressures and getting an expression for the running tractive effort at any speed in terms of the rated tractive effort. To do this we note that Pi is the initial cylinder pressure which Professor Wood gives as 10 lb. per sq. in. less than the boiler pressure. This is l)ased on the Pennsylvania Railroad experiments with 205 11>. per sq. in. boiler pressure, and to simplify mat- ters we may write Pi = 0.95 P where P is the boiler pressure. Then if Ti' be the tractive effort at the speed of V miles per hour, and Tr Ije the rated tractive effort with the assumed mean effective pressure of 0.85 P, we have Tv is to Tr as PM, the mean effective pressure at speed, is to 0.85 P. If this })e combined with equations (lA) and (IB) we have: Tr 2.24 for saturated steam (1 C) Tr T» 1 4- 0.0O92 2.24 1 4- 0.0077 EXHAUST SEPARATOR FOR HEADLIGHT • SERVICE BY L. ERNEST On engines where the headlight turbine is located in front of the cab on top of the boiler, trouble has been experienced with the condensed steam from the exhaust pipe freezing on top of the cab in cold weather. This has been overcome by the application of a separator, which is shown in the ac- companying illustration. It is made of cast iron and con- tains a baffle plate against which the steam from the tur- Exhaust Steam Separator for Headlight Service bine strikes. \\'hat moisture is in the steam is caught on this plate and passes out through the opening on the side, while the steam passes up through the small tapped hole at the top. This arrangement has been found to be entirely satisfactory and is of decided advantage where long ex- haust pipes are used. for superheated steam (1 D) Safety Standards for Cranes. — It is particularly oppor- tune that at a time when shops are turning their attention toward increased facilities, the American Society of Mechani- cal Engineers should propose a code of safety standards for cranes. This proposed code, presented before the annual meeting in New York City during December, was drafted l)y a committee representative of the various interests involved and is for the consideration of the sub-committee on the protection of industrial workers. It covers such details of general construction as the factors of safety, materials of construction, clearance between crane and overhead trusses, buildings, columns or other stationar}- structures, switch- board wiring and other electrical equipment, and various safet\' devices. There is also a section devoted to the opera- tion of cranes, containing rules for operators, floormen and repairmen. Walschaert Valve Gear Design Mathematical Determination of the Proportions of Moving Parts to Meet Locomotive Conditions By H. A. WEIS IN the design of a new application of the Walschaert valve gear cut-and-try methods are usually employed to a consid- erable extent. Where an adjustable model is available it is usually the practice to set this up to meet the conditions im- posed by the design of the locomotive, and by trial determine the proportions of the various parts to give the desired valve motion. With the following system a complete layout of a new gear may be worked out in a few hours' time; it involves the use of either analytical or graphic methods in proportion- ing the moving parts and proceeds directly from one end of the gear to the other, starting with the combination lever. The principle involved is, of course, the same whether the gear is for inside or outside admission valves, but the appli- cation is slightly different. In Fig. 1 is shown the layout of a gear for inside admis- sion valves. As in aiiy method, the first requirement is to casing and the cylinder center plus one-half the stroke plus- 4 in. Draw a vertical line HH^ through F, this line being the center line of the combination lever with the crosshead Idi mid-position and the link block on center. Proportions of the Combination Lever. — The proportions of the combination lever are determined by the following formula (see Fig. 2), assuming F = 4 in. R L in which R = Crank radius. C = Lap -}- lead. L ^ Length of combination lever. V =r Distance between radius rod and valve stem connections. If the combination lever becomes too short, increase V by '4 in.; if it becomes too long, shorten V by l/^ in. Lay out rig. 1 — Layout of Walschaert Valve Gear for Inside Admission Valves lay out all basic center lines, such as tlie center lines of the cylinders and driving wheels, and also to locate all limiting points fixed by the boiler, frames, cylinder heads, casings, guides and guide yokes. For the greatest convenience a scale of three inches to the foot should be used. Draw a line AB through the center of the crosshead in mid-position and the center of the main driving wheel, O. Next draw a line, CD, at right angles to AB through O; with O as a center and a radius equal to one-half the stroke draw the crank circle, cutting lines AB and CD at the points 0\ 0^ O^ and O*. Points O^ and O^ are the correct dead centers and the other two points are the quarter positions of the main crank pin. With a radius equal to the main rod length and O* and O* as centers, cut the crosshead path at E and E^, these points be- ing the position of the crosshead at the dead centers. Locate point F to the left of the vertical center line of the cylinder by an amount equal to the distance between the cylinder head the combination lever on the drawing as shown in Fig. 1^ point F and line H H' determining its location. If the design is for an outside admission valve a combina- tion lever of the type shown in Fig. 2A is required. The same formula is used n'ith the exception that L — Length of combination lever — V. Union Link and Crosshead Arm. — The extreme positions of the lower end of the combination lever are shown at G and G^. In these positions the union link should be horizontal. First determine /, the distance between the center line of the crosshead and the union link connection, as follows (set Fig. 3): J = V L« — R* _ (E + V) in which E = Vertical distance between steam chest and cylinder tenters. For inside admission valves, if / should become less thai> 71 72 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 12^ in. lengthen the combination lever; if more than 16 in. shorten the combination lever. For outside admission valves / should not be less than 14 in. nor greater than 18 in. The length of the union link may then be determined by the following formula in which C = \/ A« + B* C := Length of union link. A = Distance between crosshead arm connection and center line of combination lever in mid-position. B = Vertical distance between crosshead arm connection and the lower end of the combination lever (^ L — \ — E — J). Assume A as about 20 in. If this brings point G^ more than 10 in. either side of the crosshead center make A shorter and recalculate the length of the union link. This should not be more than 22 in. nor less than 15 in. termined as follows: Lay off O £> equal to R, the crank radius. With O as a center and a radius equal to A, one- half the valve travel, draw a semicircle, as shown by the full line. Draw E F perpendicular to O £> through O and lay off the distance C, equal to the lap plus the lead, to the left of O. Erect a perpendicular at H cutting the valve circle at G and draw line D G, cutting line E F aX K. The distance O K is equal to B, one-half the required travel of point F^, Fig. 1. Stated as a formula which may be applied without the use of the drawing board, RVA* — C* B = R — C For outside admission valves the graphic solution is shown in Fig. SA. This differs from the Fig. 5, in that O H is laid C 1 Vaf\^e Siem [<---/?--H Ce nter of / j\ _( SfeamChesf / / / /' Cylind er / J_ I I I I E I I I Fig. 2 Fig. 2A Fig. 3 Fig. 2 — Combination Lever for Inside Admission Valves. Fig. 2A — Combination Lever for Outside Admission Valves. Fig. 3 — Length of Crosshead Arm and Union Link Valve Travel. — In ordinary cases the valve travel equals twice the lap plus twice the port opening. However, this does not give sufficient valve travel for the cut-offs desired on locomotives; a valve travel is to be used which gives about 88 per cent to 90 per cent cut-off, which is necessary to start a heavy train. Construct a valve diagram as shown in Fig. 4, finding the valve travel for the desired cut-off. Referring to the diagram : AB = Valve travel. AK = Lead. OL = Lap. OG = Exnaust lap, if used. LP = GH = Width of steam port. OS = Crank position when valve opens. OC = Crank position at cut-off. Z •= Crank angle at maximum valve travel. The width of port opening for any desired position of the crank is the distance measured radially from center O between the lap circle OL and the valve circle OUFW, the maximum opening being maintained from V to W. The width of port opening, during exhaust is similarly indicated by the shaded portion G X H Y. When laying out valve diagram assume about 6 in. valve travel. If cut-off is less than 88 per cent increase the valve travel by % in. With the assumed valve travel and the lap and lead known, draw S C tangent to the lap and lead circles. If exhaust lap is used draw E D parallel to 5 C and tangent to the exhaust lap circle. If the exhaust is line and line draw A^ M through O parallel to S C. Draw C R perpendicular io A B. Then the out to the right instead of to the left of O. The formula then becomes Per cent maximum cut-off = AR AB X 100. The valve travel is obtained from the link and crosshead movements combined, and its amount has a direct effect on the amount of movement which must be obtained from point F^, Fig. 1. In Fig. 5 is shown a graphical solution of the movement of F^ for inside admission valves. This is de- V, = R V A*— c* R + c Link and Link Angle. — The rise of the link block should Fig. 4 — Valve Diagram be made about 9 in., which is common practice, but can be increased to 9^ in., maximum, beyond which the link angle becomes too great. Having found the travel of point F^ February, 1917 RAILWAY MECHANICAL ENGINEER 73 (Fig. 1), find the link angle as shown in Fig. 6, in which D = 1^ link argle. K = Travel of Pi (Fig. 1) = 2 X B (Fig. y = Lift or drop of the link block. S = Y + 3 in. = link clearance. 5). The following relations will readily be seen to exist: X = •SK Tan D and Y .5K Sin D 45 The link angle ordinarily should not be greater than deg., while the lift of the link block is usually about 9 in. for inside admission valves and 8 in. for outside admission \alves. In laying out a new gear solve for X or 7 first, as- suming a link angle of 45 deg. Should the required valve travel be unusually large, the link angle may be increased to "I c ^ Fig. 5 — Travel of F», Fig. 1, for Inside Admission Valves a maximum of 50 deg., and the link block lift increased to 93^2 in. These limits ^should never be exceeded. When a case of this kiiid presents itself, first increase the link block lift to 93/2 in.'" and determine the link angle. Should the latter exceed 50 deg. it will be necessary to decrease the valve travel by an amount necessary to keep the link angle within the above limit. Having found the link angle, locate the link center K, Fig. 1, about halfway between the vertical center line of the main wheel and the vertical line through point F, Fig. 1, on line L L^, passing through point F^ and parallel to the horizontal center line of drivers. Since point F^ may be rather high on engines having cylinders of large diameter and inside admission valves, or may be low where outside admission valves are used, point K may be located either Hfi £ J ^, ^^^^ 7^ li I 3=* I VTv 1 j < f? 4~ r -— > c-C^ H ^ Fig. 5A — Travel of F' for Outside Admission Valves lower or higher than point f ', as the case may be. This will not affect the gear seriously, provided the drop or rise of the line F^ K from the horizontal does not exceed 1 in 12. Draw a line M M^ through K at right angles to L U, the center line of the radius bar. Line M M^ is the center line of the link and, in all cases, must be at right angles to L L\ \\'ith* a; as a center and a radius equal to the link foot ra- dius (the vertical distance between the link center and the liorizontal wheel center minus 3 in.) draw an a.Tc N N^. With t radius equal to F^ K (the length of the radius bar) and F' •IS a center, draw arc K' K^ cutting N N^ at N\ With K IS a center and the same radius draw P P\ through point F\ Draw a line through K N'^ and on this line as a center lay off the link Sngle N^ K N*. With N' as a center and a radius equal to F^ K cut arc P P' at Q'; with the same radius and -V* as a center cut arc P P^ at Q. With the same radius and Q Q^ as centers, draw arcs R R' and S S\ these arcs being ^he center lines of the link in its extreme positions. Lay off distance B (Fig. 5), each side of F\ locating points F* and F^ With a radius equal to F' K and F' F^ as centers, draw arcs T T^ and U U^, cutting the center lines of the link in its extreme positions at points T^ T^ and IP U^. These points locate the center of the link block in extreme positions for both forward and reverse motions. Radius Bar Suspension. — Various forms of radius bar sus- pensions are used in practice, the two principal types being shown in Fig. 1 and Fig. 8, respectively. In laying out the suspension shown in Fig. 1, Icxate point V about 31 in. to the left of K on line L U. This distance will provide the proper clearance for the radius bar and radius bar lifter. With a radius of 19 in. (the maximum length of reverse shaft Fig. ength and Angle of the Link arm when distance X K = 31 in.) and F as a center, draw arc W W^, this line being the path of the radius bar lifter. Draw lines through points F^ P, F^ P and F' U\ F» I*, cutting arc W W^ at V^ and V^. If the two lines do not \n each case cut line W W^ at a common point, place points F' and V^ half way between the actual points of intersection at top and bottom respectively. Distance F' between the two points just found is the throw of the reverse shaft radius k A Y-\—-^--\, \ \ \ \ \ -E- \ ? B / \ / \ \ / \ \ D \ \ 1 1 \ \ \ \ 1 / 1 / \\ 1 / \\ 1/ \ 1/ 1 ,r- Fig. 7 — Proportions of the Reverse Lever and Reverse Shaft Arm bar connection. Proportion the reach rod arm by the for- mula (Fig. 7) E V» F ~ vyp in which V V^ and F^ are kno\\n and E = Throw of reach rod arm. F = Length of reverse shaft reach rod arm. The proportion of the reverse lever must be such that A _ E B ~ D E depending on tlie length of F above, and A = Throw of the reverse lever at the quadrant. B = Radius of the quadrant. D — Radius of the reach-rod connection. In Fig. 8 the radius bar is shown suspended by a link from the reverse shaft arm, the center of the shaft being lo- 74 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 cated forward of the suspension. In laying out this type of suspension draw arcs V V^ and V- V^ (see Fig. 8) with a radius equal to F^ K plus 9 in. and with points F- and F^ as centers. Draw lines through points F- T- and F- T^, cut- ting arc V V^ at points W and \V-; also draw lines through F» U' and F^ U\ cutting arc V- F» at W and W\ With a radius of 12 in. (the length of the suspension link) and N- N^ as a radius, locate points A'^" and N'^, which are the extreme positions of the link foot. The above procedure is based on the assumption that the line L U (Fig. 1 ), is parallel to the center line of the drivers. If the link center should be located below this line, pro- ceed as indicated by the broken lines in Fig. 9. In this case D E is horizontal and D E^ represents the slope of the line through F^ and K (Fig. 1). Arc H J is drawn from £ as a center with a radius A equal to the link foot radius plus M. With this difference in the value of A the formula is applied in the same way as before. Eccentric Rod. — Draw line N^ N^ through the center of the crank circle, O, in Fig. 1, and draw line N^ N^^ at right angles to this line through O. With A^' as a center, and a radius equal to N^ O, draw an arc X X^, cutting line N^ iV* at A'-. With the same radius and A^^ as center draw arc 1' Y\ cutting line A"' A''* at I'-. With O as a center and a Fig. 8 — Link Suspension of the Radius Bar. W, W^, W- and W^ as centers, strike arcs, the intersections of which locate the points W* and W^. With a radius of 21 in. and IP and U' ' as centers, locate point W^, the center of the reverse shaft. Proportion the reverse shaft reach rod con- nection as shown in Fig. 7, using distances 11'* IF' and W^ W^ as the known quantities. Link Foot Offset. — In Fig. 9 is shown the graphical solu- tion of the link foot offset. This is laid out on the horizontal line D E, the length of which is equal to the length of the radius bar. Draw F G perpendicular to D E through E and radius equal to OX'-, draw arc ZZ^, cutting line N^ N^ at Z-. With a radius equal to () Y- + ( 1'- Z" -f- 2) and O as a center draw the eccentric crank circle, cutting lines iV" N^ and N^ A"*" at points a^ a", a^ and o*, these points being the four quarter positions of the eccentric crank. Eccentric Crank. — The eccentric crank is located above ,8' Fig. 10 — Lengths of Eccentric Rod and Crank; the Latter Trailing center O. the crank pin being on the forward dead center, when the reach rod connects above point V, Fig 1, and below {xjint ir'"', Fig. 8, (see style 1, Fig. 1). It is located below Fig. 9— Link Foot Offset -with tiiia point as a center strike the arc H J, using the link foot radius. With D as a center and a radius equal to the length of the radius bar draw an arc intersecting i/ / at A'. Then K L equals the amount of the link foot offset. If A = Link fout radius B ^ Length of the radius bar C = Link foct offset the above relation may be expressed by the formula. c = A* 2 B Lay off the distance C to the left of line M \P (Fig. 1), locating point X'^ on arc N N^. With N^ as a center and Fig. 10A — Lengths of Eccentric Rod and Crank; the Latter Leading center O when the reach rod connects below point V and above point IP (see style 2, Fig. 1). For outside admission valves the positions are reversed February. 1917 RAILWAY MECHANICAL ENGINEER 75 Draw a line through O^ and or or O^ and a*, as the case may be, this line being the center line of the eccentric crank. The length of the eccentric rod and crank may be scaled from the drawing, or they may be calculated, Fig. 10 show- ing the geometrical relations on which the calculations for Style 1, Fig. 1, are based. If A = Horizontal distance between main wheel and link centers B = Vertical distance between wheel and link centers C =■ Link foot radius D = Link foot offset E = Distance from the center line of the drivers to the link foot connection (link in central position) F =■ Diameter of eccentric cr?nk circle G =■ Length of eccentric rod H = Diameter of the crank pin circle T = Length of the eccentric crank the length of the eccentric rod is G = V (A — D)* + E! -f y, F*" The distance from the wheel center line to the link foot con- nection is E = B — V C* — D= The length of the eccentric crank is E J = \' 'All- + J4 F« + J4F(A — D) The length of the eccentric rod is correct when a'A"" =^ ^3 jyr- =: a- A^= = a* N\ For St\'le 2, Fig. 1, the length of the eccentric rod remains unchanged, as may be seen by referring to Fig. lOA. The length of the eccentric crank, however, is shortened, its value being III E ■'■\ } = \' 'A H« + YiY- /i F (A - D) Care should be taken that the eccentric rod does not form an angle less than 10 deg. at C in position a^ N'' (Fig. 1). If this angle should be smaller, the link foot offset can be slightly reduced without affecting the gear seriously. If this becomes necessary the length of the eccentric rod and <:rank must be recalculated. MECHANICAL DESIGN OF ELECTRIC LOCOMOTIVES A paper on this subject was presented by A. F. Batchelder before the railroad section of the A. S. M. E. at the annual meeting in Xew York. An abstract was published on page 558 of the November, 1916, issue. DISCUSSION C. H. Quereau, superintendent electrical equipment, New Vork Central — The operating advantages gained by having tlectric locomotives designed to operate in either direction are of such great importance that means must be found to provide satisfactory designs to meet this condition. The chief difficulty with present double end locomotives is the oscillation of the trailing truck which Mr. Batchelder pro- po.se> to prevent by the introduction of resistance against swivelling. This scheme is practical and has been so dem- onstrated, but it results in increased flange wear, at least when the center of gravity is low. I am particularly interested in that the item of "reliability in service" has been given an im]:)ortant place in the list of requirements for electric locomotives. This is a feature ^vhich quite commonlv is omitted in a discussion of this l^ind. On railroads which run through a sparsely settled country with comparatively few trains per day, a train delay of half an hour may be of comparatively little importance, '>ut in eastern territories, especially around the large cities, a delav of a few minutes will upset the smooth operation of the railroad for hours and the effect of it will reach back on *he line for 150 miles. It is my opinion that the prevention of such delays justifies a considerable increase in first cost, ind also that such maintenance methods should be employed that will prevent, as far as possible, delays to traffic. It is decidedly poor policy to reduce maintenance costs if by so doing the result is increased traffic delays. In my judgment Mr. Batchelder very wisely considers the "cost of maintenance of permanent way"* of more importance than "cost of maintenance of locomotives.' I believe, how- ever, that if the cost of maintenance of way is no greater under electric than steam operation, it would be satisfactory and would not be used as an argument against electrification. As to the cost of maintenance of electric locomotives : The difference in the cost of maintenance at the rate of 3.5 cents a mile and 7 cents a mile is approximately $1,000 per engine per year. This saving, capitalized, represents a considerable sum, and would warrant an appreciable increase in first cost. The sum mentioned is 10 j)er cent of $10,000, or 5 per cent of $20,000. With half a dozen different designs of electric locomotives, no one has had the advantage of experience with more than one of these types. Therefore, one's conclusions as to other t\-pes are based on opinions and theoretical considerations rather than actual results as shown by service records. The New York Central electric locwnotives are all equipped with bipolar, gearless motors mounted directly on the driving axle. The operating results have been completely satisfactory to the officers of every operating department af- fected. This statement, you will note, does not include the net financial returns from the investment, which must take into account the item of fixed charges. With the usual maintenance these locomotives ride satis- factorily, do not have any undue effect on the track structure, and are perceptibly more comfortable than steam locomotives. In order to secure these results it is necessary to keep the total lateral motion, both in the boxes and center-pins, within limits which approximate three-quarters of the allowable lateral motion on steam locomotives. Table I contains statistics which will permit a conclusion as to the reliability of these locomotives in service, and which will probably be more satisfacton- than any general state- ment or expression of opinion, no matter how authoritative. TABLE I. Train Detentions Due to Defects in Electric Locomotives Miles Per Detention — All Locomotives , -A. ^ Year Mechanical Electrical Grand Total 1912 48,271 103,967 32.965 1913 27.873 86.716 21.093 1914.. 35.625 57.395 21.981 1915 53.720 107.44(1 35.813 Type "S" Locomotive^ (Rigid Frame » 1915 50.583 187.260 45.201 Note: All detentions of two minutes or more included. In 1913 and 1914 there was a total of 16 Class "T" locomotives placed in service. In 1912 there were 47 locomotives in service. .>ince the mid-lle of 1914 there have been 63. Detentions due to man failures, or delays to following trains, not included. In this connection I wish to enter a strong plea for the use of "miles per detention," instead of "miles per minute de- tention," as the unit in the preparation of statistics by which to judge the reliability of equipment in the service and the efficiency of the organization responsible for maintaining it. Including the time element leads only to confusion and is. therefore, worse than useless. TABLE IL Inspection and Repairs of Electric Locomotives Cost. Cents Per Mile »**'■ Labor Material Total 121? 1.888 1.460 3.348 1'^ 1.982 1.454 3.436 1'^ 2155 2.UA 4.289 '^'5.. .. 1.901 1.379 3.280 Note: The above statistics were compiled in accordance with the requirements of the Interstate Commerce Commission in the year 1914 it was necessarv to replace all drivinp wheel tires because of unsuitable material, regardless of the extent to which they had been worn. The costs of maintenance have been essentially as above since 1907. omitting 1914. In Studying Table II, the following facts should be borne m mind. These figures include the cost of inspection and 76 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 maintenance of all the electric locomotives, both road and switch. In 1912 and 1913 approximately half the total en- gine mileage and in 1914 and 1915 approximately one-third was that of engines used in switching service. Our ex- perience has shown the cost of maintenance of engines in switching service to be about twice that of those used ex- clusively in road service. It follows that the cost of main- taining the road locomotives has been about 2.5 cents per mile and that of the switch engines about 4.8 cents per mile. In this connection it is only fair to call attention to the fact that these engines were not designed for switching service. Bearing this in mind, it will be seen they have given remark- able results. For the first ten months of 1916 the average cost of main- tenance of all the electric locomotives has been 2.73 cents per mile. This gives a cost of approximately 4 cents per mile for the locomotives in switching service and approxi- mately 2 cents per mile for those in road service. I expect these costs will not be exceeded for the entire year 1916, but very much doubt that we will be able permanently to keep the maintenance costs at this level. C. E. Eveleth (Baldwin Locomotive Works) — When an occasion arises to examine critically different designs of elec- tric locomotives there is almost always a tendency, due to the individual's interest in specific features, to concentrate on particular elements and rather superficially consider the locomotive as a whole, but in Mr. Batchelder's paper we are fortunate in having a clearly brought out presentation of all the essential elements. A numlier of the elements are in- timately related to common features of design, particularly the subject of "service time factor"' and "reliability in service"' of locomotives which are all affected directly by the simplicity of parts. Disregarding other features, the bipolar type of locomotive with its freedom from all gears, pinions, gear cases and motor armatures and motor axle bearings has, as regards these three related subjects, a decided initial advantage over all other designs. It also has an unquestioned superiority in mechanical efficiency as shown by the table: Relative Mechanical Efficiencies Motor Design or Mechanical Connection to Axle Eificiency Bipolar gearless 100 Per Cent euill drive 99 " eared drive (twin gears'. 95 " " Geared to jack shaft and «ide rods 90 " " Direct connected jack shaft and side rod* 87 " " The difference in power consumption, due simply to the difference in the mechanical efficiency, may, when capital- ized, amount to from one-third to one-halt the original cost of the locomotives; in other words, to obtain the same overall economic result a material increase in investment in an en- gine of higher mechanical efficiency is justified, if such in- vestment is necessary to obtain this type of drive. In conclusion, it appears that considered from the mechan- ical design standpoint, Mr. Batchelder's claim for superiority of the bipolar gearless design for high speed service is founded on the incontrovertible facts that this type of engine is safe in operation, superior as to reliability and availability for service requiring no overhaul periods and requirin.i^ minimum inspection time, it has the lowest cost of main- tenance on account of the elimination of gears, gear case, jack shaft, pin and motor bearings, and its maximum mechanical efficiency insures minimum power consumption. With Mr. Batchelder's suggestion of the use of a truck center pin located in a well elevated position, all of the ad- vantages of high center of gravity, so far as effect on rail displacement is concerned, can be obtained. On the other hand, with ordinary leading truck designs, it appears that the high center of gravity designs will give a low center of gravity effect by the action of the rear truck on the track unless the high center pin arrangement suggested by Mr. Batchelder is adopted on the trucks. These remarks, of course, refer to a symmetrically designed locomotive intended to run in both directions. These features do not seem to have had general recog- nition, as they should place the bipolar gearless locomotive distinctly in a class by itself, and superior on account of these features to every other design. It is, therefore, to be expected that where the system of electrification will lend it- .^elf to the use of this type of locomotive, its application will become very general. E. B. Katte, chief engineer electric traction, New York Central, stated that the riding of the New York Central elec- tric locomotives had been materially improved by the addi- tion of coil springs immediately over the journals. Before these springs were added, it was possible at high speed to follow the motion of the equalizers with the eye, it was so slow; in the event of any upward movement of the journals, the springs now have the effect of immediately forcing them down, before the effect of the movement is transmitted to the body of the locomotive. George L. Fowler disagreed with the statement made by the author, in the section of his paper referring to safety of operation, that the rear driver puts a lateral pressure on the rail in excess of that produced by the other wheels, stating that in his experiments to determine the effect of lateral pres- sure on the rail, he had found that the front wheels in- variably gave the highest thrust. PEAT POWDER AS A LOCOMOTIVE FUEL The Engineering, London, recently published ah account of tests made on the Swedish State Railways Svith peat powder as a fuel for locomotives in comparison with British coal, in which it was shown that greater efficiency can be obtained by the use of powdered peat. The peat had a heat value of 7,740 B.t.u.'s and the British coal of 12,600 B.t.u.'s, and it was found that 1.45 lb. of peat powder will produce the same quantity of steam as 1 lb. of the British coal. The peat powder was blown through a nozzle into the firebox by compressed air from a steam blower. The firebox was subdivided into an ignition chamber, two side passages and an upper chamber through which the products of com- bustion are led to and fro before they enter the tubes. Under the nozzle through which the peat is blown, a small grate carr>'ing a coal fire is provided for igniting the peat. The consumption of the coal for this purpose averages 3 to 4 per cent of the weight of the peat powder used. Firebox tem- peratures of 3,040 deg. F. were obtained with the peat powder, and 2,750 deg. F, with the British coal. A greater degree of superheat was obtained with the peat powder and the smoke box temperatures were generally less. The tests were made over a 60-mile division with a load of approxi- mately 785 British tons. The engines used in the test were of the same type, having 19)^ by 25-in. cylinders, 54-in. driving wheels, and 170-lb. steam pressure. It was cal- culated that the efficiency of the boiler was 73 per cent with the peat-fired engine and about 65 per cent for the coal- fired engine. The following is the analysis of the two fuels used : Peat Coal Carbon 47.0 73. .S Oxygen 29.5 4.4 Hydrogen 4.5 8.6 Sulphur 0.5 1.5 Nitrogen 1.1 1.2 -Ashes 3.2 6.2 Water 14.2 4.6 Huw TO Tell Malle.ablf, Iron. — If the break is clean malleable iron will show two distinct colors, white in the center and black on the outside, this black ring extending into the casting from 1/16 to J4 inch. Malleable will spark a little but enough to show it is not cast iron, which does not spark at all. — The Welding Enginneer. ANTI-FRICTION BEARINGS A REMEDY BY WALTER R. BYLUND Hyatt Roller Bearing Company, Newark, N. J. No one who follows the trade papers and technical in- stitute discussions can fail to perceive that the anti-friction bearing is receiving a marked amount of attention. The automobile would not be a practical device if it were not for the anti-friction bearing. We are beginning to realize that other kinds of machinery and vehicles are not efficient with- out the anti-friction bearings. Therefore, why not use the anti-friction bearings as a medium for eliminating hot box itrouble on railway cars? In the first place wheels were put on a car to eliminate sliding friction. That is to say, rolling friction was sub- stituted for sliding friction. But in doing this only a part of the sliding friction is eliminated because it still takes place between the journal and its bearing. Why not go a step further and substitute rolling friction for sliding friction here also?. I am familiar with the Hyatt flexible roller bearing. Ftif Holloa Rollers Spacing Bars F13.2. Fig. I -Sliding Friction. Therefore, in this discussion I shall consider this t>'pe. The pressure on a bearing is distributed over a narrow strip. That is to say the axle is a free fit in the box and pressure comes on only a part of it. The pressure is not distributed over Ihe whole horizontal projection of the box. Fig. 1 illustrates this point. When the resultant pressure is large the lubricant is squeezed out easily and in consequence heat is developed faster than it can be dissipated, which causes evaporation of the lubricant. This is one reason for hot boxes. Another •cause is the fact that dirt gets into the box and breaks the oil film between the axle and the bearing. The anti-friction bearings reduce friction, thus reaching the root of the hot box evil. As the friction is reduced the 'Irawbar pull becomes less. P. B. Liebermann, engineer of tests of the Hyatt Roller Bearing Company, Newark, N. J., has run several djuamometer car tests to determine the draw- bar pull of mine cars with plain and Hyatt bearings. The saving in drawbar pull in favor of Hyatt bearings was about 50 per cent at a running speed of about 5>4 miles per hour. The starting pull of plain bearing cars was 150 per cent higher than Hyatt bearing cars. These tests were made at the Greensburg Coal Co., Greensburg, Pa. The results were published in the June Bulletin of the American Institute of Mining Engineers. Of course, freight cars and mine cars are two distinct propositions. However, from these mine car djTiamometer tests comparative results are afforded. When an anti-friction bearing equipped car runs at high speed, the saving of draw- bar pull is not much over the plain bearing car. The great saving on high speed cars occurs at the time of starting. Anti-friction bearings save lubricant. This is an im- portant item because the amount of oil and grease that is wasted with plain bearings is enormous. On freight cars the pressure on the bearings is high and the lubricant is squeezed out. On mine cars where the pressure is not so great, Mr. Liebermann found that 80 per cent saving was made when Hyatt bearings were used. PASSENGER GAR WORK* BY J. R. SCHRADER New York Central Light Repair Work at Passenger Terminals and Yards. — It is important that minor defects which develop in the course of ordinary' ser\'ice be remedied promptly, as it is just such defects that, unless properly cared for, tend to create other defects of a more serious nature that necessitate the premature shopping of equipment and the expense inci- dent thereto. Some definite system should be adopted to handle the various classes of defects which develop during the trips from one terminal to another. Material should be located at a central point so as to be easily accessible when required for emergency use in repairing cars made up in trains, etc. The conditions existing at various points would, of course, have to govern the organization of such a system, as at some terminals the work is performed on a piecework basis while at others the men are paid on a straight hour basis. Some of the defects which should be carefully watched for are loose pedestal bolts, loose pedestal tie bar bolts, loose front carry iron bolts, defective brake beam safety hangers and defective brake beam release springs. Another impor- tant feature is the maintaining of cotter keys in brake con- nections, brake beam hangers, spring plank hangers, etc. Wherever possible all brake beam hanger pins, or other pins where a cotter is used, should be so applied that the COttcr key is plainly visible when inspection is made. Terminal or yard inspection, in particular, requires com- petent employees— men who have had considerable experi- ence on car repair work and who are familiar with all the rules of inspection, which knowledge can only be obtained by previous experience. Great care should be exercised in se^ lecting men for this work. Running gear inspection is the first inspection which a car must receive at a yard or ter- minal. Wheels, trucks, brake apparatus, etc., should be in- spected closely to ascertain if they are in a fit condition for nnT rifw*^ ** ^^-'^ convention of the Chief Interchange Car Inspcctort' mi F°"'»«^«s Association, held in Indianapolis. Ind., October Ts, 77 78 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 further service; if not, the defects, whatever they may be, should be repaired locally, if possible. Terminal test of air brakes prior to departure of trains is another matter of im- portance. The problem of journal lubrication is a special class of work which requires the constant attention of regu- lar men employed and trained especially for it. The men doing this work must be reliable in order that each journal box will tie given the proper attention. Although this class of work requires the utmost efficiency, it is impossible to at- tain it at all times, for the reason that on many roads it is the lowest paid work in the inspection and repair force; con- sequently the men are continually changing. Passenger Car Cleaning at Terminals. — Car cleaning at terminals is also an important problem, and a regular car cleaning force should be so organized that this work can be handled in a systematic manner. All passenger cars should be thoroughly cleaned inside and out. Railroads are espe- cially liable to criticism in connection with car cleaning, as the condition of the cars is something with which the travel- ing public comes in direct contact. E.xterior cleaning should lie handled as follows: In wet weather the outside of the cars should be washed down with clean water and a brush on a pole of sufficient length to reach to the letter-board of the car. In dry weather the cars should be wiped down with waste slightly saturated with some kind of a cleaning oil. The windows should be cleivned with pulverized pumice and wiped off with a cloth to polish the glass. Close attention should be paid to the comers and to the edges of glass next to the beading to see that the glass does not become grimy. A piece of dotli wrapped around a small stick should be used to get into the corners. The interior of the cars should be dusted down with a duster and swept with a toy broom. This l>room should be spread out fan-shape so that the sweeper can get under steam pipes and in the corners where dirt becomes lodged. Also a small hook should he used to clean under the pipes. After car is swept between the seats and under the pipes with a toy broom, the floor should be swept with a hair floor broom. The interior of car should then be wijied with a cloth. Raw silk can be used to good advantage for this purpose. Mop- ping of cars should receive close attention. A pail of water with some kind of a disinfectant that will clean as well as disinfect should Ije used. A toy broom should be used in washing off the steam pipes, foot rests, seat pedestals and for scrubbing the floor, after which the floor should be mopped twice with a clean mop. The seat arms, window sills, leather seats in the smokers and the hoppers in the toilet rooms should be sponged off witli disinfectant. On cars that have double sash windows both sash should be raised and dusted and the surface of glass between the windows should be cleaned by means of a cloth placed on a stick which can be shoved up between the sash. Raw silk, slightly damp, will be found to work to good advantage for this class of work. The outside of the window curtains should be dusted and wiped with waste slightly saturated with some kind of a cleaning oil. The lamps and lamp shades should be wiped with a damp cloth. All washstands should be thoroughly cleaned and the metal work polished. The carpet aisle strips should be taken out and thoroughly swept and blown with air as often as possible. The seat cushions should be cleaned by means of a vacuum cleaner. The vestibules should be wiped with waste slightly saturated with a cleaning oil. The drinking water tanks should be cleaned with live steam at least once in every three days and should be emptied and refilled every trip. The ice should be washed off to prevent the ice compartment becoming dirty. General Cleaning. — When cars become very dirty so that they cannot be cleaned by ordinary methods they should be given a general cleaning. The exterior of the car should be scrubbed with bead brushes and some kind of a cleaning oil or paste, after which the car should be wiped thoroughly with cotton waste so that the surface is clean and free from oil. In cleaning the interior all seat backs and cushions should be taken out of the car and the car blown out with com- pressed air. It should then be washed with linseed oil soap, then thoroughly rinsed off with clean water and wiped with raw silk cloth. The steam pipes, seat castings and floor should be given a thorough scrubbing with old brooms and flushed out by means of a water hose and mopped dr}'. After the car has been washed, the cushions and seat backs should be replaced and cleaned with a vacuum cleaner so that all dust will be removed. Economy in Material. — The issuing of material should be caiefully watched. New material should not be issued until the old material has been entirely used, as it often happens that the help cleaning cars will try to get new material be- fore the old has outlived its usefulness. When the cloths used for cleaning windows, etc., have outlived their useful- ness on this class of work they should be washed and used for other purposes. The foremen in charge should keep a close check on the material, as well as on labor, to see that the cost of car cleaning is kept down to the lowest figure pos- sible to maintain the cars in clean and sanitary condition. EDUCATE THE MEN BY GEORGE C. CHRISTY General Foreman, Illinois Central, McComb, Miss. Because of the general interchange of freight cars it is not possible for any one division or any one railroad entirely to correct the hot box trouble. Every terminal or division will have to educate the men who actually do the work to see that journal boxes are given more consideration than merely feel- ing the box lid as an evidence of the condition on the inside. Precautions should be taken in turning the journals to make sure that they are true and are in a smooth condition. When the wheels are pressed on, the journals should be coated with grease or paint to prevent rusting; new as well as old journals should be carefully examined before applying boxes. Make sure that the wedge has the proper bearing in the center, that the dustguard is of the right dimensions, that the brass has the proper bearing in the wedge and has a crown bearing on the journal as well as end clearance. One of the principal causes for hot boxes is that the brass has not been correctly tinned when being relined. Be sure that the men understand thoroughly how to do this work and the im- portance of having it done right. If the brasses are not properly cleaned before rebabbitting the babbitt will fall out within a short time, causing the journal to run hot. In packing the box the waste should be formed in rolls so that there will be a long fibre to the packing in order that the oil may be fed from the cellar of the box to the journal. The packing must not be put in in a haphazard manner. It is not necessary- to have it come in contact with the journal above the center line. In my opinion, every car that goes to the repair track, whether empty or loaded, should liave the journal box pulled and the brasses examined and put in proper condition before the car is returned to service. If this were done the hot box problem would be reduced remarkably, as all cars are placed on the repair track for some cause or other within the limit of the time it takes to wear out the journal brass. In many cases trouble and delays could be avoided if the brakemen had a better conception of how to take care of hot boxes. Often when they notice a box running warm they get a bucket of water and a paddle, push all the packing jam up against the journal at the back and fill the box full of water, floating what little oil is left in the box out on the ground. The result is that the car is often set out, whereas if the packing had been stirred up intelligently and oil applied it would have run safely to the next terminal. Car Inspection of Vital Importance Inspectors, Because of Added Duties and Respon- sibilities, Must Be Trained With Greater Care BY HIRAM W. BELNAP Chief of the Division of Safety, Interstate Commerce Commission RAILWAY development of the past few years has vastly killed, 51,952 injured, and a property loss of $62,381,338 increased the importance of the car inspectors' work, was suffered. This property loss includes only the damage and it is my observation that railway managers as a to equipment and roadway, and cost of clearing wrecks. Of rule have not yet awakened to that fact, or, at least, have not the above items, defective equipment was responsible for 14.9 sufficiently appreciated the change in the car inspector's status per cent of the deaths, 16.3 per cent of the injuries, and bv making adequate provision to insure the proper perform- 43.5 per cent of the whole amount of prof>erty loss suffered ance of his increased and responsible duties. The car inspec- in derailments, the figures for defective equipment accidents tor's duties are so many and of such grave importance that but being 497 deaths, 8,491 injuries, and $27,160,785 property few employees in railroad service are called upon to exercise a loss. The derailments due to defective equipment increase broader general knowledge of the conditions of safe railroad steadily from year to year as compared with derailments due operation than the man who inspects cars. With the tremen- to other causes. In 1907 they were 42.7 per cent of the dously increased size and capacity of cars, as well as length whole, and in 1916 the percentage was 51.5; the average and tonnage of trains, it is necessary for car inspectors to be for the ten year period was 46.8 per cent. A tabular ex- better qualified and better informed than the foreman used hibit of this increase by specific causes, condensed into five to l)e. A car inspector must be thoroughly familiar with the year periods for the sake of brevity, is as follows: details of construction and maintenance of cars of all classes; inc. 1 . 1 i J ii T i.- r xi- 1 f • t Derailments Due to — 1907-1911 1912-1916 Percent he must understand the application of the rules of inter- ,.^ . , . ,„, , .„ ., , . , . ^^ , 111 Defective wheels 5.196 5,453 01 change, which aie growing more and more complicated each Defective axles i.7S7 2,166 23 year; he must know the federal safety appliance require- DefSe draft/iff!"'':::::: :::::: ''Itl titl 9? ments in detail, including the air brake svstem. He must Defective side bearings 310 777 ISO , , ' , , . ■' 111- Defective arch bars 637 1.368 115 know the rules and regulations governing the loading. Defective rieid trucks 333 1,000 200 placarding, and handling of explosives and inflammable ma- F!tr^lt^louv\e\?!'^.^^!'^"^^^^^^^ 723 llolo *49 terials, and must be familiar with the requirements govern- Miscellaneous equipment deifects.... 1,593 2.359 48 ing car clearance on every portion of the road on which he Total 13,894 19.888 43 is employed; he must also be able to pass intelligently upon j^^^ number of casualties increased in proportion to the thf loading of long materials. In short, the importance of increase in number of accidents, the ratio of casualties to the car inspector's work has increased to such an extent that accidents being approximatelv the same for each five year the service requirements can only be met by men above the p^^i^^ xhe ca.sualties for 'the vear 1916 total 523, the average, both mentally and physically. vast majority of which numl>er affected railroad emplovees. Under present requirements a competent car inspector must p^^^ ^Y\e humanitarian standpoint alone steps should be be a man of alert mind and more than average intelligence ^.^j.^^ ^^ diminish the number of accidents due to this He must be prompt to act in emergencies, and both able and ^^^^^ .^.j^j^j^ ^^ greatlv increase the hazards of railwav willing to assume responsibility when the occasion demands, employment. The chief hope of a bettered condition in this The service is exacting, and the mind must act quickly in respect lies largely in diligent and efficient car inspection, order that the man may properly perform the work imposed upon him in the limited time at his disposal. When all is car inspection and property loss considered, it is astonishing that capable car insjjectors are Xor is the property loss a matter of small importance, found to perform the multitudinous duties that are imposed The damage to equipment and roadway and cost of clear- upon them, particularly when it is understood that their ing wrecks caused by defective wheels increased from $5,- compensation compares very unfavorably with that given to oio,617 for the period ending June 30, 1911, to $5,398,634 men of equal mental attainments in other branches of rail- for the period ending June 30, 1916. Increases in the other road employment. items included under defective equipment are as follows: RELATION OF THE c\R INSPECTOR TO s.\rETY '^-^l^s, from $1,314,337 to $1,852,631; brake rigging, from 1 1 • 1 Sl.408,962 to $1,812,025; draft gear, from $426,658 to An indication of the necessity for thorough and painstak- 5940,732; side bearings, from $225,806 to $540,418; arch ing car inspection may be had by considering the large num- j.^^.^ ^^^^ $600,089 to $1,540,091 ; rigid trucks, from $189,- ber of accidents, with their resulting loss of life and personal ^^j j ^^ $594,074; power brake apparatus, from $397,587 to injuries, as well as damage to property, due to defective car 5779 033 ; failed couplers, from $337,197 to $514,952; mis- equipment, as reported in the statistics of the Interstate Com- cellaneous equipment defects, from $1,227,230 to $2,039,901. nvrce Commission. Car inspectors also have it within their p^^ ^j^^ ^.^^^ ^g^^ ^j^^^ ^^^ damage to equipment and power to decrease the number of violations ot the satety roadway and cost of clearing wrecks due to defective equip- ai.i)liance laws and resulting fines imposed upon the rail- ^^^^^ amounted to $3,420,200. If to this sum there is added reads, as well as to effect a considerable reduction in the ^^^ amount paid in claims allowed for damage to property tlaims for loss and damage to freight. ,9100 and injuries to persons, the annual loss to the railroads During the ten year period 190/-1916 there were 72,122 chargeable to accidents due to failure of equipment is so doraihnents reported to the Interstate Commerce Commission enormous as to compel attention, and demand remedies Uiat of which number 33,782, or 46.8 per cent, were charged ^^.-^^ ^^^^^^ ^^-^ ^^^^^ economic loss of life and property to defective equipment. In the total number of derailments ^^ ^^ absolute minimum which occurred during this period there were 3,334 persons j^ ^^^ ^^ ^^-^ ^^^^ ^^^ increases above noted are about •From a paper on "The Selection and Training of Car Inspectors," pre- COmmcnSUrate with the increase in the number of UnitS of c:Xh'ted'byaat&''' '' ""'"' ' equipment during the same period, and are no more than 79 80 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 might reasonably have been expected to occur. This would be true provided our starting point represented a minimum, but experience demonstrates that such is not the case. For- tunately, we are able to show that certain kinds of equip- ment defects to which special attention has been directed, have enormously decreased during this same period, and as a. consequence the accidents due to their existence have de- creased in like proportion. I refer to the appliances for the protection of trainmen formerly covered by the standards of the Master Car Builders Association, and now subject to regulation by federal statute. SAFETY APPLIANCE INSPECTION When the Interstate Commerce Commission first insti- tuted its inspection service, the railroad car inspectors had not been educated to give special attention to those units of equipments included in the standards for the protection of trainmen, and their inspection was not as thorough as it should have been. The first year of the Commission's work of inspection for which we have a complete record is the year 1902. In that year the Commission's inspectors inspected 161,371 cars and found 42,718 cars, or 26.47 per cent of the number inspected defective with respect to the items to which their inspections were directed; that is, out of ever}' 100 cars inspected about 27 were found de- fective. For the year 1916, out of 908,566 cars inspected, only 33,715, or 3.72 per cent, were defective. This notable decrease occurred notwithstanding the fact that, owing to an extension of the law in 1910, inspections now cover a great many appliances that were not included in the earlier inspections. There can be no doubt that this great decrease has been brought about by the education and training of car in- spectors. When the federal inspection service was in- augurated railroad car inspectors had but vague and in- definite notions of the law, and they had received no special instructions relative to inspection of appliances covered by the federal statute. In many cases they looked upon the government inspectors as enemies, and devoted more at- tention to attempts to evade the law than to measures for compliance with it. A few years ago, under the direction of the secretary of the Interstate Commerce Commission, accompanied by an- other inspector, I made an inspection on one of the large eastern trunk lines. During this inspection we were ac- companied by one of the mechanical officers of the company, with authority to request at each inspection point that all of the available car inspectors might be assembled, so that the safety appliance acts and their application might be discussed. At each inspection point from four to twenty car inspectors were assembled, and the fact that impressed itself more than any other upon my mind was that each of these employees seemed to be hungering for information concerning the safety appliance work. The men were taken to a train yard where all classes of cars were available, and ever)' question that they asked concerning the appliances covered by the law was fully explained. In many instances the men frankly stated that it was the first time they had ever had the safety appliance requirements explained to them in an understandable way, and it was indelibly im- pressed upon my mind at that time that the thing most needed to bring about a thorough understanding regarding the law was a system of instruction concerning it, so that those charged with the maintenance of these safeguards might have full information, not only as to their number, location, dimensions and manner of application, but also as to their necessity. Within the past 15 years the Interstate Commerce Com- mission has distributed hundreds of thousands of documents for the education of car inspectors on various phases of the law, and has carried on an educational campaign through its inspectors which has been productive of marked results. Car inspectors now understand that it is our purpose to co- operate with them in accomplishing the ends of the lav.', and practically all of them have a good working knowledge of the statutes and their duties under them. PROSECUTIONS UNDER SAFETY APPLIANCE ACTS In addition to the influence which our educational cam- paign has had, much good has been accomplished from the work of railroad managers in their efforts to reduce tlie number of prosecutions for violations of the law. This influence has induced them to pay special attention to the work of their car inspectors with relation to safety appli- ances. Inspectors have been impressed with the necessity of paying strict attention to the inspection and repair of safety appliance defects ; some roads have appointed traveling inspectors, whose duty it is to instruct local inspectors with respect to compliance with the law, all of which has proved of considerable profit to the roads, and points the way to similar benefits in connection with general inspection. A brief statement of prosecutions under the safety appliance law may prove of interest. Up to June 30, 1916, there had been prosecuted under the safety appliance acts 2,033 cases involving 6,544 viola- tions of these acts and pjenalties collected, exclusive of costs, to the amount of $479,300, A tabulation of these cases recently made discloses the interesting fact that of the total number prosecuted, 3,038, or approximately half, were for inoperative and defective uncoupling mechanisms — defects readily discoverable by inspection. The defects constituting these cases for prosecution are all ones that could easily and inexpensively have been repaired, and cover such simple defects as broken or missing keepers, disconnected and kinked uncoupling chains, missing uncoupling levers, etc., showing that the most prolific cause of prosecution is from a source probably most easily remedied. Defective or missing hand- holds have been the next most frequent cause of prosecu- tion, there having been 1,875 such cases, or about 30 per cent of the total number of violations, these again being defects easily discovered and remedied at a minimum cost. The 303 cases of link and pin couplers, 168 cases of broken or missing couplers and 160 cases of couplers either too high or too low were fruitful of additional great expense to tlie carriers in penalties paid, while the 273 cases in which trains were hauled without the percentage of air brakes required by law shows the necessity for more thorough in- spection. Care and diligence in supervising and training engine and train employees have assisted materially in bringing the volume of collisions on American railroads in the last dec- ade from 8,026 in 1907, to 4,770 in 1916. During the same ten year period derailments (46.8 per cent of whicli were due to defective equipment) increased from 7,432 in 1907, to 7,904 in 1916, of which latter number 4,073, or more than 50 per cent, were due to defects of equipment. These statistics suggest that a similar record might be pos- sible if the same care and diligence were exercised in the supervision and training of the men in the car inspection service. More frequent, more careful, and more intelligent inspec- tion would most certainly lead to the prevention of a greet majority of equipment derailments. While it is true th: t inspection of cars and locomotives in a train at inspectioi points must, under modern conditions, be more or le^^ superficial, yet the practiced eye and the trained ear of tic expert inspector are enabled to detect defects which to the ui - trained and inexperienced are undiscoverable. The young< r and more inexpert men should have work in the field wit i men of experience in detecting defects, supplemented wit'» class-room work which should show by means of failel materials exactly where and how the various integral part' Fkbrlary, 1917 RAILWAY MECHANICAL ENGINEER 81 fail and how these defects may be discovered in the train. In am- event, the car inspector is practically the only person that you can depend upon for a reduction in accidents due to defective equipment. SACRIFICING S.'VFETY FOR DESPATCH An important influence which militates against proper in- spection of cars, particularly at terminals and division points, is the hasty manner in which railroad work is usually performed. The desire to maintain train schedules and prevent terminal delay in the movement of cars is, of course, highly commendal)le. It cannot be denied that every effort should l)e made to keep cars moving, and prevent delays by all proper means. This effort is often carried to ex- tremes, however, and results in the sacrifice of safety for despatch. In many instances, train schedules are so ar- rariged that entirely too little time is allowed for thorough inspection of passenger trains at terminal and division points, and part'cularly for the repair of such defects as may be disclosed by inspection. The cars have to be in- spected practically "on the run,'' the inspector working under constant fear that he may be criticized for holding the train past its schedule leaving time, or in excess of the dead time shown on the card. The situation is not improved by the station or trainmaster, whose main thought is to prevent delay to the train while it is under his juris- diction, and who is inclined to impress this thought upon the car inspector with unnecessary emphasis. Under such conditions the tendency to make inspections in an entirely superficial manner, and to slight, or entirely neglect, work that should receive careful and painstaking attention, is alto- gether too common. Our accident investigations have disclosed numerous cases of improper inspection, due to lack of sufficient termi- nal time, as well as instances in which important high- speed passenger trains have been permitted to go forward with cars in defective condition. In several cases trains have gone forward without the required percentage of air brakes in operative condition. Investigation developed the fact that the inspectors had never been given definite in- structions relative to the number of cars with brakes cut out to be run in a passenger train, the practice being to cut out the brakes if replacing the brake shoe would result in considerable delay. RAILROADS SHOULD INSTRUCT INSPECTORS A number of railroads have published instruction books and examination questions for the benefit of car inspectors and repairmen, but I have seen none of such that refers to anything except the air brake. It goes without saying that car inspectors and repairmen should have a good working knowledge of the air brake, but it occurs to me that it is fully as important that they should be instructed and examined concerning the M. C. B. standards relating to car construction and eciuipment, rules of interchange, etc., as well as all requirements of the laws. That there is a demand for instruction in such matters is proved by the fact that private parties have found it profitable to under- take the publication of books purporting to give the federal requirements, such books as a rule being merely copies of government publications. Car inspectors should not be re- quired to buy books of this sort from private parties. Such information should be given them freely by their employers, to the same extent that air brake information is freely furnished. To operate a railroad without a comprehensive set of rules and instructions for train and enginemen, and without subjecting these men to examinations to insure that the rules and instructions are understood is unthinkable. Why is it not fully as important to know that car inspectors are fully informed concerning their duties and are competent to perform them? SELECTION AND TRAINING OF INSPECTORS Many addresses have been given and a large numl^r of papers published with reference to methods of selecting and training men for different branches of railroad cmplo}ment, but the bulk of the literature on this broad and important subject deals principally with the selection and training of employees for promotion rather than with that phase of the question which concerns us most directly here, namely, the selection and training of car inspectors properly to inspect and repair cars. It is self-evident that the workman of today, instructed and trained in the proper performance of his duties, will furnish good material for a foreman or other officer later on, and if the men in the ranks are up to standard in training and proficiency the problem of securing available men for promotion will be very much simplified. The selection of men for employment in different capacities is a question which can be and is theorized about almost without end, but a great deal of such theorizing is visionary, and at any rate as applied to the employment of car in- spectors, is entirely imi)ractical. If there were ten appli- cants for every job, some discrimination in the selection of the one man could be exercised, and a method of elimination could be adopted for weeding out those not suited to the work. But no doubt most of you would tell me that the number of inspectors required is so large that considerable difiiculty is found in getting a sufficient number of capable men for this purpose, and this difficulty is not improved by the low salaries which are paid to these men. It is essential that the selection of men for employment as car inspectors should be assigned to some officer who not only is well informed regarding the duties and require- ments of that position, but also who has some particular qualification or ability of sizing up men. And it is my belief that car inspectors should be recruited from the ranks of the repairmen. The inspector should have at least a common school education; he must be able to wTite a repair card in a legible manner, as well as to make out clear and comprehensive reports, and in order that he may have the necessary knowledge of car construction, he must have .served for a considerable period on the repair track or as an apprentice car carpenter. SANTA FE HAS FREIGHT CAR APPRENTICES A modern apprenticeship system for car department em- ployees is just as desirable and essential as for the mechani- cal and other departments. It is reported that of the 974 apprentices on the Santa Fe on May 31, 1916, 148 were freight car apprentices and 25 were car builder and coach carpenter apprentices. At a recent meeting of the New York Railroad Club, F. W. Thomas, supervisor of apprentices for the Atchison, To- peka & Santa Fe, presented a very interesting and instructive paper upon the subject of "Training Young Men for Po- sitions of Responsibility," showing the splendid results obtained by that railroad through its apprenticeship system. After carefully reading this paper, to my mind two thoughts stand out prominently: first, the manner in which these apprentices are treated from the time they first enter the service until they are placed in positions of responsibility; and second, the close super\-ision thjft is at all times given them during their course of apprenticeship. If similar conditions of service and supervision were applied to the training of car inspectors, I feel certain that there would be not only a bettered condition of equipment upon our American railroads and a remarkable decrease in accidents, but instances of prosecution under the safety appliance laws would be eliminated. The practice is far too common to emplov men as car inspeitors and then to give them no special instructions or training. They are put to work and expected to pick up what information they can concerning the duties required 82 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 of them from other car insjjectors, not too well trained them- selves. It is a safe venture that nine out of ten inefficient car inspectors fail to measure up to their jobs on account of either lack of interest or lack of proper instruction and training, rather than inability to do the work required. This brings us face to face with the proposition that a workman is to a great extent what his boss makes him, and that the immediate superior of the car inspector is largely responsible for either his efficiency or his incompetency. TRAVELING CAR INSPECTORS Some systematic method of instructing car inspectors re- garding their duties, and educating them regarding the importance of their work, should be adopted. It may be feasible to assign the duty of instructing car inspectors to the foreman, although in some cases no doubt it will be found necessar)- to instruct the foremen themselves, and assign the duty of further instruction to other employees. Another plan which holds much promise is the employment of traveling car inspectors who instruct the men and from time to time check up the condition of equipment and methods employed in the different train yards. It cannot be doubted that the knowledge that a traveling car inspector is on the road and likely to drop into a yard at any time has a stimulating effect upon car inspectors and their fore- man. It is believed that the employment of a sufficient number of sucli traveling car inspectors to permit of checking up conditions in yards frequently would be beneficial. One such traveling inspector recently stated that while he had noted a marked increase in the efficiency of the inspection force at a large terminal on his line, he recently made an inspection of car and safety appliance equipment on freight trains leaving that terminal and discovered two defects, both of which happened to be penalty defects. In how many of our large railroad terminals do the fore- men of car inspectors go over trains personally? It may be granted that usually the foremen are well informed re- garding the standards and requirements for car equipment, but too often their entire time is taken up by other duties which confine them to their office, and the foreman may not be aware of defects getting by one or more of his car in- spectors until complaints regarding defective equipment leaving his terminal or inspection point are brought to his attention. It has been suggested, in order to require a fore- man to check up his men more closely and to know that they are properly performing the duties required of them, that periodical reports regarding each inspector on his force be submitted to the general foreman of car inspectors. A point which will l)ear much consideration and emphasis is to make the job as interesting for the man as possible. Many car inspectors will be found who are letter perfect, for example, in the United States safety appliance stand- ards, but how many car inspectors, or even foremen of car inspectors, know why four ladders are required on a box car or why grab-irons must be at least 16 in. long and have a clearance of not less than 2^ in., and the reason for their definite location? In any case, it is desirable for the man to display some enthusiasm for his work and to take pride in doing it well. He will not display any enthusiasm for his work unless he feels it, and the basis for any such en- thusiasm must be first of all a certain respect for his position. DIGNIFY THE JOB We hear much in these days of the desirability of men feeling enthusiasm for their work, and displaying loyalty to their employers' interests. Enthusiasm and loyalty are the necessary pre-requisites of efficiency. Unless a man feels enough interest in his work to be enthusiastic about it, he will value his job only for its material advantage to himself, and his feeling of loyalty to the interest of his employer will usually be a minus quantity. To create this feeling of enthusiasm and loyalty in the car inspection serv- ice, the position of car inspector must be made worth while. It must be made a preferred job; one that men in the lower ranks will strive to attain, not alone for its material re- wards, but also for the position and importance that goes with it. If men are made to feel that their work is con- sidered important, worthy of consideration, valuable to their employer, they will naturally feel enthusiastic about it, and the men below will strive with might and main to attain the higher position. When an organization is permeated with that sort of enthusiasm the question of loyalty may well be permitted to take care of itself. Several definite propositions may be suggested for build- ing up a proper regard for the work. One of the most important of these is a written examination for all car in- spectors upon their employment, and subsequent periodical examinations, similar to examinations for train service em- ployees. The inspector should also be furnished with in- formation regarding the cost of materials used, and should be impressed with the value and importance 7of his work to the company. It has been suggested that there is fre- quently too much criticism and fault-finding, without constructive suggestions, on the part of supervising officers. Active interest and encouragement from the men higher up are essential to that "team work," without which the highest standard of efficiency is unattainable. I may here cite another incident from my personal ex- perience, which illustrates in a striking manner one of the evils to which the car inspection service is subject: On one occasion, accompanied by a general foreman in charge of a terminal, an inspection was made of a train ready to leave that terminal, which had cars in it on which were found a number of penalty defects, and if the train had been permitted to go forward it would have meant prosecution in the federal courts. After the inspection was completed an inspector was called to the office and inquiry was made as to whether or not he had inspected the train in question, and when it was ascertained that he had done so, the general foreman called his attention to the six serious and dangerous defects which existed on the cars in the train, and then and there dismissed him from the service. The next day this inspector informed me that in the two years he had worked in that yard it was the first time he had ever seen the general foreman in the train yard, and that at no time had he ever received any instructions relative to the require- ments of the safety appliance acts. The government has written upon the statute books a number of laws intended to lessen the risk of railroad em- ployment, as well as prevent accidents, but no law, no matter how rigidly enforced, can correct evils that are directly chargeable to the failure of employees properly to perform their duties. No class of men as a rule have a keener appreciation of their responsibilities than railroad employees, and any failure in duty on their part is often a form of thoughtless- ness in which the chief motive is haste, or due to the fact that a full and complete understanding of their work is lacking. This, I believe, is particularly true in the car inspection service. One of the most encouraging signs of the times, to my mind, is that the railroad managers and employees in every branch of service are co-operating, through safety committees, in a campaign of education in which all interested participate for the common good, and from which is certain to result an improvement both in safety conditions and personnel. In all branches of service, but particularly in the car inspection service, the system of education must go farther. Each of the appliances required on cars in the way of safety appliances were fixed only after most careful thought, as well as a study of the years of experience of the carriers, as indicated by the requirements fixed by the Master Car Febrlary, 1917 RAILWAY MECHANICAL ENGINEER 83 Builders' Association. Car inspectors should be trained and educated so that the underlying reasons for all safety ap- pliances are fully understood and comprehended. The prominence which is given the work of the car in- spector in recent discussions of railroad operating problems, is evidence that his importance as a factor in safe and eco- nomical operation is coming to be appreciated at its true worth. At the recent convention of the Chief Interchange Car Inspectors' and Car Foremen's Association, in Indianap- olis, the scope of the membership was broadened so as to in- clude car inspectors, and for the first time the association took up the discussion of general questions relating to car depart- ment problems, instead of confining itself entirely to the M. C. B. rules of interchange. Representative railway officers addressed the convention, the burden of their remarks being the importance of the car department and the necessity of selecting good men to perform the work imposed upon it. F. W. Brazier, superintendent of rolling stock of the New York Central Lines, pointed out very clearly how the num- ber of derailments could be reduced by more careful inspection, and very truly stated to the convention that there was no subject which it could take up that would result in more good to the railroads than better maintenance of equipment. He presented figures to show that of 25,550 cases of derailment, 32.5 per cent were chargeable to equip- ment failures. To use the words of an observer at this convention, as reported in the Railway Mechanical Engineer, '"Car inspectors and car foremen I Officers in the mechanical and operating departments have sometimes elbowed them aside as if they were not worthy of or capable of the bigger things in the mechanical department. Times have changed. With the more severe and exacting conditions it has become apparent that just as high, and possibly a higher degree of executive and technical ability is required to solve car de- partment problems and handle the labor question as in the locomotive and operating departments." CONCLUSIONS This whole question is a complex problem, worthy of the most thoughtful consideration of those high in authority in railroad management. In the suggestions I make in this paper I therefore avoid anything but the most general ref- erence to what field the instruction and training of car in- spectors should cover. The points which I have attempted to cover may be briefly summarized as follows: (1) Railway development has vastly increased the im- portance of the car inspector's work within recent years, and adequate provision must be made to insure the proper per- formance of his duties. (2) Over 46 per cent of all derailments which occurred on the railroads of the United States during the ten year period 1907-1916 were due to defects in equipment. These derailments caused 14.9 per cent of the deaths, 16.3 per cent of the injuries, and 43.5 per cent of the property loss suffered in all derailments during this ten year period. Derailments due to equipment defects are steadily increasing from year to year, and the chief instrumentality which the railroads must depend upon to improve this condition is the car inspector. (3) That education and training of car inspectors is effective in reducing the number of equipment defects is proved by the record of decrease in defects reported by federal inspectors. In 1902, the defective cars reported were 26.47 l>er cent of the whole number inspected, while in 1916 the percentage was but 3.72, notwithstanding that the inspection in 1916 covered a great many appliances that were not included in the earlier inspections. This notable decrease !'as been brought about by the campaign of education which the Interstate Commerce Commission has carried on through ■ts inspectors, by the distribution of thousands of documents, :nd by the work of railway managers in their efforts to reduce the number of prosecutions for violation of the law. (4) An important influence which militates against proper inspection is the haste with which such work is usually performed. In many cases train schedules are so arranged that entirely too little time is allowed for thorough inspection of passenger trains, and the inspector is working under constant fear that he will be criticized for holding the train past its schedule time. Under such conditions the tendency to make inspections in a superficial manner and to slight or neglect work that ought to be done, is altogether too com- mon. Our accident investigations have disclosed cases of improper inspection, due to lack of terminal time, in which important high-speed trains have been permitted to go for- ward with defective brakes, and in some cases without the lawful percentage of brakes in operation. In these cases the inspectors have stated that they had never been instructed about cutting out brakes on passenger trains, and it was their custom to cut out brakes, if replacing worn out brake shoes could not be done in the time allowed. (5) The selection of car inspectors should be assigned to some official who is well informed concerning the duties of the position and who has some ability in reading character. Generally speaking, inspectors should be recruited from the ranks of the repairmen. Before being placed at work in this responsible position, it should be thoroughly drilled into them that any omission to detect defective equipment is fraught with danger to life and limb. They should be efficiently instructed as to each standard of safety involved in the safe running of the car, and such standards should be formulated in rules as far as such formulation of fixed rules is practicable. An inspector should have at least a common school education; he must be able to write a repair card in a clear and legible manner, and make out clear and com- prehensive reports. A modern apprenticeship system for car department employees is just as desirable as for the locomotive or other departments. (6) It is believed that nine-tenths of the inefficient or incompetent car inspectors fail to measure up to their jobs, either through lack of interest or lack of instruction and training, rather than through inability to do the work re- quired. To create the requisite interest and enthusiasm for the work the job must be made worth while. It should be made a preferred position, which men in the lower ranks will strive to attain, not alone for its material rewards, but also for the dignity and importance that goes with it. (7) Definite propositions for inculcating proper regard for the work are: written examinations covering all matters, concerning which inspectors must be informed, such as Master Car Builders' standards, rules of interchange, federal requirements, rules for loading long materials, regulations for the loading and handling of explosives and inflammable materials, strength of materials, etc., periodical examinations leading to line of promotion, similar to examinations given train service employees; schools of instruction where men may be taught concerning their duties; proper supervision and adequate compensation. DISCUSSION F. W. Brazier (N. Y. C.) commented on the extravagance of departing from approved designs and specialties to save a few dollars in the first cost of cars and then spending many times more in maintenance to keep them in service. Railroad officers could save much trouble and expense if they would stud}- government reports more closely, with a view to remedying the defects which cause the greatest trouble. It is a serious mistake to repair cars in kind if they get out of order shortly after the repairs are made. Wooden door stops were cited as a case in instance. More- over, some roads, although the capacity of the cars and size of doors on box cars have been considerably increased, are using the same door fixtures as thev did 15 years ago! It 84 RAILWAY MECHANICAL ENGINEER Vol. 91, Xo. 2 is little wonder that trouble is experienced. On the New York Central extra compensation is paid to inspectors, and especially in passenger car work, for finding hidden or obscure defects that in the judgment of the foreman would not have been discovered in the course of ordinary inspec- tion. W. H. Sitterly (Gen. Car Inspector, Pennsylvania, Buffalo) thought' that proper training of car inspectors is afforded by having foremen car inspectors who have the backing of the higher officers. Inspectors at interchange points should first serve in classification yards. One source of trouble is the issuing of orders to foremen car inspectors by officers who have never had experience in that work. The car inspector is receiving greater recognition today than in the past. P. T. O'Dea (G. 1., Erie) said that car inspectors had been much neglected and that there is immediate neces- sity for a broader and more liberal treatment of these men. Certain rules were drawn up for the government of car inspectors by the M. C. B. Association in 1902. Because of changed conditions these rules are obsolete, and yet they are printed in the proceedings from year to year, with no effort to make them effective. Car inspectors should receive a wage in keeping with men of similar skill and industry in other fields. The public demands better and safer serv- ice. It will be a good investment to take measures to insure a better and higher grade of Aispectors. As im- portant as monetarv- returns is the necessity of interest and backing from the higher officers. The value of traveling inspectors in checking the work and bringing up the stand- ards has been demonstrated. R. V. Wright (Railway Mechanical Engineer) advocated the necessit}- of giving more attention to the selection of freight car repairmen and of educating them not only to a bet- ter performance of their work, but with a view to future promotion to positions of greater responsibility. It is from these men that most of the car inspectors are selected, and there is no reason to believe that this practice will not continue, .\ttention was directed to the efforts ])eing made by the Chief Interchange Inspectors' and Car Foremen's Asso- ciation along these lines. T. J. O'bonnell (Arbitrator, Niagara Frontier Car In- spection .Association) thought that the expenditure of up- wards of $100,000,000 In- the railroads in the last 10 years in bettering the equipment was an indication of sincerity on their part in meeting the demands of the government and public opinion for better and safer service. J. P. Carney (G. C. I., Mich. Cen.) emphasized the value of a bonus, or extra compensation for the discovery of hidden or obscure defects. Henry Boutet (C. I. I., Cincinnati) stated that the car in- spector was held responsible for inspecting the trains and should not allow them to depart until his work had been properly and thoroughly done. He suggested that Mr. Bel- nap arrange to have his men hold schools at various im- portant points to instruct the railroad inspectors as to exactly what was required by the government. CAR DEPARTMENT APPRENTICES* BY W. K. CARR Chief Car Inspector, Norfolk & Western, Roanoke, Va. The car department apprentice is only a boy actuated by all the inclinations of youth; at the same time he is usually susceptil)le to reasoning and good training. It is not, as a rule, a difficult matter to care for a genius or a boy who has a natural bent for mechanics and is intensely interested in 'This article was awarded the third prize in the competition held by the Chief Interchange Car Inspectors' and Car Foremen's Association for the best article on Car Department Apprenticeship. The result was announced at the annual convention of the association, held at Indianapolis, Ind., October, 1916. his selected work. But the handling of the average boy may be a problem, and a very serious responsibility. Many boys, even below the average in interest and natural aptitude for mechanics and car work, often make good men and reach positions of authority due to their cleverness as executives A boy's initial work in the general car department ma: largely depend upon his previous training. The boy that has had no training should first enter the passenger car frame or body shop. There he would be able to see the results oi skill; at the same time the work should not be sufficientl} wearing on him physically to dampen his interests and de sires. In the passenger department he would better under stand the relation of the various parts to each other, and in a general way see why the details are of certain sizes, etc. It is desirable to lead the boy along natural steps, allowing him to progress from one shop to another so that the oppor- tunities offered will be in sequence, and the boy's advancing experience will have better prepared him to add to his ac- cumulating knowledge. The special advantages offered by promoting the boy from the passenger body works to the passenger car truck and platform gang would be on account of the latter embracing so many real problems of passenger car equipment, opera- tion and maintenance that may not be so well appreciated if such work is taken up in advance of the acquirement of knowledge as to the general construction, names and functions of the various parts. If the apprentice will apply himself he will soon become trained to look for broken parts, exces- sive wear, lateral motion and other defects likely to develop in train service, some of which produce rough riding equip- ment; also those defects that may affect safety. The apprentice should remain at least 12 months on body, truck and platform work. Opportunity for becoming famil- iar with the different lines of construction should be offered the apprentice to the fullest possible extent, and here is where the foreman can be of great assistance to the boy. In fact, much depends on the aid and encouragement offered by the foreman and associates. Of the two schedules given below, one contemplates three months on new freight car work and six months in the drawing room, where it can be offered. Hoth schedules also show how time may be otherwise dis- tributed. Departinents Months Months PasscnstT car body and truck shop 12 12 F'rf ifjht car — new work 3 Freight car — truck 3 6 Freight car — repairs — wood (general) 6 6 Freight car — repairs- ftcel (general) 6 6 Air brake department 3 4 Freight— operpting yard — inspecting and air brake pipe work 3 6 Passenger trimming shop 3 4 Drawing room 6 Passenger car body 3 4 Total 48 48 Beginning the second year, the apprentice should either go on freight car work of the various sorts, or drop into the freight car truck gang and be assigned to general truck work and steel cars. About six months can be well spent in such duties affording invaluable opportunities to secure experi- ence in all freight car construction work, and it would also tend to harden or build up the apprentice physically for the freight car repair work, where he should next be directed for a period of al)out six months each on wood and steel car general repair work. The apprentice should then be in a receptive condition for three or four months in the air brake department. From there he should move to the freight op- erating yard, and be assigned to car inspection and also air brake pipe work for a period of about three months. Here he w ill have opportunit)' to see defects which result from service. After the yard experience the apprentice should spend three or four months in the passenger trimming shop, and then enter the drawing room, always being noticed and en- couraged by the foremen, finally finishing his time in the passenger car body shop. Steel Passenger Cars for D. & H. Two Designs of Coaches Differ Chiefly as to Seating Arrangement; Ventilated Baggage Cars MANY noteworthy features of design are found in an steel platform and double body bolster is used. The double order of cars for passenger train service, recently put center sills are of the fishbelly type, 26 in. deep at the center, in service by the Delaware & Hudson, which included with 5/16-in. web plates, set 18 in. center to center. The nine coaches built by the Barney & Smith Car Company, and cover plates are 7/16 in. by 30 in. with 3^-in. by 3^4-in. nine coaches and six baggage cars built by the American Car by ^-in. angles riveted to the outside of the web plate at the ^^^.^.\U-4y-^—.7'0' Floor Plan of D. &. H. Coach with Smoking Room 8: Foundry Company. Data concerning these cars will be top and to both inside and outside at the bottom. The cross- found in Table I, and a comparison of the cars with others bearers are built up of a cast steel section riveted to the web of similar type in Table II. plates on either side, further secured by top plates 5 in. by The principal dimensions and nearly all the details of the 3^ in. extending across the cover plates and under the angles K 80 ->t< -5684. Truck Cenhrs Floor Plan of D. &. H. Coach with Smoking Compartment coaches from the two builders are the same, but a change has which form the bottom of the center sills, to which the cross- been made in the seating arrangement, the cars built by the bearers on either side are riveted. The side sills are angles Barney & Smith Company having a smoking room accom- 6 in. by 4 in. by y% in., riveted to the crossbearers and body modating six persons and seats in the main portion of the bolsters, and the floor beams are 6-in. 8-lb. channels, riveted SI f ^mm^^ steel Coach for the Delaware &. Hudson car for 78 passengers, while one end of the cars built by the to Y^-m. pressed angle brackets on the web plates and side American Car & Foimdry Company is partitioned off to form sills. In the cars built by the Barney & Smith Company, u a smoking compartment, the seating capacity of the smoking false floor, made of 1/16-in. plate is secured directly to'tlie section being 24 and of the main compartment, 66 persons, floor beams and above this the wooden floor stringers are In the construction of the underframe, a combined cast placed. The American Car & Foundry Company makes use 85 S4 RAILWAY Ml-AlIAXlCAL KNT.I N KKK ■ Vol.. 'M. X... _' i.-. lili'.r \yuiKlcr thai tiouMc i- (.AjKriinooil. On the Niw York (Vmrul extra (<.in|Kn.-atiun i~ |>ai in-pectors. and ■a-.-tni:cr car work, fur rindiiiii liichK-n or ol.Miin- rn|Kr trainiiiL.' nf uir in.-j»i» t«ir> i> affiinkd \>\ havinu I'urcnun rar iii-peUor- who haw the 1>ackiiii: ot' tlu* hiizlur olhcers. In-pnlnr- at intercliange points .-huuM Ar-t .-orvc in (la>>it'icaii«.n )ar llic i>-^uin!i <•!" (inKr> ti> l"<>rrnuii ear in>]>oet()r> 1)\ ViMkers who. have never haerii iiei- in that work. 'I'lie < ar in«peit«ir i- neeivinu L'reater re(»)iinitinn ti)A-\. "' ';•'.• ■ • V 1\ \. i.y\h\ (G. 1.. l".rie) said tliat ear ins[)eeti)r- had l.e«n iinw h nCudeeicd and that thin- i~ iinmeeral treatment of thesi- men. Certain rule:* Averc. drawn up for the government ol car in.-j»eaors iW the M. C li. A-^.-ociation in l''liould receive a wat-'O in kfepini! with men of similar skill and industry in other, field-. The j)ui.lic d.mands Litter and safer .-erv- ire. It will he a tjood inve>tnunt to take mea-ures to jn>uri' a l»cttt and baikinti from tlie hiirher otTicer-. I'he value of travelinsj; inspe. tor.- in eheekinu the work and hrinuin.U uj) the stand- ards ha- Iteen demon.-trate no reason to believe that thi- i>raitio- eiation aloni; the.sc line.«. T. .J. ()"I)onnell (.\rbitralor. Niagara Frontier ( ar In- .-pection ■A->ocia;ion) tlu utihi that the exptn.liture of up- wards of S10(h(XM).()0(t b\ the railroad- in tlu la-t 1<» years in bttterinii the t<|uiiiment wa- an indication of ,-incerity on tlu'ir part in meetim^ the diinand> of the •;ovrnunent and public opinion for better and -afer .-ervice. '. J. r. Catnev (G. C I.. Mich. Cen.) empha>:/-ed the value "of a iioniis. or i'\tra compen-alion for the (b-coverx of hidden or oliseure defect.^. .. Hinrv r.outel (C. 1. f.. Cincinnali ) -tatetl liiat the car in- spector ua- held nspon-iiile for insixc tin;,' the trains and . should iM^t allow them to dej)ari luuil his unrk had been properlv and ihoicuvridv done. He sui:<:e.-teet tor- a- to exactly what wa- rt'^iuirid by the. 1,'overnment. . ' '. CAR i)i{p\i, <.hic( i'.iM Inspector. Nmfolk i\ \\ Otei n. Riiaiiokr. \'a. I he c.ir department ajiprentii e is only a boy actuated by all the inclinations of voiith: at the same tinn' he is u-ually suseejitible to reasoniny and pood trainini.;. It is not, as a rule, a diftuult matter to care for a peniu- or a lioy who has a natural bent for met hanics and is intensely interested in •This article was .iwanlcd the thircl i>rizf iti the comiiotition hel- as executive- A boy's initial work in tlie general car dej)artment ma; laruely depend u]>on his previ»ms traininii. The boy that ha had no traininu -hould first enter the passentier car fram or lii)d\- .-hop. i'here he would be able to .«ee the results o -kill: at the same tim.- the work should not be sufficient] wearing on him phy:.ically to dampen his interests and dt sire<. In the ])assen,cer department he would better under -tand the relation of the various parts to eacli other, and ii. a yeneral way see why the details arc of certain sizes, etc It is de-iraltle to lead the boy ahjnu natural stejjs. allowinL- him to progress from one shoji to another so that the oppor tunities off* red will lie in sequence, and the boy's advancini: experience w ill have l>etter prepareil him to a*ld to his ac cumulatini: knowledj^e. ■" '^: '-^ < • ; .•^' -.'■'•■• .^ •^•., ' - '. '1 h? sju'cial advantages offered by promotini; the boy froir. the ]>.is-eni.'er body works to the passenger car truck ane on account of the latter embracinu so many real proI)lems of passenger car equipment, opera tion and maintenance that may not l>c so well appreciated ii -uch work i- taken up in advance of the acf|uiremcnt r»: knowledge as to the general construction, name- and function- of the various parts. If the apprentice will apply hinisel; he will '-oon become trained to look for brcjken parts, exces- sive wear, lateral motion and other defects likely to develoj in train service, some of whiih produce rough riding equij' ment: al-o those def(X-t« that may affect safety. The apprentice should remain at least 12 months on bo. Of the two schedule^ given below. one contemplate^ th.ree months on new freight car work anairs-^trel (ptncrali .■\ir I>!ake dcpartmer.t .. ' 1 ,..•..•."'. .• Frcipht — oper.-'ting y.ird — in-pcrtintr ai.d air tjrakc pipe wirk ' 3. ...."■ . .6 •. IVissftim r trinimir.i; shop........ ■■ . ^:- ' -'. •4-." I>r.-.wii:q room v. .-'v. . . . . . . 1 . . . ..".',.' • 6.- .'; .' ras.scnutr car be^y ..... — ■"; . ^ ••- 4 .• ■ T.tat .;:.., -...1... .:_....:....■.....-:'.;:..! '•' 4^ ' ' 4S ' • Heginning the second }ear. the ;iiipreini(e shjaiM either go on freight ca'" Uork of the various sdrts, or droj) into the freight car trui k L'ang rn\ the foremen, t'inally finishing hi< time in tin passenger car body -hop. . , ... -. . ■: •■■6:- ■. .■ , .6, ■^■^ . ■ . 4 y^ Steel Passenger Cars for D. & H. ; ; 2: - ^ ; ^ "^X' :v ^ -.V - Tvvo Designs of Coaches Differ ("hicfly as to "^^ -r^^-v; \ ■■■■ .'/-i:.-.": ■•-y.:^:^'-' ■:','.'.■■,/::■:.':,.' Seating Arranj^enient ; N'cntilated Baggage Cars ^. -^ • - : ^ : . i : ;' " /| AXV noteworthy features of design are found in an steel platform and double Ijody holster is used. The douhle y I order of cars for passenger train serviet-, reientlv ])ut (enter >ill< are of the M.-hhelly type, 2h in. deep at the center,, ** in service I ty the Delaware & Hudxin. wluch included with 5 l()-in. weh jdates. set 18 in. center to center. The ne coaches huilt hy the liarney & Smith Car Companv, and cover i)lates arc 7/10 in. I»y oO in. with .^-.--in. I»y .> ' j-in. ne coaches and six haggage cars huilt hv the .\merican ("ar 1>\ ' j-in. angles riveted to tlie outside of the weh jjlate at the t i Sipokin^ Room '^^ i&^sy^i -i Ba\i-i>f fill's \ *y J J J ■lor-s 4 ^.. ,i 11 i Ti ilSot i -• 1 '■ ■ 1 i ,,4- a'-' ,_;, ■■!■ ■■ . i ■ Bail"'.* f' . i-l-' • ' 1 1 — ' ■ * .1 .-J. - % 28 '•••• '■'.'.'■'■'S'- r '''■"'■ :^-::"'\\ ' ■;'-"., Floor Plan of D. & H. Coach with Smoking Room , ' ".-^i' -".I" ■.•-..? y'l'V)un are l»uilt up of a i a>l -leel -e«tion rivi-ted to the \vel» if >imilar type in Talile II. ■:*.;'■" plates on either >ide, furtlur >e« ured li\ top plates 5 in. bj'.'- The principal dimensions and nearly all the details of the ■ j in. extending across the cover plates and under the angle- •^- Floor Plan of D. & H. Coach with Smoking Compartment (oaches from the two liuil(lcr> are the same, hut a change has whiih form the hottom of the center -ills, to which the cross- !>een made in the seating arrangement, the cars huilt l>y the l>earer> on either are angles Harney & Smith Compan\ having a smoking room accom- o in. !•> 4 in. I»y •;^ in., riveted to the crossl fearers and l>ody inodating six persons and seats in the main portion of the hol.sters. and the HcKir heam< are o-in. S-ll». channels, riveted Steel Coach for the Delaware & Hudson ' ar for 78 passenger?, while one end of tiie cars huilt i>} the to ^^^-in: pressed angle hrackets on theVeh plntes nnd Side .Vmerican Car & Foumlry Comj)any is partitioned off to form sills. In the cars huilt l»y the Barney & Smith Companv. a a smoking compartment, the seating capacity of the -moking false tlcKjr. made of 1/16-in. plate is scoured directly to the section heing 24 and of the main compartment. 66 ]>er-on5. floor heams and ahove this the wooden floor stringers are In the construction of the underframe, a comhined cast [daced. The American Car & Foundry Company makes use 85 86 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 of 3 -in. by 2J^-in. by ^-in. angles, fastened to brackets resting on the floor beams to furnish a support for the false floor at the level of the center sill cover plates. The longi- tudinal floor support between the body bolsters and the end posts under the window stools. The side posts are fastened at the top to Z-bar side plates which carry the lower deck car-^ lines, the latter being pressed steel, of channel section, B' - tween each of the carlines is a 1^-in. by l^/a-in. by 3/16 in. Table 1. — Weights and Dimensions of New Cars for the Delaware & Hudson Dead Seating weight, capacity Total lb. per , '^ ^ weight, passen- Smo- Length Cars lb. ger Coach ker inside Truck A Type Journals Coach ...146.200 1,740 78 6 71 fU. 11 J-i in. Coach ...138.710 1,541 66 24 71ft. 1174 in. Baggage.. 110,440 60 ft. in. Six-wheel 5 Six-wheel 5 Four-wheel 6 in. by 9 in. in. by 9 in. in. by 11 in. Table II.— Comparative Data on Steel Coaches. Dead weight Seat- lb. per Total ing pas- weight, capa- sen- Railroad lb. city ger Length over end sills Type of truck D. & H. Co 146.200 84 1,740 D. & H. Co 138.710 90 1,541 Hoston & Maine 120.000 83 1,364 72 ft. 8 -4 in. 72 ft. 9,Va in. 70 ft. 3}4 in. 70 ft. 63 ft. 70 ft. 6 in. 72 ft. 6 in. 70 ft. Six-wheel Six-wheel Four-wheel Pennsylvania 120,000 88 1,364 Four-wheel New Jersey Central 115,800 78 1,480 New Haven 131,000 88 1,488 Four-wheel Six-wheel Can. Xor 140,000 84 1,670 Six-wheel New York Central 142,000 84 1,690 Six-wheel of the car is formed by 2>^-in. by 2^-in. by 3/16 in. angles which are riveted to the flanges of the platform casting. The floor stringers are riveted to the false floor and supporting angles. The side posts of the cars built by the Barney & Smith Company are of a flanged U-section, as shown in the draw- ings, while the American Car & Foundry Company employs two channel sections of pressed steel, with the flanges turned toward each other to form the posts. In both designs pressed sections are used to form the window casings. The end angle which serves as an additional support for the lower posts are built up of Z-bars and pressed steel shapes. A belt deck roof. The inner ends of the lower deck carlines and rail 3 2 Jn. by 4 in. extends the entire length of the car body, roof supports are fastened to an angle iron which, with the and a pressed steel belt rail stiffener extends between the side carlines, sujpports the deck posts, which are similar in sec- Interior 0f One of the Coaches Looking Toward the Pulman Smoker K^^<, > Section F-F. h% tL 7C? 9.7SLb: 7^ r Elerah'on of Side Bearing. \-^i'2^4'- StcHonH-H. SecTion J- J. ■^/y SkkSill Section a-0. Section K-K. SidtSII |. ] riF=ttfii#ff11;i:^"""""""""^i • :^i ■4'Z.&2Lb. , , ^] , [1 . jl ! T M \4CJi2SU>. ^^9l.^oL _>{<- C^ ,8'ai-- t ,11- ^ _o_ _»_ _ci_ ''Tj>_ ^ u * "^ ■ mwtJti ti rmI -9'7V- ^ 3k'x4'x^ TZS^OrerFndfbsts- 5^ ft — Underframe of the D. A H. Coaches February, 1917 RAILWAY MECHANICAL ENGINEER 87 tion to the side posts. A pressed steel channel with unequal nels, weighing 10.5 lb. per ft., riveted together through the legs is riveted to the top of the deck posts and carries the webs. Between the comer posts and door posts is an inter- upper deck carlines, in which the side post section is again mediate post, for which a 4-in. 8.2-lb. Z-bar has been used Sections Through Floor and Window of Baggage Car Z.i'P,IO.SLb. .6Z.IS7Lb SC.aOLb. fC&OUi Shtathn flak D-D. End Viett tlHh Omphragm IkmoKcl. Section B-B. End Framing and Vestibule Details repeated. Midway between the carlines are placed 2-in. by The end posts and corner posts are fastened at the top to a 2-in. by 3/16-in. angle iron roof supports. 6-in. channel, to the inside flange of which the bulkhead In the framing at the end of the body, structural shapes plate is attached. A 5 -in. channel extends between the end are used, the corner posts being 6-in. Z-bars, weighing 15.7 deck posts. The buffer beam is a built-up member, supported lb. per ft., while each door post is formed of two 6-in. chan- by the platfonn casting, the outside being formed of a 7 -in. RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 ^^l^:^Aoju.jni^Fj:_^.P.[.^»i: bV 2,- isy B>i- ,9i- ^4' C -728if0r*r5ndSlb -1' Side Framing of the D. & H. Coaches \c Bl's'Onr Buffer Face Phfe* |< 9's^'Orer Comer fbsfs— Details of Vestibule of the D. & H. Coaches February, 1917 RAILWAY MECHANICAL ENGINEER channel The vestibule corner posts are Z-bars, while at each side of the end door opening, 6-in. I-beams of special section, weighing 23.8 lb. per ft. are used. To the upper end of each of these posts are fastened two channels of 5 -in. SeOeck- 1 , 3Pfi/ Salamander fhJiShtl, Roof Cross-section of the Steel Coaches sections, one connected to an angle iron riveted to a stiffen- ing plate which extends across the body end posts, the other extending up to the deck plate. The posts and the side plate are joined by 3-in. by 2-in. angle irons; light angle irons sup- port the vestibule ceiling and 2-in. angles form the framing for the end of the upper deck. The side and end sheathing is ^-in. thick. The upper deck roof sheets are of No. 14 sheet steel and the lower deck roof of No. 16 sheet steel, both having welded joints. The insulation in 15 of the coaches is 3-ply ^-in. Salamander, which is held in position by spring steel bands. In three of the coaches 3-ply Linofelt has been used. The flooring is of Flexolith cement, laid over Chanarch flooring, the color matching the lower sides of the coach. The interior of the coaches is finished in imitation of grained mahogany, with green Agasote headlining in nine coaches and gray Agasote in nine coaches. The seats, except in the Pullman smoking room, are the Walkover type, made by the Hale & Kilbum Company, covered with "Chase" plain green plush seat covering in the coach end, and Pantasote in the smoking compartment. The seats in the Pullman smoker are known as the English type, covered with Spanish leather. CroM-sectlon of the Delaware A Hudson Baggage Car The baggage cars are similar in general design to the coaches, except that Z-bars have been used for the side posts, instead of pressed steel shapes. The interior finish of the baggage cars is steel, the color conforming to the require- 90 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 ments of the Post Office Department. Double wood floors Standard type. The window fixtures were supplied by the have been used and the insulation is 3 -ply, No. 3 Linofelt. O. M. Edwards Co. The draft gear on all the cars is the These cars have fresh air inlets opening behind the steam Miner friction, type A-3-P with Sharon quadruple shear pipe at both sides and ends of the car. couplers. The buffer is the Miner friction type B-10. West- ' ,-.Trvs» -18k-— <-^'3/Ji< 2'5r- X-^'-^-4i--^-/3l'-^t- Stc'Honal Plan of Bnd o/ Car. Mt^hod of Fashning ^rfif/ont io Side m>ll. OKkPitr^nl Mtfhod of Fasftnin^ fhrh'fion fo Dk/i Pitr. Details of Body Construction The heating equipment in 19 of the cars is the Consoli- inghouse type P S brake equipment is used with one 18-in. by dated Car Heating Company's thermo vapor system, with 20-in. brake cylinder. direct acting steam car thermostat, while five cars have the The coaches are carried on steel 6-wheel trucks, with 5-in. Chicago Car Heating Company's vapor system. The Safety by 9-in. journals, and fitted with clasp brakes. The bolsters The Six-Wheel Truck Car Heating & Lighting Company's underframe type electric are carried on full elliptical springs of the usual type. The light equipment ha.s been applied to 18 cars, while the other equalization system consists of semi-elliptical springs placed six cars have Stone-Franklin underframe type electric light over the boxes and connected through short center pivoted equipment. The coaches have the Garland exhaust ven- cast-steel equalizers. The baggage cars are carried on 4-wheel tilators, while the baggage cars are equipped with the trucks with 6-in. by 1 1 -in. journals. A FURNACE FOR GASEH ARDENING WITH CYANIDE BY E. T. SPIDY The number of parts which must be casehardened in a railroad shop is so great that any system which would reduce the time required by the old bone pack method and yet enable the work to be turned out in quantities would be useful. The cyanide casehardening furnace, described in the fol- lowing, requires that the material be inserted for between 30 minutes and one hour, according to the depth of hardening desired, and the results are as good as those obtained by the bone pack method. The furnace consists essentially of a cast iron box, which is set into a chamber lined with firebrick. The interior shape of the lining follows the outline of the cast iron pot, leaving a space 5 in. wide all around it, to allow the flame from the Cenntclienh ■• 'Smokt Bihausf Pip, Furnace for Cyanide Hardening Which Protects the Operator fronn Fumes oil burner to circulate completely around it. The casing for the bricks is of cast iron, with a top plate made in two pices so as to facilitate rebricking when necessary. A fuel oil burner is inserted in one corner, the flame being directed around and underneath the box. The box is half filled with cyanide of potassium, which becomes a liquid on being heated. The articles to be hardened are placed in a per- forated cage made of 3^ -in. steel plate and lowered into the melted cyanide by means of the pulley and handwheel, at- tached through the hood. It must be I orne in mind that cyanide gases are poisonous and need to Ije carefully guided away from the operator. In this design the top of the hood is connected to the smoke exhaust system, which amply takes care of the fumes. By reference to the drawing it will be seen that there is a trolley and track placed on top of the furnace proper. When loading, the perforated cage stands on the trolley outside the hood, with the sliding front door of the hood closed. The articles are placed in this box in such a manner that the cyanide will reach only the parts required to be hardened. Thus, pins are stood on blocks so that the thread does not enter the cyanide (the height of the cyanide can be readily noted from the discoloration line on the cage). When the perforated cage is fully loaded, the front sliding door is raised and the trolley pushed into the hood till the hook of the lifting cable engages the handle of the cage. The handwheel outside is now turned until the cable raises the cage and contents, which are then held in suspension by the ratchet and pawl on the handwheel shaft. The trolley is next pulled out and the front sliding hood door closed. Then the si d-ng doors between the rails on the top plate, which cover the top of the cyanide pot itself, are opened and by means of the handwheel the rage is lowered into the melted cyanide. After the specified time of immersion, the proceedings are reversed and the articles removed and plunged into cold water. It will l)e seen that this method is absolutely safe for the worker, inasmuch as he cannot possibly come into contact with the gases. The method is entirely successful and effects a marked saving over the lx)ne pack method or systems by which the articles are treated piece by piece. By adding about one pound of new cyanide per day, the total amount in the box remains about constant. SAND BLAST FOR CLEANING FLUE SHEETS BY M. K. The necessity of thoroughly cleaning flue sheets before welding with the electric arc has led to the development of a special sand blasting machine for doing the work, which is shown in the illustration. The reservoir has a capacitj' of about 100 lb. of sand and A Handy Sand Blasting Apparatus is fitted at the top with an air gage, an mlet valve D, an exhaust valve A and a filling plug B. A two-in. Street ell in the lower head serves as an outlet for the sand. The 91 92 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 nozzle, which imparts velocity to the sand is made of >^-in. pipe, with the end from which the air escapes drawn down to an internal diameter of 34 in. The sand used should be passed through a No. 8 sieve and should be free from dust. The method of using the device is as follows: The valve A is opened to relieve any pressure on the reservoir and the plug B is removed. The reservoir is then filled with sand, the plug replaced and the valve A closed. The hose C is attached to the air supply line and valve D opened, admit- ting 5-lb. pressure to the reservoir, which is sufficient to force sand to the point E. The valve D is then closed and valve F opened, sand being forced through the nozzle G against the flue sheet. To stop the apparatus it is only necessary to close the valve F and open the valve A, relieving the pressure in the reservoir. The entire apparatus is placed in the firebox when in u.se. While using this device the workman is protected by a canvas hood with a mica window and also by a respirator. THE EFFICIENCY ENGINEER? BY GULF [The following incidents are true, and happened not many years ago. For very good reasons they were withheld from print, but may now be released. — Editor.] I am not an efficiency engineer, nor the son of an efficiency engineer, though, like most men, I flatter myself that I know something of efficiency and a little of engineering, but much less in proportion to what there is to be known than I once thought. For a great many years it has been my practice to visit railway shops to study their methods and, sometimes to make recommendations. I do not think that I ever entered a shop in which, at the end of the first half day, I did not have a list of scores of things that seemed to demand an immediate revolution. Many of the practices I found were so bad, so left-handed, such blatant evidences of inefficiency, that I often wondered how the man, or men, who were responsible for them could hold their jobs. Some- times the list increased in length during the second half day, sometimes it fell off, oftener it remained stationary. The second day I usually began to see clearer and reasons ap- peared for the left-handedness and seemingly awkward in- efficiency. The longer I stayed and the closer I looked, the more apparent the reasons and the less in need of a revolution did things seem; at the end of a week my formid- able list of the first half day had usually dwindled to noth- ing, or nearly so. and I felt like taking off my hat to the men in charge for accomplishing what they did. Rank in- efficiency in one place may be a model of efficiency in an- otlier, because of the change in local conditions, it is use- less to try to recommend changes until all of the local con- ditions have been studied and learned. Perhaps efficiency engineers do this, I don't know, but a mighty good rule to follow in studying a shop is to ask questions and make no suggestions, at least not until the stock of questions is ex- hausted, and then it won't take long to make the sugges- tions, because usually there will be so few of them. * 3f 4t >i> Of course, nothing is ever as well done as it might be under ideal conditions, with perfect men and perfect machines, but this combination has not yet crossed ni}- path, and so I pin my faith to the men who are making bricks without straw, and getting good results out of the materials available. It is always well to remember that suggestions are easily made and the less a man knows of prevailing con- ditions, tb.c more prolific will be his capacity to make sug- gestions. This is purely a statement of personal capacity and may not apply to the sublimated capabilities of pro- fessional suggestors, but I think it will hold fairly true for the ordinary man whose mind works along the ordinary chaimels followed by his fellows of a fair average intel- ligence. * * * * Speaking of efficiency men leads me to consider some of their ways. I believe there has been some comment as to their want of tact. Here is a true tale. A railway had a big undertaking on its hands and had a big man to under- take it. Certain plans were approved by the executive and urged by his subordinates as being just about the proper things to follow. But the big man, who was not too big to scrutinize details, suggested certain changes that reduced the cost of execution by just the snug little sum of $451,- 000. The revised plan was executed and when put in opera- tion worked satisfactorily and with ever increasing economy. But the efficiency engineers by the score began to tell the president that they could save no end of dollars by re- organization, and they persisted so in their importunities that he, the president, came to think that there must be a lot in it because they all said so. So he engaged a group of seven of them to look into the details of the work of this big man, and some of the other big men on the line. It was a tough job, because a big man is usually an efficient man and things looked hard for the professional efficiency men. It was hard for them even to suggest improvements, but like labor leaders they had to do something to hold their jobs. So the chief of the whole crowd, with a big reputation, went out one night with one of his stop-watch assistants, and in prowling around the cinder pit between one and two o'clock in the morning, when work was slack and there were no engines to be cleaned, but the men had to be there, found four "Hunkies" apparently asleep. Quietly they set up the camera and, flash! — a picture was taken of the de- linquent four. The flash aroused the four, and the two efficiency men fled for their lives. But the picture went to the president to show him how the big man's efficiency could be improved. Wonderful, wasn't it? * * * ♦ Somev/here I have read of a question as to the honesty of this new breed of interlopers. For example, in a big plant a foundry was built. It was a good one and well designed. But after it was placed in operation, the superintendent scrutinized the cupola and felt that it could be improved. So he called in experts and they, including the builders of the cupola, concluded that better results would be obtained if it were to be lowered 36 inches. Plans were made to make the change; but it isn't easy to make such a change when there is a demand for castings, and there is a melt every day. Meanwhile the efficiency men were hot on the trail and eager to justify their existence by a suggestion. One of them was in the foundry with a stop-watch keep- ing tab on the time one of the men was spending in the toilet, when the foreman incidentally remarked that it was the intention to improve the cupola by lowering it 36 in. Ah, ah! there you are! The next day a report was ren- dered to the president stating that the present cupola was very inefficient and tliat it would be greatly improved by being lowered 36 in. Honest, isn't it? If it is, then Heaven guard us from the honest man. * * ♦ ♦ By the way, there is an interesting sequel to the sleeping '"Hunkies." One of the same lot of efficiency men was de- tailed to watch the coal consumption on a certain engine test. He was to keep track of all local conditions and be on the engine at all times. A railway officer who was not an efficiency man, happening around and wanting to go where the train was going, took to the caboose and there, comfortably wrapped up on one of the bunks and snoring soundly was the efficiency man who was supposed to be an alert of the alerts and on the locomotive. He was em- ployed by the very man who photographed the sleeping February, 1917 RAILWAY MECHANICAL ENGINEER 93 Hunkies. Ah, woe is me when such tales are told of the very elect. But the question arises, who was the more in- efficient, the Hunkey at $1.50 per day who seemed to sleep when there was nothing to do, or the efficiency man at ten times the Hunkey's rate who was asleep when he was paid for being wide awake and very alert? * * * * One more story of the efficiency man and I am through. After taking photographs of the tops of every tender on the line and ascertaining that there were three brooms and two shovels going to waste at a cost of two dollars, in ex- change for the forty that it cost to photograph them, they tackled the aprons between the tenders and locomotives as a fruitful source of waste and inefficiency. They photo- graphed them every one and measured the diameter of every hole and the width of every crack that existed in all these aprons, and then made an estimate of the amount of coal that could be lost through these manifold openings. Each hole and crack was credited with its own quota of the num- ber of ounces of coal per minute that would sift through. It was frightful, it was terrific, it was a waste of unparalleled immensity. Stop and consider. Hundreds of locomotives, each with one or more streams of pure coal, coal containing 14,500 B. t. u. per pound, flowing through the aprons. Did the president "trun a fit?" Did the coal agent sit up all night? I don't know, but they ought to have done so if they didn't; for when the figures, authentic figures of the efficiency men, mind you, were sent to the superintendent of motive power he took notice and a pencil, and the re- sult of this combination of notice and pencil was that in about two minutes — you see, he had to be efficient now, to stop the waste — he learned that in a year this awful waste of coal that had been certified to by the efficiency men had covered, or ought to have covered, the whole four hundred miles of the road with this precious coal to a depth of II ft. I haven't heard as to whether he wired his results to the president and asked for a special appropriation for rotary snow ploys to dig the road out, or whether from sheer chagrin at the discovery of their own inefficiency all hands were silent and let the grass grow and the tracks lie on this bed of coal, knowing that it was there and available for in- stant use whenever the present supply may fail. By the way, I forgot to mention that after the photo- graphing of the Hunkies and the disclosure of the leaky aprons, the big man who cut a half million off his shop costs and whose figures for locomotive repairs are the envy of his fellows, decided that he had had enough and resigned, and I am wondering what the road has gained by the trans- action as a whole. ilf n^ t * These, to be sure, are trifles, little things, mere incidents in the all-embracing scheme of economy and efficiency. If ever there were a lot of men who dwelt in magnificent gen- eralities and equally magnificent figures, it is the efficiency men, who save from $1,000,000 a day down, and who think they can prove anything. But really doesn't the efficiency man fill Josh Billings' definition of an enthusiast? "An enthusiast," says Josh, "is a man who can prove ten times as much as anybody will believe and believes ten times as much as he can prove." Then why, if they can do so much, why photograph a sleeping Hunkey? * * * * To the onlooker, the man in the street who thinks and discriminates, it seems strange, and the strangeness makes it seem impossible, that butchers and bakers and candle- stick makers, to say nothing of lawyers, are so very much more wise and capable and honest than the men who have Worked their way to the top by dint of hard labor and despite hard knocks; that they, without any very intimate acquaintanceship with details, can tell the men in charge how to do their work all along the line. To me it doesn't look altogether reasonable and I merely ask, is it? TURNING BOLTS IN A BOLT CUTTER BY ARTHUR J. HUMPHREY An arrangement of a double-head bolt cutter which has effected a considerable saving in the making of fitted bolts is shown in the illustration. The left hand carriage of the machine has been fitted with a feed screw geared to the main driving gear and in the die head are threading dies which have had the threads ground off and the outer corners rounded for a cutting edge, thus making an effective turning head. The right hand head has the standard threading die. The frame bolts, saddle bolts, etc., are forged in quantities, of various lengths and sizes, and are brought to the special bolt cutter, where a helper turns the ends to the proper size in the left hand head and threads them in the right. After setting the heads to the proper sizes and the stops to C^)en Double-Head Bolt Cutter Which Turns and Threads Ends of Fitted Bolts for the desired length of cut, the bolts can be threaded rapidly as the operation is performed with a minimum amount of handling. The threaded bolts are kept in stock and when they arc needed it is only necessary to screw a hollow threaded center over the end of the bolt, catch the head in the lathe chuck and turn the bolts to the proper size. The single head machines will do the same work, but of course the dies must be changed and more handling of tiie bolts is necessar)'. With this special arrangement a helper and a bolt cutter will produce as much and as good work as an expensive automatic turret lathe operated by a skilled machinist. PNEUMATIC CARRIER BY M. K. Pneumatic carriers for conveying messages from one point to another are being used with success in many railroad shops and terminals. A simple arrangement of conveyor and re- ceiver which can be made at any shop is shown in the sketch. The pipe line, which is placed underground, is made of 2^- in. wrought iron pij)e. The brass collar on the end of the pipe is held in place by a jamb nut. The interrupted thread holds the cap, which can be tightly clamped by a slight twist that causes the lugs to grip the thread. Air from a axn- pressed air line is carried to a conveniently located stop cock, which is connected through rubber hose to the cap. The case in which the messages are transported consists of two leather cylinders, one of which fits inside the other, the body of the outer cylinder being somewhat smaller than 94 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 the inside diameter of the pipe, but having a base which is a fairly close fit in the tube. The receiver, which is placed in line with the end of the pipe and catches the carriers, has a small hole in the closed end to eliminate rebound of the case. When the carrier is not in use, the cap is placed to one side. When a message is to be sent the carrier is inserted, the cap put in place and the stop cock opened. After sufficient time *i ^ lap Out Zl' t*-4-*l 1 Ont Ttiui. ^'Leather. Details of Message Carrier has elapsed for the me"sage to reach the other end of the line (one to two minutes), the air is turned off and the cap removed. The chief application of the carrier system has been in sending reports from the inspection pit to the round- house office, but there are numerous other uses to which the device may be put. PROLONGING THE LIFE OF FIREBOXES BY DANIEL CLEARY San Antonio & Aransas Pass, San Antonio, Texas Boilers are like men. They have to be given the proper care if long life and useful service are to be gotten out of them. Locomotives all have feed pipes that deliver water from the injector, somewhere near the surface of the water in the boiler. This is for the definite purpose of heating and mixing the comparatively cold water from the injector with the hot water in the boiler as much as possible. If cold water were run in at the bottom, being heavier for a given volume than warm water, the chances are it would lie there, cutting down the circulation and causing unequal ex- pansion in the sheets. What is the general practice in the average roundhouse with regard to filling boilers? An engine comes in the house and stands around for an hour or so. Some light running repairs are in progress, when along comes an order for an engine as soon as possible. The fire-up man is told to 'fire her up at once." He climbs up and looks at the glass and tries the gage cock, but can't find any water. This is only natural as it has been standing around some time after the fire was knocked out.. The engine is wanted in a hurry and the fire-up man knows that he must get it out so he tells the boiler washer to "fill her up through the blow-off cock." There can be but one result from such treatment. Did you ever notice firebox sheets cracked opposite the blow-off cocks? The next time you see cracks in this location, look around and see how the boilers are being filled. A period of 10 to 14 months of filling with cold water through the blow-off cocks will crack sheets so they will need plugging for cracks from ]/> in. to 1^ in. long, whereas if the boiler were filled in the proper way, it would run for five or six years under fair water conditions. Oil-burning locomotives especially should be guarded closely when wash- ing and filling, as it takes from 10 to 12 hours for the brick work to cool. Frequently washout plugs are found on the bottom of the boiler shell about 10 in. from the front flue sheet. This has always been an eyesore to the writer. The boiler washer puts his nozzle in this hole and ties it to the brake cylinder or some other convenient location and lets the water run and as the water is running in but one direction, it merely cleans out a narrow path so that eventually it is necessary to take out 15 or 20 tubes to wash mud from the bottom of tiie shell. A belly washout plug like this should be patched and washout holes put in on the right and left side of tne boiler above the guides; then the boiler washer may stand outside where he can hold the nozzle and throw the water all over the bottom of the shell. Anyone who has ever h;id the job of tapping out a boiler plug hole in this location will agree that it is a job that will try the patience of a saint. ^^'here it is the practice to use cold water for boiler wash- ing or water but slightly heated from a small steam pipe leading into the washout nozzle, the boiler washers and others filling boilers get careless and do not realize the dam- age they do to the fireboxes. As the damage does not show up right away, they give in to the pressure of getting en- gines back to work in a hurry. The only safe way to hurr>' up boiler washing is to use a hot water boiler washing and filling system. The boilers can then be cooled down, not too rapidly, through the feed pipes, but washed out and refilled with hot water, hurr)Mng the job along about as fast as possible. A TOOL FOR FORMING ROD BUSHINGS BY H. C. GILLESPIE The lathe tool shown below has been designed especially for turning rod bushings and is so constructed that it fits in tli,e carriage of the lathe instead of in the tool post. The Tool Which Bores and Turns Rod Bushings in One Operation holder carries two bars with inserted cutters held by et screws. By using this device and finishing the inside aid outside of bushings at the same time, the work is performed nearly twice as fast as when a single tool is used. Some Information on Arc Welding The Effect of Varying Current on the Structure of the Weld, and Efficiency of Heat Utilization BY F. G. DE SAUSSURE Engrineer, Siemund-Wenzel Electric Welding Co. THE primary object of welding is to join together or repair parts that require strength, and therefore a question of prime importance is : How strong is a joint made by the electric welding process? In answering the question it must first be assumed that the weld is to be machined to the original section, for it is evident that by the method of reinforcing, welds can be produced that are stronger than the parts joined. Fig. 1 merely by virtue of increased cross-section. The results of two hundred specimens show the following average results in pounds per square inch: Original. Welded. Elastic limit 46,900 45,600 Ultimate strength 61.500 48,585 The above specimens were bars of 1 Vi-in. by ^s-in. struc- tural steel gripped 18 in. apart. Ihe pieces to be welded were beveled on both sides as shown in Fig. I. STRUCTURE OF WELDED JOINTS Sample cross-sections cut from test pieces electrically welded were magnified and photographed, and show the fol- lowing characteristics: In Fig. 2, A, a. section of the metal entirely remote from A B FIfl. 2A — Section Through Test Piece at a Point Unaffected by the Heat Fig. 2B— IVIetal of the Piece Where Affected by the Heat the joint was taken, and shows the natural "grain" of the iron; this should form the basis for comparison, as it has not been subject to the action of the arc. The effect of the heat will be seen by a careful inspection of B in the same figure. The more pronounced darkened laminations show the pearlite more distinctly, but there is no indication that the material has been overheated. The pearlite areas show the effect of the heat, but the arrangement may have been caused by the uradual annealing of the metal as it cooled after the weld. The welding material itself is clearly shown in Fig. 3. The section was taken from the position indicated by the circle on the adjacent sketch, and a ver>- distinct line marks the joining of the added metal to the original. The very dark patches indicate the presence of oxides, which results in a poor weld, as there is practically no adherence between the original and the weld when the oxide is present. This ^ample was made with a current of between 90 and 100 amperes and the oxide is undoubtedly the result of too low current and therefore insufficient heat used in the process. Increasing the current results in a l^etter weld, illustrated in Fig. 4, which was made with a current of about 125 am- peres. Note that the oxide patches have diminished in size to small particles. The metal adjacent to the weld still pos- sesses the laminated structure as was noted in Fig. 2, indi- cating that the heat was not great enough to harm the metal. Still better results are shown in Fig. 5, and it is now hard Fig. 3— Section of a Weld Showing the Effect of Too Low Current to distinguish between the added metal and the original. This sample was made with a current between 150 and 160 amperes, and is perfect. The original metal, it should be noted, has now given up some of its laminated structure and therefore a point has been reached where a further increase of current will burn the metal. EFFICIENCY OF HEAT UTILIZATION It may be of some interest to calculate the heat efficiency of the process. A current of 155 amperes at 20 volts liberates 3,100 watt-hours per hour; this is equal to 3,100 times 3.412=10,577 B. t. u. per hour liberated at the arc. A fair rate of use of welding metal is two pounds per hour, which is raised to a temperature of 3,900 deg. C, this being the tem- perature at the positive side of an arc. This is equivalent to 7,052 deg. F., or 6,982 deg. above room temperature (70 deg.) which, multiplied by the specific heat of iron, 0.1165, gives 813 B. t. u. per pound, or 1,626 for the two pounds used per hour, to which should be added the latent heat of fusion few- two pounds of iron, 109 B. t. u., giving 1,735 B. t. u. required to fuse the two pounds of iron and raise it to 3,900 deg. C. We have shown that the energy actually exjaended at the arc was 10,577 B. t. u., so the thermal efficiency of the process 95 96 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 is l,735-=-10,577:=16 per cent. This may seem rather low, but it is far higher than the efficiency of the gas weld process, which is in turn much greater than that of a blacksmith's forge. Starting with the electrode and work cool, it is reasonable to say that the heat should be supplied at a greater rate than when the weld is in progress. However, the time required is so short that this item may be disregarded. The length and resistance of the arc vary continually, owing to unavoid- able motion of the electrode, and it is important to maintain a steady current in spite of such fluctuations, to insure the temperature remaining sufficiently high to obtain perfect fusion; otherwise some particles may pass over burned, while still others will not be at the fusion temperature, producing a weld of uncertain quality, as shown in Fig. 3, previously discussed. Probably due to the fact that the carbon arc has been longer in use and is more easily investigated, comparatively little is known of the metallic arc. One of the most striking features of the metallic arc as used for welding is that the deposit of metal is opposed to the flow of current; the operator holding the negative electrode while the positive wire is at- tached to the work. The reason for this is that most of the heat of an arc is generated at the positive pole. A study of Fig. 6 will more fully illustrate the relationship. The pencil electrode being of far less mass than the piece being worked on, less heat is required to bring it to fusion, consequently a good distribution of heat is obtained by making it the nega- tive pole. The apparent length of the arc, as viewed through the welding glasses, is % to 3-16 in., but by referring to Fig. 6 it will be noted that the molten terminals of the arc glow to such an extent that they appear to be parts of the arc itself. There is a continuous flow of molten particles from the pencil to the work, producing a metallized air gap which, when the arc is projected upon a screen, shows interesting results; it moves about, always taking the path of least resistance, and its color spectrum indicates that practically every substance C(Miiing under its influence is instantly volatilized. EFFECTS OF THE LIGHT The brilliance of the light and the prominence of actinic rays renders the arc highly injurious to the eyes if they are not properly protected. That a careful operator's eyes are '^ It Fig. 4 — Sections of a Weld Made with 125 Amperes not affected by the light as viewed through a welding shield is evidenced by the fact that men who have done such work for years do not seem to suffer any ill results. The careless operator, usually a beginner, suffers painful effects from ''flashes" caused by drawing the arc without having a shield over the eyes. A good remedy for such an injury is the appli- cation of hot tea leaves with a few drops of witch-hazel on a bandage over the eyes ; also wash them with a mild solution of boracic acid. It is a mistake to use a shield having too light colored glass; one result is that the operator's eyes become fatigued due to the brilliance of the light, and he continually draws a longer arc without realizing it. The glasses should be of such density that sunlight is barely visible through them. Two red and one green glass make a good combination. The operator soon learns that exposed skin is acted on by the light in a manner similar to sunburn, but much more rapidly, the exposed part blistering and peeling after a few- minutes of exposure. He should not only be careful of him- self in that respect, but should caution any other person within range to keep his sleeves rolled down and his wrist:^ covered. RATE OF WELDING Welding is usually accomplished more quickly by the elec- tric arc than by any other process and w'e give here some examples for illustration: A full set of locomotive flues, 36 superheater and 256 2^ -in. flues have been welded in 12 hours and 30 min. by •/f ''M" ^X. "fVf" 4" Fig. &— Section of a Weld Made with a Current Between 150 and 160 Amperes one operator. The 36 superheater flues were completed in three hours, or at the rate of 12 an hour. The 256 boiler flues were welded in 9 hrs. and 8 min., or at the rate of 27 per hour. Twelve leaks developed and required 20 min. to reweld. On the superheater flues 175 amperes were used with 20 volts at the arc, using 5-32-in. electrodes. On the smaller flues a }i-in. electrode and 125 amperes were used with 20 volts at the arc. In a series of tests on ^-in. boiler plates, an average speed of 2 ft. per hour, on work in a downward position or at the sides, was maintained. On overhead work 1.8 ft. an hour was averaged. Calculations from seven pieces of ^-in. cast steel showed an average of .83 ft. per hour. When a welder is at work, his time may be divided into three parts: cleaning, welding and renewing electrodes. Re- peated timing indicates that 10^ min. out of every hour is consumed in renewing electrodes and an average of four min. an hour is taken up in the use of the wire brush. The amount of metal deposited in an hour depends largely upon the class of work. To give some idea of this important item, the fol- lowing table has been compiled: Lb. of electrode Class of work. Amperes, used per hour. ^-in. boiler plate, downward 135 2.46 M-in. boiler plate, overhead 140 2.23 ^-in. cast steel, downward ISO 3.12 Extra heavy shapes 175 3.28 AMOUNT OF METAL REQUIRED It should be noted, however, that weight of electrodes used does not represent the actual weight of metal applied, February, 1917 RAILWAY MECHANICAL ENGINEER 97 for about 26 per cent is wasted in the stub ends and there is some metal lost in the process. The waste jjer hundred pounds, based on a price of 6^^ cents per pound for elec- trodes, is $1.69, minus the scrap value of electrode stubs. At this point, however, a note of warning should be sounded. Burning the electrode too near to the handle is a bad prac- tice, while too long an electrode is also likely to result in q poor weld. Considerably more metal must be put into a weld than is represented by the volume of the opening between the pieces. The percentage varies with the thickness of the metal. Fof Q I ;! 'thing for you, remember that I am willing to do it, no matter what it is; but I must work tomorrow and should have rest. Meet any emergency that you may be confronted with during the night, and if in the end it proves that your judgment was wrong, we will talk it over and you will not do it again." Need it be added that this night foreman made good? What about the day foreman? Well, I heard the superin- 98 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 tendent of motive power say he was the best foreman on the system. Do not construe this to mean that the foreman should turn his back on the details of the work; he should rather dig into the details of the work until the men are trained to the point where they will relieve him of the minor details. This will then give him an opportunity to concentrate his attention on the things which are giving him trouble and delaying the work. One morning a certain shop foreman, feeling that he had everything above possible criticism met the writer in front of one of the machines of the shop and began explaining what a good output he was getting from this machine; machining the product from rough to finished with si.\ operations, com- pleting so many in one day, and wound up by saying, with the air of a man who was perfectly satisfied with himself, "Can you beat it?" "Yes," I replied, "that certainly looks good, but why don't you double it and cut down the number of operations?'' The first important improvement was suggested by the operator of the machine. One officer, on being informed of the small operation eliminated, thought it too small to consider, but it was too late to .stop this department; they were aroused, and as a final result this machine today is finishing the same piece in three operation? instead of six and the output ha.-i been doubled. METHOD OF MAKING TUBE EXPANDERS BY F. W. SEELERT Ordijuirily tul)e expanders are made l>y turning up a solid blank to the desired shape and then slitting it into sections on the milling machine. At the Soo Line's Shoreham shops in Minneapolis, Minn., these expanders are made from bev- eled bar stock. Suitable size stock is selected and blocks sawed off as shown at S and T. These are the blanks with which the operation is started, and they are clamped in the mandrels shown at C and D and held in place by set screws in an iron ring. After the set screws have been tightened down and the blanks made secure the mandrel is placed between lathe centers and the sections faced off to the correct exact contour of the mandrels. These mandrels are turned from a solid piece of carbon tool steel, the recesses being slotted out of the solid piece to receive the blanks. The mandrel for making superheater expanders has six slots, while the standard tube mandrel has four; each mandrel will, therefore, accommodate half of a set of sections for a finished expander of either kind. After finishing, the mandrels are carefully hardened and drawn. At E is shown a cast iron chuck used in holding the section of superheater ex- panders while they are being bored on the inside to fit the taper expanding pin. The sections are held in the chuck by the clamp ring F, which screws on to the thread to be seen on the outside of the chuck. The whole chuck is screwed on the end of a lathe spindle and the taper hole is then drilled and accurately finished to fit a pattern, in order to insure interchangeability of all the sections. This operation is performed on the superheater expanders only. The smaller sizes of expander blocks are finished on the inside on a mill- ing machine, using a suitable jig and radius cutter. After these operations are completed, all that is necessar}' is to re- move the burrs and sharp corners and the sections are ready for hardening. The saving effected by this method over the old method of turning up a solid blank and slotting is about 68 per cent for small expanders and about 40 per cent for superheater expanders. DEVICE FOR REBORING DISTRIBUTING VALVES BY E. S. REARDON The illustrations show a device for reboring the equalizing chamber of distributing valves, which was designed and built by the writer. The tool bar E is carried in a guide and has on one end a swivel nut B, which fits over a collar on the end Equalizing Chamber Boring Machine of the feed screw A. The boring tool B extends through a slot in the bar and is held by the wedge C. When the bar is rotated it is fed as desired by turning the handwheel on the end of the feed screw. The device is held central by the pins Mandrels Used in Malty ]);iy> Idi^ dividend-. I liavt -ludiid llu- |>r;utical side .of roundli.Hi^e maiiau'tnunt fmni ".X"' lo ■/" and ktiow there •'■ " are many ihiim> alioiit a mumlliuu.-e lliai laniiol l»e learned from liook- hut require l(»nu and careful ^tudy. In my last •."-\-- po>iti<)n my superior ofnier wa- al\va\s (|uotinLj the cfticiency .. ; .and ivononn of vour rnundhou-e. xi 1 came hen- to learn :-,■■' lio^v to jday the irame l)!)tli ways, and liave concluded that .i .1. ; it can'l l»e dtnie. There are a ninnlKT of prattiic- that e.\ist ' ■- in your shop of which I ilo not apjirovi-. .My experieiue here lias convinced mo that I am riu'ht and that the>e thintir- arc WTonLT. Callinu a -paile a .-paile nevi r liurt- the man ■ whose intentions are in the riizht direction. Taper records not Itased on fact will inially lead to troul)le." ■•,•.. "Now in a wav I have iinp<^-ed on \ou. la. A machine for makine; freight car ladders has been devel- oped by C. M. F. Bernhardt, car dejxirtment foreman of the Cicorgia Railroad, which has proven entirely satisfactory and with which iron ladders can be made at a cost some .>5 per cent less than the price paid for these ladders in the open market. As shown in the illustration, the machine is made from bar stock, and is operated by air, a 12-in. by 14-in. brake cylinder beinu' used to drive it. The ladder made on this machine consists of 1-^4-in. by 1 ^4-in. by 3/16-in. angle- I'or side pieces and ^s-in. rcxls for the run.fis. the ancles beini.! spaced IS in. apart. The rod-- usi-d are taken from scraj) Firished I. id J Machiti' for Building Ladders with Angle Sides and Round Bar Rungs job. I will l)e glad to try it out. My right name i- Tom '."('arleton. and 1 am from the V. & A. Z. at Greentuld." Tom ■ paused as he ro>e from the chair in which he had i»een >it- .' ting and made several sitj»s to the iloor. 'I'urning and look- ;■ ing s«iuare at the master mechanic he said: 'T am now going ■ to m\ boarding house and uide.-> I hear further from you r.\ will take the midnight train for Greenl'ield." With that he ' hastily opened the dtH)r and pas.^ed out. The following morninc a new notice was found on the . board at the Muncie roundhou-e: •XOIK K. "Effective today. Mr. 'Ihomas ('arleton is appointed general foreman at Muncie. in charge of the entire IcKomotive terminal." The machine will rivet the rung> to bcith .-ide piece angles in one operation. .' • "; I he top view of the mac hine shows a rung in tlu clam])S ready for riveting, the angle side i)ieces not being shown. These clamps slide on >uitable ways so that the movable rivet die at the right will force the rod into the die at the left, thus riveting it to the side piece. The clamps are operated through a system of lever cams, and are nanin- tained in the open pc»ition i)y a leaf sy)ring. The right hand plunger slides on suitable ways on the bed of the machine and is operated l)y the l^rake cylinder pistons through a system of levers. A three-wa\- valve is used to operate the mechanism. A special type of furnace has been developed for heating rods at each end. This is also shown in the il- lu.stration. ■• '.' :■•.-'■. .y \ New Devices Vl»JUJ^AMJidAUJiJiAtM^^J^J^I^*^J^J^Jl*JI^JJJ^JI^Ji*J^d HEAVY DUTY GAR WHEEL GRINDER A hciiv) duty car wheel griiuler i< slimvn in the photo- grai)li. which has a capacity of from 28-in. to 42-in. wheels and an actual swing ol 44 in. on the centers. Axles up to 8 ft. in UiiL'th can Ije accomnioilated. It will he noted that this machine, which is built by the Putnam Machine ('om])any. I'itchburg. Mass., is entireh' self-contained and i> driven by a direct connected motor. Ihis niadiine has been designed along generous lines with a special view of combining maximum production with minimum exertion of the ojierator. The bed is heavy and is cross tied and braced so that it will absorb vibration (ka- to the hc:iv\ duty imposed. The hea(l>tock i> bolted solidly to the lied. The tailstock is gil>bed over tiie outside surfaces and is provided with power movement longitudinally, tlie control being so located that the operator can reach it without moving from his post in front of the machine. There is also a ]>atentcd clamping device that automatically clamps the tail- ju-ted automatically for the ■ieVeral -tandard ulu-el contours while tlu- macliiiiL is running. J'rovision i? made for furnish- ing cooling compound to the w<»rking faces of the grinding wheels by a motor-driven pump and necosary pij>ing. Sf>ecial pans and channels are |»rovisories. FILE CLEANLNG AND SHARPENING MACHINE A portable hh- cleaning antl .-harpening machine i> >lu)wn: in the photogra[)h. It is a lomplete unit in it-elf and tan l»e ada[)ted to u.-e either comj)re>>ed air or steam at pre>sures from NO to 150 lb. The higher i>ressure will, of ct>urse. cut much better than the lower pre»ure. .\ sj)eci;il flint abrasive is used which can be >crured at Front of the Wheel Lathe Showing Control Levers Stock wlun it readier the desired ojierating position. The face ]ilates are e<{uipped with Putnam patented non-slip driving dogs which re(|uire net aclju.stment> other than; to re- lease i)y hand when the wheels are in j)o>ition. the en)juge- ment being entirely automatic. The main spindles are prt vided witli adjustal)le sleeves, .so tiiat in chucking wheels^ variations in the length over all of axles are automatically cc)mi)ensated and the distance l)etween the dogs on the face plate remains constant. Tlie grinding wheels are mounted on liigh carbon steel -pindles. running in tapered bronze .self-oiling bearings. The thrust of the spindles is taken up b\ ball bearings. The base castings for grinding wheel slides are cast integral with the main bed of the machine in order to add to their rigidity and {•reserves the alinenient. The grinding wheel.- may be ad- ,1 reasonable prfce and may be u>ed o\er and ovcT a gam as long as there is any cutting action left in it. When it is tcK) small and light for service, it flows away with the surplus water in the machine through the overflow. .\ brief outline of the action <>f this machine is as follow>: .\ bla>t of air 4)r steam carr\ing in su>i tension the abra>ive flint i> directtnl ai>ain.-t the tile, which ha> been introduced in an o|>ening in frontN)f the drum. The angle at which the file i> introduced is n\ed by means of guide> iu>t in>i(lc- the opening, which can not be seen in the photograph. Ihe flle i> >lowl\ pu>hed into the drum and withdrawn a few times, the number de- pending upon the condition in which the flle was when taken to the cleaner. The abra>ive. after striking against the file at the i)roper angle and taking away all foreign material and leaving the file with a free cutting surface, drops into the 10.^ 104 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 bottom of the drum. It is then ready to be syphoned up by the jet and used over again. This machine is built by the Macleod Company, Cincinnati, Ohio. It is claimed by the manufacturers that any shop using as low as 10 dozen new files each year can install one of these devices and pay 20 per cent on the investment each year. A plant using 50 Files Being Cleaned in a Buckeye Machine dozen would pay 100 per cent on the investment, for cleaning files alone; and another feature of the outfit is that it can be used as a sand blast for small castings. There is a hand- hole in the top of the upper hopper through which the castings to be sand blasted mav be introduced. A COLLAPSING TAP In the photograph is shown an automatic collapsing tap designed by the National Acme Manufacturing Company, Cleveland, Ohio. It will be noted that the greatest diameter of the tap is that across the chasers. There is, therefore, no Internal Detail* of the Collapsible Tap limit to the depth to which the tool may be advanced, it only being necessary to increase the length of the shank. As will be seen in the photograph, the backs of the chasers are supported for their full length against a center pin of rect- angular section. When the travel of the turret is stopped at a specific point, the tap continues to cut, advancing several threads until the pins at the bottom of the chaser holder are disengaged from the holes in the end of the stationary portion of the tool. The chasers are then free to revolve with the work. As the backs of the chasers are brought opposite the flat surfaces of the center pin they collapse, due to the wedg- ing action of the spring actuated pins against sloping sides of the recesses in their under sides. To remove the chasers for grinding, it is only necessary to loosen the top plate and the chasers will drop out. There are no openings where chips or dirt may get into the interior of the tool. All parts are interchangeable and the chasers have been tested to cut a commercially perfect thread before being placed in the tool. A graduated index provides adjust- ment for undersize and oversize threads when tapping for tight or loose fits. POWER FAST TRAVERSE FOR MILLING MACHINE TABLES A recent improvement in large milling machines is the power fast traverse for the table that is now made an integral part of every heavy service milling machine built by the Brown & Sharpe Manufacturing Company. This power traverse will not only return the table quickly, but will advance it rapidly until the work is in position for the cutters, or will cause the table to speed up where there are spaces intervening between the surfaces to be milled. The physical exertion required to return the heavy table by hand after each cut is eliminated, the operation being per- formed by moving a lever conveniently located. While this power fast traverse is an integral part of the machine it operates entirely independently of the regular Method of Driving the Power Fast Traverse feed change mechanism. When it is used during the time that the regular feed is engaged, the regular feed is auto- matically thrown out, but as soon as the power fast traverse is disengaged, the regular feed is automatically thrown into action again. The mechanism is contained in the feed box of the machine and is driven from the machine driving pulley by a narrow belt. The diagram shows the arrangement of the mechanism. The sliding sleeve A is keyed to the shaft B, that delivers the power from the feed case to the telescopic shaft leading to the feed mechanism in the knee and saddle. On cme end February, 1917 RAILWAY MECHANICAL ENGINEER 105 of sleeve A is a toothed clutch and on the other a friction clutch. When the toothed clutch is engaged, the drive is through the regular feed changing mechanism, and when the controlling lever is thrown over to operate the fast traverse, the sleeve A disengages from the regular feeding mechanism and the friction clutch at its opposite end is thrown into the Mechanism of Power Fast Traverse fast traverse driving pully C. The drive is now direct from this pulley to the feeding mechanism in the knee and saddle, and since the fast traverse driving pulley is belted directly to the main driving pulley of the machine, the movement of the table is greatly accelerated. The friction clutch and narrow driving belt are intended r.^ Operator Throwing Power Fast Traverse Into Action to prevent damage to the machine or cutters in case of the work running into the cutters when moving the table up at the beginning of a cut. It is not intended, however, that the operator should depend on this to prevent damage, for while not probable in most cases, it is possible sometimes to break small or delicately made cutters in this way. REVERSIBLE ECCENTRIC AND SIDE RODS The necessity for carrying side rods and eccentric rods in stock in pairs, right and left, ties up a considerably larger amount of material than if one rod could be made to answer both purposes. Of course, if a rod should be required for the left side and only rods for the right side were in stock it would be possible to cut the rods, turn one end 180 deg. in relation to the other and weld together. Valuable time might be lost in doing this, however, and there would always be the possibility of a poor weld, especially if the operation was performed at an outlying point. One thing only stands in the way of using the rods indis- criminately and that is the oil cup. Three employees of the locomotive repair machine shop of the Delaware, Lacka- wanna & Western at Scranton, Pa., all of whom have had extensive experience in fod work, realizing this have designed and patented, and have in actual use, rods which have oil cups forged on both sides of the rod as indicated in the drawing. This adds only a small amount to the weight of the rods and requires some additional machine work. The slight added expense is offset many times by the advantage of a reduction of 50 per cent in the amount of stock which must be carried and in added convenience. These advantages are made almost immediately available -^r- fif^/7/ Hand Eccentric Rod. ^r H:* 9^' '«- ^ 1 — _i. V c V i*'-^-* ^ Right Hand Side Rod. i,. sU: ' Eccentric Rod and Side Rod Which Are Reversible if the reversible rods are placed in stock as the present stock diminishes. The patentees are Charles E. Weitaw, Williant R. Owens, and H. R. Jones, all of the above mentioned address. UNION AUTOMATIC TRAIN PIPE CONNECTOR Any automatic train-line connector that is to be used ex- tensively should not only provide an automatic means of connecting up train, signal and steam lines, but should pro- vide a means of easily restoring the present manually operated coupling, for use with cars not provided with automatic con- nectors. A connector embodying this feature and known as the FlQ' 1 — Method of Attaching to Three- Stem Passenger Coupler Shank Union connector, manufactured by the Union Automatic Connector Corporation, Jackson, Miss., is shown in Fig. 1. The connector is here shown attached to a three-stem coupler shank for passenger service. It will be seen that the con-, nector is suspended independent of any other equipment, and 106 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 that the space occupied is that usually occupied by the ordi- the line, thus obviating the use of troublesome drip valves, nary manually operated couplings. As will be pointed out The steam gasket and follower are arranged to expand as later, this method of attachment is to take care of the transi- the temperature is raised, thus securing a tight joint. Fig. 3 tion period while both automatic and non-automatic con- shows two passenger heads about to couple, one of them nectors are in use, and when that is passed, specially designed being A]/2 in. lower than the other, and horizontally off cen- drawheads will be provided for taking care of the equipment, eliminating the present interchange features and the steam hose. As will be noted in Fig. 2, the Union connector is of the side-port type, that is, the gasket faces are in a vertical plane nearly parallel with the longitudinal center line of the car. In this photograph one of the cages, which can be seen Fig. 2 — Front View Showing Gasket and Cage Removed from the side in Fig. 1, has been removed. The end of this cage is tiie rear support of the gasket, which can therefore be removed and replaced without breaking the connection be- tween two cars, by merely unscrewing the cage as shown. In the case of the air and signal gaskets, the cage and gasket are designed so that the gasket has a snug fit in the bottom of the cage. This facilitates the application of new gaskets, as Fig. 3 — Coupling with One Connector AYz In. Low and 3 in. Off Center after the gasket is seated in the cage, the latter can be screwed into the coupler without the exercise of special care. While the air and signal gaskets fit closely against each other, the steam gaskets do not touch, but are slightly loose in their seats before the steam is turned on. This allows the condensed steam to drain out when steam is first turned into Fig. A — Connector Turned and Locked in Non-operative Position ter about 3 in. It will be noted from the shape and angle of the horns engaging the post and also the broad tongue opposite the pocket, that the two connectors are thrown into position when the cars are brought together. The connector Ikh a 10-in. horizontal and 11 -in. vertical gathering range. Free movement is obtained through the means of a pin and a telescoping mechanism around which will be noted a coil spring. When the heads have been coupled by the interlocking of Fig. 5 — Side View of Two Passenger Cars Coupled drawheads, each spring has been compressed 2^^ in. to 3 in., producing a tension of about 150 lb. each. After being coupled, the design of the various engaging surfaces is such that the heads lock themselves and no locking mechanism is provided. No movement of the heads relative to each other is possible while they are coupled, a long gasket life being thus assured. While the heads are rigid relative to each other, freedom of movement of the two heads acting as a unit is provided in the telescoping and pin mechanism above mentioned. The gaskets are not in a plane exactly parallel with a vertica: plane through the center of the coupler yoke, and the con- nector engaging surfaces are so arranged that the gaskets or February, 1917 RAILWAY MECHANICAL ENGINEER 107 either of the couplers never touch until the coupling is com- pleted, this being the last part of the operation. There is therefore, no tendency to knock the gaskets out of place or ruin them by abrasion. The photograph shown in Fig. 4 illustrates the way in which the coupler heads may be swung out of place on a turntable. This turntable, at the bottom of the connection up to the coupler yoke, has two locking posi- tions, one with the connector in operating position and the other in the out-of-service position. To entirely remove the equipment from a car, it is only necessary to throw out the turntable pin, lift the latch and unscrew the steam hose union. Two passenger cars coupled with full equipment are shown in Fig. 5, The ordinary steam heat hose in this picture has been removed in order to allow a clear view of the coupling. In installing this equipment it is necessary to introduce a three-way cock back of the present steam heat cock at the end of the line. This is used in place of the old steam heat valve and is arranged so that it can be operated from the vestibule of the car. FILTER AND GREASE EXTRACTOR A filter and grease extractor is shown in the photograph, which consists of two chambers, each containing a single filtering element in the form of a spool on which a length of Terry linen is wrapped, with the layers separated by alter- nate layers of a wire mesh spacing mat. It is designed for the filtration of boiler feed water and made by the Lagonda Manufacturing Company. All of the water is filtered and refiltered through five layers of the filtering cloth, obtaining the removal of suspended solids, oil and grease. This ef- furnished to the boilers and there is no by-pass necessary and none is provided. Advantage may be taken of the double capacity of the filter in time of overload or unusual condition requiring more water, when both chambers may be thrown into service. Cleaning is accomplished by unrolling the fouled linen from the spool and replacing it with a clean extra length which is furnished. The dirty linen can be washed and used over repeatedly. The filter spool is lifted from the filter chamber by means of a handle at the top of a valve stem. As the spool is lifted out the valve closes the bottom so that all dirt which has accumulated within the core of the spool is lifted out with the spool itself. When the filter is in operation, this valve is held open by the cover which engages the valve stem. An arrangement for flushing out the filter chambers with- out removing the cover is provided, pipe connections being located near the top of each chamber for a water supply. Blow-off connections are at the bottom of each chamber. All internal parts are of bronze and the complete machines are tested at a pressure 50 per cent in excess of that at which they are to operate. PEDRIGK HORIZONTAL BORING MACHINE A novel type of horizontal boring machine, which has been developed by the Pedrick Tool & Machine Company, Phila- delphia, Pa., retains several of the inherent features of the portable boring bar manufactured by the same company. Al- though of simple construction, the machine is adapted to use on a wide range of work. This machine consists of a heavy substantial l)ed having a T-slot on each side of the upper surface. Two housings are fitted to the bed and are movable to suit conditions. On both sides of the housings are T-slots, bv means of which ^^^^^^Hj^^^^^^^^^^Magtf^^^^^^^^^B- ' ■'^^ Sectional View of the Grease Extractor fective filtration is secured with a minimjim drop in pressure as the velocity of the water is greatly reduced when entering the large filter chambers. Gate valves at the inlet and outlet control the chambers and the latter may be cut into or out of service by simply shifting these valves. The usual method of operation is to have one chamber in service at a time with the other one held in reserve. Then when it is necessary to clean one chamber, the valves are shifted and the reserve chamber is thrown into service and the other may be opened and cleaned. Thus there is always a continuous supply of clean water ■ . ^ A Simple Horizontal Boring IVIachine the bar supports are held in position at suitable heights above the bed. The main bearingi^oKthe boring bar is a long quill, with crossheads at both ends. These are bolted to the front housing on both sides and give unusually rigid support. The quill is bored to fit the bar and the cross members are faced from the bore, so that proper alinement of the bar is assured wherever it may be located on the housing. The handwheel shown in the illustration operates the elevating screw for raising or lowering the bar to the desired height. A ball thrust bearing makes this adjustment easy. The boring bar is driven through variable gearing, so that the speed can be readily adjusted for boring holes of different diameters. The feed case, located on the end of the boring bar, provides constant automatic feed, with three speeds in either direction. The feed screw, in a recess on the boring bar, permits of longer continuous feed than the usual travel- r 106 K \ 1 1 . W \ ^• M FA 1 1 A X I C A I. FAT, F \ F F R \'<)L. «M. Xo. 2 that till- >]);uc tKrujtiitl i- lliiit u^u;ill\ (H(ii|)ii(l li\ tin onli- nary iiKinually opcrak-d rouplinus. A.> will be pdiiititl are in u>e. ami when that i> |»a»e(l. >|)e( ially cU^ii^ned (Irawhead- will he |.rn\i(lr(l for taking lare of the ej,. 2. the I'nion eonnettor is of the ^i«le-port l}I»i'. that i-. the izasket faees are in a vertical plane nearly parallel with the loimitudinal (enter line of the ear. In thi> [ihotojLrraph oni' of the i aue^. whiih lan l»e seen , Fig. 2 — Front View Showing Gasket nnd Cage Removed from the -ide in I- iu. 1. ha~ lieen removed. The end of thi> cai;'. i.' tile nar -upport of the ua-ket. whieh i an therefore he removed and rephued without lireakinu the eonneetion he- tween two ear-;, hy meri'ly un-* rewini: the ease as shown. ;In till' ea-e of the air aiul >ii,'nal L,M-ket.-, the laue and gasket lire de-iuned -o that the u'a-kit ha- a -nui,' tit in the l)ott«im of the «at:e. ihi- fat ilitate- the ajiplieation of new ga.-ket.-, a? t§b ^> T^fj^ ^^^1 Jb(K>^ tile line, thu> ohviatiny the u-e of trouidisoinc drip valves. I he steam flasket and follower are arranued to e.xpand a* the ti'inperature is raised, thus seeurinii a tiiiht joint. Fiy. J >hows two pa>>enu».T head- ai»out to eouple. one of then. Iiiint; 4' J in. lower than the other, and hori/ontalh olY (en I. Fig. 4 — Connector Turned and Locked in Non-operative Positioi -. ■■■;■*'■-..' ' - ■ ler ai)oul .-^ in. It will he noted friMii the -hape and anyi< (tf the horn.- enu'au'ini,' the po>t and al-o the hroad tonirU' iippo-ite the poeket. that tile two eonnettors are thrown int' pi)-ition when the tar- are lirouuht toiiether. Ihe ((innettc ha- a lO-in. horizontal and 11 -in. vertical i;;atiierin!; rantu 1- ree movement is olitaiiied throuuh the mean> of a pin and .; telex (iping meihaiii-m around whieh will. he. noted a coil -print:. '." ■■ ■■' \\ hell the heads have heeii coupled hy the interlfKkint,' ci Fig. 5 — Side View of Two Passenger Cars Coupled - . drawhead>, each >|)rin,L; ha.- been (ompres.sed 2\ j in. to .> in. l>roducinji a tension of ahout 150 11). each. After heinL' loupled. the design of the variou.s engaging .'surfaces is sue) that the heads lotk them-elves and no lockin,«: mechanism i provided. No movement of the heads relative to each othi Fig. 3— Coupling with One Connector 4' 2 '"• Low and 3 in. Off Center i- po>sil»le while they are COUJtled, a long ga.-ket life hclU. thus assured. ." •' ' !, . ;. •.•• after the tza.-ket is seated in the caije. the latter can lie -crewed While the heads are rit;id relative to each other, freedom o' into the t oiipler without the exerc i-e of special care. movement of the two heads acting as a unit is pnjvided i: While the air and -ignal gasket.-3 t"it closely against each the telescoping and pin mechanism above mentioned. Th other, the steam gaskets do not touch, l»ut are slightly loose gaskets are not in a jdane exactly parallel with a vertica in their -eats l>efore the -team i- turned on. This allows the }dane through the center of the coupler yoke, and the con condc n-ed -te.im to drain out when .steam i-; first turned into nector engaging surfaces are so arranged that the gaskets oi l-KHRUARV, 1917 'RAILWAY MECHANICAL ENGINEER 107 rhcr of tlic ((juplerr; never touch until the coujiling i< com- iited, this being the kist part of tlie operation. There is u re fore, no tendency to knock the ga.-kets out of pkice or lin them hy abrasion. Ihe photograph shown in Fig. 4 !ki>trates tiie way in whicli the eoupk-r heads may be sw'ung ...ut of i)kue on a turntabk-. This turntabk\ at the bottom ..f the connection up to the ( oupkr yoke, ha? twcj kxking posi- i!ons, one with the connector in operating position and the ■ther in the out-of-service position. To entirely remove the juipment from a car, it is only nece»ary to tlirow out the :ijrntable pin, lift the lat( h and unscrew the >team ho>e union. 'Jwo passenger cars loupk-d with full ecjuijunent are shown n Fig. 5, The ordinary .-team luat liose in this picture has jren removed in order to allow a clear view of the coupling. in in.igned for the filtration of bniUr k\d water and made by the Lagonda .Manufacturing C"ompan\. \\\ of the water is filtered and iei"iltered through t'lve la\ir- of the filtering cloth, obtaining ilif n-moval of -u-nended -olid-, oil and u'n'a-e. 'I'hi- ef- Sectional View of the Grease Extractor fectivc liltration i> -et ured with a minimum tlrop in pressure as the velocit} of the water is greatly reduced when entering the large tllter chambers. . ;_ . - " Gate valves at the inlet and outlet control the chambers and the latter may be cut into or out of .service by simply shifting the.-e valves. 1 he usual method of ojjcration is to have one ihamljcr in .service at a time with the other one held in reserve. Then when it is necessary to clean one chamber, the valves are shifted and the reserve chamber is thrown intt) .-ervice and the other may be o})ened and cleaned. Thus there is alwavs a continuous .<5upply of clean water furnishi'd to the boilers and there is no by-pass necessary and none is provided, .\dvantaee may be taken of the double capacity (jf the I'dter in time of overload or unusual condition retiuiring more water, when both chambers may Ije thnjwn into service. . -• •-"•.■ " v '. ("leaning is accomplished by unrolling the fouled linen from the spool and n-placing it with a clean extra length which is furnished. I he dirty linen can ix* washed and used over repeatedly. J he lilter spool is lifted from the u]Ut chamber by means of a handle at the top of a valve .-teni. .\s the .-i)ool is lifted out the valve clo-es the bottom >o that all dirt which has accumulated within the core of the spool is lifted out with the s{M)o1 it>elf. When the lilter IS in operation. thi> valve i> held open by the cover which engage> the valve stem. An arrangement for llu>hing out the t'llter chambers with- out removing the lover i> j)rovided, pipe connections l)ein,s» l(K'ited near the top of eat h thambtr for a water suj)ply. Hlow-off coimections are at the bottom of each ihamber. .Ml internal part- are of bron/e and the < omplete machines are tested at a j)n--urr r-O jur cent in ext ess of that at which thcv are to operate. . - -■ ,-• -■,. PEDRICK HORIZONTAL MACHINE BORING .\ novel t\j)e of horizontal boring ma( hini-. which has been devilopid li\ the Pedritk i ool & Machine ('om]»any, Phila- delphia. Pa., retain- several oi the iidurent features of tlie portable boring liar manufactured by the -ame company. Al- ' though of -imple con>tru» lion, the madiiiie i> adapted to use on a wiile range of work. This machine con>ist> <»l" a hcavx -ub-tantial U'd having a T-slot on each side ition at >uitable heights above the bed. The main bearing f«)r the boring bar i> a long ijuill, with cros.-heads at Imlh ends. Ihe-e are bolted to the front housing on both side- and give unu>uall\- rigid -ujiport. Tlu- ([uill is boreil to lit the bar and the c ro>s members are faced from the' bore, so that proper alinement of the bar is assured wherever it ma\ be hKated on the housing. The handwheel shown in the illu-tration operates the elevating screw for raising or lowering the bar to the desired height. .\ ball thru>t bearing maki.- this adjustment easv. The boring bar is driven through variable gearing, so that the speed can be readily adjusted for boring holes of different diameters. The feed case, hnated on the end of the boring liar, provides constant automatic feed, with three speeds in either direction. The feed screw, in a rtvess on the boring bar, permits of longer continuous feed than the u-ual travel- 108 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 ing bar affords. Quick return of the bar is secured by re- moving the half feed nut and sliding the bar through the bearings. For boring or drilling holes smaller than the main bar a taper hole in the end of the bar is provided, so that this machine with a 3 -in. bar will bore any hole up to 16 in. in diameter. If the hole to be bored is large enough for the convenient operation of the main boring bar, the work is placed on the bed, the bar with the proper size cutterhead on it is pushed through the hole and through the rear bearing on the back housing. Thus the bar is rigidly supported at both ends and the cutterhead travels along the bar, boring the hole to the diameter wanted. If the hole to be bored is smaller than the main bar, auxiliary bars are used. In this case the main bar travels and feeds the smaller bar. A table at right angles to the bed, with a cross slide, is provided aoid adds considerably to the convenience of hand- ling various classes of work. This boring machine is being built with bars of several diameters, depending on the work for which the tool is to be used. RADIAL DRILL In the photograph is shown a radial drill built by the Morris Machine Tool Company of Cincinnati, Ohio. It will be noted that this drill has a column of substantial pro- portions, which swivels on roller bearings in a stump securely bolted and doweled to the base, and projects deep enough in the stump to insure alignment under heavy strains. There is also provided an arrangement to take up wear in the column bearings. The arm and arm bearing are of generous proportions and disengage themselves and the operator could not hold them in mesh. The head is traversed by means of a rack and pinion and the hand wheel on the left side of the arm. All gears are of steel and are covered. The back gears are engaged or disengaged while running, by a lever at the left of the spindle. The spindle is a hammered forging of high carbon steel, the thrust of which is taken up by a ball bearing. Ten spindle speeds are secured on the cone drive and a 12 on the speed box drive. A direct reading depth gage and automatic feed trip is furnished. The clutches are heat treated and hardened, and the bearings are of phosphor bronze, arranged with oil chambers and felt wipers. The machine weighs about 3,500 lb. Either motor drive or belt drive can be furnished. AUTOMATIC FREIGHT CAR DOOR LOCK The accompanying illustrations show the Ideal automatic freight car door lock made by the Gustin-Bacon Manufac- turing Company, Kansas City, Mo. One view shows the door shut and locked, and the other shows the door just about to be closed and the action of the lock just before the hasp drops into place. It will be seen that as the beveled end 1 IB 1 1 1 1 1 { ! ■ i \ J ■ Automatic Freight Car Door Lock with Door About to Close of the hasp strikes the catch casting it slides up and drops into place, allowing the locking casting to fall into place. When the door is pushed shut the lock automaticaly runs into position for sealing, and eliminates the necessity of using a bolt or pin seal. This automatic feature is of spe- cial interest as a good many times difficulty is experienced in holding the door closed on some of the cars while the seal Drill for General Heavy Work. are provided with an arrangement for taking up wear. The arm is clamped by one lever, convenient to the operator. It is raised and lowered by means of a screw operated by tumbler gears that are engaged by a handle within easy reach of the operator. These gears are so arranged that they have a ten- dency to disengage, thus forcing the operator to retain his hold on the handle while the arm is in motion. If, by any pin is being put in place. This lock automatically fastens chance, the arm should reach the extreme position before the the door the first time it runs shut. It is made for wood or elevating handle is released, the gears would automatically steel cars, and consists of two assembled malleable castings The Lock Closed with Seal and Padlock In Position February, 1917 RAILWAY MECHANICAL ENGINEER 109 which are easily applied. The illustrations also show that a padlock may be used in addition to the door seal. HEAVY DUTY ENGINE LATHE In the illustration is shown an engine lathe built for extra heavy duty and with the idea of making it powerful enough to completely utilize the capabilities of high speed tool steel. It is built by the Oliver Machinery Company, Grand Rapids, Mich. The headstock is long and heavily ribbed and has a long bearing on the lathe bed. The front spindle bearing is 6>4 in. by 10 in. and the rear 4^/^ in. by 7 in. There js a range of 12 spindle speeds from 8 to 300 r.p.m. All gears are cast steel of large pitch diameter and wide face and run in oil. The pinions are steel forgings. The spindle is a high carbon steel forging, accurately ground and the spindle nose is of such design as to permit easy threading or removing of the face plates. The speed control levers are large and are so arranged that they can easily be reached. The spindle speeds are selective. The tailstock is moved by means of a geared crank and it is made long in order to secure a good grip to the bed when it is clamped in place by four hardened nuts. The bed is of substantial design, the span being 23}i in. over all and is braced by box sections. The length of the carriage is 40 in. and the span of the bridge is 12 in. over all. The carriage has a regular feed hand wheel, which is used when the car- riage is in position to take a cut and also a rapid motion crank used for making rapid changes. The apron has a removable front plate, permitting easy access to the entire internal mechanism. Both longitudinal motor drive and either direct or alternating current. Seven and one-half to 15 hp. motors are recommended with a limit of speed of 600 to 900 r.p.m. THE DETAILS OF AN ARCH TUBE GLEANER In the illustration are shown the details of a Lagonda Arch Tube Cleaner. This tool is of particular interest be- cause of the principles involved in its internal construction. It will be noted that power in the form of compressed air or steam is introduced into one end of the tool through suita- ble holes and couplings. Two ports are provided, 180 deg. Drawing Showing the Inside of the Arch Tube Cleaner apart for introducing the power into the rotor. The rotor is provided with four steel blades, placed 90 deg. apart and working in slots in the rotor. These blades are forced out against the inside casing of the tool which is elliptical in cross section, so that when the rotor revolves, the blades are moved in and out of their slots. This provides a means of getting pressure against one side of the blades and driving the rotor forward, the steam or air being released to the Front of Engine Lathe Showing Control Levers and cross feeds are friction drive and can be thrown into action by means of the same lever. Both feeds cannot be thrown in at the same time and the feed mechanism cannot be thrown in when the lead screw is in operation. The crank for moving the carriage by hand is geared by means of compound gears to the rack pinion, so that the heavy carriage and apron can be operated as easily as that of an ordinary 16-in. lathe. All gears are of forgings or steel castings. All bearings are bushed with bronze. The feeds and threads are controlled by the quick change gear box. There are 33 feeds ranging from .013 in. to .333 in. per revolution of spindle, and 33 threads, ranging from one to 16 per in., are obtained by simply changing the lever positions as indicated on the table on the gear box. The gears are steel and the bearings bronze. Changes may be made while the machine is running. The headstock is designed for individual constant speed atmosphere through two exhaust pwrts, placed at angles of 90 deg. from the supply ports. The blades are always under pressure so that there is slight possibility of the cleaner be- coming stalled in the tube, if properly operated. These cleaners, made by the Lagonda Manufacturing Com- pany, Springfield, Ohio, are said to have an air consumption of 45 cu. ft. of free air per minute at 60 lb. pressure. For best work they should be operated with air or steam at 60 or 80 lb. pressure. The cutting tools are attached to the rotor by means of a universal toggle joint, so that the machine will pass easily around the bends of the tubes. Effect of Soot in Boilers. — A scoop of slack coal will convert 120 lb. of water into steam in any well-kept boiler. If the flues and flue sheets are covered with % in. of soot it will only evaporate 66 lb. of wditer. -^Railway and Loco- motive Engineering. IZailwa (Formerly tht RAILWAY AGE QAZETTE, MECHANICAL EDITION with which the AMERICAN ENGINEER tMj incorporattd) Published on -ihk Fust Thursday of Every Month by the SIMMONSBOARDMAN PUBLISHING COMPANY Edward A. Simmons, President L. B. Shbxman, Vice-President Henry Lee, Vice-President and Treasurer M. H. WiuM, Secretary WooLwoRTH Building, New York, N, Y. F. H. Ihomfson, Business Manager, Chicago. Chicago: Transportation Bldg. Cleveland: Citizens' Bldg. Washington: Home Life Bldg. London: Queen Anne's Chambers, Westminster, Roy V. Wright, Editor R. E. Thaybb, Managing Editor C. B. Peck, Associate Editor A. F. Stubbing, Associate Editor Entered at the Post Office at New York, N. Y., as mail matter of the second class. Subscriptions, including the eight daily editions of the Railway Age Gazette published in June in connection with the annual conventions of the Master Car Builders' and American Railway Master Mechanics' Asso- ciations, payable in advance and postage free: United States, Canada and Mexico, f2.00 a year; Foreign Countries (excepting daily editions), $3.00 a year; Single Copy, 20 cents. WE GUARANTEE, that of this issue 9,036 copies were printed; that of these 9,036 copies 7,687 were mailed to regular paid subscribers, 112 were provided for counter and news companies' sales, 529 were mailed to adver- tisers, exchanges and correspondents^ and 708 were provided for new sub- scriptions, samples, copies lost in the mail and office use; that the total copies printed this year to date were 18,136, an average of 9,068 copies a month. The RAILWAY MECHANICAL ENGINEER is a member of the Audit Bureau of Circulations. Volume 91 February, 1917 Number 2 CONTENTS EDITORIALS: We Want to Know 61 Valuation in the Mechanical Department 61 Analyze Your Engine Failures 61 Freight Car Repair Track K^rnings 61 The Cost of Equipment Failures 62 Locomotive Tractive Effort Formulas 62 A Neglected Function of the Testing Department 62 Car Inspectors Need Better Training 63 New Bocks C3 GENERAL: Virginian Triplex Locomotive 64 A Pilot Snow Plow 66 Convention Attendance a Big Asset 67 The Kicsel Locomotive Tractive Effort Formula 69 Exhaust Separator for Headlight Service 70 Walschaert N'alve Gear Design 71 Mechanical Design of Electric Locomotives 75 Peat Pow dcr as a Locomotive Fuel 76 CAR DEPARTMENT: Anti-Friction Bearings a Remedy 77 Passenger Car Works 77 Educate the Men 78 Car Inspection of Vital Importance 79 Car Department Apprentices 84 Steel Passenger Cars for D. & II 83 SHOP PRACTICE: A Furnace for Casehardening with Cyanide 91 Sand Blast for Cleaning Flue .Sheets 91 The Efficiency Engineer? 92 Turning Bolts in a Bolt Cutter 93 Pneumatic Carrier 93 Prolonging the Life of Fireboxes 94 A Tool for Forming Rod Bushings 94 Some Information on Arc Welding 95 Notes on Roundhouse Supervision 97 Method of Making Tube Expanders 98 Device for Reboring Distributing Valves 98 A Foreman Who Fired Himself 99 Ladder Riveting Machine 102 NEW DEVICES: Heavy Duty Car Wheel Grinder > j; .-; 103 File Cleaning and Sharpening Machine 103 A Collapsing Tap 104 Power Fast Traverse for Milling Machine Tables 104 Reversible Eccentric and Side Rods 105 Union Automatic Train Pipe Connector lOS Filter and Grease Extractor 107 Pedrick Horizontal Boring Michine..... 107 R^dial Drill 108 Automatic Frtight Car Door Lock 108 Heavy Duty P'ngine Lathe 109 The Details of an .\rch Tube Cleaner 109 NEWS DEPARTMENT: Notes 1 10 Meetings and Conventions Ill Personals 112 Supply Trade Notes 113 Catalogues 116 The House of Representatives recently passed the post- office appropriation bill without the provision for an increase in the rates for carrying second-class mail matter. In a fire at Lima, O., on January 19, the main building of the car shops of the Cincinnati, Hamilton & Dayton was destroyed; estimated loss, including 10 passenger cars, $200,000. The Southern Pacific Lines in Texas are now using the self-locking Tyden freight car seal. Lead and tin seals requiring the us^ of a seal press have been abandoned, and agents and conductors are called upon to be able to report, at the end of a year, the results of their experience with the new seal, so that it will be possible to make a comprehensive report of the results of the year's trial. Inter-car telephones were used recently on the Pacific Coast Special, which made the trip from San Francisco to the convention of Willys-Overland dealers at Toledo, Ohio. A daily newspaper called the Overland Daily Speed was published en route, being edited by newspaper men aboard tlie train. The printing work was done on a small press in the baggage car. A new dining car has been placed in service on the Illinois Central with improved sanitary features. This car is pro- vided with an efficient ventilating system for the kitchen which prevents all dust and cinders from entering the car and still provides proper ventilation. The receptacle for milk and cream is kept clean by means of a continuous flushing ar- rangement, and the fish is kept in a separate refrigerator. There is a fan to drive cooking odors to the rear platform, keeping them out of the dining room. The car has no plat- forms and there are tables for thirty-six passengers. Cars of this type cost about $30,000 each, including the special equipment. 110 February, 1917 RAILWAY MECHANICAL ENGINEER 111 INCREASE IN M. C. B. REPAIR BILLS The executive committee of the M. C. B. Association has issued circular No. 31 authorizing a 25 per cent increase to the face value of all car repair bills. The circular states: "Owing to the unusually large increase in the cost of labor and materials the executive committee is of the opinion that the addition of a certain percentage to car repair bills is justifiable, and therefore authorizes that, effective January 1, 1917, and continuing until October 1, 1917, unless otherwise modified, twenty-five (25) per cent shall be added to the face value of all car repair bills." CARS AND LOCOMOTIVES ORDERED IN JANUARY Orders for cars and locomotives were reported in January as follows: Locomotives Domestic ,164 Foreign 168 Freight Passenger cars cars 5.706 3.400 45 Total 332 9,106 45 Among the important locomotive orders were the following : Buffalo, Rochester & Pittsburgh 22 New York. New Haven & Hartford. Northern Pacific Southern Pacific Union Pacific British War Office. Chemin de Fer du Midi (France) . 3 8 50 20 5 24 9 10 75 50 40 Mallet American Pacific American Switching American Santa Fe American Santa Fe American Mallet American Santa Fe .American Switching Baldwin Mikado Lima Prairie Baldwin Consolidation .. .Baldwin Consolidation ...American The freight car orders included among others the follow- ing: Gondola Pressed Steel Gondola Tacoma shops Automobile . . . .Standard Steel Refrigerator . . . Pullman Gondola Pressed Steel Hopper Pressed Steel Chicago. Burlington & Ouincy 1,500 Chicago. Milwaukee & St. Paul 1,000 Illinois Central 500 Northern Pacific 500 500 Virginian 1,000 French State Railways 3.000 Java State Railway 400 Standard Steel The 45 passenger cars included an order placed by the Boston Elevated for 35 subway cars with the Pressed Steel Car Company and an order for 10 express cars placed by the Delaware, Lackawanna & Western with the Pullman Com- pany. MEETINGS AND CONVENTIONS Central Railway Club Dinner. — The annual dinner of the Central Railway Club will be held at Buffalo on March 8. Among the speakers of the evening will be Major-General Goethals, president of the Panama Railway Company and the Panama Railroad Steamship Lines. A committee, with J. L. Randolph, vice-president of the Economy Devices Corporation, as chairman, is arranging for a special train from New York City to Buffalo on the evening of March 7. The June Mechanical Conventions. — The secretary of the Railway Supply Manufacturers' Association on January 13 sent out official circular No. 1 giving details concerning the annual e.xhibit of the association to be held at Atlantic City, June 13 to 20, in connection with the meetings of the Master Mechanics' and Master Car Builders' Associations. With the circular were enclosed applications for space. The assigriment of space will be made February 23 at the office of the association in Pittsburgh. The circular notes that "From early indications there will be an unusual demand for space. Those who apply promptly wull have the advantage of location." General Foremen's Association. — The next annual con- vention of the International Railway General Foronen's Association will be held at the Hotel Sherman, Chicago, 111., September 4, 5, 6 and 7, 1917. Committees have been ap- pointed to report on the following subjects: Engine Failures, Causes and Responsibilities. \\Tiat Constitutes a Failure? W. R. Meeder, chairman, Chicago & Eastern Illinois, Danville, 111. Methods of Meeting the Requirements of Federal Inspec- tion Laws. J. B. Wright, chairman, Hocking Valley, Colum- bus, Ohio. Alignment of Locomotive Parts to Insure Maximum Serv- ice with Minimum Wear. B. F. Harris, chairman, Southern Pacific, Oakland, Cal. What Interest Has the Locomotive Foreman with Car Department Matters? Charles Hobbs, chairman, Ann Arbor, Owosso, Mich. The follomng list gives names of secretaries, dates of next or regular meetings and places of meeting of mechanical associations: An Brake Association. — F. M. Nellis. Room 3014, 165 Broadway, New York City. Convention. May 1-4, 1917, Memphis, Tenn. American Railboad Master Tinners', Coppersmiths' and PiPKrirrEM' Association.— O. E. Schlink, 485 W. Fifth St., Peru, Ind. American Railway Master Mechanics' Association. — J. W. Taylor, Kar- pen Building. Chicago. Convention, June 13-15, 1917, Atlantic City, American Railway Tool Foremen's Association. — R. D. Fletcher, Belt Railway, Chicago. American Society for Testing Materials. — Prof. E. Marburg, University of Pennsylvania, Philadelphia, Pa. American Society of Mechanical Engineers. — Calvin W. Rice, 29 W. Thirty-ninth St., New York. •Association of Railway Electrical Engineers. — Joseph A. Andreucetti, C. & N. W., Room 411, C. & N. W. Station, Chicago. Car Foremen's Association of Chicago. — Aaron Kline, 841 T^wlor Atc., Chicago. Second Monday in month, except June, July and August, Hotel La Salle, Chicago. Chief Interchange Car Inspectors' and Car Foremen's Association. — W. R. McMunn, New York Central, Albany, N. Y. International Railroad Master B'-acksmiths' Association. — A. L. Wood- worth, C, H. & D., lima, Ohio. International Railway Fuel Association. — J. G. Crawford, 547 W. Jadc- son Blvd., Chicago. Convention, May, 1917, Chicago. International Railway General Foremen's Association. — William Hall, 1126 W. Broadway, Winona, Minn. Convention, September 4-7, Hotel Sherman, Chicago, 111. Master Boilepmakers' .Association. — Harry D. Vought, 95 Liberty St., New York. Convention, May 22-25, 1917, Richmond, Va. Master Car Builders' Association. — J. W. Taylor, Karpen Building, Chi- cago. Convention, June 18-20, 1917, Atlantic City, N. J. Master Car and Locomotive Painters' Association of U. S. and Camaba. — A. P. Dane, B. & M., Reading, Mass. Ni.vgara Frontier Car Men's Association. — E. N. Frankenberger, 623 Bris- bane Building, BuflPalo, N. Y. Meetings, third Wednesday in montk. New York Telephone Bldg., Buffalo, N. Y. Railway Storekeepers' Association. — ^J. P. Murphy, Box C, CoUinwood, Ohio. Traveling Engineers' Association. — W. O. Thompson, N. Y. C. R, R., Cleveland, Ohio. RAILROAD CLUB MEETINGS Qub Canadian Central Cincinnati New England New York Pittsburgk Richmond St. Louis , South'n k S'w'rn Western Next Meeting Title of Paper Feb. 13. 1917 Mar. 8. 1917 Feb. 13, 1917 Feb. 13, 1917 Feb. 16, 1917 Feb. 23. 1917 Feb. 12. 1917 Feb. 9, 1917 The Chilled Iron Car Wheel: Its Past, Present and Future Annual Dinner; Address by Major-General G. W. Goethals Demonstration of the Automatic Stop Electrical Night Cost Accounting Mar. 15, 1917 Feb. 19. 1917 Valuation Locomotive Inspection Laws and Rules, Their Purposes and Accomplishments.... Author Geo. W. Lyndon. Julian Beggs Henry Lehn James P. Nelson Frank McManamy Secretary James Powell Harry D. Vought. H. Boutet Wm. Cade, Jr . . . . Harry D. Vought. J. B. Anderson... F. O. Robinson . . . B. W. Frauenthal. A. J. Merrill Jos. W. Taylor . . . Address P. O. Box 7, St. Lambert. Que. 95 Liberty St.. New York. 101 Carew Bldg., Cincinnati. Ohio. 683 Atlantic Ave., Boston. Mass. 95 Liberty St., New York. 207 Penn Station, Pittsburgh, Pa. C. & O. Railway, Richmond, Va. Union Sution, St. Louis, Mo. Box 1205, Atlanta, Ga. 1112 Karpen Bldg., Chicago. 112 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 2 ' ■ ■ '>:■ t -■.'■: V'-- -/ V ■^ gps^Al:' -VMEN, T;L0;I>(|||g p. F. Smith, Jr. GENERAL Perslfer Frazer Smith, Jr., whose appointment as general superintendent of motive power of the Pennsylvania Lines West, with headquarters at Pittsburgh, Pa., was an- nounced in these col- umns last month, was bom August 1, 1870, at West Chestnut, Pa. After leaving high school he entered War- rails Technical Acad- emy, from which he graduated in June, 18 8 7. In October, 1887, he was employed by the Pennsylvania as an apprentice in the shops at Altoona, Pa. After several minor promotions he was ap- pointed assistant road foreman of engines on the Pittsburgh division in February, 1892, and in August, 1893, was transferred with same title to the western division of the Pittsburgh, Ft. Wayne & Chicago. On February 1, 1895, he was appointed assistant master mechanic at the Ft. Wayne (Ind.) shops, and in November, 1896, was pro- moted to master mechanic of the Crestline (Ohio) shops and the Toledo division. From January 1, 1900, to De- cember 31, 1911, he was consecutively master mechanic of the Logansport, Dennison and Columbus shops of the Pitts- burgh, Cincinnati, Chicago & St. Louis. On January 1, 1912, he was appointed superintendent of motive power, of the central system, western lines, which position he held until his recent appointment, noted above. Oliver P. Reese, the announcement of whose appoint- ment as superintendent of motive power of the Central sys- tem, Pennsylvania Lines West, with oftice at Toledo, Ohio, was made in these col- ums last month, was bom on May 29, 1876, at Louisville, Ky. He graduated from Pur- due university in 1898, and the following August entered railway service as an appren- tice with the Louisville & Nashville, at Louis- ville, Ky. From Janu- ary, 1900, to Septem- ber of the same year he was a draftsman in the Pennsylvania shops at Allegheny, Pa., and from September, 1900, to September, 1901, he was engaged on special work for this same company at its shops at Ft. Wayne, Ind. In September, 1901, he was made a special apprentice, and in August, 1903, appointed gang foreman in the shops at Allegheny, O. p. Reese Pa. From February, 1904, to December the same year he was foreman of tests for the company at the St. Louis world's fair, following which he was appointed motive power inspector. P>om May, 1904, to May, 1906, he was general division foreman, and in June, 1908, was promoted to division master mechanic. In June, 1910, he became as^ sistant engineer of motive power, and in September, 1911, was advanced to master mechanic. On May 31, 1915, he was appointed assistant engineer of motive power in the office of the general superintendent of motive power, which position he held at the time his appointment as superin- tendent of motive power became effective, as noted above. W. H. DooLEY, formerly superintendent of motive power of the Alabama Great Southern, the Cincinnati, New Or- leans & Texas Pacific, and the Harriman & North Eastern, has been appointed superintendent of motive power of the Southern Railway, Lines West, with headquarters at Cin- cinnati, Ohio. W. S. MuRRiAN, superintendent of motive power of the Southern Railway, with headquarters at Knoxville, Tenn., will take the position of superintendent of motive pow-er, both for the Lines East and West, with headquarters as heretofore, at Knoxville, Tenn. Grover C. Nichols, whose appointment as superinten- dent of motive power and equipment of the Alabama, Ten- nessee & Northern, with headquarters at York, Ala., has already been announced in these columns, was bora on September 19, 1885, at Jonesboro, Ark., and was educated in the public high schools. He began railway work on June 9, 1902, as call boy on the St, Louis Southwestern. The following year he became machinist apprentice, and from June, 1907, to March, 1911, he was machinist. He was then appointed master mechanic of the Jonesboro, Lake City & Eastern, at Jonesboro, Ark., remaining in that posi- tion until October, 1912; the following month he returned to the service of the St. Louis Southwestern as roundhouse foreman. On September 1, 1913, he was appointed master mechanic of the Alabama, Tennessee & Northern, which position he held until his recent promotion as superintendent of motive power and equipment on the same road. E. C. S.\sser, superintendent of motive power of the Southern Railway, with headquarters at Washington, D. C, has been appointed superintendent of motive power of the Lines East, with headquarters at Charlotte, N. C. Orrville C. Wright, assistant engineer of motive power. Northwest system, of the Pennsylvania Lines West, at Ft. Wayne, Ind., has been appointed assistant engineer of mo- tive power of the Lines West, with office at Pittsburgh, Pa. MASTER MECHANICS AND ROAD FOREMEN OF ENGINES C. Gribbins has been appointed division master mechanic of the Smiths Falls division of the Canadian Pacific with office at Smiths Falls, Ont., succeeding F. Ronaldson, pro- moted. W. B. Johnson has been appointed master mechanic of district 6, Intercolonial division of the Canadian Govern- ment Railways, with headquarters at Truro, N. S. Lloyd B. Jones, formerly assistant engineer of motive power of the Pennsylvania Railroad at Williamsport, Pa., has been appointed master mechanic with headquarters at Verona, Pa. Mr. Jones was born on September 30, 1892, at West Grove, Pa. He graduated from Cornell University in 1904 and began railroad work on July 22, 1904, with the Pennsylvania Lines West as a special apprentice. He became a locomotive fireman on November 9, 1906, and was appointed enginehouse foreman at Logansport, Ind., on February 1, 1907. On July 1, 1908, he entered the February, 1917 RAILWAY MECHANICAL ENGINEER 113 office of the superintendent of motive power at Columbus^ Ohio, as assistant electrician and on March 1, 1910, was made electrician of the Vandalia Railroad. From February 28, 1911, to Februar}' 1, 1912, he was inspector at the Columbus shops and then did special work in the office of the superintendent of motive power until December 1, 1912, when he again became an inspector in the Columbus shops. On Januar\' 1, 1913, he was appointed assistant engineer of motive power of the Central system, later being transferred to the Southwestern system. On May, 1, 1916, he was transferred to the Pennsylvania Railroad, becoming assistant engineer of motive power at Williamsport, Pa., holding that position at the time of his recent promotion to the position of master mechanic. George J. Richers, formerly enginehouse foreman of the Pennsylvania Railroad at West Brownsville Junction, has been appointed assistant master mechanic with office at Verona, Pa. Mr. Richers was born on June 10, 1893, and was educated at the University of Pennsylvania. He en- tered railroad service on August 3, 1900, as a messenger in the office of the chief motive power clerk, becoming a regular apprentice on September 16, 1901, and was sub- sequently promoted to several minor positions in the Al- toona machine and car shops. On December 27, 1910, he was appointed a member of the Efficiency Committee of the Philadelphia Terminal division, and on October 9, 1912, was made inspector in the office of the master mechanic of the Pittsburgh division. He became enginehouse fore- man at West Brownsville Junction on August 16, 1915, holding that position until his recent appointment as as- sistant master mechanic. SHOP AND ENGINEHOUSE J. L. Jamieson has been appointed foreman of locomo- tives of the Medicine Hat division, Alberta district of the Canadian Pacific at Medicine Hat, succeeding W. J. Mc- Lean, transferred. Arthur T. Kuehner, formerly district motive power inspector of the Baltimore & Ohio, has been appointed gen- eral foreman at Riverside, Md. PURCHASING AND STOREKEEPING E. G, Goodwin has been appointed fuel agent of the Southern Railway Lines East, with headquarters at Knoxville, Tenn. Eugene McAuliffe, general fuel agent of the St. Louis- San Francisco, with office at St. Louis, Mo., has resigned, effective February 1, to become vice-president of the West Kentucky Coal Company of Paducah, and Sturgis, Ky. He was bom in 1866, at London, Eng., coming to this country as a young boy. In 1884 he entered railway service with the Northern Pacific as a shop apprentice. Later he was advanced to locomotive fireman and then to engineer with this same company. Subsequently he spent five years in the mechanical and operating departments of various rail- roads in the United States and Mexico, and in 1894 entered the service of the Kansas City, Ft. Scott & Memphis, now a part of the Frisco system, being appointed fuel agent in 1903. In 1908 he was appointed general fuel agent of the Chicago, Rock Island & Pacific, the St. Louis-San Fran- cisco and the Chicago & Eastern Illinois jointly, at about the same time becoming president of the Brazil Block Coal Company, and in 1910 general manager of the Crawford Valley Mining Company. He organized the Railway Fuel Association, of which he was president in 1908 and 1909. H. Shoemaker, formerly district storekeeper of the Balti- more & Ohio, at Wheeling, W. Va., has been appointed district storekeeper of the Southwest district and the Cincin- nati, Hamilton & Dayton with headquarters at Cincinnati, Ohio, succeeding H. P. McQuilkin, promoted. Frederick S. Bennett, for many years associated with the Railroad Gazette and the Railway Review^ died in Chicago, 111., January 19. John O. Pew, for four years president and general man- ager of the Youngstown Iron & Steel Ccmipany, Youngstown, Ohio, has resigned. C. L. Mellor, formerly western representative of the Barco Brass & Joint Company, Chicago, has been appointed man- ager of sales, with headquarters in Chicago. L. W. Miller, formerly eastern representative of the Barco Brass & Joint Company, Chicago, has resigned to accept a position with Fahn-Mcjunkin, Inc., New York City. Charles Cyrus Ramsey, president of the Crucible Steel Company of America, died January 11, at Pittsburgh, fol- lowing an attack of pneumonia, contracted five weeks ago. Mr. Ramsey was bom in Allegheny City, Feb- ruar>- 25, 1862. He started his business career as stenographer in the office of the as- sistant general freight agent of the Pennsyl- vania Company. When 2i years of age, he left the employ of the rail- road and became a stenographer in the of- fice of Park Brothers & Co., Ltd., then the largest manufacturers of crucible steels in this country. Gradually he rose from one position to another until he be- „,.,,,,. , , came manager of their Philadelphia branch, and then manager of the New York branch in charge of the entire eastern district. He held this position until the organization of the Crucible Steel Com- pany was completed in 1900, when Park Brothers & Co, Ltd., or rather their successor, the Park Steel Company, was absorbed into the present Crucible Steel Company of America Serving for a time with R. E. Jennings in the management of the eastern business of the company, he was shortly made, on Mr. Jennings' retirement, fourth vice-president and permanent manager of the eastem office. In the winter of 1910 the death of Frank B. Smith, then president of the Crucible Steel Company, caused a vacancy. Mr. Ramsey was called to Pittsburgh as assistant to the president, which latter office was then temporarily held by Mr. DuPuy. The board soon recognized Mr. Ramsey's ability and in July, 1910, he was unanimously elected president of the Cmcible'Steel Com- pany, and, soon thereafter, of its affiliated companies; these positions he held until his death. W. W. Darrow, secretary of the Camel Company, manu- facturers of railway specialties and supplies, with general offices at Chicago, has been appointed general manager of this company, effective January 1. The sale of the properties of the Wharton Steel Company to J. Leonard Replogle, vice-president of the American Vanadium Company, was completed January 13. The properties include two large blast furnaces and a smaller one, the Wharton Northern Railroad, the Hiberaia mine C. C. Ramsey 114 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 near Wharton, N. J., and smaller mines in the same group, including the Allen-Teabo, Orchard, Scrub Oaks and Mount Pleasant — in all about 5,000 acres of iron ore lands. At a meeting of the board of directors of the Crucible Steel Company of America, held in Pittsburgh Januarv- 16, Her- bert DuPuy, chairman of the board, was also elected tem- porary president. He will continue to hold the office of chairman. H. T. Armstrong, for the past three years connected with the sales department of the American Locomotive Company at Montreal, Can., has been assigned to the sales department of this company's Chicago office, calling on all railroads and industrial concerns using locomotives in western territory. The circuit court of appeals for the second district has handed down a decision in the case of Safety Car Heating & Lighting Company v. Gould Coupler Company, in which it holds that the Gould "Simplex" system of electric car light- ing is not an infringement of the H. G. Thompson patent No. 1,070,080, owned by the Safety Car Heating & Lighting Company. H. D. Savage, vice president of the American Arch Com- pany, in addition to his present duties, has been appointed manager of sales of the industrial department of the Loco- motive Pulverized Fuel Company, with office at 30 Church street, New York. Mr. Savage was bom in 1880 at Memphis, Tenn. He was educated in the public schools at Ash- land, Ky., and at the Kenyon Military' Acad- emy. In 1807 he en- tered the manufactur- ing department of the Ashland Fire Brick Company and served in various capacities up to 1904, at which time he was appointed manager of sales. In 1914 he was elected vice presi- dent of the American Arch Company, which position he will still hold in addition to his new appointment, above noted. •At a meeting of the board of directors of the American Locomotive Company, held January 17, the following officers were elected, effective February 1 : Columbus K. Lassiter, vice-president in charge of manufacture; Harry B. Hunt, assistant vice-president in charge of manufacture; James D. Sa\^"}•er, vice-president in charge of sales; Joseph Davis, vice- president and comptroller. Waldo H. Marshall, whose resignation as president of the American Locomotive Company was accepted a few weeks ago, after a long fight had been waged against the manage- ment by Isaac Cate, of Baltimore, and other minority stock- holders, has become associated with J. P. Morgan &: Co. In his new position he will assist E. R. Stettinius, the partner in charge of the export department. Ellis J. Hannum, secretary of the Newton Machine Tool Works, Inc., Philadelphia, died January 7. Mr. Hannum had been in the service for 29 years. He entered the employ of the company as a boy and was most closely associated with the drafting and engineering departments. During the past two years, failing health caused him to give up active engineering work and during this time he acted in an advisory capacity to the advertising department. S. C. Stebblns H. D. Savage W. L. Batt has been made sales manager of the Hess- Bright Manufacturing Company, Philadelphia, and will have entire charge of its sales after February 1, 1917. Mr. Batt has been connected with the Hess-Bright manufacturing organization since its early days, and has for many years been engaged in doing much of the pioneer work that was necessary to develop the industry in this country. Stowell Cortland Stebbins, western sales and advertising manager of the Lansing Company, Lansing, Mich., the an- nouncement of whose election as secretary was made in these columns last month, was bom at Lansing, Mich., July 29, 1886. After leaving high school he attended the Michigan Agricultural College, and the Uni- versity of Michigan at Ann Arbor, Mich. In July, 1910, he entered the employ of the Lans- ing Company as an as- sistant timekeeper, and a year later was trans- ferred to the sales de- partment. In 1912 he was appointed western sales manager, and in 1914 he also took over the duties of advertis- ing manager, holding these two positions until his present election, as noted above. In addition he was also elected a member of the board of directors. He succeeds Harry E. Moore, elected vice- president. Walter J. McBride, formerly president of the Haskell & Barker Car Company, Michigan City, Ind., died at his home in Chicago, January 18, at the age of 56. He was born on May 2, 1861, and entered commercial life at the age of 16, as an office boy with the Peninsula Car Company, Detroit, Mich. He was with that company for nearly 15 years and at the time of its consolidation with the Michigan Car Company, Detroit, was elected secretarv of the new corporation. In 1899, when the Amer- ican Car & Foundry Company was organ- ized, he was elected auditor and shortly thereafter promoted to assistant to the presi- dent and later to vice- president and general manager. In 1907, he resigned as vice-president of the American Car & Foundry Company to become associated with the late John H. Barker, president of the Haskell & Barker Car Company as vice-president. At the death of John H. Barker, he became president of the company and continued in that position until the sale of the corporation to the present owners in 1916. Effective January 1, 1917, the business heretofore con- ducted under the name of the Railway Supply & Equipment Company, of Atlanta, Ga., will be continued under the name W. J. McBride February, 1917 RAILWAY MECHANICAL ENGINEER 115 J. G. Blunt of the Bradford Draft Gear Company, the Bradford Draft Gear Company having purchased and taken over the business of the Railway Supply & Equipment Company. All con- tracts and agreements with the Railway Supply & Equipment Company will be taken care of by the Bradford Draft Gear Company. The management of the new company will be the same as the old. J. G. Blunt, superintendent of the general drawing room of the American Locomotive Company has been appointed mechanical engineer of that company with headquarters at Schenectady, N. Y. Mr. Blunt has been in the employ of the com- pany or its predeces- sors since 1897. He was born April 7, 1868, at Cincinnatus, N. Y. He took the mechani- cal engineering course at the University of Michigan. After spending four years as machinist and drafts- man with various manufacturing c o m - panies, he accepted a position in 1897 as a draftsman with the Brooks Locomotive Works at Dunkirk, N. Y., and later be- came chief draftsman of that company. Mr. Blunt has been in the service of the American Locomotive Company or its predecessors continuously since that time. When the engi- neering work of all the company's plants was consolidated at Schenectady he was transferred to that plant as engineer of the drafting department and later became superintendent of the general drawing room. Arthur L. Humphrey, first vice-president and general manager of the Westinghouse Air Brake Company, has been elected president of the Union Switch & Signal Company in accordance with merger l)roceedings of the two companies, and will hereafter assume the executive responsibility of both offices. Mr. Humphrey was born in Erie county. New York, but his family moved to Iowa when he was less than a year old. At the age of 14, after the usual amount of country schooling, he struck out for himself, passing successively through the positions of store-hand, cow-boy, substitute cook, ma- chinist apprentice, gang boss, mining engineer and general contractor — all in the new pioneer territor>' lying between the Missouri river and the Pacfic coast. At the age of 22 he organized a general machine shop and foundry in Seattle, which afterwards developed into the present exten- sive Moran Iron Works. He then went into railroading and became constructing division foreman of the Mojave division of the Central Pacific, then master mechanic and later super- intendent of motive power of the Colorado Midland. In A. L. Humphrey 1893, political urgency, due to Populistic activity, caused the business men of Colorado to combine and combat that in- fluence in the Colorado legislature by electing a business man to the state legislature. Mr. Humphrey was chosen and elected, serving two terms, one as speaker of the house. He went back to railway service, however, on the Colorado Southern and in 1899 then went to the Chicago & Alton in 1903 as superintendent of motive power. He became west- em manager of the Westinghouse Air Brake Ccanpany in 1893, general manager in 1905, and vice-president and gen- eral manager in 1910. Air brake and block signal develop- ment in the control of railroad train movement has become so inter-related from an engineering standpoint that closer co-operation between these two Westinghouse interests has been inevitable for some years and indeed was originally planned by the late George Westinghouse himself. Mr. Humphrey's broad experience as a railroad man qualifies him effectively for the new responsibilities assumed. Hugh M. Wilson, formerly associated with The Railway Age and for several years its owner, and since 1910 first vice- president of the McGraw Publishing Company, has resigned from the latter position to devote himself to his personal interests. Mr. Wilson has been in journalistic work dur- ing practically his en- tire business life. His first experience was as city editor of the Jack- sonville (111.) Daily Journal. He subse- quently was reporter on the Minneapolis Eve- ning Star, but in 1889 changed to the techni- cal paper field and joined the staff of the Mississippi Valley Lumberman. With but one brief interruption since he has devoted his energy and abilities to the object of developing magazines in trade and technical lines. He gained his first experience with railroad papers, as an associate editor of the North- western Railroader and shortly after that publication was consolidated with The Railway Age, at Chicago, he was made secretarA-treasurer of the new organization. He sub- sequently became manager of The Railway Age, meanwhile continuing as secretary-treasurer, and was elected president of the company in 189Q. In these years, although busily en- gaged in the business department of the paper, he found much time for editorial work, particularly on news matters relating to the purchase of equipment and supplies. His familiarity with this branch of railroad work soon made him an authority and fitted him for the work he did as secretar)^ of the Railway Supply Manufacturers' Association from 1897 to 1902. His energy was perhaps best displayed by the publication during the International Railway Congress at Washington, in 1905, of a daily edition of The Railway Age, which was designated as the official journal of the congress. Supplementing the praise showered on him by both American and foreign delegates for the success of this enterprise, he was created a chevalier of the Order of Leopold by the King of the Belgians. In 1906 the Wilson Company, with Mr. Wilson as the controlling owner, was organized, taking over The Railway Age and the Street Railway Re- view, w^hich had just then been purchased and which was changed shortly to the Electric Railway Review and fran a monthly to a weekly publication. Two years later Mr. Wil- H. M. Wilson 116 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 2 son sold both papers. The Railway Age was consolidated with the Railroad Gazette to make the present Railway Age Gazette, while the McGraw Publishing Company purchased the Electric Railway Review and consolidated it with the Street Railway Journal under the name of the Electric Rail- way Journal. Mr. Wilson immediately went abroad for an extended trip, and on his return in June, 1909, was elected vice-president and a director of the Barney & Smith Car Company, Dayton, Ohio. He continued with the Barney & Smith Car Company until 1910 when he was elected first vice-president of the McGraw Publishing Company, the position he is now relinquishing. Henry Lindenkohl was, on December 1, appointed en- gineer of construction of the American Locomotive Company, with headquarters at Schenectady, N. Y. Mr. Lindenkohl was bom at Roselle, N. J., on December 26, 1883. He at- tended the public schools at Elizabeth, N. J., and later en- tered Stevens Institute of Technology, from which he gradu- ated with the degree of mechanical engineer in 1905. The same year he entered the employ of the American Locomotive Company at Providence, R. L, as inspector of new buildings. In 1908 he was transferred to the general building construc- tion department of the company at Schenectady. N. Y. The Chicago Car Heating Company, Chicago, announces that, by a recent decision of the commissioner of patents in the interference suit between the Chicago Car Heating Com- pany and the Consolidated Car Heating Company, dating irotn 1908 over certain vapor heating system patent claims, the contentions of the Chicago Car Heating Company were sustained in all respects. The decision has now become final from which no appeal has been or can be taken, and the Cosper Application (owned by the Consolidated Car Heating Company) has been abandoned, and no patent will be granted to the Consolidated Car Heating Company relating to any matter involved in that interference. There still remains in litigation the Chicago Car Heating Company's suit against the Gold Car Heating & Lighting Company in the U. S. District Court of New York, for in- fringement of vapor heating system patents; and also suit of the Chicago Car Heating Company against the Standard Heat & Ventilation Company, in the U. S. District Court of Chi- cago, for infringement of vapor heating system patents. The Interstate Iron & Steel Company, Chicago, recently has bought outright the entire property and business of the Grand Crossing Tack Company, Chicago. This purchase gives the Interstate Iron & Steel Company, in addition to its present works, an open hearth steel plant and a blooming mill, as well as a complete line of nails, wire and wire prod- ucts. Samuel Hale, formerly with the Wisconsin Steel Com- pany, Chicago, and later general manager of the Algoma Steel Corporation, Sault Ste. Marie, Ont., becomes vice- president in charge of the steel division. There will be no Other change in the management, S. J. Llewellyn remaining as president and George F. Davie as vice-president and treas- urer. The Interstate Iron & Steel Company started in 1905 in a small way with a rolling mill at East Chicago for the manufacture of iron and steel bars and shapes. At that time it had a capacity of about 30,000 tons per year. It has always been active in the railway supply field. With the properties it has recently acquired, and with improvements which will soon be finished, it will have plants having an output of 275,000 tons annually. Its products now include common bar iron, plain and twisted reinforcing bars, refined bar iron, bar iron for car work, engine bolt and stay bolt iron, wrought iron and steel tie plates, and a full line of steel bars, wire rods, wire nails and other wire products. It now has iron rolling mills at East Chicago, Ind.; high carbon steel rolling mills at Marion, Ohio; an open hearth plant and a blooming mill at South Chicago, and a rod mill and wire works at Seventy-ninth street, Chicago. Saws. — The Simonds Manufacturing Company, Fitch- burg, Mass, has issued a 180-page catalogue of its line of saws, knives, files and special steels. Power Hammers. — The United Hammer Company, Bos- ton, Mass., has issued a small 16-page booklet describing and illustrating its line of Fairbanks power hammers. Portable Tools. — Portable Tools of Chosen Value is the title of a small booklet recently issued by the Stow Manu- facturing Company, Binghamton, N. Y., manufacturers of Stow flexible shafting. Machine Tools. — The Gisholt Machine Company, Madison, Wis., has recently issued a 16-page booklet con- taining reprints of a number of full page advertisements that appeared in the American Machinist. Hose — Electric Hoists. — Bulletins Nos. 129 and E-45, recently issued by the Chicago Pneumatic Tool Company, Chicago, deal respectively with hose, hose couplings and hose clamp tools, and with Duntly portable electric hoists. Locomotive Devices. — The Franklin Railway Supply Company, New York, in series E bulletin 600, illustrates and describes the Franklin automatic adjustable driving box wedge, and in series C bulletin 401, McLaughlin flexible conduits. Transit Refrigeration. — A bulletin recently issued by the Refrigerator Car Equipment Company, Chicago, entitled "Waste in Transit Refrigeration Transformed into Efficiency and Profits" describes the company's ABC system of transit refrigeration. Fabroil Gears, formerly known as the cloth pinons, form the subject of a profusely illustrated descriptive bulletin No. 48702, of the General Electric Company. Commercial data on "Fabroil" gears and useful information for gear calcula- tions are given in bulletin No. 48703. Washing and Cooling Air. — A rather attractive booklet, bulletin No. 150, recently issued by the Spray Engineering Company, Boston, Mass., deals with Spraco equipment for washing and cooling air for steam turbine generators. The booklet describes the company's water-spray type of air- washer and cooler, taking up the details of its construction and operation. A number of views of the air-washers are shown in operation and in course of construction. Ball Bearing Hangers. — ^The latest catalogue issued by the S. K. F. Ball Bearing Company, Hartford, Conn., bears the title S. K. F. Self-aligning Ball Bearing Hangers and Pillow Blocks. The booklet contains 48 well illustrated pages and takes up in detail such subjects as Power Saving, the Use of Smaller Motors, Saving in Lubrication and Inspection, Reduced Fire Hazard, etc. Several pages are devoted to tables and curves and engineering data on mounting, lubri- cation, testing lubricants, felt seats, etc. Announcement is also made of the S. K. F. engineering service. Railway Speed Recorder. — Bulletin No. 263, recently issued by the Chicago Pneumatic Tool Company, illustrates and describes the Boyer railway speed recorder. The bulle- tin also gives instructions for applying and operating the re- corder, and explains that by examining the chart which it makes, the exact speed at which the train passed any point on the road, the number and location of stops, the distance, speed and location of any backward movement that may have been made, can be determined at a glance. Several pages are devoted to the new Boyer speed recorder with clock attach- ment. \ olume 91 March, 1917 Xo. 3 Milling Machine Practice In the February issue of the Railway Mechanical Engineer an announce- ment was made regarding the compe- tition on milling machine practice. The field to be covered was purposely made broad enough to permit anyone who is at all interested in the possibilities of this work to contribute. It is our purpose to bring together in a concise form the benefits derived by those of our readers who use this type of machine to good advantage, for the information of those who do not. The milling machine with its various types of cutters has developed very rapidly in the industrial field. It has possibilities in the railway field with which some are not familiar. Some rail- way mechanical men are seeking knowledge as to its service in railway work. By submitting an article on what is being done on your road you are assisting those who are after this information. You likewise will receive the benefit of the investigations of others who perhaps may have made devel- opments along different lines. Three prizes of $20 each have been offered for the best articles received at our New York office not later than April 1, 1917. articles, namely, the methods followed in doing the work, the shop facilities for handling the work and the organizatiwi of the rod gang. In explaining the methods followed in doing the work, it is desirable that the reason be given as to why any particular metliod is followed and the advantages accru- ing therefrom. Under the head of shop facilities should be explained the special devices used for this work and the ar- rangement of machines and benches in the shop. This will require illustration in many cases. Where blueprints and photographs are not obtainable, sketches capable of being traced will be accepted. In describing the organization of the gang, the duties of each man in it should be clearly out- lined. Those contributions which are not awarded prizes, but which are accepted for publication, will be paid for at our regular space rates. Keeping Standards Up-to-Date Motive The remarkable and exceptional con- Power ditions confronting the railways during p, ... the past winter has put the mechani- cal departments to the most severe test they have had in years. The demand for engines and the exceptional continuity of the cold weather throughout the winter has been a tremendous drain on the power. Those roads which had their power in excellent condition at the be- ginning of the winter have weathered the storm with but little difficulty, but those which went into the winter with only indifferent power have found it hard to meet the demands of the transportation departments. Every effort should be made to get the power back into shape as promptly as pos- sible. Indications point to a continuance of heavy business conditions. If the United States enters the war against Ger- many the probabilities are that the demands on the rail- Ways will be still greater. We must be ready to meet these demands. Motive power will be needed and should be made ready. Those who are allowing their power to run beyond Its time with the hope there will be a break in business soon are very likely to find themselves in a much worse and perhaps a disastrous condition a few months hence. Several years ago an attempt was made on a number of roads to standardize locomotives to secure economy in shop operation and maintenance. It was found, however, that by adhering to strictly standard locomotives, efficiency in road operation was sacrificed, and the designs have been modified frcrni time to time to suit the changing conditions. Many roads are main- taining designs which would not be considered for new power today and which should be altered at the first opporutnity. There are few railroads that do not number among their locomotives some with extremely heav}' designs of Stephenson valve gear, which are hard to keep in repair and adjustment. The substitution of an outside gear would, no doubt, save its cost in a short time, yet such changes are seldom made. The application of superheaters to existing equipment is being practiced by many railroads. Some have changed slide valve cylinders for piston valves and the saving has justified the added expense. In car construction the maintenance of the original standards on wooden cars is a fruitful source of ex- pense; the ends and side doors might often profitably be changed, as well as the draft gear. The extent to which the adoption of new standards could be carried and a saving effected thereby, is difficult to determine, but there is no doubt that many roads are neglecting an opportunity for making a considerable saving by rigid adherence to old standards. Locomotive While the making and handling of lo- j^ . J . comotive main and side rods are as old as the locomotive itself, but little has Competition bg^n said recently regarding this par- ticular work. In order to bring to the attention of our read- ers and also to make a matter of record the latest practice in this work, we are offering three prizes of $20 each for the b< St articles on the rod job from start to finish, which are ffeived in our New York office on or before May 1, 1917. Tiiere are three important features to be brought out in these Rough Handling Several years ago a great deal of atten- of Passenger ^'^^ ^^'^^ given to the question of han- Trains ^^^°^ passenger trains so as to eliminate shocks in starting and stopping. Means were found to reduce the jarring which proved so unpleasant to passengers, and the educational campaign carried on among the enginemen resulted in a marked improvement. Observant passengers will agree that this problem has come back to trouble railroad men again. The introduction of the steel car and the consequent increase in the weight of passenger trains has created new problems in connection with the handling of trains, and it is doubtful whether the methods which produced such good results before will be of any avail 117 118 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 in dealing with the present situation. Passenger trains weighing more than 1,000 tons are not uncommon, and the high starting resistance, when combined with grade resistance, often makes it impossible to start trains without taking the slack. Even where there is no adverse grade to contend with the brakes often fail to release as they should, making it im- possible to start a train smoothly. The situation is certain to give trouble and vigorous meth- ods should l)e taken to find the source of the difficulty and eliminate the undesirable conditions. Generally fairly smooth stops can be made, the j^roblem at the j)resent time being to do away with the difficulty experienced in starting without taking the slack. The reduction of the frictional resistance of starting by the api)lication of roller bearings is a possible .•solution, l)Ut this will prolnibly not be considered until more attention has been given to the foundation brake rigging. AN'hen the problem of rough handling came up before it was successfully met b\' the road foreman. The present trouble arises from other causes, and the designer and the car re[)air man must find a wav to overcome it. Railroad Fuel Organization There are four iinj)ortant items to be considered in any railroad fuel organi- zation which must be handled in se- quence in order that the best results may be obtained. Inspection of the coal at mines comes first. Next is the handling of the coal after it has Ijeen received by the road; then the education of the employees who use the coal, and last, the facilities and assistance these employees are given in the matter of well maintained equip- ment to encourage them in getting the most out of the fuel. It is only by careful and efficient inspection that the proper grade of coal will be obtained from the mines. The inspec- tor is a ver)- important unit in the fuel organization. His duties are broad. He not only must see that the road is re- ceiving the grade of coal it contracts for, but must check the weights, see that the coal is properly loaded in cars, watch the car supply and study the conditions at the mines in order to protect his road against any unforeseen occurrence that may interfere with its regular supply of fuel. After the road has received its coal properly sized, it must handle it economically and without deterioration. The care with which the inspector at the mines watches the sizing of the coal will be of no benefit if care is not taken to maintain this size while handling it at the coaling stations. The cost of handling and the facilities for unloading the coal trom the cars and reloading it onto the locomotive tender is an impor- tant matter. Careful records .should be kept for comparison and where sufficient coal is handled, a .study of the coaling station facilities should be made to determine the mo.st eco- nomical method of handling without undue breaking up of the coal lumps. Where modern coaling stations are not used manv roads have their coal handled ijy contractors. Thase roads which have well organized fuel departments have found that considerable money can l)e saved in the cost of handling In* operating these stations them.'^elves, and that better results generally can be obtained after the co;iling sta- tion crew«i have been carefully instructed. These .stations should be under the charge of inspectors whose sole duties should be to see that the coal is properl\- and economically liandled. In the educational work the emj)loyees that handle the coal at the stationary j)lants should noi be neglected. Con- sideral)le has been done already to educate the engine crews. Various methods are in effect, such as holding meetings at different engine terminals over an entire .system, at which lectures are given and moving pictures displayed concerning the entire subject of fuel combustion. .\t these meetings the men are encouraged to ask questions or suggest methods by which they think fuel conditions can be improved. While such lectures and meet'ngs are of considerable advantage, the best results will be obtained by road instruction. A suffi- ciently large numlier of fuel supervisors should be assigned to instruct the engine crews in the matter of proper firing and general engine operation on the road. A man will learn much faster by being shown how to do his work than he will Ije l)y being told how to do it. More weight will be given the instructor's words when he is able to prove his statements by actual demonstrations. The number of supervisors should be sufficiently large in order that all engine crews may be handled often enough to keep their interest alive in the mat- ter of fuel economy. The supervisor should be as free with his compliments as he is with his criticisms and every oppor- tunity should l^e taken to impress U[)on the fireman that proper firing and the economical use of fuel saves his back as well as the company's coal bill. It is human nature for a man to become discouraged and revert to his old practices, if it is found that he is not being given the proper support in doing that which is requested of him. No matter how perfect the instruction may be or how apt the pupil may be, if the materials and engines with which he has to work are not such that a creditable showing can be made, he is very liable to lose interest in his work. It is of prime importance, therefore, that the engines be well maintained, free steamers, and that care be given to provide the proper and standard grade of fuel. There is no question but that l)etter results will be obtained where engines are assigned to specific crews. Where this is done the crews will take greater pride in getting the most out of the power, and will be more liable to see that their engines are properly maintained, so that they may head the list in locomotive f)er- formance. The supervisors of fuel economy can gain the su{)port of the engine crews by co-operating with them in having the engines properly maintained. Co-operation in The tentative valuations of a few roads Valuation which have now been made public by ^ . the Interstate Commerce Commission show that the value of the property under the control of the mechanical department is about 20 per cent of the value of the entire property of the railroads. The total amount involved in this valuation is extremely large and it is important that no item should be overlooked. In mo.st of the discussions of the valuation of the railroads great stress has been laid on the work of the engineering de- j)artment and but little attention paid to the mechanical de- partment. The great variety of the material to be valued and the meagreness of the available data on the subject make the work complex and difficult. The railroads in general have never before been called upon to handle a problem at all similar to that presented In' the Federal valuation and the development of an effective organization to handle it is a difficult matter. The roads which have completed the work can l)e of great service to those just starting. The first in- spection of the shop and motive power is extremely important and extra care l^estowed on it will greatly facilitate the final calculations. All tho.se concerned in the work should bear in mind that the final result is I)ased upon the "condition per cent" which is determined in this inspection. In the inspection of locomo- tives and cars j)articular .stress should be laid on the necessity of .'Securing full and complete records of the additions and betterments applied since the equipment was purchased. A search through the mechanical dejMirtment files will often bring to light records of exp>enditures which otherwise would have been overlooked and this should i)e done before the in- .^pection is made. In valuing the shop machinery and tools the gages, jigs and sjiecial appliances which have been built in the com])an\'s shops should i>e carefully appraised. Trac- ings and blueprints repre.sent a large investment which .«houk' not be neglected. March, 1917 RAILWAY MECHANICAL ENGINEER 119 In certain sections of the country the railway mechanical valuation engineers have met to discuss the methods used in doing the work. Such conferences will be of great assistance. For the benefit of the roads whose representatives will not be able to attend meetings of this sort wide publicity should 1)6 given to the methods which have been developed for mak- ing the valuation of the mechanical department as nearly complete and exact as Dossible. Conserve the Shop Forcei For the past year the mechanical departments of the railways have had considerable difficulty in holding and obtaining sufficiently large forces to operate their shops to the capacity the present heavy business demands. Most of the shop craftsmen have been tempted to leave the railroads in response to the flattering offers, which at best are only temporary, of the industrial shops which have benefited by the "war prosperity." Some have accepted these offers while others, preferring the steady work offered Ijy the railroads, have remained. Undoubtedly those that ciiose the latter course were the wiser. But little can be gained by jumping from place to place even though the wages for a time may be better. The new men in the shop should be made to realize this. It should be the duty of the shop officers to interest them- selves in the personal welfare of the men under them. It should be the duty of every railroad to make the living con- ditions of their shop men as comfortable as possil^le. Efforts should be made to make the work congenial for the men and keep them satisfied with their work. Money spent for bringing em})loyees into closer relationship with their employers is well invested. The men should be made to feel that they are a necessary part of the railroad for which they work and that they are a permanent unit in the organi- zation. No shop can be efficiently operated which depends on "floaters" to do the work. The shop men are getting excellent wages and are working full time and many of them are getting considerable overtime. Why not caution them now against overextravagance and encouiage them to save some of their money for the proverbial "rainy day." All business has its "ups and downs"' and it was but a short time ago that business was decidedly "down."' With the proper kind of encouragement the men could be educated to prepare themselves for the.^e depressions. With money in the i)ank they will be aljle to tide over hard times with less discomfort and they will ])e far less liable to drift away from their steady jobs. Missionary work along these lines will not only help the men, l)ut it will also help keep the shop forces intact. parts by the engineering department. Abusive treatment of track has led to investigations which have shown that rail pressures above 80,000 lb. are being produced by some loco- motives. On other roads the mechanical department has been able to "get away" with engines on which a consider- able amount of counterljalance has l)een left off, simply be- cause it was inconvenient to put it on. On still another road it is the opinion of the mechanical department that the large counterbalance necessar}- on some engines is res|)onsible for some of its rod failures. If there is any doubt as to the practicability of the use of heat-treated steel, a study should i)e made of the automobile industr}-. The automol)ile makers have, however, only Ijeen able to use this material after careful study and experimenta- tion. Likewise the railroads will only l>e able to use it suc- cessfully after they have carefully studied the methods of treating the steel. At the present time this material is the onl\ means aside from balanced comjxxinds by which the railroads will l)e able to meet the demands for heavier power without the adoption of a heavier rail section and a general strengthening of bridges. It is the duty of every mechanical department to prepare itself for the use of this material. Much is to be learned on both the theoretical and practical sides and the sooner l)Oth sides are mastered, the sooner will the Ijeneficial effects be obtained. NEW BOOKS Proceedings of the T'tentyFourtli Annual Conrention of the International Railroad Master Blacksmiths Association. Bound in cloth. iOO pages, 6 in. by Sli in., ill'istrated. Published bv the association. .\. I.. Woodworth, secretary, Lima, ( Miio. This book contains the papers and the discussions as pre- sented at the annual meeting held at the Hotel Sherman. Chicago, August 15, 16 and 17, 1916. The range of subject-^ covered is unusually large. \ considerable space is devoted to a discussion of carl)on and high si)eed .steels and methods of heat treatment. Other subjects treated include flue weld- ing, spring making and repairing, drop forging, tools and formers, frogs and crossings, oxyacetylene and electric weld- ing, casehardening, shop kinks, ]X)wdered coal a> fuel for blacksmith shops, piece work and reclamation methods. Li^ht Reciprocating Parts for Locomotives Of the many refinements in locomotive design, that of light reciprocating parts is the one which has been given the least consideration by most railroads. And it is the refinement that, on account of the heavy engines being built at the present time, is deserving of ver}- careful study by all railway mechanical engineers. There is a ten- dency on some roads to wait a few Aears in order to reap the benefits of the studies made of this subject by other roads. Still other roads question the practicability of using heat- treated metal in locomotive service on account of the troubles experienced by some roads that have been progressive enough to attempt the use of this material. In either case, however, the "watchful-waiting*' road is the loser. It either must use locomotives of light weight at a sacrifice of econcwny in opera- tion, or it must subject its roadbed and bridges to undue pun- ishment. At the same time it is losing the experience neces- sar}- to successfully handle heat-treated steel, which even- tually it will have to acquire. Some roads have been forced into using light reciprocating I'rocccilinss of the International Kaihcay General Foremen's Association. Kdited by William Hall, secretary of the association. I4>< pages, illus- tr.-'.ted, 6 in. by 9 in. 15ound in paper. I'ublisbvd by the association. William Hall, stcrctary, Winona. Slinn. These proceedings are a record of the 1 2th annual convention of the association held at the Hotel Sherman, Chicago, on August 29, 30 and 31, and September 1, 1916. The general topics discussed were the problems of the car department, counterbalancing of steam locomotives, the classification of repairs and the relation of foremen to the men. There was also a paper and discussion on fitting up frames and binders and laying out shoes and wedges. The methods of counter- balancing locomotives were discussed at length and a variety of topics were taken up under the other suljjects. Official Proceedings of the .4menian Raihcay Tool I'orcnicu's .-Issoeialion. 140 pages, illustrated. 6 in. by 9,'^ in. Kound in jiaper. Published by the association, R. D. l-"letchcr, secretary, 6i24 University avenue. Chicago. This year book is a report of the proceedings of the eighth annual convention of the association which was held at the Hotel Sherman, Chicago. August 24, 25 and 26, 1916. The papers presented dealt with the heat treatment of steel, special tools for steel car repairs, devices for reclaiming material, special tools and devices for the forge shop, and tlie use of grinding wheels in railroad repair shops. The information regarding tool room practice will be found useful b\- all tool foremen. Many special devices are illustrated and describe'! and there is also considerable general information concerniEj the activities of the association. 120 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 €OMM;UN1GA:BIO '■*''' ''-'''V '''■^'•-' • '•' .•'^•*'' " ' — ■'■■ ;>■•: i.vhj-> the rectantzular ; noz/.U. over the old style circular no/-/le. But a (jue^tion naturallv arises as to whether the improvement has reached , its inoervatinn> m;ide from ptj>iiion.- along- side of, in front of, or from the cahs of hxomoiivcs of fast- moving trains, in nhieh the exhaust gave the appearance of filling the >tack al>out one-third when viewed from tiie side, and when viewed from the fnmt or rear seeiind to fdl the iitack to the bulging jxiint; these obserwition- do not appeal 't(t thi' writer a- demonstrating that the round no/./lc did not Stack witii Rectnngiil.ir, St.ir and Circular Nozzles of Equivalent -,'''.' "■■''■/ Arens > •■:•.• ■' • =; ••;-., • . ^ fitl the >ftack, hilt was rather (ku to ih( aiiioii ui the wiml re>i>tanee and the rapid advance of thr loiomotive, which would tendi to .ben«l the jet as s it [»a>sed the top of tlie stack, giving the ajipearaiice mentioned. 'I here is no question that well-designed c\hau-t bases, round no/./.K-- and .stacks will cause the statks to be properly riUei!, and yet will not meet the theoretical ree( tion of a .«;tack with a circular, rectangular and -it-ir-shapcNl nozzle having approximately tlie same cross-sectional area, drawn one over another, we will .«ee quite a different e in the peri- meters. Tlie following' t:dde brinir^ thi- out clearly. - •• . A' •■••«■ . Tircular nozzle. 6 in. dwmcterV.v. ... .28.27 sq. in. Rfctangnlar nozzle, 4 in. bv 7 jn. .... .28.00 .«.|. in. Six .i>'>int stir no/zlc. -jfie nf }w>int 2. -13 in.. 28.00 sq. in. Prriinet'T .Xppro.v. 19 in. 22 in. 2.^ in. soon as it is set free. This is the condition we have in tl; stack of a locomotive when it exhausts. We know that tl. circle contains the greatest area for the length of its perimeu compared with other fuilygons; therefore, the jet of the ci: cular no//li' will offiT th«' lea>t friction passing through il surrounding gases of the smoke box. Tlie rectangular nozzle has a perimeter approximately 1 jur Milt greater than the ciriular nozzle, whicii causes the j. to offer a greater friction to the surrounding gases, consecjuen" ly carr\ ing a greater amount of the smoke box gases with i Its sliape also creates a condition that the circular nozzi does not. iiy examination of the sketch we will ilnd that tli ends A'/ and K^ of the jet will reacli the inside perimeic of the stack before the (enter of the sides KJ and R./ do du to the tirst two sides being do.ser to the inside perimeti. of the stack, causing a greater mingling of the smoke bo.\ gases with the jet, because the sides Ri and Rj begin t spread both ways wiien they come in contact with the stack l)efore the other two sides Rj and A*/ have expanded enoug: to come in contact with the stack. The late arrival of thi >ides R2 and R4 cau.ses the second mingling of the gase- uitii the jet. which has the re-ult of further increasing th^ vclcK ity of tile ga.'- it has 47 per cent more perimeter than the circular nozzl :md 27 per cent more than in the rectangular nozzle, wliicl. would increase the jet friction over the other two t>pes, and tlie star sha|ie has six points to spread and entrain the gase> and six depressions to expand which, to a greater extent would increa>e the mingling action of the gases in the same manner as ex(dained for the rectangular nozzle. It has been claimed that the rectangular nozzle has made <:(V)d and shown a saving in fuel on several railroads, and it i> a <|ue>tion in the writer's miml whether this same prin- « ilde cannot be- carried a .-tep farther by the,- use of a star- -iiapal nozzle. '•/'. -■''■"'-':." •■-".. .. ' . - .. .\li > lintiual Krigiiu-er, Pitl-liiirR. Shawnilit \ Nurlhern. WHAT IS AN F.NdlNF FAILURE? ^^ " •■ * - .;. ■ BosTOM, Mas.-. 'Im I'm: IOditiik: :" . ^.^ ■■■-■.■' '■.'.'h.. ."^'••■-^^'. , .\s a reader of your paper for many years I have l)cen mud! interested in the several references to engine failures, mile- age per failure. eU . I do ncit recall ever having seen a stanclard definition of an engine failure. ".••:•'• •'■•-■•;, >..' 1. Is failun- to make time due wholly to had coal, an engine failure? 1. Su[>pose an engine is running perfectly in all respects. i»ut that an extra sleeper or two have been added to the usual train, just enough to make it impossible for the loco- motive to haul the train at the timecard speed. •>. Suppose a jiassenger train arrives at tiie terminal on time, but with an engine axle so l)adly heated or cut that it has to be removeij. 4. Su[)po.M'. in the last i a>e. the axk^ lias been cooIcmI and packed on the road, delayiiiLr the train, but causing no damage to engine. ; •" {.:■ V .. ; .' .\re all these engine failures? . ■.-'■, V... 'I'lie .above are only a few of the items that might be worth considering in arriving at a more satisfactor}' definition of an enizinc failure. • . • •'.'.. W. |. The nature of any gas under pres-ure i- to exjiand and equalize with an\' -urrounding ga- of a hnver pre-'-ure as ,'Vn •»'<-*• net of llii»>pai^r appf-ars on another page in this is-mv SiPKKiiK.NT i.v I'ouik Pl.ant Work. — In an artide in Industrial .Management. Robert T.. Struter states that the de- uree of su|)erheat used in the United States for power plant work varies from 25 to 100 deg. F. for engines and from 100 (leg. to 200 deg. F. for turbines. In Europe a superheat of M)() deiz. V. is not uncommon. ■ ..' >'.v. " •■'^■. ■■:'":.■.' -- •..'.-■ . •<.•■ Southern Duplkx Locomotin es Running Gear and Machincr> of Retired Hngines Applied to the Tenders of Mikado Locomotives BY tlie ;i|ii)li(.aii()ii of the runninti i^eur and machinery of retired Momil and ( "()n>()lidation locomotive^ to tlie water tank> of e\i>tini,' Mikado hxomotives, the Southern Rail- way has materially incri'a>ed the capacity of these l(H. A ithout increasin.c; the wheel load and with a marked decrease ;ii fuel con>umj)ti(m per ton-mile. Thi> has Ijcvn done A ith liut little ( hanize to either the running i,'ear of the retired tion. A second l)ij>e, which ijemvits the added use of satur- ated steam taken direct from the toj) of the boiler is also (onnected with this pipe. This ha> l»een added in order to jirovide greater steam .-uj)ply to the tender engine for peak ioad> (ju heavy tirades. The saturated steam supply and the >uperheated steam >upply are controlled separately by gate valves in each jtipe, operated from the cab. The steatn T' . I 1 I- I," ' I : t ^f General Arrangement of Mogul Running Gear and Machinery Applied to a Mikado Tender engines or to the water tanks of the Mikados. In fact, it is as thouyh the boiler were lifted from the retired locomotive and the water tank of the Mikados placed on the frame in lieu thereof, the running year and machinery, touether with the cylinder castings and frame remainintj intact. The { the Alikado tyiH.' cylinder.^, does not overtax the \likado >up|tly to the Mikado engine itself is also intlependent of these two .sources. The reversing mem for the tender enirine is (ontrollecl from the eng':ie m and. where ojx;ratcd by C^ 1 ., ■ '* ' ' ' '■ ' _^ ** ■■:■-■ <». _ Sii ••n ^ u » q ST h^ %'^^^-~ - , ;> -':. .■ filp I'^^^^Ui^^^x^E ;.,.'v.-. --_ ^t:\ W'", ^^^^^^Mwv^^^^fea^^ ""^ i f *l mm^t i ^?! ■ -•4.- % i- ■^ y_ j..\4 w ""^^^ar ^"^^ ■^^^^^^■^^^^^1 mmSmmm^ ^k ...um.t->,. ^ STHJ^J^^SjH ■a Southern Railway Duplex Locomotive with Consolidation Running Gear under the Mik.Tdo Tender boiler to an\' great extent. In addition to the reduction in cylinder diameter, the boiler capacity has been increased by the addition of brick arches and a feed water heater which uses the exh.iust steam from the air compressor. Steam for the tender engine is taken directly from the superheater heatler through a well lagged ,i-in. pipe extend- ing backward underneath the cab, as shown in the illustra- hand. an air cvHiuier with an oil cylinder (la>h pot is used to assi>t in the movement of the gear. The photograph >hows the ai)plication of the running gear and machinerv of a consolidation hnomotive to the tender, while the drawings .-how the application of the Mogul type engine to the tender. In either case the details are sul)Stantiallv the same. \\ ith the ajiplitation of the Consolidation running gear to 121 122 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 3 the tender the driiw-bar pull of the Duplex locomotives is 39 per cent greater than that of the original Mikados. The locomotive is operated at 175 lb. lx)iler pressure, which, with 27-in. by 30-in. cylinders and 6.>-in. drivers in the original Mikados, gives a tractive effort of 51,600 lb. By reducing the diameter of the cylinder to 26 in. the tractive effort of over the first 22 miles of this line is 1,100 tons. The Duplex locomotives will handle 1,400 tons, or an increase of 27 per cent. On this part of the line there is a 1.5 per cent grade for 5 miles, with many reverse curves. For the remaining distance, 46 miles, there is one short grade of 1.7 per cent with reverse curves and a slow approach ^ron-f of Tank Air Cylindtr. Tapped in both ends for Air Pipe Arrangement of the Reversing Gear for the Tender Engine the Mikado locomotive was reduced to 47,900 lb. The trac- tive effort of tlie tender unit in ca.se of the Consolidation locomotive, with 20-in. by 24-in. cylinders, and 50-in. driv- ing wheels is 28,600 lb., making a total of 76,500 lb. Tests have shown that the draw-bar pull available from the com- bination is 64,000 lb., as compared with 46,000 lb. for the single Mikado, or an increase of 39 per cent. It has been which, with other grades of the same percentage but with less curvature, limits the capacity of the single Mikados to 1.150 tons. The Duplex locomotives will handle 1,600 tons, or an increase of 39 per cent. The average for the whole eastl>ound trip is 77,100 ton-miles for the single Mikado locomotives and 104,400 ton-miles for the Duplex locomotives, or an increase of 36 per cent. In handling this Section A- A S*cfion B'B. Details of the Tank SupportR on the Mogul Type Tender Engine Front Deck found that the maximum draw.-bar pull of the Duplex loco- motives can be sustained on a continuous pull fcr 50 min. Several of these locomotives have been installed on the line between Asheville, X. C, and Hayne, S. C, a distance of 68 miles. On this line, eastbound, the heavy traffic direction, there are 1.5 per cent and 1.7 per cent grades. With the single Mikado locomotives the maximuna tonnage handled additional tonnage the Duplex locomotives burn substantially the same total amount of coal as the single Mikados, the average for the Mikados being 18 lb. per 100 ton-miles, and for the Duplex locomotives 12 lb. per 100 ton-miles. The engine crews on this line make a round trip of 136 miles in an average running time of from 12 to 13 hours. The Mogul tender units have 19-in. by 24-in. cylinders March. 1917 RAILWAY MECHANICAL ENGINEER 123 v.ith 54-in. drivers, which with 175-lb. boiler pressure, gives a tractive effort of 23,850 lb. This, added to the 47,900-lb. tractive effort of the improved Mikado locomotives, gives a total tractive effort of 71,750 lb. In only the Mogul applica- tion is the factor of adhesion with the minimum weight of Core Z\ Dtom. '. T^Ccn I^Diam. k -,oX—A'i%- CatfSfeeL zH— I I i _,___iJ I ) ll J ^-T / < ? » / <- ] ^-Si. tx -cai V-^-A V-^-^- ^ *'-i.V_^ .4?i: Front Draw Casting of the Tender Unit of the Dupiex Locomotive tender much too low. In this case, with the tender prac- tically empty of water and coal, a factor of adhesion of only about 2.25 is obtained, while in both cases the maximum factor of adhesion, that is, with the tender loaded, is 5.25. — T.-t:-:!y^ rr^ T Front End of the Tank as Redesigned for the Duplex Locomotive In case of the Consolidation tender unit the minimum factor of adhesion is about 3.25, and inasmuch as this unit is used more than the Mogul unit, but little difficulty is exjjerienced in this regard. The weight of the tender unit with the Con- solidation wheel arrangement is 176,000 lb. maximum and with the Mogul wheel arrangement, 152,000 lb. maximum. The drawings show the application of the running gear and machinery of a Mogul type loccanotive to the water tank of the Mikado type locomotive. The entire lower part of the Mogul locomotive remains practically unchanged. The cylinder casting is retained intact and the front and rear draft castings are changed slightly, the front draft casting being shown in one of the illustrations. The upper rails of the frames are 4 in. by 4 in. and the lower rails are 4 in. by lYi in. The water tank is supported on the frames by five ^-^in. transverse plate supports riveted to 4-in. by 4-in. by 3^ -in. angles on the water tank and to frame cross braces at the frames, and by a Yi-va.. plate support about 5 ft. long on each side of the tank over the main drivers. The fourth transverse plate support extends down to the lower rail of the frame. The 3 -in. steam pipe running to the tender engine contains three ball joint connections between the engine and tender to give the necessar}- flexibility. The ejdiaust from the cylinders passes through a 5 -in. pipe to the rear of the tank. This pipe is clamped at each of the transverse supports by a strap riveted to a 2^-in. by 23/2-in. by 5/16- in. angle riveted to these plates. A pocket is formed in the tank at the front end to provide proper clearance for the rear cylinders, it l^eing redesigned, as shown in the drawings. The Mikado tjpe boiler has a total heating surface of 3,231 sq. ft., with a grate area of 54 sq. ft. The weight on the front engine drivers is 215,700 lbs., with a total engine weight of 272,940 lb. The tank has a capacity of 8,000 gal. of water. POWDERED COAL FOR BLACKSMITH SHOPS* BV C. p. HEFIINGTON Mechanical Engineer, Powdered Coal Department, Bonnot Company. Canton, Ohio In spite of the constant demand for increased efficiency in manufacturing, the question of industrial heating, important as it is, is too often lightly considered or overlooked by the management. The B. t. u.s you can buy for a cent does not determine the quantity or the quality of the product you get for a dollar. If the furAaces are so designed as to utilize powdered coal to the best advantage, and the coal dust is economically conveyed and regulated at the furnace to leave no residue of fine particles of coal dust on the work, and the smoke and ash are carried away, a fuel will be had which fulfills everything to be desired. If the choice of fuels was made on the basis of the heat units they contain coal would surely be chosen, for if fuel oil costs five cents a gallon, coal would have to be $10 a ton to make the cost equal for the same number of B. t. u.s. But this dt)es not by any means measure the comparative efi&ciency of heating furnaces, for the real problem is one of heating cost and heating efficiency, and not fuel cost. Fuel must be selected which, all things considered, will show the lowest production cost in the shop under prevailing conditions. Comparing powdered coal with fuel oil and gas on a basis of the heat content, it is found that one gallon of oil costing five cents contains 140,000 B. t. u.s, which is equal to 10 lb. of coal of 14,000 B. t. u.s per pound. Assuming that coal costs $2.50 per ton, and the cost of grinding and distributing it to the furnaces is 50 cents, fuel oil would have to sell at 1 1/2 cents per gallon to make the cost of oil and coal the same per B. t. u. On the same basis natural gas must be bought at 11^4 cents per 1,000 cu. ft., and producer gas at two cents to equal powdered coal at $3 per ton. In the eastern part of Pennsylvania there has been in (^ra- tion for a year and a half a powdered coal plant operated on what is known as the Holbeck system. In this system air is •From a paper presented at the annual convention of the International Railroad Master Blacksmiths' Association. 124 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 used as an agent for conveying the coal dust to the different furnaces. The coal is first pulverized in the usual manner and delivered to a storage bin located in the coal building. This bin is the only one in the plant used for storing pul- verized coal, and was made of sufficient capacity to serve the furnaces for one day. The powdered coal is taken from this bin by a double flight screw conveyor driven by a variable speed motor. It is then sent into the suction of a high pressure blower, which blows it into the distributing main which carries it to the furnaces through branch lines. The coal which is not used at the furnaces is returned through a return line to a collector located on top of the powdered coal bin. It is extracted from the air and falls into the storage bin where it is used over again. The air from the return line, after the coal is extracted, is returned to the suction side of the distributing blower. Interposed in the distributing main and the distributing blower is a specially designed air indicator and regulator which is used to indicate the flow of air through the system, and to control the feed of powdered coal into the system so as to supply a uniform mixture of coal dust and air to the furnace, regardless of the number of furnaces that are in operation. With the Holbeck system powdered coal can be conveyed any distance from the coal or grinding plant. The installa- tion mentioned is in a blacksmith shop, and the powdered coal is carried in suspension through pipes and back to the collector, a distance of 2,125 ft. The air and coal dust is carried through spiral riveted pipes, and whenever the velocity is reduced by friction a second, third, or even fourth booster blower is added so that the circulation can be kept for an indefinite distance. No wear is discernible in this piping system. The advantages of the system are, first, the actual con- sumption of power for furnishing the coal dust to the furnaces is very low; second, the wear and high cost of repairs inci- dental to the old method of using screw conveyors is eliminated; third, the storage bin at each individual furnace, which takes up valuable space, is done away with; fourth, within a few minutes after the furnaces are shut off the coal dust is all returned to the storage bin in the pulverizing plant, thus leaving no coal dust in the shops or at the furnaces. In installing this system no large combustion chamber is built, nor are the furnaces changed to any extent. The oil or gas supply is simply cut off and one or two branches of pipe brought down to the furnace with a valve near the main, so arranged that it can be operated from the floor. of vanadium in certain American motor cars and noticing the constant reference to vanadium steel in the specifications of new locomotives as described in the Railway Mechankcl Engineer, we determined to give vanadium steel a trial in these springs. The matter was referred to the Vanadium Company, whose agents supplied springs of the railway company's pattern, but made of vanadium steel of the tensile test and analysis, shown in Table I. Table I Ult. stress, Yield point, Elong. Redn. tons tons in 2 in., area, per sq. in. per sq. in. per cent per ce!.t Normalized 56.8 37.4 17.0 3S.0 Tempered (as in spring) 102 96.5 9.0 25 Hardened {123 = 578 Brinnell I Too hard to grip in test jaws. Analysis C. P. S. Si. Mn. Chr. Van. .5 .028 .033 .17 .45 .96 .21 The most interesting point to be noted is the high per- centage of yield point to ultimate tensile stress, particularly i .,36'. ^...IJaJ,....^ -2301- — +— i« .._r.""_" — 'p j4'a'L I4T.4XC. l37Js!iC. 7T.sic. 1T.9^C. 7ofalS6T.OC. 137. lie. Fig, 1— Type of Locomotive That Was Used In Making Spring Tests in the tempered state. No details are available as to the tempering, etc., as this was carried out at the maker's works, the springs being supplied complete to drawing and ready for putting under the engines. The springs stood the fol- lowing loading test, the chief point of interest here being the small range per ton weight and the high elastic limit of the spring, permitting a return to the initial loaded camber after a reversal of camber to ^ in. beyond straight : Tons 2 4 6 7J4 10 12 Deflection 1 in, 11/16 in. 7/16 in. 3/16 in. Str. — S/16 in. — ji in. The engine springs that were replaced by vanadium steel were made of a good grade of English spring steel; a test SERVICE TESTS OF STEEL SPRINGS BY GEORGE T. GLOVER Locomotive Engineer, Great Northern Railway o( Ireland Spring trouble is one which besets many railways on this side of the Atlantic, and there appears to be little record of practical experience in the technical press in regard to methods to overcome the trouble. The Great Northern Rail- way of Ireland possesses some shunting tank locomotives, shown in Fig. 1 and designed in 1908, which, although of comparative light load per axle, give an undue amount of trouble with spring breakage. The springs shown in Fig. 2 are those under the coupled wheels of 4 ft. 3 in. diameter on tread, and are of a normal British design. They are hung, as shown in Fig. 3, from non-adjustable spring links. These locomotives have to work on some very indifferent permanent way around the Belfast docks and shipyards, part of the line being laid through public streets in stone setts similar to a tram line, and no system of maintaining the joints at the ends of the rails has l>een found to give satisfactory ;-esults under such heavy traffic, nor will the urban author- ities proceed to much exf)ense in maintenance. No alteration could be made in the design of the locomo- tives or of the permanent way. Seeing the apparent results 8Phl„ 4mI Fig. 2 — Type of Spring Under Test from the normal engine spring made of this steel gave ap- proximately the tensile test and analysis, shown in Table II. Xormalired Tempered c P. .028 Table II Ult. stress, Yield point, tons tons per sq. in. per sq. in. 45.2 23.2 72.6 38.4 Analysis S. Si. .028 .13 Elong. in 2 in.j per cent 19.0 2.0 Mn. .72 Redn. area, per cent 37.0 7.0 March, 1917 RAILWAY MECHANICAL ENGINEER r^ 125 This steel is giving perfect satisfaction in the main line locomotives of the company under heavier axle loads than in the tank locomotives, except in certain cases where these locomotives have to run on a portion of the inferior permanent way mentioned. There is no reason for adopting the vanadium steel springs all round, as the work of the main line locomotives is con- fined to the excellent modem permanent way of the company and does not entail movement over the dock lines where spring trouble is chiefly experienced. In addition, adjustable spring gear can be used under the larger wheel of the main line lo- comotives, as shown in Fig. 4. This gear can not be used on shunting locomotives, due to lack of clearance. Fig. 3— Test Spring With Non-Adjustable Spring Link The results to date of the adoption of these springs have been satisfactory in every way and are shown in Table III. Engine No. 22 Table III- -Springs Broken 1914 Carbon sfeel 37 Van 1915 adium steel 4 23 38 99 44 25 29 4 1 1 108 112 29 23 3 160 163 42 13 2 1 166 •167 20 29 2 291 24 •In this case broken vanadium steel springs were replaced with ordinary steel springs which failed to stand up with the vanadium springs. In the case of carbon steel springs the repairs to damaged springs were carried out at the company's works, where the Fig. 4 — Adjustable Spring Link Used On Main Line Locomotives skill and appliances are not equal to the maker's, so that the proportion of about 12 to 1 should be reduced to about 6 to 1, even then the economy is remarkable. As a test six new carbon springs were put in as from makers in an engine where vanadium had lasted 12 weeks, the new carbon spring failed in 2 weeks, whereas the repaired carbon only lasted one week. In the case of the breakage of ordinary steel springs, as a rule, it involved replacing half the number of plates, whereas in the case of the vanadium steel springs only one or two plates, usually top plates, re- quire replacement. The vanadium steel springs were supplied at an additional cost of roughly 50 per cent, or £9 for the set of 6 springs — no calculation is required to show how rapidly this is re- couped when the changing or repair of defective springs, lifting of locomotive, loss of service of locomotive, etc., is taken into consideration. These prices refer to normal years, such as the early part of 1914. The only slight drawback at present experienced is in the repair of vanadium steel springs, as our shop outfit at the Dundalk locomotive works does not include the pjTometers or furnaces necessary for the exact heat treatment of this steel, and the ordinary methods suitable for carbon steel are not sufficiently accurate; it is, therefore, at present necessary to have repairs and retempering carried out by the spring makers, involving delay and expense in transit. No difficulties in the repair of these springs should be ex- perienced in the shops of the larger railway companies, where p\Tometers, special heating baths, etc., are in sufficient daily requirement to warrant their installation. load:distribution around the dry pipe opening of front tube sheets BY THOMAS H. WALKER There is one flat surface in a locomotive boiler, the load distribution in which is not discussed even in books on loco- motive boiler construction. That is of the area about the dry pipe opening in the front tube sheet. The writer has often sought information on this point from others, but without satisfaction. A number of rules-of-thumb have been found in use in various places, but no precise reason for any of these rules could be given. After some consideration the problem was worked out as follows, assuming that the ring around Analysis of Loads Around the Dry Pipe Opening the dr}- pipe hole is heav}- enough to transmit the loads in- volved, which ordinarily will be true. In the drawing, A M B is the inner face of the tube sheet flange, A B and D E are the center lines of steel T's riveted to the sheet on either side of the dry pipe opening and approximately radial to the flange. The line B L E is drawn through the top of the upper row of tubes. These lines are assumed as the points of support because it is common so to regard them. The writer does not entirely agree with the correctness of this view, but inasmuch as the distribution of the load is not materially affected, it is thought better not to complicate the problem by a discussion of the points of support. Find the center of gravity of the surface included by A M D E L B. With this located at C, draw lines from C 126 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 to A,D, B and to E, thus dividing the area into three triangles and a combined triangle and a segment of a circle. Assume a pressure of 200 lb. per sq. in. over this surface. Then on the triangle C 5 £ the load will equal its area, 70^4 sq. in., times 200, or 14,050 lb. If we consider the load as concentrated at F, the center of gravity of this triangle, with an adequate support at C, it would be distributed inversely as the length of the lever arms F C and F L on B L E. As the center of gravity of a triangle is one-third its height from the base we have an easy method of distributing the load car- ried. We have, however, no support at C but must go 8^ in. over to M to get a support in this direction. The lever arm F M is \5 in., while from F to B L E remains 3 3^ in. Of the total load at F, 15/18.125 is on B L E and .S. 125/18.125 is transferred to the flange about M, or 11,627.5 lb. is at L and 2,422.5 lb. is at M. Considering the triangle C I) E in a. similar way, calling the center of gravity H, the lever arms from H are respectively 3>.6 in. and 19.75 in. long. The area of this triangle is 84 sq. in. and its load of 16,800 lb. is so divided that 14,210 lb. falls on E D and 2,590 lb. falls on A B. The load on the triangle .1 B C is exactly equal to that on C J) E and the distribution of the load exactlv opposite; that is, 14,210 lb. is carried to .1 B and 2,590 lb. to E D. The area enclosed by A M D C must now be considered. Its area is 128.9 sq. in. and its center of gravity G is 3.8 in. from M and 183^ in. from L. Of its load of 25,780 lb., 21,313 lb., therefore, rests on the flange and 4,467 lb. rests on the tubes. The loads carried by the various lines of support are summed up in tabular form. The statement shows that of F.oad DistribiitinK Around Dry Pii>e Opening: .\ M n A I? I) E B E 21.313 lb. 2.590 lb. 14,210 lb. 4.467 lb. 2,422.5 lb. 14,210 lb. 2.590 lb. 11.627.5 lb. flanges crack sometimes — somewhere else. So we suppose we will continue to increase the size of the brace rods, — some- where else — to compensate for the places where we cannot put them and where no sane and sensible person should want to put them. 23,735.5 lb. 16,800 lb. 16.800 lb. 16,095.5 lb. the total load, alx)ut 32 per cent is on the flange, 23 per cent on either side of the T's and 21 per cent on the tubes. If the tubes are further away than in the case considered the resulting projxjrtion is substantially the same so long as the T's are the same distance apart at the dry pipe center. .\ case in which the upper edges of the tubes were 4^^ in. from the ring around the dry pipe opening instead of 2]/^ in., as shown, gave 323/^ per cent of the load on the flange, 23^2 per cent on each T and 20j/4 per cent on the tubes. When the throttle valve is open the steam inside of the dry pipe, being practically under the same pressure as that in the boiler, will balance the load on the area of the dry pipe opening; but when the throttle is closed this is not true and it is manifestily not proper to deduct anything on this account. The dry pipe, however, being strongly fastened to the tube sheet and anchored at its inner end to the dome and shell, does act as a substantial brace to this portion of the tube sheet, holding it at a right angle to the boiler shell against the deflection which the otherwise unsu{)ported plate would have under the pressure, thus, in effect, transmitting a part of the load which otherwise would fall on the T's or the tulles, up to the flange. In arriving at the total load on each T, that due to one-half of the arefa of the ne.xt space outside each T must be added to the 23 per cent of the load around the dry pipe opening. It is of some interest to note that the load carried by the flange above the drj- pipe opening is equivalent to that on a surface extending 4j.4 in. or more from the inside face of the flange. Some of our lawmakers have decided that 3 in. from the outside of the flange inward is all that any flange can carry. It is difficult to see what we or they can do about a tube sheet flange that will carry more than the law allows. For years it seems to have gone about its business in its own way, re- gardless of law or lawmakers. It is true that tube sheet MIDWESTERN MECHANICAL VALUATION COMMITTEE .\ meeting of mechanical valuation department officers of railroads of the middle West, for the purpose of forming a committee on mechanical valuation was held in Chicago on February 14. C. T. Ripley of the Santa Fe has been made chairman of the committee and \\'. H. Davis of the Burling- ton, secretary. L'nder the present circumstances there is little uniformity of practice in mechanical valuation in the central and western districts. As eiich company takes up the work of mechanical valuation, it is necessar\' for them to do research work alone and to originate methods of organization, handling of field and office work and cost data. Each road has been obliged to take up each problem of the work and deal with it as an individual, although the same question may have been dis- posed of effectively by some other company in handling its work. The companies which have finished their work are in an e.xcellent position to assist those which have the mechanical valuation work before them. Some effort has been made to interchange information, but lack of organization has made it difficult. The purpose of the committee will be to discuss the various questions arising and extend the standardization of methods as far as possible. Sub-committees have been appointed to deal with the valuation of locomotives, cars and shops, and to discuss methods of complying with order No. 8. Some of the subjects discussed at the first meeting were the methods of determining depreciation of locomotives, cars and machinery, scrap values, weighted averages of parts for cars and locomotives, methods of complying with order No. 3, hidden costs in additions and betterments, material in working stocks, methods of making small tool inventor)-, methods of inventor}ing work equipment, costs of installa- tion, costs of installing pipe lines, costs of electrical instal- lations, costs of patterns and blue prints, and costs of founda- tions. The various subjects di.scussed were assigned to the sub-committees for studv. Tractine Effort Formula. — The last two equations in Mr. Fry's article, discussing the Kiesel Locomotive Tractive Effort Formula in the February Railway Mechanical Engi- neer on i)age 70, were incorrectly given. They should have been : Tv 2.24 — — for saturated ster gallon. Calciuin carbonate 2.42 Calcium sulphate 1 .53 Magnesium carbonate 74 Magnesium sulphate 88 Sodium sul|)hatc IS Sodium nitrate 07 Sodium chloride 2.29 Silica ? 66 Alumina and iron oxides 15 Organic matter 36 Volatile matter — 44 Total ^^69 From an inspection of the analysis this water would not be considered bad except for the scale-forming ingredients, which were not excessive, and the organic matter, which might de- compose and form an acid reaction. It did not cause much trouble from scale. The sheets could be kept comparatively clean, except for clusters of scale that formed to a considera- ble thickness about the crown sheet staybolts. The extent of these formations is indicated in the sketch. . The scale formed in this district was of medium hardness and brittleness and was easily removed from the surfaces to which it adhered by ta])ping it with a hammer. It would then peel off in large flakes leaving the metal clean. Where the sheets were bare or the scale thin there w^as no corrision. But where the .scale formed corrosion took place beneath it. forming a large pit as shown. The thicker the scale, the deeper was the pit. Pitting of the tubes was not as bad at the front end of the boiler as at the rear, the worst condition being found alxxit six feet ahead of the back tubesheet on tubes 19 ft. long. The corrosion was also worse on the top than on the underside of the tubes. A similar but more i)ronounced corrosion occurred on the crown sheet at the staybolts. Here, too, it was more pro- nounced under the thickest scale. The scale formed around the staybolts eccentric with them towards the side of the fire- box and almost truly concentric at the center. The slow movement of the water from the side in towards the center apparently was checked by the staybolt and the greater part of the scale deposited here. Occasionally the scale would form on a line from one lx)lt to the next and then the cor- rosion would extend l>etween the lK)lts thus connected, forming a wide groove from bolt to bolt. As water appeared harmless and the corrosion occurred only beneath the scale it was surmised that the scale mi^ht be corrosive. A sample of the scale was therefore analyzed with this result: Per cent. Calcium sulphate (Ca SO4) 83.O0 Calcium carbonate ( Ca COat 3.% Magnesium hvdroxide [Mg (OH).] 2.88 Silica (Si O3) 45)9 Alumina and iron oxide ( Al« Fez 0«) -2.99 Combined water and organic matter 1 .64 Water driven off at 163° C 1,09 99.67 As there was nothing in this scale of itself of a corrosive nature, it would seem that after the deposition of a certain amount of scale the plates beneath it become locally over- heated. This causes a decomposition of the organic matter, the calcium sulphate and the magnesium hydroxide forming '~^"«^ Scale Formation and Pitting Around Crown Sheet Staybolts free sulphuric acid which is partially protected from dilution with the boiler water and attacks the sheets. The cure, then, lies in preventing an accumulation and adhesion of scale. A remedy was applied for this purpose. The scale already formed was broken up, the adhesion of new deposits prevented and, up to the present time, this seems to have stopi)ed the corrosion. In another case there was little or no trouble from scale, but there was an intense and rapid corrosion that would des- troy tubes by pitting in 9 or 10 months. The water that was doing this did not e\'en give an acid reaction, and though the analysis corresponded to that which was known to have a corrosive action, there was nothing to account for the intensity of the action which actually took place. A difficulty in making a correct diagnosis of the case lay 127 128 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 in the known probable wide variation in the character of the water drawn from the same tank. Throughout this whole region the water was drawn from small mountain streams that received the drainage from mines and the sewage from villages, and which a sudden shower would raise to over- flowing banks. At one place where there was about 33 grains of scale form- ing matter to the gallon, of which nearly 30 grains were lime and magnesium sulphates, a lime and soda treating plant had been erected; the results, however, were unsatisfactory. The scale-forming content had been cut down but the soda had raised the alkalinity of the water to the foaming point and engineers had learned to avoid it if possible. After a rather thorough examination of old analyses of the waters of the region, it was decided that something was hap- pening in the boilers of which nothing was known. Two boilers were selected, the water of each of which had been taken from a single tank, and samples analyzed after having l>een in service for about eight days. The variation in the composition was startling, as shown by the following analysis : Grains per gallon From From Impurities tank boiler Calcium carbonate 29 .... Calcium sulphafe IS. OS 7.02 Magnesium sulphate 1 1.67 28.81 Magnesium s'lliihate (manganic) 10.61 Iron sulphate ! ferric) 43.87 Alumina 45.15 Sodium sulphate 9.62 38.38 Sodium chloride 1.52 14.99 Sodium nitrate .12 Silica 1.51 21.93 Alumina and iron oxide 52 .... Organic matter 1.96 17.21 Free sulphuric acid 2.33 Total 42.16 230.42 The water taken from the boiler was extremely bad. The free sulphuric acid, coupled to the large quantity of organic matter, fully explain the rapid corrosion that takes place in the boiler using the raw water from which it is formed. Tubes were fitted and seams cut away in a short time so that the working of the engines became an impossibility. Because of the uncertainty as to the uniformity of the qual- ity of the water delivered to the boiler, an experimental in- vestigation was instituted. A small boiler of about two gal- lons capacity was built, in which definite samples of water were evaporated. As first built the boiler was fitted with a gravity feed in which the water was heated before it entered the boiler, and where there was evidently some deposit of scale. The boiler was operated under a steam pressure of 200 lb. per sq. in. The method of operation was to draw a quantity of water from the tank to be examined, and analyze it; then to take 75 gallons of the sample and evaporate it to one gallon in the small boiler. A typical result is given in the following analyses: Grains per gallon Concen- Kaw trated water water from from Impurities tank boiler Calcium carbonate 1.34 .73 Calcium sulphate 1.91 Magnesium carbonate 70 Magnesium sulphate 17 2.76 Magnesium chloride 1.74 Sodium sulphate 52 Sodium chloride 70 2.il Sodium nitrate 07 57 Silica 58 5.47 Alumina and iron oxide 29 2.64 Organic matter 81 2.29 Total 5.18 20.24 These analyses present a good example of the change which has been found repeatedly to take place in water that has been subjected to the high pressure and temperature obtaining in a locomotive boiler. It will be seen that while some compounds disappear others are formed. In this case the raw water contained neither calcium sulphate nor magnesium chloride and yet both were found in the water taken from the boiler. On the other hand, the sodium sulphate and magnesium carbonate disappeared. The calcium sulphate was probably formed by the decom- position of the sodium sulphate and the passage of the sul- phuric acid over to the lime, while the magnesium chloride was probably formed by the decomposition of the salt in the presence of the organic matter and the taking up of the chlorine by the magnesium. The further decomposition of the magnesium chloride formed hydrochloric acid which directly attacked the sheets. The statement as to the decomposition of common salt (sodium chloride) is thought to be novel and may be in- credulously received. Salt has always been considered one of the most stable compounds that would remain unchanged, through all the vicissitudes of repeated dissolving and pre- cipitation by evaporating. In seven cases where these evapor- ation tests were made, however, each showed an apparent disappearance of the salt and the formation of new com- pounds that did not exist in the raw water. Though the evidence is hot absolutely conclusive, this phenomenon seemed so well assured that it was considered worth while to attempt to regulate it. One of the worst of the waters was selected and subjected to the boiling test and an examination made, so that the reactions were known. The raw water was then treated with sufficient barium hydroxide to percipitate all of the sulphates as barium sulphate, at the same time in the hope of removing or decomposing the or- ganic matter that appeared to be giving so much trouble. Again a concentration test w^s made of 75 gallons of the water thus treated, with the following results: Grains per gallon / -* \ Treated Concen- raw trated Impurities water water Calcium carbonate 1.1 1 .70 Magnesium carbonate 11 .05 Sodium carbonate 2.45 69.18 Sodium sulphate 58 57.87 Sodium chloride 76 9.91 Sodium silicate 2.63 Silica 53 .Alumina and iron oxide 06" .53 Loss on ignition 40 4.14 Total 6.00 145.01 These results show that while the elimination of the sul- phates was practically accomplished the organic matter was not thoroughly removed, and that all of the sodium was re- tained in solution and combined with the liberated carbonic acid, some of the sulphuric acid and the silicic acid present, thus making the water strongly foaming. Had less barium hydroxide been used more sulphuric acid would have re- mained; had more been used free sodium hydroxide would have l>een found in the concentrated water. The results of this test, therefore, .were disappointing. To effect a complete removal of the organic matter a third trial was made in which 15.5 grains of alumina in the form of aluminum cream was added. The desired end was not attained and the failure was even accentuated by the ten- dency to foam that developed towards the end of the test. As these waters do not lend themselves to successful tank treatment two methods were adopted to prevent the corrosive action, both of which appear to be working successfully. One is to make an examination of the water in the boiler each day, and prescribe the amount of soda compound that is to be used. The examination requires only five to ten minutes' time and the application is made through a hose attached to the suction chamber of the injector. Enough of the compound is used to maintain the alkalinity of the water in the boiler at .3 per cent, which, while not entirely non- corrosive, is so nearly so as to avoid trouble. The other and simpler method is to apply a corrosion in- hibitive at each washout. If the boiler has been in service March, 1917 RAILWAY MECHANICAL ENGINEER 129 for some time and the corrosion has started it has been found to require three or four applications to stop it. After that the water drawn from the boiler will be clear and free from oxides. Where this treatment is used and the water in addi- tion to its corrosive qualities carries scale-forming matter in any quantity, it is necessary to add a scale preventative to tlie iiJiibitive. In still another case, where the water was drawn from a territory in the immediate vicinity of iron pyrites mines, and the boiler formed a chemical laboratory that made and un- made variety of compounds, one of the regular proprietary boiler compounds was found to possess the qualities needed to cut scale and prevent corrosion, the water flowing from the boiler clear, instead of almost blood red and filled with iron oxides, as when used without treatment. Finally, owing to the possible error that might have crept into some of the determinations because of the pre-heating of the water before delivery to the boiler, the latter was over- hauled. The heater with the gravity feed was removed and a pump substituted so that cold water was delivered to the boiler, within which it received all its heat. A condenser was also added so that all escaping steam could be collected and made available for analysis. The water selected for the trial was one that had a bad reputation for scaling and corrosion. It was recognized as unlit for boiler purposes in any event and was made worse by being raised with an air lift, thus becoming charged with air and carbonic acid. Evaporative tests of this water were made and they will be gi"en in some detail to emphasize the reactions that take place in a boiler when working under the pressure and temperature involved in modern conditions of locomotive service, and to demonstrate the probability of the decomposition of the salt by removing, as far as possible, all elements that might lead to error in the results. The first test was madt with the raw water as delivered to the tank by the air lift. As before, the boiler was cleaned prior to the beginning of the test and 75 gallons were evapo- rated to one gallon. The reason for the selection of 75 gallons as the quantity to be evaporated was because 75 to 1 was about the ratio of evaporation occurring in the boilers in service during the periods between washouts and it was the best approximation that could be made to road conditions. The results of the test in which the raw water was used are shown in the following analyses: Grains per gallon ' ^—7^ ^ Concen- Raw trated Impurities . water water Calcium carbonate 10.44 2.51 Calcium sulphate 48.59 Calcium chloride 19.71 Magnesium carbonate 3.15 ... Magnesium chloride 23.92 Sodium sulphate 1.45 — Sodium nitrate 1.75 . 91.10 Sodium chloride 1.45 67.33 Silica 35 .29 Alumina and iron oxide 11 .29 Organic matter 81 18.84 Total 19.51 272.58 The recovered sediment weighed l,091.r4 grains and with one gram taken for analysis the following results were obtained : Calcium carbonate and sulphate 76.72 per cent. Magnesium hydroxides and carbonate 15.48 per cent. Alumina 2.36 per cent. Ferric cxide .64 per cent. Silica 2.80 per cent. Organic matter .84 per cent. Water 1 .06 per cent. Total 99.90 per cent. The distilled water collected in the condenser contained: Totals solids per gallon 52 grains Ammonia per gallon 22 grains Chlorine per gallon 58 grains With this definite data in hand a similar test was made with the same water treated with enough slacked lime to precipitate the carbonates. For this purpose 66 grams (102.85 grains) of slacked lime was added to 75 gallons of water. The precipitates were allowed to settle and the water filtered before starting the test, which was conducted in the same manner as the one already detailed. The analysis of the treated and concentrated water was as follows : Grains per gallon / ^ > Treated Concentrated Calcium carbonate lAO 7.28 Calcium sulphate S.85 Magnesium carbonate 40 .... Magnesium chloride 3-09 Sodium sulohate l.H 44.10 Sodium nitrate 1.75 108.85 Sodium chloride 1.40 63.06 Silica 35 .35 Alumina and iron oxide 23 .29 Total 6.44 232.87 This test is of especial interest because of the marked chem- ical changes that took place in both the raw and treated water under the high pressure and temperature at which the evapora- tion took place. The most remarkable of these changes was the disappearance of the common salt. In the raw water the salt amounted to 1.45 grains per gallon or 108.75 grains in the 75 gallons, while but 67.33 could be accounted for in the concentrated water and none in the sludge, a loss of 41.42 grains or more than 38 per cent At the same time the total organic matter in the 75 gallons was 60.75 grains and but 19.68 grains is accounted for in the concentrated water and sludge. Again there was a total of 236.25 grains of magnesium carbonate in the raw water of which none appeared in the concentrated water and but 15.46 grains in the sludge together with the magnesium hydroxide. Finally of the 131.25 grains of sodium nitrate that was in the raw water there was but 91.10 grains in the concen- trated water, making a loss of 40.15 grains or about 30.5 per cent. The losses for carbonates are accounted for by precipitation. On the other hand there was no magnesium chloride or sodium sulphate in the raw water, while there was 19.71 grains of the former and 48.59 grains of the latter in the concentrated water. These compounds must have been built up by the decomposition of other compounds in the raw water. Attention has already been called to the fact that common salt is one of the most stable of compounds and that it has been considered impossible to decompose or break it down by boiling the water in which it is dissolved, even though carried to the point of saturation with the consequent precipitation. The writer, however, is not aware that in- vestigations have been made as to the effects of the high pressure and temperature obtaining in these tests. The loss of the salt may be accounted for by the breaking down of the organic matter present. We have seen that there was a decided loss of organic matter and also the development of some ammonia and free chlorine. It is well known that ammonia lias a greater affinity for chlorine than has sodium, while magnesium fol- lows clo.sely after sodium. Hence, when the organic matter contained in the water was decomposed with the release of ammonia, the latter attacked the salt and broke it down by robbing it of its chlorine. The appearance of magnesium chloride in tlie concen- trated water fully explains the corrosive action, for it is broken down with comparative ease and converted into hydrochloric acid that will make a direct attack on the sheets. The same chemical changes, but of different quantitative values occurred in the tests of the lime-treated water. With this there was no apparent corrosion. This probably may be explained on the basis of a much smaller development of magnesium chloride, thus diluting the corresponding amount of hydrochloric acid developed to such an extent as to render it harmless. The air, too, that was contained in the raw water probably had a direct influence in promoting some of 130 RAILWAY MECHANICAL ENGINEER Vol. 91, No. the changes that took place, especially in furnishing the oxygen for the formation of the magnesium hydroxide found in the residue. The removal of this air by the lime treatment apparently prevented that formation from occurring in the second test and so made the water suitable for Ixjiler purposes. These investigations have been discussed in considerable detail because, so far as is known, it is the first time that the solution of water difficulties has been approached in this way. The difficulty of explaining phenomena of daily occurrence from analyses of the raw water alone indicated the possibility of chemical action within the boiler and the developments seem to have demonstrated that the boiler of a modern locomo- tive is a chemical laboratory of almost infinite possibilities. The tests suggest that many of the unsatisfactory- results ob- tained from the use of proprietary compounds have been due to a failure to adapt them to this condition. The results of the investigation have served to convince those engaged in it that there is no cure-all for Ijoiler troubles, and that the individual remedy must be found for each local or regional trouble. Whatever the trouble may be, an effective remedy can be found if the problem is attacked with a proper spirit of patience and thoroughness and the reactions of the water under working conditions determined. It is well to make a careful diagnosis of the disease before prescribing a remedy. FUEL ECONOMY AND PROPER DRAFT- ING OF LOCOMOTIVES BY D. R. MAC BAIN. Saperintendeat Motive Power, New York Central The drafting of locomotives is a subject which has had a lot of attention during the past twenty years, or such a matter, but in the j>ast eight or ten years, during which time the greatest strides in the history of locomotive design and con- struction have l^een made, very- little attention has been given the matter, everjone doing about as he pleased so long as fair results were forthcoming. The modern practice of much better proportion of heating surface to cylinder volume than was common eight or ten Flfl. 1 — standard Front End With Twin Blowers Turned On years ago has made the getting of steam a lot easier than it used to be, and this fact, in my opinion, is responsible for a very considerable waste of fuel in many instances. Six or seven years are factors which have lessened the dif- ficulty formerly experienced in making steam at all times and under all conditions of service. In fact, with inferior coal, the locomotive of today, owing to its superior proportion over what used to be common, is a better all around steamer than was the engine of ten years ago, and the addition of superheaters and brick arches has, on the better designs of locomotives and ample boilers, practically wiped out the old alibi for engine failures, such as "poor coal," "dirty firt-," etc. Although we may all be enjoying great freedom from stem trouble at this time, this does not mean that we are produciag our steam as economically as it should be done. On ;he contrar)', my own personal obserx'ation in riding about i.ie country forces me to the conclusion that the proper drafting of locomotives, with a view of consistent economy, is a subject which for some time has been much neglected and is now in need of serious attention. Fig. 1 is a cross section of a standard front end, shov- ing twin blowers, with }^ in. nipples, turned on. It will !,e noted that the jets from these blowers combine at a point near the top of the stack, but no part of the jet touches ti.e walls. Readings of the vacuum caused by the blower action were taken on locomotives just out of shop with 200 lb. boiler pressure. \'acuum tubes were located in smoke-box in front NABRO* WAIST GfiftDUAL TADtO SJOAlGtlT Fig. 2 — Types of Smoke Stack* In General Use of the netting, in the smoke-box in front of the diaphragm under stack, in the smoke-box back of the diaphragm and in the firebox at the center and about 12 in. above the grates. With one blower turned on full, the readings in the order named were: 1.5 in. of water; 1.45 in. of water; 1.1 in. of water, and .4 in. of water. With two blowers turned on full the readings in the same order were: 2.6 in. of water; 2.6 in. of water; 1.9 in. of water, and .6 in. of water. This demonstration showed clearly that the steam jet, whether from the blower or the exhaust, does not have to fill the stack in order that draft on the fire may be created. On the contrary, if the jets frcrni the blower were trained on to the walls of the stack the extent of the vacuum would be materially reducxl. I believe that a good liberal space around the steam jet at the top of the stack should be pro- vided as an outlet for the induced or entrained gases to pass through to the atmosphere. Certainly if a jet of steam from a blower or pair of blowers, which at the most will not exceed 15 in. in circumference, creates enough draft to overload twcj 2^ in. pops, a jet of, say, 50 in. to 54 in. in circumference ought to, and does, do all that is needed in the way of creat- ing the necessary draft in a locomotive front end, tubes and fire-box. As indicated in Fig. 1, the area under the deflector is 580 sq. in. The smallest diameter of the stack is 315 sq. in., the largest diameter of the stack 415 sq. in., and when we consider that the same number of cubic feet of gase? that pass under the deflector plate each .'second must, in addi- t en t;) tl"^ volume of the steam jet, pass through the smoke stack in the same unit of time, crowding is suggested. Re- stricted o[)enings through the smoke stack makes necessary in- creased exhaust jet velocity, and this is usually produced by reducing the exhaust nozzle. ^Reducing the exhaust nozzle, at high speeds, especially, results in greater back pressure in the cylinder and decreased engine efficiency is the result. It would seem, therefore, that if an)'thing can be done to avoid speeding up the exhaust jet in order that sufficient draft March, 1917 RAILWAY MECHANICAL ENGINEER 131 may be had to properly burn the fire, we should give the matter our serious consideration. Adding the area of the ash pan openings on the class of power we have under consideration we have the following comparison : Ash pan 750 sq. in. Under deflector 580 sq. in. Smallest diameter of stack 314 sq. in. Largest diameter of stack 415 sq. in. Is it not possible to decrease the velocity of the steam jet 1 ^ ^ K 1^:^ Fig. 3 — Rectangular and Round Exhaust Nozzles by increasing the areas through the smoke stack? I believe it is, and in the course of the evening I hope to demonstrate how it may be done. Fig. 2 represents the three types of smoke stacks in general use on the px)wer of the present day, the choke or narrow waisted stack, the straight line stack, tapering outward from the bottom up, and the straight stack. There is no useful purpose ever served by the choke, although if the area at the choke be sufficient it probably does no harm. A gradual taper, in our opinion, is the right idea for a stack. In increasing the diameter from the bottom up it conforms to the outlines of the steam jet as it expands after leaving the nozzle, and affords at the top the necessary free space for the ^ress of the gases from the fire-box. A straight Fig. 4 — Action of a Round Exhaust In the Stack Stack, if large enough in diameter, may be placed on a par with one of gradual taper, but my observation has been* that this type of stack is almost invariably too small, and is noted most for noise, and this noise costs money. In Fig. 3 you will note there are two designs of the round nozzle, and one of the rectangular. A shows the tapering outlet round nozzle, and C the straight bore, or vertical wall, outlet of the same type, while B illustrates the rectan- gular nozzle as now in use on several railroads in this country. It will be noted that figures B and C have outer walls machined vertically for a depth of 2 inches, while figure A tapers inward from its base up. The long inward taper or A has no useful function that I can conceive of, so we will confine our remarks to B and C which have the vertical walled 2-inch outlets, for the balance of the taper. For a good many years I had obser\'ed from my office win- dow, and from positions alongside of the track, when trains were passing at high speed, and when the fire was burnt out clean, that the steam jet in issuing from the stack occupied a comparatively small area of the whole opening, that is to say, the jet seemed to be only alx)ut one-third of the diameter of the stack when viewed iram the side; while, on the other hand, when viewed from the front or rear, in the latter case from the cab, the jet seemed to fill the stack, to the bulging point, so to speak. The nozzles used when these obser\a- tions were made were the round type, as shown, A and B in Fig. 3. A few years ago I became interested in the subject again through the peculiar action of some large Pacific tvpe &i- gines, with reference to the burning of the fire under certain conditions of service. These engines were of splendid de- sign and of proportions that are today, perhaps, as good as any in the countrv', and I knew they should make steam freely when the fuel was even fair. For a certain amount of cut-off and a certain length of throttle, at speeds up to 70 miles per hour, they did fairly well, but if they were Fig. 5 — Action of a Rectangular Exhaust Nozzle In the Stack crowded either in cut-off or throttle, only a very little, the fire in the fire-box would redden up and the steam pressure would gradually drop back. In other words, these engines, which were equipped with round nozzles, plenty small enough I assure you, limited for themselves the amount of crowding they would stand. Frequent observations made from the side and the cab de- veloj^ed that the peculiar filling of the stack referred to a moment ago, prevailed even to a more marked degree, espe- cially when viewed from the front or rear, the smoke seeming to roll over the sides of the top of the stack in great volume. When running slowly these engines shot their exhaust first to one side and then to the other, alternating as tlie exhaust came from each cylinder, in other words, they cross- fired badly, and this, with other observations made, led me to believe that in this cross-firing lay the cause of our difficulty. Fig. 4 shows a side and rear view of the steam jet as re- ferred to. You will note in the side view that there is a large amount of space in front and behind the jet, while in ti .^ rear view the stack seems to l>e overfilled and "sj) llinp" over the sides. Our next further thought on the matter w:.i 132 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 how we might stop the "spilling" over the sides, which we knew was the result of the cross-firing of the exhaust, as explained, and we set about to remedy the trouble. First we made a stack 16 in. by 24 in., of sheet iron, and put it on one engine for trial, the long dimension being across the smoke arch. This was done with the idea that the cross- fired exhausts would pass out at the top of the stack without sliding up the sides of same. So far as this feature was concerned, the remedy was all right, but other evils were produced that were even more troublesome than any we had had up to the time this experiment was made, in short, while one side of the wide stack was filled nicely, the other side was very empty, so much so that we had practically no draft on the fire at very slow speed, and very little at any speed. Believing still that the cross-fired exhaust was the cause of the trouble, and having failed to accomplish anything by letting it pass out of the stack without side friction, our next thought was to tr\' to train that exhaust to travel the "straight and narrow way," as it were. Our experience up to this time showed conclusively that the stacks were overfilled at the sides and underfilled at the front and back, and a correction of this condition seemed very promising of results. We were able to fill the front and back satisfactorily by putting a bridge across the nozzle, but we did not remedy IMPROVED STYLE OLD STYLE Fig. 6 — Rectangular Exhaust Nozzle with Improved Exhaust Pipe the side condition, nor was there any perceptible improve- ment in the steam making with the same nozzle opening. Then the thought of narrowing up the steam jet and straight- ening its course out of the nozzle, suggested a nozzle of the rectangular design. Fig. 5 is a side and rear view of the exhaust jet after the rectangular nozzle was applied. The nozzle was of greater area than the round nozzles used by about 20 per cent., yet the results were all that could be desired in the way of steam making. The remedy was entirely due to shaping the steam jet so that it did not scrape up the sides of the stack, thereby reducing the induction or entraining area. The change made caused the jet to pass up straight through the stack, leaving the full circumference of the jet exposed to the gases. The re- sult was that the fire burned white when the engine was being crowded, and the full limit of the boiler capacity became at once available. Fig. 6 shows the design of rectangular nozzle now in use, also the design of exhaust pipe which, in my opinion, gives the best results. In conclusion, I want to suggest, as a means of decreased fuel consumption and increased engine efficiency: First: Correct the passage of the steam jet so that cross- firing does not occur. Second : See that the jet passes out of the top of the stack leaving two or three inches of space all the way around for the entraining or induction of the gases. Third: Use a plumbing bar in setting of exhaust pipes, nozzles and smoke stacks. Fourth: Make joints at the bottom of the exhaust pipe and between the exhaust pipe and nozzle tight. Fifth : If the stacks are too small to allow for the neces- sary space around the jet at the top, make them larger. I am sure such conditions will bring good results. AIR PUMP STRAINER An air pump strainer, the construction of which is shown below, has been developed by the Canadian Northern and is being applied generally to the locomotives of that road. Owing to the extremely low temperatures which prevail dur- ing the winter months in the territory through which the Canadian Northern operates, train line leakage is excessive. The simple type of air pump strainer generally used not only considerably restricts the capacity of the air pump to meet the excessive demands upon it, but due to the readiness with which it becomes obstructed in cold weather is dangerous as well. The strainer shown materially increases the air pump Jo Air In let 8,zBolfs ^-■^4-- H ^Runninff Board Wire Netting ^ ^ V '06 ** J 1^' Air Pump Strainer in Use on the Canadian Northern capacity by providing a much less obstructed air inlet pas- sage and because of the large inlet area is not liable to become closed with an accumulation of snow and ice. It is simple in construction, may be taken down readily and is so located that the air cylinders cannot be lubricated by pouring oil through the strainer. The body of the strainer is made up of two iron castings. The top casting is placed underneath the running board and at the center has a pipe boss which extends up through the running board. To this boss is attached the air pump inlet pipe. The lower casting is filled with pulled curled hair placed between two discs of front end netting, and is held in place by eight 5^-in. bolts, which secure the strainer to the run- ning board. The joint between the two castings is packed and there is no possibility of snow or moisture being drawn into the pump, as all air first passes through about 3^ in. of curled hair, the exposed area of which is suffi- ciently large to provide against a strong current at the inlet. PENNSYLVANIA RAILROAD REFRIGERA- TOR GARS With a view to utilizing every means available to provide a car which will furnish and maintain adequate refrigeration for milk and cream, the Pennsylvania Railroad has recently designed and built two refrigerator cars which, in many 5. The bulkhead, in front of the ice chamber, should be solid, with an air inlet into the ice chamber, close to the ceil- ing, and an outlet into the car, close to the floor. The bulk- head should be made of non-conducting material, or should be insulated to promote dry refrigeration. 6. The floor should be smooth, to permit sliding the milk cans into place, and to provide a flat base for racks when the Refrigerator Car With Three Compartments for Rapid Loading respects, represent a distinct departure from past practices. The cars are designed to use ice either on top of the cans or in the bunkers and are also adapted to the shipment of other commodities than milk and cream. Past exj)erience and experiments made some years ago indicated the following basic requirements: 1. An inside I'n'ng that is watertight and keeps moisture away from the insulation. 2. Adequate continuous insulation fully surrounding the car is used for other shipments for which an air space under the lading is of advantage. Two cars, differing from each other slightly, for experi- mental purposes, have just been completed and turned out of the Altoona Car Shops. Car No. 2500, class R/50, is not partitioned; all of the spare between ice baskets is in one compartment. The side doors are of the usual refrigerator type, and open outward. Car No. 2550. class R/50a, has the space between the ice Inside Box on Undeframe; Insulation Under Floor inside lining. The amount of insulation under the roof, baskets divided into three compartments, by means of two which is liable to be heated excessively by the direct rays of insulated wooden bulkheads. The middle compartment is the sun, should be greater than that in the sides and bottom. 6 ft. Zyz-in. long, and is used for quick loading and un- 3. The outside sheathing and roof should be weathertight. loading of cans and boxes from and to station platforms. 4. The vertical air space around the ice baskets and The cans and boxes can be transferred to or from the other through the ice should be adequate. two compartments, which contain the refrigerating means, 133 132 KAll.W.W MlXHAxNlCAL ENGINKKR Vol. 91, No. 3 how we nii^lu -top tla- "Spillinn"" over the sidi-^, which we knew wa> the roult of tlic cross-tirinti of the exhaust, as e.xplained. and we set about to remedy the troul)le. Fir.^t we made a stack lo in. by 24 in., of >heet iron, and j)Ut it on one enirine for trial, the lont,' dimension heinn across the smoke arch, i'his was done with the idea that tlie cross- tired exhausts would pass out at the top of the stack without sliding up the sides of same. So far as this feature was concerned, the n-medy was all riiiiit, hut otlier evils were protluced that were even more troultlexmie than any we had had up to the time this ex|)erinie!U was made, in short, while one side of the wide stack was filled nicely, the other side was ver>' empty, so nuuh so that we had practically no draft on the fire at very -low tack without side friction, our next thought was to try to train that exhaust to travel the 'Straight and narrow way,"' as it were. Our experience up to this time showed- con( lusively that the stacks were overtilled at the sides and underfilled at the front and back, and a mrn'ttion of tiiis tult~. We were al>le to fill the front and ba< k >;!tisfactorily liy puttincr a bridiie acro«JS the nozzle, but we (bd not remedy 7^ M V\ Gu> STV'.S ij Fig. 6 — Rectangular Exhaust Nozzle with Improved Exhaust Pipe the side condition, nor was there any })erceptible improve- m» nt in the >team makini^ with the same nozzle opening. Ihen the thought of narrowing up the .-te.im jet and straight- ening its course out of the nozzle, suggested a nozzle of the rectangular design. •: .,,.■• Fig. 5 is a -ide and rear vietv of the exhaust jet after the rectangular nozzle was api)lied. 1 he nozzle was of greater area tlian the round nozzles used l>y al)out 20 per cent., yet the results were all that could 1)C desired in the way of steam making. 'I"h«-' remedy was entirely due to sliaj)ing the steam jet so that it (bd not scrape u{) the sides of the stack, thereby reducing the induction or entraining area. The change made cau.-ed the jet to pa.ss up .straight through the stack, leaving the full cin umference of the jet expo. small to allow for the neces- sary space around the jet at the top, make them larger. I am sure such conditions will bring gcxxl results. •..':-.;.•. AIK PUMP STRAINER :\' An air pump strainer, the construction of which is shown below, has been developed by the (^inadian Northern and is being a|)plieiderably restricts the cajiacily of the air pump to meet the excessive demands upon it, Itut due to the readiness with which It becomes ob-tructed in cold weather is dangerous as well. Ihe .-"iraiuer -hnwii inauriallv increases the air pump ToAir Inlef- l- \ S, 3 Bo//s t*f -•'4- H 'ffunninff Board irrr T~ ■?"^^' •'■'■•-■•«•• J"***"*** Pulled Curled Hair \\m ^Pack'. ; V--- H 4'0'cm;^sr::;-M\^^^^^ . • Air Pump Strainer in Use on the Canadian Northern -,'.:■■.. capacity !)y providing a much less obstructed air inlet pas- -age and bee au.-e of the large inlet area is not liable to '. ;^- become c Icj-ed with an accumulation of snow and ice. It ' ..: is simj)le in con-truction. may be taken down readily and,;.- :•' is so located that the air cylinders cannot l)e lubricated by ■ ;j pcjuring oil thnjugh the strainer. ' •' '- V ,.. ' The boily of the strainer i- made up of two iron castings. -. — The loj) casting is placed underneath the running borird and at the center ha- a pii)e boss which extends uj) through the running l)oard. 'i'o this boss is attached the air pump inlet '' ;. pipe. i ; ; The lower ca-ting is idled with pulled curled hair placed /; between two discs of front end netting, and is held in place i>y eight ' j-in. bolts, which secure the strainer to the run- ning board. The joint between/the two castings is packed ancl there is no possibility of snow or moisture being . drawn into the pumj), as all air first passes through about .>':4 in. of curled hair, the exposed area of which is suffi- cientlv large to provide against a strong current at the inlet. ( Car Department I'ENNSYLVANIA RAILROAD REFRIGERA- ■ S: The Imlklua.i. in tn.nt ..f the ke clianiLor, shouKl \>e TOR GARS >c)li(l, with an air inkt into the ice chainl>er. clo.>ie to the ceil- ..- ;/;• ;:v- ;^ , : • " .:^>'-iC ^K-^:'".:- ::,. ;■ injT, and an outlet into the car. ch)se to the iloor. The l»ulk- With a view to utilizinc: every mean? available to provide head >h()uld lie made of non-conducting mati'rial. or should a car which will furnish and maintain adequate rcfriucration he insulated to jtn niote dry rcfriizcralion. fi.r milk and cream, tlie Pennsylvania Railroad has recentlx . 6^" The tToor should Ite smooth, to permit slidinii the milk (icsi_i;ned and l.uilt two refrigerator cars which, in many tan> into plate. an(I to provide a llat lia>e for ra* ks when tlie Refrigerator Car With Three Compartments for Rapid Loading rc-jiect-. rcprocnt a distinct departure from ])a-t jiractice-. car r? Used for other shipment- for whfdi an air «pnce under Ihe car- are de-itined to use ice either on top of the cans the lading i> of advantage. <-r in the i unker- and are also adapted to the shipment of Two cars; differing from each other slightlv. for e\|)ieri- Miher commodities tli in milk and cream. mental purposes, have ju-t I'ein completed and turned out of Past experience and experiment- made some years ago the .\lt«)ona (\ar Sh watertight and keej)- moi-iure -pace between ice baskets is in one compartment. The side Aa\ from the in-ulation. ; } ": =^-:"- door- are of the usual refrigerator type. ;uid optMi outwarxl. 2. .\de<|uate idniintiou- insulation fully -urmundi'ii: the Car No. 25jn. da-:- R .^'hi. Ira^ the >p;i«e la-tween the ice -2J Inside Bex en Undeframe: Insulation Under Floor tside lining. ilie amount of insulation under the roof, haskels divided into three compartment-, liy mean- of two vhich is liable to be heated excessivel\ by the direct rays of "insulated wcuxlen ladkheads. The middle * ompartment is he sun. should be greater than that in the sides and bottom, f) ft. 2'I.-in. long, and is u-ed for (juick loading and un- .>. I'ho out-ide sheathing and roof should be weathertight. loading of cans and l)OXts from and to station platform-. 4. The vertical air space around the ice baskets and I he cans and boxe- can be tr.msferred to or from the other hrough the ice shouhl l»e adequate. .;'/:: ■y:^''-'::/:} 'Xy^.. two comi»artmems. whidi contain the refrigeratinsi means. I. 134 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 while the train is in motion. In this car the side doors are of light construction, and the insulated refrigerator doors are in the two partitions. With the exception of the differ- ences just mentioned, these two cars are exactl\" alike. The trucks are of special construction. The side frames are of cast steel. The side frame center opening, the spring plank, and the 5-ft. 6-in. vvheelba.'^e are the same as in freight trucks. The elliptic springs and bolster are the same as used on tenders; the Ijolster has no side motion. The ends of the frame are arranged for helical sjjrings over the journal Ixjxes and clasp brakes. The axles are of the passenger type, with Sl/j-in. x 11 -in. journals, and the wheels are rolled steel, 3S in. in diameter. The journal boxes are j)edestal typ)e passenger car lx)xes. From this it will be seen that the Side of Truck, Showing Spring Arrangement and Clasp Bral/J2-in. ceiling sheets, all reinforced with U-shaped braces riveted to the outside. It forms a box which can lie built up complete on the floor and then lifted to its proper location on the oak supports. The ^-in. Keystone hair felt, of as great width as can conveniently be manufac- tured and cut to the prof>er length, is then lifted to the top of the lining box and unrolled to drop down the sides to meet and join the insulation under the floor. A contin- uous blanket is thus formed all around the inside box. There are four such blankets running transversely, separated with wooden grids, made of Yz-Mi. strips of soft wood. Two additional layers, separated with wood grids, are placed Seci'ion A- A. Underframe of the Pennsylvania Refrigerator Cars channels, spaced 12^8-in. apart, and two j^l-in. by 20-in. coverplates. The side sills are 3^2-in. by S-in. by -^^-in. angles. The spaces between the center sill coverplate and the side angles are covered with '/s-in. steel plate, reinforced with U-shaj)ed stiffeners, riveted on top. The back follower stop and front bumper castings are of the integral type used in freight cars. The center plates are drop-forged steel. longitudinall)- on the top of the box, and four layers arc placed at the car ends to correspond with the sides. The Keystone hair felt referred to consists of ^-in. hai" felt placed between two sheets of 90-pound specification paper and securely sewed together. After the insulation has been applied, the sides, ends an*' roof are attached. These parts are also reinforced witl March, 1917 RAILWAY MECHANICAL ENGINEER 135 U-shaped braces, and are so designed that the riveting can all 1)6 done from the outside. This also permits removing a side, end or roof, for repairs, without disturbing any other part of the car. The connections between inside and outside steel shells are wood. The drains are made of indurated fibre. Hence there are no metal connections between the irside and outside steel shells. The ice baskets are of the same construction as i)-e 43 ft. 6 in. Desirable Features for GtxiCLES. — In Technical Paper 102, published ])\ the Department of the Interior, J. A. Watkins, of the United States Public Health Service, enumer- ates the following features as desirable in goggles intended to protect the eyes from the injurious effects of intense light: 1 — Should shut out harmful rays. 2 — Rediice the retinal image to a safe brightness. 3 — Not unduly hinder vision of other objects besides those on which the employee is working. 4 — Be light in weight, well fitted and as comfortable to wear as possible. 5 — Have no metal parts that touch the skin. 6 — Be fitted with a flange back of each lens so as to prevent glass from entering the eye in case the lens is broken by flying objects. 7 — Be of such coloring that color perception is not unduly disturljed. THE HOT BOX— ITS CAUSE AND CURE* BY J. F. LEAKE Chief Joint Inspector, Chattanooga, Tenn. The principal causes of hot boxes, in my opinicm, may be classified under the following heads: (1) Lack of lubri- cation. (2) Rough journals. (3) Bad journal Ijearings. (4) Overloaded cars. (5) Trucks out of alinement. (6) Lading improperly distributed. (1) Improper lubrication is due largely to the packing getting hard and clammy and falling away from the journal, thus cutting off contact between the oily waste and the jour- nal; the result is inevitably a hot box. To eliminate this cause for hot boxes, good material should be furnished. Wool waste is the best because of its elasticity. Capable and honest men sh(xild be used. Most roads depend on the oiler solely to do the inspecting of oil boxes, journals and journal bear- ings, and the necessity of good men is obvious. I have kno^Ti instances where old men were used simply because they were not able to do other work. The disposition to keep old men at work so they can earn something in their declining years is commendable; however, I am of the c^inion that the men who watch and keep the packing in a box so it will come in contact with the journal, should be honest, capable and in possession of all their faculties. Especially would I emphasize eyesight. (2) Rough journals may result from seams in journals, due to flaws in the metal, which will develop after the journal has been in service for a time; also cut journals usually caused by hard spots in bearings. When journals become thus defective no amount of brassing or lubrication will over- come the trouble. Hot Ijoxes are the result and the wheels must be removed or the journals dressed before the trouble is overcome. To prevent defects of this nature, the service of an expert oiler will be required — one who can determine when a journal requires attention before it reaches the point of causing a hot box. (3) There are two reasons why a journal bearing will cause a hot box. One is the fact that it has been allowed to run too long before removal. The other is because of bad alloys in the metal which result in hard and soft spots caus- ing uneven wear. A journal bearing in this condition, or one that has been allowed to wear thin and bec«ne distwted or broken, will cause journals to run hot. Here again the ex- pert oiler is required, as he should be able to say when a bear- ing should be removed, or report on a lot of bearings that are giving trouble, so the test department can locate the exact cause. (4) Overloaded cars cause a great many journals to run hot. The remedy is living strictly up to rules and instruc- tions with regarcl to weighing and properly handling over- loaded cars. (5) Trucks out of alinement will cause journals to run hot, and may be eliminated by insisting that the inspectors see that the trucks are kept squared up and are running properly. (6) Improper di.stribution of lading should be watched by inspectors. Cars found with lading unevenly distributed should be held for correction. This trouble is more often experienced with baggage cars. The chief inspectors and the train crews especially should keep in touch with each other so that each may keep posted as to the cause and handling of hot lx)xes on the road. Gen- erally the last man hired on train crews is the one who handles the hot boxes. He furnishes information on which reports are made to the superintendent. These reports go to the master mechanic and finally find their way to the oiler, sometimes with awful force. I have known good and loyal men to be relieved of their jobs because of persistent reports •Entered in the Hot Box cotnpetition, which closed on October 1, 1916. l.U K\ii.\\\N Mi:( II wii \i. i:.\(.i.\ki:k ..\'«'i. •'!, Xi.. \vliilf till train i> in motion. In llii> (,ir tlu -idr door- an oi" liLilit t on>triii lion, .mtl tlir in>iilati(l rifritiiTalor (lo(ir> art. in tlu- two partition-. \\ itli tlii' i'\n.|itioii of tlu- art- txaitly alikr. riu- triH k> an- ot -[uiial t (in-iriu tion. Tin- -idr Iranu- .m- ot ia>t -till. lilt -idi- Iranii- ( t ntir o|>in:nL:. tlu- -prinii l>lank. and tlii- 5-ft. din. \\liotll»a>r an- tlu- >anu- a> in frtiulil triuk,-. riu rlli|iti» -printi.- ;in»l l»ol.-tt-r an- tlu- -anu a- UM(| on inidrr-: tlu- l»«)l>lrr ha> lu) >idr nmtinn. I lu- md- ot" tlu' Iranii ari arrani;fd for lu-liial -prini:- o\ i r llu journal li<»M-> and » la-|> liraki-.-. llu- axK- ari- ol tlu- |ia--i nmr t\|u-. willi 5 ' .-in. \ II -in. journal-, and tlu- wlu-rl- an- mllcd SttfK .!.■> in. in dianutrr. llu- journal Uoxo an- |it-(K->-tal -typf pa--( iim r «ar hoxr-. Inini tlii- it will Ik -i-i-n that tlu Side of Truck. Showing Spring Arrangement and Clasp Brakes ( )ak l)Io( k> arr plat i-d on tlu- rnd >il t(» -upport llu- -tirl lt().\ I'orminii tlu- in>i(U' li«.-l\\i-in tlu'M- liloik- arc t'dk-d willi in of lour layi-r- of ^;-in. Kry>t()iu- hair \\(io(U-n urid- to form air -pan--. Tlu- in-i(K- lininy lon-i-t- of .-! l()-in. I- and 1 lininu'. -ulalion. felt. -I n.-.-ltvan. The- -i)a. (.on-i>ti' itanitnl lloor plates, }/^^i' Truck Which Combines Passenger and Freight Features -idr -luit- and .i .-^i-in. nilini; -lu-rt.-. all rcinf(jni-d \\v I -hapril lirart-- rivi-ti-d to tlu- out-idi-. It form- a hox whii tan 111- liuilt up lompk-tt- on tlu- tloor aiul tlu-n lifti'tl to i propi-r hnation on tlu- oak -ujiporl.-. The -^^-'H- Kcysio] trutk rt'pri'.-t-nt- a t omiiination of pa— i-nui-r and fn-iiiht tru ran tonvcnifntlx he nianufa tiatun--. The undi-rfranu- al>o lomhim-.- pa--i-nu'«r and fri-ii,'hl prin- turnl an hlanket i> thu- formed all amund the in^idl- Im on the eiul sills and ( r<).-sliearers. wheiue it is tran-ferred to the (enter |ilate throuyh the renter -ill-. The center -ill lon- There are four -ui h lilanket- running transversely, scfiaratetl with wiMxIen lirid.-. made of ' j-in. strips of soft wood. Twi .•^truction is of the hox type, consi.-tint; of tw«) l.^-in.. 4()-lb. additional layers, -eparated with \\(mk\ ^rid-, are placed lF~|^^-i' 1» • AJ > I ' I • H I I ■*^ .f (pr '■>*>"■ ■CfTt'rri Underframe of the Pennsylvania Refrigerator Cars I hannel.-. spaced 1 J 's=-in. apart, and two j-in. hy 2i>-iii. .=.'., cnverplate.-. I lie -ide -ill- are .-i ' _.-in. lA .^-iii. I>y 's-in. atvjle-. llu- -pan- lii-iwiiii tlu- tt-nter -ill « ovi-rplalc and tlu -ide anule- an- covered with s-in. -teel plate, reinidned with r^hajied -tiffeiu-r-. riveted on lop. The lapi" and -icurcly -ewed touetlur. .Viler tlu- in-ulation ha- lu-i-n applied, the siid»-. 'Ihis also lurniit- rcniovinu ;t » ie. end or roof, for rii)air>. without disturl)iiiu' am otlu-r ! rt of thf lar. TIu' roniu'( ti()ii> lirtwi-cii in>i(K- and out>idf - il -lu'lls arc U(K)d. Ilir drains arc inadi- of iiuiurated I' »rt'. Hence there are no metal «<)nne(tion- lietwxin tin- i- ~idc and outside steel shells. Ihe ire liaskets are of tlu' >anie (oii'^lrui ti(jn a~ now >tand- I 1 11>. » . . . . , l.uaditiK ca|iaii'y ( Hi. i ;•-.: Loading capacity (cn. tt. i IHstatice lietwfiii cciilcr- nl tiiick-; 'I 'jtai w tifx''l»a»c -. _ ^ ' ft. It 3 " • ill .42 in. , , , V ft t>'* itl. .10 ti <»'8 ill. , , . H ft 5ii. ill. ,', :.- 6 ft 9U in. ••< ^ « • il .♦ . . .7S.0.(li)(l • . -. ASH >H ft. III. :, . ...43 tt. 6 itl. 1)1 sik.vni F Ktah KKs i-uk (i as desiraltle in u'o.u'i^des intended to protet t tlu' eve> from the injurious eJ'fec ts of intense liijht: 1 — Should sliut out harmful ra\s. 2- — Kediuf the retinal image to a safe brightness. .> — Not unduly h:n ler vision of other olijet ts besides those on whi( h the eni|)loyee is working. 4 He light in weight, well fitted and as (omfortalde to wear a- possible .^ — Have no metal parts that tout h the skin. 'I He tUted with a flange bat k of eaeh len> >o as to jirevint ula-s from entering the eye in ease the lens is l)roken by living objetts, 7 — He of sut h coloring that color |ieneption i> nut unduK disturbed. THH HOT BOX— ITS GAISK AND CIRH^ BV J F. I.F.AKF, Chief Joint Inspector. (^hatlenooCa, Icnn. Die prineijKil causes of hot boxc>. in my opinion, may be tla>sific'earings. (4) < )vcrloa. ( .^ ) Truck- out of alinement. ((») Lading improperly distril)Uted. ( 1 ) Ini])r due largely to the packing getting iiard and damniy and falling away from the journal. thus tutting tiff contact between the tiily waste and the jour- nal; the result is inevitably a hot box. To eliminate tliis tause for hot boxes, g(K)d material should be furnished. \\ (X)l waste is the best because of its elasticity. Capable and honest men -htaild l>e usetl. Most roads depeiitl on tlie oiler solely to flo the insfiecting t>f oil boxes, journals and journal l>ear- ing-, and the necessity of giMKl men is obvious. I have known in-taiuvs where old men were u>ed sim|)l\ l>ecause they were iw>t able tt> dt) other wtirk. The tlisptnition to kix'p old men at work so they can earn >omething in their declining \ears is commendable; however, I am of the opinion that the men who watch and keep the packing in a l)OX so it will ttnne in contact with the jtmrnal, shi>uld 1k' honest, capable ami in jiossession of all their facultie-. Kspe< ially would I em|ihasi/e eyesight. [2) Rough jt)urnal- ma\ re>ult from seams in journals, due to flaws in the metal, which will develt)p after the journal ha> bivn in serxiie for a time; also cut journals usually caused tiy hard >pots in l)earing>. When journals l)ecome thu> defective no amount of brassing or lubrication will over- lome the trouble. Ht)t boxes are the result and the wheels mu>t be removed or the journals dressed l»efore the trouble i- overcame. To prevent defects of thi> nature, the service of an expert oiler will l)e retjuired — one who can determine when a jtmrnal retjuires attention before it reaches the point of causing a hot box. (.>) There are twt) reason> why a journal iK'anng will tau»e a hot 1k)x. One i> the fact that it has Iioen allowed to run ttK) long before remtival. The other is l»ecau.se of had allo\> in the metal whii h result in hard and soft spots caus- ing uneven wear. A jtiurnal bearing in this condition, or one that has bw-n allowed to wear thin and become distorte requireti, a> he should l)e able to say when a l>oar- ing should l»e removed, or re|)ort on a lot of liearings that are giving trouble. st> the test department can locate the exact cause. ;>:,; (4) Overloaded cars cause a great many journals to run hot. The remedy is living strictly up to rules and instruc- tions with regard to weighing and pn)perly handling over- loaded cars. (5) Truck-« out of alinement will cause journals to run hot, and may lie eliminated b\ insisting that the ins}>ectors >ee that the truik> are kept M|u.iretl up and are running projierly. " ' ' (6) Improper distribution of lading should be watched bv inspectors, ("ar- ftiund witii lading unevenly distriVmted should be held for ctirrection. This trouble is more often experienced with baggage cars. The chief insjuHtors ;intl the train t rews es|)eciany should keep in tout h with eat h other st> that each may keep posted as to the cause antl haiulling tif hot bt)xes t)n the road, (ieii- erally the last man hiretl tin train crews is the one who handles the hot boxes. He furnishes int'ormation on which reports are niade tt) the superintendent. These rept)rts go tt> the master meihanit antl tlnally tind their way to the oiler, stmietimes with ;iwful I'one. I have known good and fova! men to be relieved of their job> l»ecause of j>ersistent reports Knt. r«vi in tlK'Ht>t I'tfv cotn|H.tilioh, wliich v1n»-pical failure of a striking block is shown in Fig. 1. This is bound to occur where there is a large amount of ec- •Abstract of a paper before the Car Foremen's Association of Chicago. centric loading and the blow is delivered at the horn of the coupler. One road reports a suggested method of wooden bracing between the striking plate and body lx>lster as shown in Fig. 2. Refrigerator cars require an especially rigid structure which Car Parts to Be Listed in the Failire Reports 1. Friction Draft Gear. 2. Spring Draft Gear. 3. Uncoupling Attachments. 4. Body Side 15earings — Flat Type. 5. Body Side Bearings — Roller Type. 6. Truck Side Bearings — Roller Type. 7. Truck Si'le Bearings — Flat Tvpe. 8. Body Bolster — Cast Steel. 9. Body BoKter— Built Vy. 10. Truck Bolster— Built I'p. 11. Truck Bol'^ter^Cast Steel. 12. Body Center Plate — < ast Steel. 13. Body Center Plate — Drop Forged Steel. 14. Truck Center Plate Drop Forged Steel. 15. Truck Center Phte— (^ast Steel. 16. Journal Boxes. 17. Air Brake Apparatus — Brake Beams — Heads 18. Coupler. 19. Coupler Yokes — Wrought Iron. 20. Truck Lateral Motion Device. 21. Coupler Centering Device. 22. Truck Spring Plank. li. Truck Side Frame — Cast Steel. 24. Truck Side Frame — Built Up. 25. Truck Side Spring — .\rch Bar. 26. Drawbar Strikinff Plate. 21. Center Sill— Steel. 28. Draff Sill— Steel. 29. Truck Bottom Connectior Rod 30. Truck Brake Hanger. 31. Truck Column Casting. 12. Truck Spring. II. End Post Steel. 34. Steel Ends. 35. Drawbar Yokes- —Cast Steel- 36. Drawbar Yokes — Cast Steel- -Fulcrums — Hangers, etc -Friction Gear. -Spring. may be obtained by a series of cross bracing in the roof with 2J/^-in. by ^-in. material. One large system has applied such bracing using five sets throughout the length of the car. The hatch was also reinforced by a malleable iron metal Fig. 1 — Typical Example of Striking Block Failure 137 1.^. R\ll.\\\^ MlA n AXICAL EXGIXKER ^ VaJL 91. X. from lr;iiii rrc\v>; luih i- llii- iun->ity of lo-opcnition and corrott iiifornKition. Suniniarizini;. wt- mu>t have !Jt liavi- relial)K' nun to apj)!)- it and ri'i)ort londition.-. \\ c must have inttllim.nt id-opiration httuitn the different department?. When tliis is done, we shall have made great strides toward eliminatinu tlie hot \>o\ and it> resultant dansjers. SI GGFSTIONS FOR A CAR DEPARTMENT APPRENTICE COIRSE* HV J II. DOl (;i.AS FrcDthi l-oreinaii. WliicliiiK iV lake l-.rif. Fast Toledo. Ohio f^orause *»f the rapid development in the eon>truction of freiuht earrvint; eciuijiment and the efforts of car department oftuer- to desi.yn and yet into >ervi(e a car from which maximum >ervice with minimum e\i>ene (»f tiie enormous expense involved in shop maJunery and equipment to hrini^ alxait ideal condi- tions in freiiiht transportation, tiu' need of a car department appnnti ctairse wherehx xouni; men may he uiven a thor(»uuh traininu in the detail- of car con-tru< tion and main- tcnan( e i> daily hecominu more imperativi-. 'Ihe car department a|>prenti«e should he a yount,' man hav- ing' at lea>t a hi.izh -chool edu( ation. \t the start he shouhl l.e uiven liizht repair work. .Xftcr ]>o--ilily one vt-ar in this .■icrviie he >li«iuM l>e tran-ferred to the lieavy rejiair shop for a like time. .At thi- time the api»rentice .«houle in a posi- tion to know the wi-ak points in the averatie freiirht car and to know the praitical >ide «tf re{>airini: *ar-. He -hould then he placed in the tran>portation yarils for aljout >i\ months as an inspector where he could learn how the defects are caused and also just what service is exi)ected of the different classes of cars. After his yard traininiz he >hould l>e placed with a u'(K>d relialtle in>i>»'Ctor at >onie inter* hanue ]>oint where he c<»uld oi>tain a full and com|>rehen-ive knowleiliie of handliniz car- in interchaniie. as well as a thorouiih under- standinii of the Ma-ter Car liuilder-" rule-. The time spent in this W()rk will depend entirely on the ap|irenti(e l;im-elf: some will yrasp the -ituation and learn to ajiply the rule- more readily than others, hut a general idea of this particular feature of car de[)artment work mu-t he ol.tained before the aj>prenti(e is reacly for the next >lep. I he ajijirentice should then he sziven a .-i\ month-' course at the hill de-k in order that he may hecome tlujroULjhly po-ted as to the actual manner in whidi hills are rendered and also to hecome conver-ant with the kind of information re<|uired of the shops and repair tratk- hefore pro|>er hillinu i< pos- silde. The drafting' room -hould he the next step and here t\\e apprentice .-hould hi- allowed to develo|) any ideas he may have th(»u,uht of durinL' his previous trainintr. In the draftint: room he (an familiarize himself to a ureat ixtint with the t<'< hni( al features of lar construe tion and durini; this time diffireiit desiiin.s of cars and the Master Car Ikiilders" puhli- cati<»ns should he studied. The reading of railway matrazines .shoulfl also he ence money well spent. The hMomotive de|>artnunt men of the i«;rir(.ntii-i- C ..t!;(.ttitiiiTi cif tlie Diitf Tntcrclinii(fp Car I ii^i'ift- i-.V ar»r .^. 4 aii>1 5, l'>l6. to train men to take care of the ItKomotives. . and it appe, - that the car de|)artment men are also awakening to the f, • that -ut h a Kiurse is neti-s-ary to in-ure iflu iem \ in handli: car-. .\n enormou> amount of mone\ ha- Ween -pint hy the ra road> in the last 15 year- for the purchase of new cars and . -mall pent-ntage of thi- amount tarefully expen. Ihe mechanical defects most noticeahle on new cars ar? imj)roperly lltted hearings, due to a rough journal and roue; hal)hitt on the hrass, or the journal heing toxe.s are caused hy carelessness in neglecting to look after the me- chanical defects, and al.^o carelessness in packing the hoxe.<:. Employees should receive instructions from the general car foreman on how to pack hoxe-. The latter >hould receive a report daily as to the numiier of hot Ijoxes and the cau.-es. if po.->ihle. This will give him a chance to remedy the trouble hy ly allowing the hoxes to run with defective dust guards and defective hox covers. As a rule 75 per cent of the waste and oil in a box is a total loss whenever it is necessary for trainmen to pack a box. as the old j»acking is allowed to remain on the right of way. '.-••;:!-.'" ; ' :_• Hearings should be fitted properly and then checked every six months, or at the same time the tri[)le valves are cleaned. Ihe stencil on the auxiliary would show when the l>oxes are to be packed. After a bearing is fitted properly- -the babbitt being of a smooth surface and in first class condition — the car repairers should be very particular to prevent any dirt or wa-te getting between the bearings, or between the wedge and the lirass, whidi allows the weight of the car to re>t on only part of the bearing and leads to a hot hox. ;.•; ; . ,. ' Tioxes whidi run sati-factorily should l»e oiled eVery .>00 miles. If it is neces.-iary to repack a box. take out all the old wa-te, wash the inside of the box, and use good spongy waste saturated in oil. Roll a large piece of waste and force it against the du-t guard; then prc^s enough wa-te between the journal and bottom of the box to k«

t ami mu.-l txaitinu prohk-ms faciiii: the mechanical departments of all roads at the present time is that of re])airin,'». y. .— ,•■' Sti'ck . .;. 1. ; ....... .\ .... ,, .«•■., , * , . r '■ ■; Rtfrii-eratoT ...'. .;i<, ..l i. .„;•.'"... V.;;.'. . i Fruit ..... ,^. v<-;v ...vv. ... ..;....;•;.. , -'■'' Fl;if . .'. . ... . '. . . .-. i'i . .y . i ji . ,•..•. . . . ; Coal ( WuchUji •.,.{. . :.,■ . ;■.';. ;,..■■■.' 1 ... ', ' '■'\A ■■■ : -1 Coal ( Steel) .... . .>... , .,. .'.'.f;. : i. . . .',. ■ ■" 1 Coal (Coinj)osite,) ,.,,.>..,........... -.Si. Caboose ,'.'. .'i!..'. ■.■vJf^ ; . . '.'.•.._• •> •- • *■. Work . .. .'.;.■: V i ;;4».^ ..;,. -..y., ,.:.. . . .. .■'■ ■ . . -• ::V' r ' ■ ■ ■'■'■ — '■:.'.'■. ••-;■■- r ore! I'll . :. . . . ... ,- . .',.■.;. .. <;, .. ^ . . i . . V Total F.cadi.l tnday Ktni'iy. .'. ;'"..;. ■■ ., ■ ■'■/ ''''y Totals l.^'aili'd l-asl Kinpty Keport ■■■ t • - ■vt- >!. Totals . I.naded .)-a>l. Kjiiiity Veai . , ' .■.■■,; ■J;- . mi( Per Cent «i 'lotrd Cars 0\vnei .ler-:; /. .' Per Cent of Total ( ars (1\Micd to those Repaired. ...i;..; There are two other rei)()rts that can be used in connection with this subject, one being a monthly statement showing: the failures to freight cars according to their series and tin- other showing at what ]wints the failures occurred. The-e reports will give a comi)rehensive idea of what obtains in service. l)Ut most interesting of all, it gives a verv concise fonn of comparison as between one nninth or vear and another. The car parts to be listed in these statements are given in the table.?v^ ^V.r / •;:;:;^<. -V,. REINFORCF.-MENT FOR MOODEX FR.\>IK ( AKS .A t\j)ical failure of a striking blcxk is shown in Via. 1. This is bound to (xcur where there is a large amount of ec- •.\bstract of a paper before tiie Car Foretneh*s .Associatijin of CHica«o. ceinric loading and the blow i^ ffeli\eretl ai \\u- horn of the ccjujder. One road reports a .Higgoted method of wooden l)racing between the sinking plate aiKl \hh\\ Uil.-tcr as shown in Fig. 2. ... '.,■.:- " '. .• •.■• Kef rigerator cars recfuire an efti»ei.ially riirid structure whidi 4. 5. 6. 7. 8. o ii». 11. 12. l.^. 14. 15. 17. 18. 10. 2ri*E;|?tK-RTs;' . . ' rrii'tioti Draft liei'ir. .■•■ ■ :. •' ' '' '. . ■-.■';•; Spring Draft. < iear, - ' •' • ■','"' .•].■/,>-" , ■•'.-• I "iKi'UiilinL' -\lt;H IiiiK.iit.«. , -. ■'...:..'•• llml.: Sidi' IJfaiini;-- -I'l.lt T\i.o.i " .,< ■ IJoiiy Side P.- dritu< • Roller Typv. ■ •:.-..■•■■ Triu-k Side i!iariii>;s~Rii]ler jvix, •'. V.' ; Tri'ioi; Si'le lleatil'v-s — 1"1.H Tvpi... .. ;.■.■•'.■■ •;"■.■• Itudv i'.oNter.— <'a-t Sttel. ' T ' -■" ".■.•■ liu.iy p.jstj., n,.ii, r,.. >,:'': r--^:.. ■ 'rriu-k P.tcr. Pnih l'|>. ■ .• .•'.."'■ •"• ..■•.■ *• Trvick P.oNter 1 a>t ."^tetl. - • ': •" ' "■ " ." 4 "' •' , ., Uody CenKT l'l.;te -< a>l .'^teel. ','-.., ."■■.■..■•.■. '■'■'■ v"; ".'"■• "■ l!(dy Ceiiter I'lafi --- • »rop F..r.ii< d Sftidi •. ' ■..;•.•..»•.. -"-v .•■" "'.: Tnuk ( enrti ptaie I'rop l'"''ri:e^ Steel.. ,.-' "i' ''•._';.'■■,■_■■■'■■: Truck: C'etiter I'late -Crist Steel. '..' ■ .■•■•• ■■.■■;."•.■.• -V • • Journal Jtoxe—. ; • '.; '. . ■•• ' . ■ ' .\ir P.rake Apparatus ISr.iJce IJcanis -Heads — ruIcrutn-'-r-lfaugers Coupler, . Ci>up!e.r \ ok*"s-^%\'ioijt'lit Iron. .. Trtick l.flttral Motii^n fjeviee. t.'otipltr Centei ink; Device. Truck .^prini; I'lank. Truck Si£-^.\reli iJar. Drawbar .keS-'--^;ist Ste<-! ''itcti\-tem ha> applied >uch bracing u>ing the sets throughout the length of the car. Ihe hatch wa.-> also reinforced bv a malleable iron metal Fig. 1 — Typical Example of Striking Block Failure m 138 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 framing which not only keeps this section of the roof from warping but protects it from damage at the time of icing. One large road in the Northwest is following the practice of reinforcing their roofs as described, except that 2-in. by 6-in. wooden diagonal tie members are used and bolted into place. The mutter of end frame reinforcement is receiving a great deal of attention. One large Eastern road is applying two pressed steel bellied U-braces to the end sheathing over the end posts, a tie rod through the side plates and end plates, angle plates at the belt rails inside and outside of the car in each comer, a 2J^-in. by lyj-'m. by ^^-in. angle at the end of the side and end plates, a tie rod through the ends just above the l)elt rail and 1^-in. flooring to the end lin- ing for about 3y_. ft. up from the floor. The angle iron at the side and end plates is in one piece, extending about 4 J/2 ft. along each side plate. It spans each of the comers to avoid sharp bends and is securely I)olted to both the end and side plates. Another road is applying 4-in., 8.2 lb. Z-bars at each end post, 4-in. by 4-in. by 5-16-in. angles at the end plates and 5-0' To (of Body Bolster ? jofCarT^^ — T T Wroi Iron Brackets' . 4 Per Car, * — 1^ Truss Rods (Counfersunk In Floor-^ ,\ } Wood Filler - I'BoH T '^fBolfs f'Bolfs^ Counter sun K to Clear Pipe Fig. 2 — Method of Bracing Between Striking Plate and Body Bolster diagonal braces of 3-in. by ^-in. material, at the comers in the roof, which are riveted to ^-in. gusset plates at the side plate and f^-in. gusset plates at the end plate. Another road favors the use of lateral straps, three at each end of the car, made from 4-in. scrap boiler flues, all of which can be ap- plied at a cost not to exceed $10 to $12 per car. Generally speaking, a large numl^er of roads are endeavor- ing to render additional support to the end plate and centre end {X)sts. In grain loading, some roads find it necessar}' to apply metal bands to the outside of the sheathing, in the form of flattened tubes, bar iron or light channel sections. The cost of such applications would probably not exceed $4 p>er car. A typical design of grain tight end sill arrangement is that in Fig. 3. It is used on steel underframe cars by one large road. REBUILDING COAL CARS The question of equipping all-steel coal cars, especially those of the flat bottom type, for extended service after the floor plates and the lower part of the side sheets have become corroded to the extent of impairing the strength of the car and causing the lading to be lost through openings in the frame, is a big problem and its solution depends entirely upon the probable life of the car. In the case of some roads, which operate under unfavorable climatic conditions and handle low grade bituminous coal, re-building is necessary at the expiration of frc«n nine to eleven years, but where service If'Floorinq \f Filler Full Lenqth of Car *,-^' i-,^ 5' Side Sill JA«x/i. Fig. 3 — Grain Tight End Sill for Steel Underframe Cars conditions are not so severe, the period may be postponed to the fifteenth or even eighteenth year. One road is following the practice of splicing the base of the side sheet as shown in Fig. 4, thus saving eighty per cent of the old material. In the arrangement shown the splice is required to transmit 6,200 lb. when 80,000 lb. is carried by one side. From a material standpoint, a good system to follow would be to have the center sill cover plates 21 in. by ^ in., and the side sheet splices formed from the same size material and flanged. -<-t- X-8' Truck Centers O Q'O o o ;o oo o lO o I I o lO I I Oi, ll lOO O O -^ >'J' 5-7' To Sfrlker >-^ 1 '^ (of Bolster 2l%lxZ8'-9~ OOOjOO CO d; Id o ;o o o!' :o lol'O I Ojloio o'l 10 :o!'0 ; O'lol o 2l'xfyc7-0'- ^ Fig. A — Detail of Splice for Sides of Steel Coal Cars In order to keep the sides from bulging, four braces, one lo- cated at each cross-bearer and riveted directly to them, were applied. The following is the method of figuring the strength of the splices (See Fig, 4) : Assume 80.000 lb. carried by one side. Then the vertical shear at the bolster will be 80.000 S = + 35.66 40,000 = 30,000 lb. 40.66 Where 40.66 = length of car 35.66 =: distance from bolster to further end sill. Therefore the bending moment at the bolster is 6 W N* 6 X 80,000 x 25 M = = 296,000 in. lb. I- 40.6 Where W — the load on the side N = distance between bolster and end of car. The tension and comitression (P) in the top chord and bottom side sheet due to bending moment M is M 296,000 P — - — — = 6.200 lb. 48 48 Where 48 = depth of side sheet in in. Therefore ilie splice must transmit 6,200 lb. By using the same material for both the side sill splices and the cover plate splices it can be purchased cheaper and better deliveries will be obtained as the 30-ft. lengths are usually carried in stock. The following is the bill of mate- rial for one car: Two 21 in. by Yx in. by 28 ft.— 9 in. side sheets (body). Four 21 in. by 'i in. by 7 ft. side sheets (ends). One 21 in. by J^ in. by 29 ft.— 5 in. center sill cover plate. Two 21 in. by Vi in. by 7 ft.— 3>^ in. center sill cover plates (ends). March, 1917 RAILWAY MECHANICAL ENGINEER 139 The efficiency of the centre sill cover plate splice is figured as follows (see Fig. 5) : Gross area of plate (A) 5 sq. in. Section mod-.ilus of the plate is S = — x20x| — Eccentricity (e) due to offset = yj in. (t r^ .21 Ratio {R) oi strength of plate at offset to the strength of the straight plate is: R = 1 A^ 0.2 1 K X + -F 0.67 = 0.29 That is, the offset reduces the strength of the plate to 29 per cent of the strength of the straight plate. S-7 To Siriker 30-8' Truck Centers ->-> Fig. 5 — Splice for Center Sill Cover Plate The efficiency {E) of the splice is equal to the strength of the riveted joint divided by the strength of the plate. 1 E = A X f X .29 12x3.000 1 5 X 16.000 X .29 = 155% 12 xV Where V — 3,000 lb. (shear value of rivets) f = 16,000 lb. (fibre stress of plate) nri/P"'^^' Fig. 6 — Side Reinforcement for Steel Frame Coal Cars That is, the riveted joint is V'/z times as strong as the off- Sf't plate. In connection with reinforcing the ends of steel coal cars, especially where they are used in luml^er traffic, it is impor- tant to provide against bulging. One road has adopted the use of a double row of pressed steel lateral braces with lipped ends engaging the entire surface of the comer post. Fig. 6 shows the methods used to reinforce the sides of some steel framed coal cars where eight 154-in. diameter truss rods were applied to each car and Fig. 7 shows the practice of using 5-in. by 9^-lb. I-beam (removed frcan t JL- %'u-Bo/f Sech'on B-B. ra^SP? Section A- A. H-Si-- I- Beam Sfakes Fig. 7 — I -Beam Stakes for Wooden Coal Cars old brake beams) stakes, eight per car, for 40-ton wooden coal cars and 50-ton steel underframe coal cars. Fig. 8 shows an economical method of applying jjlanking to the sides of coal cars. The two lower boards are spliced. ,4x5' Side Stakes .^Splice -¥ 'V^-p Fig. 8 — Spliced Planking for Wooden Sides of Coal Cars while the upper rows are in one continuous length. No two boards are spliced at the same stake. The matter of keeping drop doors in good order, especially on general service cars, is a serious problem; it involves the matter of design, deterioration and abuse in service. It is generally agreed that it is impossible to build a door, econ- omically, strong enough to stand both coal and steel mill service, but nevertheless, these are operating problems and tlie best that may be accomplished is to build the door, so tliat it 140 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 will respond to the action of the operating mechanism with- out becoming warped or dented. The door can very easily be reinforced by means of angles. One road has developed a two-piece hinge which is keyed in place and admits of easy removal of the doors for repairs, without resorting to cutting out rivets, as the pins on the hinge generally rust in place. It is often necessary, when considering the matter of rein- forcing wooden equipment which has seen service for a con- siderable period, to provide not only metal draft sills, but new bolsters and crossties, or it may be that the equipment is of large dimensions and needs to be strengthened at the cen- ter. Fig. 9 shows a type of framing applied to more than It was possible in the case of a 50-ton truck recently con- sidered, to reduce the stresses in the bottom arch at the center of the column bolt from 21,000 lb. per sq. in. to 5,000 11, per sq. in. (practically 400 per cent), by applying a bas, casting under the columns. Several large roads have recent ly adopted this practice. This does not mean that liability c" failure would be reduced in this proportion, because the mo^ destructive element, namely, crystallization, has not bee:, avoided by the reduction in working fibre stresses abov named. As a matter of information, it would be well to ap preciate, in this connection, that wrought iron should be use; because it has a fibre structure, as against steel which has -_--|:ptJ ^-'*— ) I'Bolt 'SsS'Shank 1 c* c f^e/ -^rt./c^ -^f//^ I I 43 '- — ^ TT- ;L:^:=^^==f====-=;=:sf7 This Cortsfrucfion Used Vifh Lou* Draff Cars. This Cortsf ruction Used On High Draft Cars. Fig. 9 — Reinforced Underframe for 40-ton Coal Cart This Conitrucfion Used On Low Draft Cars. 3,000 30-foot, 40-ton coal cars operating on a heavy trunk line and is reported as giving excellent satisfaction. TRUCKS The question of using a bar section of large breadth for arch bar trucks but having an equal total area presents a problem for discussion. Of two eastern roads operating cars of identical design (they are of the twin hopper all-steel type) the trucks on one road are fitted with 7 -in. by 134 -in. bars whereas on the other road 5-in. by 1^-in. sections are used. The net area with the wide bar is 6.27 sq. in., while that of the narrow one is only 5.28 sq. in., a difference of 19 per cent with the same gross section. none, and for this reason, the latter material will crystallize ver>' rapidly under vibration. Failure of pressed steel trucks is quite common after long service and riveting a U-section reinforcement Yi in. thick over the pedestal can be done economically. AXLE INSPECTION The following standard practice covers in plain form a method of presenting the subject of axle inspection to the man on the line. It is the result of very careful calculation and consideration. The great gain in its use appears in the fact that an inspector cannot misjudge the condition of an axle, which often occurs where it is left to his discretion. March, 1917 R.\ILWAY MECH. No. 1. Standard car axles are provided with 3H in. by 7 in., 4!4 in. by 8 in., 5 in. by 9 in , Syi in. by 10 in. and 6 in. by 11 in. journals when new. No. 2. .^xles must be removed from service if beyond the following limits: FOR P.^SSENCER EQUIPMENT CARS Journal Collar Normal size of dia. not Journal length thickness Wheel fit journal less than not more than not less than not less than 3Ji m. by 7 in. 3Hin. 7 'A in. J^in. 4?^ in. 4J4 in. by 8 in. 4 in. 8f4 in. ^in. SJ4 in. 5 in. by 9 in. 4H in. 9^ in. Vi in. 654 in. Syi in. by 10 in. 5J4 in. lO'A in. /2in. 6Jiin. 6 in. by 1 1 in. 5?4in. 11^ in. A in. 7Ain. FOB FREIGHT EQIIPMENT CARS Journal Collar Normal size of dia. not Journal length thickness Wheel fit journal less than not more than not less than not less than 3fiin. by 7 in. 3A in. 7}^ in. Vx in. 4J4in. 4'A in. by 8 in. 3% in. 8H in. H in. 5^ in. 5 in. by 9 in. 4^ in. 9H in. A in. 6^in. 6J4in. Syi in. by 10 in. 5 4 in. 10^ in. ^ in. 6 in. by 11 in. 5^ in. llHin. J^in, 7J^in, No. 3. Journals must be calipered to see if they are worn hollow or tapered. If the difference between the diameters of same journal measured at any two points is 1/32 in. or more, the journal must be turned. No. 4. Axles must be closely inspected for seams, cracks or flaws. Seamy journals may be returred to service if the seams can be removed by turning, witliin tlie required limits. Cracked or flawed axles should be tested by ijainting the doubtful part with whitewash and then holding a CtnkrPtn Oeanrxe jfMrrg Min. f=y^( ^Mai IJMin. Jin Ar ound) on a/I 1 -^V CenMrPlaie CleanaKe ''4 on all Trucks .OtamrKe Befinm Top of Miter and Arch Bar 1^ Whrrf nnsible. tha Oear- ance. hootftr, must not 'btkii than the cala/hM dtfltcfion of the spririg erpnetttd in fhe neif ^ higher mu/frple of ^ Bolster anef Arch Bar C/earance. Uiametnca/C^omrKe tn '^e'trrtd Cer)ferPrn and Phfe Cleararyces. ^-J CJiarartc* for Bwrghf Trucks gfor lenders and Caboose Trucks Cokrrpn CasHryg it Clearance Sxft Side ofBolsfer- Mm. ■g ClearanceHar Sfeel Ibsstnger Truck. Tertdtr Trvck. cu^L. 1-1 -I I ID B Vearonce Each iide- Mai. 1J/^CW«» M*on,ryMomfhontlo^rorUnder FourWhtel Fbssertger Sii Ifheel fbssenger Truck. Truck. /tearing Phfe Clearancts Betrretn Bolster and Transom. Clearance 'or Freight and Caboose ''rucks ' - "•'^ g For ctisienge'- ana Te-xJer Trucirs 'vurmeel Truck. ^Clearance for fhssenger TrvcH * — Side Beariryg Arch Side Bearing Clearances. Fig. 10 — Inspectors' Chart for Standard Truck Clearance Dimensions flattener on one end of the journal and striking it with a sledge. Oil working through the paint will indicate a flaw. Axles cracked, flawed or (howing signs of excessive overheating or below limits in any respect, must be scrapped. Defective axles likely to be held for inspection must have in addition to the car number and initials stenciled on the axle, the station symbol, the date removed and defect symbol as follows: SYMBOL DEFECT J Broken between hubs. K Rent between wheel hubs. L Fillet at back of journal below limit M Journal length beyond limit. N Wheel fit below limit. Good for service. P Journal diameter below limit. R Cut journal. S Burnt journal. T Tapered journal. U Rent journal. V Broken journal. w Seamv or flawed journal. Y Collar below limit. No. 5. Scrapped axles should have a piece knocked off the collar. No. 6. Good judgment should be used in yards and at wheel mounting points in condemning axles. Axles in service should not be removed from cars until worn to the limit, when otherwise in good order. Axles with one or more wheels pressed off must not be returned to service unless A in. or more above the limit of the journal diameter. No. 7. Wheel seats must not be turned down except by the smallest unounf necessary to true them up, if they require it. Axles must not be turned to fit wheels except when new axles are fitted to new wheels bored to standard dimensions. No. 8. Fillets on journals must be carefully tried, using a standard fillet gage, placing the gage on the journal parallel with the center line 141 of the axlt. If the vertical edge of the gage touches the vertical part of the inside of the shoulder, the axle must be scrapped. Use the corner of the gage with the ^-in. radius for axles having 3^ in. by 7 in. journals and the corner with the ^-in. radius for axles having 454 in. by 8 in., 5 in. by 9 in., 5J4 in. by 10 in. and 6 in. by 1 1 in. journals. No. 9. M. C. B. limits must be closely followed in condemning axle* under foreign cars in service. The required clearances for the design of new equipment can be made in the form of a standard practice card and a card of this kind is issued to the new equipment inspectors on one of the largest railroads. Fig. 10 shows an inspector's standard practice card for truck clearances that has been found very serviceable. THE I. G. G. DIVISION OF SAFETY REPORT The following is taken from that part of the report of W. H. Belnap, chief of the division of safety, to the Inter- state Commerce Commission for the year ending June 30, 1916, which refers to safety appliances: In order to permit of ready comparison with previous years of the results of inspections of freight and passenger cars and locomotives, some of the principal figures for the fiscal years ended June 30, 1914, 1915 and 1916, are shown in the following tabulation: 1914 1915 1916 Freight cars inspected 790,822 1,000,210 908,566 Per cent defective 5.79 4.77 3.72 Passenger cars inspected 26,746 33,427 27,220 Per cent defective 1.04 2.85 1.82 Locomotives inspected 32,761 38,784 31,721 Per cent defective.. 4.98 4.06 3.66 Number of defects per 1.000 inspected 67.48 57.23 45.56 A notable feature of the present report is the marked decrease shown in the percentage of equipment inspected during the year which was found defective, the percentage of defective freight cars having decreased from last year's record of 4.77 to 3.72 per cent; the percentage of defective passenger-train cars decreased to 1.82 and of locomotives to 3.66, the percentages for the previous year being 2.85 and 4.06, respectively. This decrease is particularly gratifying in view of the tremendously increased volume of business the railroads have been called upon to handle during the past year, as well as the fact that in addition to maintaining appliances in operative condition carriers were confronted with the necessity of bringing their equipment by July 1, 1916, into conformity with the standards prescribed by the Commission. A hearing of the carriers before the Commission on Sep- tember 28, 1915, developed the fact that over a third of a million freight cars would still be unequipped with standard safety appliances on July 1, 1916, and the Commission, on November 2, 1915, granted a further e.xtension of one year within which the carriers shall comply with paragraphs h, c, e, and / of its order of March 13, 1911. Some difficulty is even now expected to be encountered in equipping the cars in sen-ice in accordance with the safet>' appliance standards prescribed by the Commission before July 1, 1917, the date of the expiration of the time granted for completing this equipment, and in order to expedite the equipment of cars according to the standards the Master Car Builders' Association has adopted as a rule of inter- change that after Januar)' 1, 1917, no car shall be received from its owner unless properly equipped, and that after April 1, 1917, no foreign cars shall be accepted in inter- change unless so equipped. The association is to be com- mended for this action, as it is probable that only through such a course, together with a system of pa}-ment for repairs and alterations, can the standardization of this equipment be accomplished by July 1, 1917. It has been noted that certain carriers vary the size of their car-repair forces with fluctuations of their business, apparently overlooking the fact that the repairs of the kind required by the safety appliance laws can best and cheapest be made at times when their business is not so heav\-. The 142 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 shortsightedness of a policy that permits material reduction sible to apply those 16 in. in length. The extension of tl ■ in the force of repairmen and keeps cars standing on sidings handhold beyond the face of the car in order to provic unequipped with safety appliances when business suffers the minimum clear length required is a practice that shoul 1 some decrease, and requires the employment of a large force be discontinued and cars on which handholds are so applic 1 of inexperienced men to equip the cars hurriedly when they will be reported as defective by our inspectors, are needed to take care of increased volume of business, is ap- A great many handholds, ladder treads and sill steps a a parent. The official.* in duirge of this l>ranch of the carriers' being reported loose, the nuts on the bolts securing them •. ) activities should demand that, in order to keep equipment in the cars not being properly riveted over, proper condition, an adequate force of repairmen be main- A marked decrease is noted in the number of defects lo tained at all times. The employment of experienced repair- air-brake equipment reported, which is indicative of tl e men is essential to the proper maintenance of safety appliance growing tendency toward 100 per cent efficiency of pow.r equipment, and a system of building up a regular force of brakes in trains. This result can not, however, be attaim I trained men who are familiar with \\\ the requirements of so long as only enough brakes are kept in operative cond - the law should be more generally adopted. tion to allow trains to go forward with the minimum ( i .^ r. , ,w.n r- i .. ^ .^. Tv.<=o„^,_„ n.,-.„^ 85 Dcr ccnt of the air brakes required by Law in operative NciiBEit OF Defects Per l.DOO Cars or LocoMornES Inspected Uueing t'. . ^r ^ ^ ■, i i • j' i > • THE Year p:nding Jlne 30, 1916. Condition. Much has already been said atx)ut the imper; - Couplers -and parts 6.09 tive need of greater care in the maintenance of air brakes, an I Unj:oupiinfi^^mech.inism^^j^^^ 20 58 much good has been accomplished, but there is still a gre.it Han per cent in weight of this coupler, as compared with freight trains should not only be equipped to run, but should those now in use, is compensated for by an increase of 100 actually be run without retjuiring brakemen to use the hand per cent in strength and 300 per cent in estimated minimum brake. 1*^®- , , r J 1 • ^^^^ Circuit Court of Appeals, Third Circuit, has decided It IS not to be expected that defects will not develop in that the requirement of efficient air-brake equipment pre- service which will need to be corrected. But the adoption of supposes that such equipment shall be ins|>ected at terminal-. a standard coupler is an epoch-making step. As soon as this j^e importance of terminal tests as an element of safetv standard is brought into general u.rakes, and as inspection will l)e familiar. \et the mere fact that its adoption has has .^hown, train.s are not infrequently permitted to leave received a favorai^le vote may mean little unless those who terminals with insufficient braking power. In this conne. have voted for it exert ever>- effort to .see that the coupler is tion a system of careful inspection and tests at terminals i^ actually put into use. Much time and money have been strongly urged. spent in developing the coupler and to demonstrate its advan- An important adjunct to the air-brake system that receive- tages over others now in use. The obvious advantages of hut slight, if anv, attention by roads operating in levil standardization of coupler e(|uipment should lead to its country, is the retaining valve. Since there is little or n* immediate introduction and use. need for them on the.se lines, the roads contend that the. With the more general adoption of uncoupling devices should not be expected to maintain them. The result is thr,: having rigid connection between uncoupling lever and lock on roads having heavy grades the work of repairing an ! block there has been a slight decline in the number of cars maintaining retaining valves, as well as applying them whei! per thou.sand inspected with defective uncoupling mechan- these devices are missing from the cars offered in interchanu isms, this number having decreased from 5.10 to 4.17 is unduly burdensome. during the past year. As was stated in last year's report, an air-brake gage in Cases contmue to be reported where cars are equipped the caboo.se. together with a conductor's valve that is readil with handholds less than 16 in. in clear length. The order available in case of emergency, is important for the prope" permits the use of 14-in. handholds only where it is impos- handling of long trains. Without this gage to indicate tli- March, 1917 RAILWAY MECHANICAL ENGINEER 143 brake-pipe pressure the trainmen on the rear of the train arc in ignorance of the air pressure available for use and have no means of knowing with certainty whether their trains have sufficient air in reserve properly to control them. In addition to the increased attention being given the power brakes on cars, a decrease in the percentage of defective hand brakes is shown. This is due to the general improvement of safety appliance conditions occasioned by the better under- standing of the standards than to any especially important e\ent drawing attention to the necessity for hand-brake main- tenance. Notwith.standing the increased efficiency of the air brake no less consideration should be given the hand brake, a- it is just as necessary in controlling the speed of cars being set on sidings and while making up trains as the air brake is in controlling the speed of the train when made up. A hand-brake decision of importance defines the word "effic- ient," as used in the statute, as comprehending the efficiency of the hand l)rake for the purpose of holding a car or train, a> well as its efficiency as a matter of safet\- to employees engaged in work requiring the use of hand brakes. An important decision recently rendered by the District Court of the United States, Northern District of California, fixes the liability for the penalty provided by the safety appliance acts for their violation uj^)on the common carriers •permitting" the use on their lines of equipment not in con- formity with the requirements in such cases. Much expense could be spared the carriers if some method of in.struction in the proper manner of loading logs and lum- ber on flat cars were adopted, so as to prevent the loads from shifting and coming in contact with the brake shaft or wheel, causing the hand brake to become inoperative. The 4-in. clearance around the rim of brake wheel should be maintained as well Ijetween the rim of the wheel and the lading as between the rim of the wheel and parts of the car itself if the degree of safety contemplated by the law is to be provided, but cars are frequently loaded in such a manner that the hand brake is entirely obstructed. Two decisions recently rendered by the Supreme Court of the United States construe the provisions of the safety appliance acts as applying to electrically operated railways as well as to steam railways, thus establishing that cars operated on such railways shall have the complement of handholds, sill steps, hand brakes, and other safety appli- ances required by the safety appliance law, and that trains operated over such lines shall have their speed controlled l)y power brakes. ALL STEEL PASSENGER GARS FOR THE GHIGAGO, BURLINGTON & QUINGY The Chicago, Burlington & Quincy has recently received froni the American Car & Foundry Compan}- fifteen chair cars, fifteen coaches, nine combination baggage and smokers, and two combination coach and smokers, of all- steel construction. The specifications of these cars comply in detail with the government's specifications for steel cars, and in many cases exceed these requirements. The construc- tion adheres verj- closely to that which was made standard on the Burlington a few years ago and which was described in the Railway Age Gazette, Mechanical Edition, of February, 1914, page 77. All of the new cars have ve.stibules, except the combination baggage and smokers, which have a vestibule on one end only, the other end being of the dummy type. The chair cars weigh 140,000 lb. and have a seating capacity of 64, which gives a dead weight per passenger of 2,190. The chairs are located on .^ ft. 7 in. centers. A space of 5 ft. on each end of these cars is given over to toilet facilities, one compartment containing the closet, the other the wash bowl with hot and cold water, a drinking fountain and mir- ror. The women's end contains in addition to this two seats with leather covered cu.shions. The coaches weigh 141,000 lb. and have a seating capacitv of 84, giving a dead weight of 1,680 lb. per passenger. The seats are located on 2 ft. 11^4 in. centers. A women's wash room and a closet occupies a space 4 ft. 6>4 in. long on one end of these cars and the men's closet and the wash room occujjies a space of 3 ft. 4^ in. on the other end. The com- bination coach and baggage cars weigh 137,000 lb. and have a seating capacity of 36. The length of the baggage section is 40 ft. }i in. and the coach section is 30 ft. % in. long. This section is provided with a stove, a closet and cooler. The car.s are of the clere story type, the upper deck win- dows having been omitted, and the only openings are those Cross Section of the Burlington Passenger Cars recjuired for the ventilators. The side carrying tjpe of con- .^^truction is used, the sides being considered as lieing sup- ported at the doul:)le body bolsters. This leaves the center sills to take care of the buffing and pulling strains only. These are designed for a maximum end shock of 400,000 lb. considered as a static load. The center sills are made up of 144 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 15-in., 33-lb. channels spaced 16 in. back to back with a the vestibule 3^-in. by 3-in. by 5/16-in. angles. The side 5/16-in. by 28-in. top coverplate extending from end sill to plates and side sills are 4-in., 8.2-lb. Z-bars. end sill, and a bottom coverplate ^ in. by 24 in. extending A cross section of the cars taken through the window is Flinf-kot* ^per i No.l4RoofSh««t ,<---2f »! '3Lb.T-Bar Section B-B. Through Seam. finish Seciion A-A. Through Vesfibu/e Door Header. Vestibule Hood Construction — C. B. A. Q. Steei Passenger Cars between the draft castings. The holsters and cross bearers shown in one of the illustrations. It is common to both the are of built up construction, having pan shaped web plates chair cars and the coaches, with the exception of .sections B-B with ample connections at the center and side sills. The end and D-D. Contrar}- to previous practices the Gothics and sills are made up of pressed steel shapes. The corner, side segment sash above the side windows have been omitted, mak- ^H mm «— / *^ z— > I :>w <:> t" o t*w ^^H Aii-Steel Passenger Cars for the Chicago, Burlington &. Quincy and intermediate end posts are 4-in., 8.2-lb. Z-bars. The ing it possible to increase the height of the window glass 4 in., door posts are 12-in., 31.5-lb. I-beams and the vestibule dia- giving a clear glass opening 29 in. high. A larger amount phram posts are 6-in., 14.75-lb. I-beams. The end plates of natural light is thus admitted to the cars than before. This on the body of the cars are 12-in., 40-lb. channels and on arrangement has made a greater depth of letter board nee- March, 1917 RAILWAY MECHANICAL ENGINEER 145 es.-ary, it now being 21% in. deep. In order to improve the appearance of the car and also to stiffen this sheet a groove is pressed in the letter board 8j4 in. above the bottom. An- other interesting feature to be found in the cross section is tl^e manner of riveting the roof sheets. They are so applied that both rivet heads are on the outside of the car where tl ey are readily accessible. This permits the roof sheets to b • readily removed whenever desired. The cars are .insulated on the roofs, sides and ends with f4-in. 3-ply Salamander secured to the inside of the outside sheet, and 3/16-in. Ceilnite applied to the back of the inside sheet. The floor is built up of a 1/16-in. steel sub-floor on which is applied a layer of insulating paper, a 1-in. course of hair felt, a 9/16-in. air space and a No. 18 Tonca'n metal ( hanarch flooring 5<2 in. in depth which in turn is covered with Magnesite cement. Aisle strips of interlocking rubber tiling are used on the chair cars and coaches. This floor con- struction has proved to be an excellent insulator of sound. These cars are lighted by 50 and 15-watt lamps. The coach has 10 of the 50-watt lamps in the middle of the car, as shown in the illustration. The fixtures are of the semi- indirect type, being furnished by the Adams & Westlake Company. In addition to this there are twelve 15-watt lamp? located as follows: Two in each vestibule, two in the women's compartment, one in the men's closet compartment, one in the rolled steel wheels. The following is a list of the general dimensions of the cars: Length over sills 70 ft. Syi in. Length over buffers' 79 ft. 6J4 in. Length inside 70 ft. J4 m. Width inside of lining 9 ft. 1J4 in. Width over side sills : • - - • 9 ft. 9J4 in. Width over eaves 10 ft- rt «"• •For the combination cars this length is 74 ft. 9J4 in. k v^^^Hi i ' "f /. .- ■ *• f'' y _J^^ 10^ ■~ ' ^.-f*****'^^ r 1 1 V ^ i 1 f#*^-- -.f - m Interior of Burlington All-Steel Coach men's washroom and one each side of the partition between the toilet compartment and the car. Five emergency candle lixtures are Icxrated on each side of the car, and two in each toilet compartment. The chair cars have eight of the 50-watt semi-indirect units, and twelve 15-watt units located sub- stantially^he same as in the coaches, and 1 2 emergency candle fixtures. The passenger ends of the combination cars are equipped with four 50-watt semi-indirect units, five 15-watt units, and four auxiliary candle fixtures. The baggage end !S lighted by four 15-watt fixtures, and has four auxiliary ' andle fixtures. Three of the coaches are equipped with the axle generator system, the others being equipped with the head end system. Six-wheel trucks of the Commonwealth Steel Company's ilesign are used under all the cars. They are provided with the American Brake Company's clasp brake, and have 36-in. MAINTENANCE OF AIR BRAKES ON FREIGHT GARS* BY H. S. WALTON Supervisor of Air Brakes, Boston & Albany Up to within a few years the importance of maintaining the brakes on freight cars did not seem to be fully realized, and the railroads seemed loath to spend the money to install the apparatus necessary for the proper testing of freight brakes at terminals. Formerly, the only test made was to see the brakes applied and released after the train was made up and the locomotive coupled on — then the train was hurried out of the yard. Agitation by the air brake supervisors has resulted in many roads installing yard-testing plants, and the excellent results obtained have demonstrated that the investment has been a paying one. There is, however, room for improvement, as many roads are still without these testing plants. A yard-testing plant is as necessary- to the prppjer main- tenance of air brakes as a locomotive is to the hauling of a train. The testing plant should consist of a compressor of sufiicient capacity to charge the maximum number of cars in a reasonable time; a cooler for the air to pass through (to obviate condensation in the lines), a storage reservoir with a capacity equal to the volume required to charge the maxi- mum number of cars; piping of such size and alignment as will permit of the unrestricted flow of air, and a portable testing truck or other device for operating the brakes. Air brake inspectors should be selected by the supervisors of air brakes, with a view to obtaining men of sufficient intelligence to become efficient in the performance of their duties; and the position should be made sufficiently attractive to induce men of such capacity to accept it. TESTING TRAINS The brake pipe and auxiliary reservoir should be charged to 70 lb. The inspector should then go over the train, cutting in all brakes found cut out, noting the condition of the foundation brakes and stopping all leaks in the hose couplings and pipe joints. The brakes should then be applied with a 20-lb. reduction of the brake pipe pressure. The brakes should again be looked over, and all cars marked, or carded, on which the brakes have not applied or on which the piston travel needs adjustment. The brakes should then be released and looked over to ascertain if all have released. Minor repairs should be made immediately and cars requir- ing heavy repairs carded for the repair track. CLEANING TRIPLES In cleaning a triple valve it should be dismantled, and all internal parts, except those with rubber seats and gaskets, cleaned with gasoline, then blown off with compressed air and wiped dry with a cloth. All worn or defective parts should be repaired or replaced, and special care should be taken to clean out all ports and passages. The seat and face of the slide valve and slide valve graduating valve, also upper portion of bushing where slide valve spring bears, and the triple valve piston and its cylinder should be lubricated with a high-grade lubricant. No lubricant should be applied to the emergency piston, emergency valve or check valve. All triple valves, after being cleaned, should be tested on a rack T, *.,^^°T ^f "u ^^^^^^ before the January meeting of the New Eoffland Railroad Club. ' 144 K\II.\\\^ Ml-A llAMCAK KXGIXKKK \<.i.. '^I. Xo. 3 15-in., .v^-U). ilianiKl:> ?p;ia'(l 1(» in. hack to liaik with a tlu' vt-stiiiule .i'.-in. hy S-in. by 5, lo-in. an.uK>. The side 5/lo-in. by 2S-in. tt)j) cuwrplati' txttiulinLj fniin end sill to platts ami suk' sills an- 4-in.. 8.2-lb. Z-bars. end ■^ill. and a bottom lovt-rplatc "^.s in. Iiv 24 in. c-\tindin^ A cro-^is .section of tlit- cars taken throimh thi- window is ';c.. 2> iScneen .^ Section B-B Th-auafi Seem. t- i 'g '.*■• Of^rRoof Saivi / ..«yx o X Mouldings ' 3^M3i%'MieaJff^k Upper and Lower Roof Joint- Plan. 3'lO%'^ ■:.%Jj^^^^' '-■■■■ Section A-A.-fhroL'gr '^tf^itjk • ',; ■., ■£ho''rfeacleh- '■■'■[.:■. , between till- i|r;ii"i i.i-tini!~. 1 lir boi>ttT- and ( rt)S> JHarers ^liown in oiu- ot" tlu- illu.-trations. Tt is common to botli'the are of l>uilt up » on>lru« tion. baviiiii jian >liapfd wrb platis i hair cars and the coaiiio. with tlu- f.\cef)tion of -ecti(jns B-B with anii)li. » onntt lions at thi' icntri" and >idi' >ill*. Ihr ind and 1)-I). ('ontrar\ to previous practice-; tin- (iothics and sills are tnaclf up oi \\~\:yf^i''\ -in I -hap •-. ihi- cormr. -ide -ci^nunt -a-h above the -idr window- have Ikiii omitted, niak- All-Steel P.TSsenger Cars for the Chicago, Burlington iblc to inc rea-e the lieit;ht of the window s;las? 4 in., door post.- an- 12-in.. .>1.5-lb. I-btams and the vestibule flia- uiviiiL' a < Icur ylass openiniz 2'^ in. hiuh. A larger amount phiani [)<>>is are 6-in.. 14.75-lb. l-iieam.«. The end plates of natural liyht is thus admitted to the cars than before. This on the i>nd\ of the cars are 12-in.. 40-11). channels and on arrantjement has made a ureater dej>th of letter board nec- \1aR( H. 1*^17 KAll.W.W Mi:CHAx\ICAI. K\( .1 XKI-.R 145 I ,irv. it MOW l.iiiiu 21-, s iji. deep, lii onkr U> improve the a pearance of the car and also to stitYen this sheet a groove iv jjressed in the letter hoard 8 ' 8 in. above the bottom. An- i ler interesting feature to i)e found in the cross .•section is t' ■ manner of riveting the roof sheets. They are so applied I ,t both rivet heads are on the outside of the car where t y are readily acce>sible. 'J"hi> permits the roof sheets to readily removid whenever desired. 1 he cars are iii>ulated on the roofs, sides and ends with .'in. -•i-ply Salamander secured to the inside of the (jutside s .cet, and .>/l()-in. (eilnite applied to the bat k of lite inside ^ i-et. The floor is jjuilt u]) of a 1 lo-in. steel sub-lloor on \ iiich is applied a la\er of in.-ulating paper, a 1-in. course of i lir felt, a 9 ltrii)S of interlocking rubber t iing are u>ed on the chair tars and coaches. This ihjor con- .- ruction ha> proved to Ik- an excellent insulator of sound. Ihese car-« are lighted liy 50 and l.^-watt lamps. The i lach has 10 of the 5U-\vatt lamj)s in the middle of the car, , - shown in the illustration. 'I he lixtures are of the semi- 'iirect type, being furni-lied liy the .\dani> \: W'estlake ( iinpany. In addition to thi> there are twelve 1.^-watt lamps ated a- follow.-: Iwo in earli vi>tibule. two in the women"- . nipartmcnt. are located on eai h side of the car. and two in each •ilet com])artment. The chair cars have eight of the ,S()-watt emi-indire(t units, and twelve 15-watt units located sub- stantially the -watt fixtures, and has four auxiliar>- indle fixtures. Three of the coaches arc equipped with the xle generator systiin, the others being equipped with the ead end ."iystem. Six-wheel trucks of the (dmnmnwealth Steel Companv's iesign are used under all the tars. The\- are provided with he American Brake Company's clasp brake, and have .>6-in. Ix-npth over sills...,.-.. I.eiiKth over lniffci>* . . . I.cnuth insuh- ..,..-... Width iiisiik- of lining:. Wi.ltli over si'to silts. . . VViiUh over t-avt-s ..70 ft. 85^ in, ...7) ft. Syi in. ..TO ft. a m. .. 9 ft. ly, in. . . 9 ft. 954 in. ..rO tt. }4 in. •I^or tlie coniWiiation cars this leniith i« 74 ft. 9-4 in. , .■";.: .\IAINTr:NANCH OF AIK BKAkFS ON FRKKUn CAKS* P - : ^- \\' :''A"'':J'i' ''-y'''-.^ ■' '*'^ II. s. \\ Ai ION '■ - • , ";.. - Supervisor of Air Brakes. Bosioii iV Alhain Uj) to within a few years the importance of maintaining the brakts on freight car- did not seem to l»e fully realized, and the railroatl- -eenud loath to spend the money to in.stall the apparatus necessary for tlic proper testing of freight iirakcs at terminal.>. I'ormerl}-, the only test made was to see the brakes ajiplied and released after Xhc train wa- made up and the lotomotive coupled on — then the train wa- hurried out of the yard. Agitation by the air brake supervisors has resulted in many road- installing \arlant should con-ist of a compressor of sufficient capacity to charge the maximum number of cars in a reasonable time; a cooler for the air to pa-s through (to oiniati ctiudt nsation in the lines), a storage re-ervoir with a capacity etiual to the volume required to charge the maxi- mum number of cars; piping of <;uch size and alignment as will permit of the unrestricted flow of air, and a portable te-ting truck or other device for operating the brakes. .\ir Itrake inspectors slumld be selected by the supervisors of air brakes, with a view to obtaining men of sufficient intelligence to l»e((»me eftit ient in the performance of their duties; and the position should be made suftuiently attractive to induce men of -uch i apacit}' to accept it. TF.STI.N*, IKAIXS The brake pipe and auxiliary reservoir -hould be charged to 70 lb. The inspector should then go over the train, cutting in all brakes found cut out, noting the condition of the foundation brakes and stopping all leaks in the ho.«e ( ouplings and pipe joints. The brakes shouM then be applied with a 20-lh. redudion of the brake pijie pressure. The brakes should again be looked over, and all cars marked, or tardwl, on which the brakes have not applietment. The br.ikes should then be released and lc made immediately ane rei)aired (ir rephued. and special care should be taken to clean out all port- and pas.sages. The se:it and face of the -lide valve and slide valve graduating valve, also Upper portion of bushing where slide v;dve spring liears, and the triple valve jjiston and it< (vlinder should }>e lubricated with a high-grade lubrit ant. No lubriiant -liould be applied to the emergency piston, emerizency valve or check valve. .\11 triple valves, after being (leaned, should Ix* tested on a rack «','■'■"?'.?", ^'^'^^'"^ before the January meetinR of the New EneUnd 146 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 conforming to the M. C. B. standards. In cleaning brake cylinders all deposits of gum and dirt should be removed with a putty knife, and the piston and interior of the cylinder cleaned with waste saturated with kerosene. All rust spots should be removed. Particular attention should Ije given to cleaning the leak- age groove and auxiliary reservoir tube. Cracked or worn packing leathers should l)e replaced by new ones. The ex- panding ring should be removed from the ])ist()n, and replaced by a ring of the proper dimension, the old ring to be sent to the shops to be gaged and adjusted to the proper size. The inside of the cylinder, and both sides of the packing leather should be liglitly coated with a suital)le lul)ricant. The brake cylinder should l)e tested for leakage after cleaning, preferably with a gage, and leakage should not exceed 5 lb. j^er minute from an initial pressure of 50 lb. Each time the triple valve and brake cylinder are cleaned, the brake pipe, brake pii)e strainer, and branch jjipe should be blown out. and the triple valve strainer cleaned before re- connecting the branch pipe to the tri{)le valve. If a dirt collector is used, the plug should Ije removed and the dirt blown out. The restricted exhaust port in the retaining valve .>^hould 1)6 cleaned each time the triple valve is cleaned, and the valve and pipe connecting it to the triple valve should be tested. Sjxcial care should be taken to have all [)ii)e clamps tight. It should l)e seen that there are no worn, defective or missing parts of the foundation brake, and in replacing such parts care should be taken to have them of the proper dimensions. Thus far we have made a simple statement of what we believe to l>e necessary to maintain the brake, but this paper would be incomplete without a statement as to .some of the penalties for neglect. PENALTIES FOR NEC.LECT Brake Pipe Leakage. — This is a menace to the safe and successful handling of trains, becau.se it is almost impossible for an engineer, be he ever so skillful, to do proper and safe braking, especially in descending grades. If he makes suffi- cient reduction to insure the application of the brakes, with a view to regulating the speed of the train, it is possible that he will, in order to avoid stopping, have to relea.se the brakes at a time when such a course would be inadvisable and pos- sibly dangerous, for it may l)e at a point where signals, though not far distant, are not visible. Then again, brake pipe leakage is conducive to stuck brakes, flat wheels, and undue quick action, which often results in damage to draft gear and lading. Furthermore, brake pipe leakage is very expensive when we consider the wear and tear of the pump and the additional consumption of fuel. Let us consider the latter in connec- tion with a 70-car train assumed to have one-half 8-in. and one-half 10-in. equipment. A leakage of 5 lb. per minute on this train, with a 70-lb. train pipe pressure would amount to .i9.5 cu. ft. of free air jht minute, or 2,>,700 cu. ft. of free air in ten hours. The 8^2 -in. cross compound pump, driven with 200-lb. steam pressure would require three hours and five minutes to compress the air lost, and in doing that amount of work 5,782 lb. of water would be evaporated; and assum- ing that 8.5 lb. of water is evaporated with one ]x)und of coal 680 lb. of coal would be consumed. The New York No. 5 {)umi) would require three hours and twenty minutes to do the same amount of work and would use 10,475 lb. of water and 1,2.>0 lb. of coal. For the 9j/>-in. pump this work would require nine hours and eleven minutes with 15,144 lb. of water and 1,780 lb. of coal. Triple Valve. — Many cases of slid flat wheels may be traced to a worn triple valve pi.ston packing ring or bushing, and undue quick action is invariably the result of a broken carrying pin, weak graduating spring or obstructed service graduating ports. Brake Cylinder. — The result of brake cylinder leakage is the reduction or entire loss of braking power on the car anl it necessarily follows that it will require a greater distanc in which to stop the train as the work will have to be per formed by the brakes of the other cars. Brake cylinder leak age also contributes to shocks, as the cars with effective brake- will be retarded more quickly than those with ineffectiv brakes. Piston Travel. — Variation of piston travel makes a differ ence in brake cylinder pressure which often causes an unequa. distribution of braking power in a train. For example, with .. 10-lb. reduction of the brake pipe pressure a 6-in. travel give .v> lb. brake cvlinder pressure; an 8-in. travel 23 lb., and ;■ 10-in. travel 16 lb. On a railroad within a thousand miles of Boston there were 1,161 drawbar failures during the year ending June 30. 1916, and while there is no available data to show what per cent of these failures could be pro[:)erly charged to defective brakes, the number would have been much less had then- been a greater uniformity of piston travel and less brake cylinder leakage. Foundation Rigging. — The average repair man pays scant attention to the foundation brake rigging, for if he finds the required number of rods and levers he does not concern himself as to their condition. In case of a broken or missing lever he, in the absence of a duplicate, often uses any lever that may l>e in stock, and should these levers be of wrong dimensions it will increase or decrease the braking power to such an extent that it may lead to serious consequences, such as slid flat wheels, shocks, etc. Pressure Retaining Valves. — The pressure-retaining valve is not a necessity on level roads, but becomes an important feature on roads having heavy grades. These valves, when in operation, retard the flow of air from the brake cylinder in releasing the brakes to such an extent that the escape of pressure down to the closing of the valve is about six or seven times as long as it would be if the retainer were hot in use. Furthermore, a certain amount of pressure is retained in the brake cylinder, and on subsequent applications of the brakes, the brake cylinder pressure builds up from the retained j^ressure instead of from atmospheric pre.ssure, with the result that we can, by using these valves, control a train down a grade with about one-fourth to one-third the volume of air that would be required without their use. The proper mainte- nance of the pressure retaining valves will not only enable us to control our train more safely on descending a grade, but will effect a considerable saving in fuel. THE CONDUCTOR'S RELATION TO THE OILER* BY M. GLENN. Sr. Ludlow, Ky. A train of freight cars leaves a terminal with the oil boxes well oiled and packed, and the brasses all O. K. The train is in charge of the conductor, who should make a report of the hot boxes on his train on arrival at the terminal. The oiler, who must be an expert, must examine the hot boxes reported to him, and make a report of his examination and work on them and forward it with the conductor's report attached, to his foreman. This will prevent a great number of cars with hot boxes from being switched on side tracks for unloading and then getting back into serx'ice when empty. The oiler will also recognize the hot boxes on the arrival of trains at terminals much more easily than he will de- fective boxes on trains leaving the terminals. *Tliis article was entered in the Hot Box eomiietition which closcl October 1, 1916. Exp.ANSioN OF Zixc. — Of all common metals zinc expands and contracts the most for any increase or decrease of tem- perature; hence it is sometimes particularly valuable where expansion and contraction with variations of temperature are desirable. — Railway and Locomotive Engineering. :^J 1^* in f3 ^^^^^^^^ FORMING KNUCKLE PIN NUTS UNDER THE STEAM HAMMER BY H. C. GILLESPIE The tool shown in the drawing is a die designed for punch- ing knuckle pin nuts out of flat bars, which is in use in the Peru, Ind., shops of the C. & O. It is used in connection with a steam hammer. The material for the nuts is either bought of the proper thickness, and slightly wider than the nuts, or it is forged in the blacksmith shop. The bars are heated in an oil furnace and are then inserted (^ 4'. ^ < .7___ (.. sz Die for Forming Knuckle Pin Nuts in the slot A. The hexagon punch B is placed in the die and struck with the steam hammer. This forces the blank down against the die C. The round punch D is then placed in the hole in the hexagon punch B, and struck with the hammer. This completes the forging, which is finished on a drill press equipped with a tapping attachment. By the use of this die it is possible to turn out knuckle pin nuts at the rate of one a minute. MACHINING SHOES AND WEDGES By the use of a slab milling machine and the Morton draw cut shaper shoes and wedges are machined ready for appli- cation, in 13^ minutes at the Dale street shops, St. Paul, of the Great Northern. The illustrations show the methods followed for preparing the shoes and wedges on the slab milling machine. The photograph shows a shoe set up ready for milling, and the drawing gives the details of the chuck which holds the shoe. On the milling machine all surfaces, except the face, are machined with one cut. The shoes and wedges are then placed in stock to be used as required. The milling machine work takes 6^^ minutes per shoe or wedge, and the shaper operation takes 7 minutes. As the shoes are required they are taken to the engine and "pop" marked for finishing. The chuck on the milling machine consists of the base A, which is clamped in a frame, as shown in the photograph. This base is provided with a T-slot, in which slides the binding jaw B. It is controlled by a square threaded lead screw C, which meshes with B on its upper half and with A on the lower half. The jaw B is made of cast iron and is c— ^'— 1 I" r i' T-3 2/^ Chuck. Z^ Chock ■-4 ^"gf 4/krChuck. ^■»vrB G3ll|l|t|l|l|l|l|l|l|l|ir -ig- -St:— f23E3E3E3E3E ^1^ Chock. A ■^V 7i-— H .4. -4- '^^--^^yholSltef ^ .1 J Li ls_ t :t %i \ (, 4^'_ ^ ^2FtrChuck Chuck for Milling Shoes and Wedges provided with a tool-steel face which fits into the jaw on an angle, and which is held in position by springs, as indi- cated in the drawing. This construction insures a pulling down grip as the binding jaw is forced onto the work, thus keeping it firmly on the bed of the chuck. The back rest is f^"^ ' "^^A '^-.j ^ 1 T^-^M ni «'«. ^^B^^B ?-'4 ■ "■ ' ' ^ ^^^^^^^^!!?^^^^BM ^P^ ~^^^^ Method of Machining Shoes and Wedges on a Slab Milling Machine shown at D. It is provided with a T-bolt which slides in the T-slot of the base and it is held in position by means of a key which fits in a keyway in the back rest and in the chuck base. Several keyways are provided in the base A to accom- modate the various lengths of shoes. With the arrangement 147 14r) R\^.\\\^ Mi:( II witAi. iactnkkr v..i. oi. k... j confonniim to the M. C U. -tandanl-. In tkanint,' lirake the ralurtioii or tiitire lo-o t»f l)rakin.u power on the car ai! cvlimler- all (leiio-it- of uuni and dirt >hould Ue removed it necessarily follow^ that it will re^juire a greater distan*. with a putty knife, and tin- pi-ton an the work will have to be po; cleaned with waste -aturatrd with k.ni.Miie. All ru-t -pot> formed l.y the hrake- of the other lars. Brake cylinder leak sh(iuld Ite removed. •'-^" '''"" 'ontrihute- to -Ikh k>. as the cars with effective hrak- I'articular attention -hould It Liivm to cleaning tlu' leak- will l)e retarded more .|ui(kly than those with ineffecti\ aije tinxive- and aiixiliarv n-rrvoir tulic. (rai kid or wnrn liraki->. '• . ' ■.-'- ,". ■ Itaikini: leatiier> -houl.l I'l repla.cd \>\ new i he e\ /'i.'^tou 7>./:7 /. - A'ariation of ])iston travel makes a differ paiidinu' rinu >hoiild l-e removed fn.m the pi-ton. and riplaced ente in l.rake i\ Under pre— ure which often t auses an une<|u l.v a rinii oFliie proper ilimeii-ion. the old riniz to l.e sent to di>tril)Utile. with the -hops tolk- ^auiMl and adju-lrd to tin- pn-p.r -i/e. \n\],. rediu tion of the l.rake |.ipe pre-Mirt' a 0-in. travel tzivt The in-idi- o-f the i vlinder. and l.oth -ide> of the pai kinir v^ II.. l.rake lylin.Kr pre-ure: an S-in. travel _',> Ih.. ami i- leatlur -hould l.e liu'hth coat»d with a -uital.le lul.ri.ant. M-iii. travel lo 11.. 111. l.raki cvlind.r' -h..ul.l l.e tr-ted for ln a railroad within a thou-and mile- of lio-ton ther deanini:. preferahlv with a 'S^ily■. and leakage -hould not were 1 .1 (. I dniwl.ar failure- durini; the year endin.y June >•. e\cee«| "5 H.. |>er niinuti' from an initial pre-ure <.f .^ u-.d. the pluii diould l.r ninov.d and tlu- dirt /w>u;/J,///,>;/ A'/;,Mw;/,i:.— 1 he avera.ue repair man pay^ «:air blown out attention to the foundation brake riguinu, for it he limb riu n-tri. tid ,\liau~l port in the r.-tainin- valv,- du.uld t''^" re.|uired number of rod- and levers he dws not concern be cleaned i-adi time thr triple valve i- - lean.d. and the valve him.-elf a- to their condition. In ca-e of a broken or nii.--iii: and pip.- conneclinii it to the triple valve -hould be te-ted. '' ver he. in tiie ab-eme of a duidicate. often u>es any lev, Spcv ial i are -houM be takrn to hav, all |.i|.e i lamp- ti-ht. I: ''••" '"^'X '•»' '" >"x k, and diould the-e levers be of wron. diould be -een that tlim- an n.. worn, defe.livr or mi-in^ "limension- it will mcrea-e or decrea-e the braking power t.. part- of tlu' foundation brake, and in replacing -uch part- >iii h an extent that it may lead to serious conse<|uences. such care diould be taken to have them of the proju-r dinieii-ion-. ^'^ >•'•' 'l-'t wheels, dunks, etc. Thu- far w have made a -imple -tatement <.f what we I'rvssun- Rttanmi,^ \ |)aper '.> ""^ a necessity on level roads, but becomes an important ' I 1] relea-ing the brake- to -uch an extent that the escape n: I'l .NAl.ili > n.K M.oi.K I pressure down to the clo>ing of the valve is about six or sevn. Hr train, with a 7(i-lb. train pipe pre-— ure would amount in charge- of the conductor, who -hould make a report of tli. to --''..^ cu. ft. .f free- air |Mr minute-, or _'.>.7(H» cu. ft. of free- jmt boxe- on hi- train on arrival at the terminal. The oiler air in te-n hour-. I he- .S'..-i?i. . ro-- compound pumj.. drive-n who mu-t be an expert, nui-t examine- the- hot boxes reportcl with 2i)0-lb. -ic-am pre-.-ure would rc-(|uire three hour- and to him. and make- a report of hi- examination and work n: t'lve minute- to compre— the air lo-t. and in doing that amount them and forward it with the lonductor'- report attached, t' of work 5.7.S2 lb. of water wouhl be cva[.orated ; and a— um- hi- ("ore-man. Thi- will prevent a i^rcat number of cars witb ini; that iS..^ V>. of w.ite-r i- e-\-aporat<-d with one pdiind of (oal hot box,- from I.e-ing -witdu-d on -id,- track.- for uulc)adiji^ , y -mn.,,, uhui, ..l..-< would be- incomplete without a -tatc-mciit a- to -oim- of the f<-ature on roads having heavy grade-. I'he.se valves, when 1 iieniltie- for iie'dect operation, retard the- flow of air from the brake cylinder ■ '^ * ■ * ,...1.... i>..> «1... I.M..I... *., ....1. .... ...-4-. ...4 *K..* aK . ' ntirlHr 1, lit- Tripli I iiiir. — Man\- ca-e- of -lid llat u lice I- max be trarwl to rt worn triple valve pi-ton j.ackini: ring or budiing. KxI'.\\si..n ..i /im . — Of all common metal- /inc expand- and undue i|ui. c-\f)ansion and contraction with variation- of tem[)erature an IW.iki (ylinihr: — The- rt -ult of brake cylinder Ic-akage i- de-irablc-. -R,iil-i.iv niul Lnromotivf Euj^iuctrin}^, Shop Practice FORMING KNUCKLE PIN Nl TS I NDHR THK STEAM HAMMER BY H. C. GILLESPIE -- 1: ,.■-.,.>■■:.. I lu- tool shown in the drawinj; is a die designed for punch - ii J knuckle pin nut? out of flat bars, which is in u>c in the I\ru. Ind.. shops of the C. & O. It is used in conneiiion ^vith a steam hammer. The material for the nuts is either liought of the proper thickness, and slightly wider than the iiuts. or it is forged in the blacksmith shop. The bars are heated in an oil furnace and are then inserted Ihis Ijase is provided with a T-slot, in which slides the i finding jaw B. It ^s controlled by a square threaded lead screw C. which meshes with B on its upper half and with A on the ]f)wer half. 'I'iie jaw B is made of cast iron and is I I I I I I I ±. Oi \0 -*'.".* - 1 ii 'f^ A' \ V' jj '© 1, ' 1 1 r lO ' ToolSfee! o '-''%'- 1 7 — / JoolSleel c \ .;•'•-. Die for Forming Knuckle Pin Nuts m the slot .1. The hexagon punch B is placed in the die and -truck with the >team hammer. This forces the blank down gainst the die C'. Ihe round i)unch D is then placed in the lule in the hexagon punch B, and struck with the hammer. rhis completes the forging, which is tinished on a drill {)re.l.il) milling ukk liine and the Morton draw -Ut shaj)er .-Ikx'S and wedges are machined ready for a|)pli- cation, in l.y'j minutes at the Dale street shops. St. Paul, if the Great Northern. The illustrations show the methods ollowed for preparing the shoes and wedges on the >lab nilling machine. The i)hotograph shows a shoe set up readv "or milling, and the drawing gives the details of the chuck vhidi holds the -Itoe. On the milling machine all surfaces. 'xcej)t the fa(e. are machined with one cut. The shoes and .vedges are then placed in .«tock to be used as required. i he milling machine work takes 6!- 2 minutes per shoe or wedge, and the shaper operation takes 7 minutes. As the 'hoes are re(|uired they are taken to the engine and *'pop" marked for lini.-ihing. riie chuck on the milling machine consists of the base A. which is clamped in a frame, as shown in the photograph. '■r^^sf.. ;:■ Df^.uEi^ i.l2M A 1^ i.-/i'— 4 Per Chuck Z Per Chuck. ZFtrChuck. 6 S, Thik f^ Inch ^V-< ^J::5"j5r^ h- 't^;J^'tr Tr-tr-fti 4f^rclM:'k' (-— - ^^^^g^^^^ f Ji'— ---+. i B .. T-r * r^h •** i; -■■; ■ ' : ;', 'J' ' ' .■;i''v'''!v.''.-ii'i-v:'' **'' > •u . ^ — ■'' ■'^'' - • •- ''■'' '''''''' '"''''' ■'■'''■'''' ' f'!'.'. '.-.'/;'■' V— -^ — ^ j»._,__„___4^'_ '. ^ ZP^r Chock ■ ' Chuck for Milling Shoes and Wedges -■ • .-■ provided with a tool-steel face which tits into the jaw on an angle, and which is held in position by springs, as indi- cated in the drawing. This construction insures a pulling down grip as the binding jaw is forced onto the work, thus keepinu ii firmly on the bed of the chuck. The back rest is Method of Machining Shoes and Wedges on a Slab Milling Machine shown at D. It i- provided with a T-bolt which slides in the T-slot of the luise and it is held in position b\ means of a key which rit> in a key way in the back rest and in the chuck base. Several key ways are provided in the l)ase A to accom- modate the various lengths of shoes. With the arrangement 147 148 RAILWAY MECHANICAL EXGIXEER Vol. 91. No. .^ shown several shoes or wedges can be milled at the same time. The shoes are allowed to lay flat on the chucks while the wedges are raised at one end to give the proper taper. APPLIANCES FOR TESTING FREIGHT CAR BRAKES IN YARDS BY M. K. To furnish a simple means of testing triple valves without removing them from the car, the apparatus shown below has been developed. It is designed for use on freight cars and has proved to be a great convenience in yards. The principal parts of the device are a 3 3^ -in. inspector's test gage, a y2-in. cut out cock and two special cocks, the construction of which will be described in detail. The device as assembled is arranged to be connected to the air hose on the car and the 1-in. air hose leading to the compressed air line. The varialjle leakage valve, No. o, is shown in detail in the drawing. It is arranged to discharge air through three orifices of different sizes, the center of the plug being drilled out with a 3/16-in. drill and having three holes of 9/64-in., 5/64-in. and 1/32-in. diameter, respectively, through the walls of the plug. The positions of the plug when each of the orifices is open is indicated by a pointer and numbers on the body of the valve. In the normal position of the valve, the handle is along the body and the orifices are closed. The valve. No. 2, which forms a by-pass around the stop cock, No. 1, is a standard ^4-in. drain cock which has a bushing with a 3/'64-in. hole in the union tailpiece. The device is coupled to the hose on the car and to the compressed fJt MirHoM Coup/*nff for t COnn^c hon fo Svppli/ 'inil\ V rJ.T' Condi^iont Device for Testing Triple Valves Without Removing from Cars air line, a dummy coupling being placed on the hose on the opposite end of the car. Then the cock No. 1 is opened and Nos. 2 and 3 are closed, the hose and all pipes being ex- amined for leaks. After all leaks have been stopped, the cock No. 1 is closed and the variable leakage valve is placed in Position No. 1 (9/64-in. opening). At this rate of reduc- tion of brake pipe pressure the brake must apply in quick action. The variable leakage valve. No. 3, is then closed and cock No. 1 opened until both the brake pipe and the auxiliary reservoir are charged to 70 lb., then the cock No. 1 is closed and the variable leakage valve placed in position No. 2. If the triple valve applies in quick action in this position, it must be removed, cleaned and tested on the test rack. Valve No. 3 is then closed and stop cock No. 1 opened until the brake pipe and auxiliary reservoirs are again charged to 70 lb. The retaining valve handle is turned up and cock No. 1 closed and the variable leakage valve placed in posi- tion No. 3 until the brake pipe pressure has been reduced 15 lb. If the brakes fail to apply, examination must be made to determine the cause. If the brakes apply, cock No. 1 i!« opened and if the brakes then fail to release, the triple valve must be removed and proper repairs made. ROLLER TOOL FOR FINISHING PISTON RODS BY A. J. HUMPHREY A roller tool for finishing piston rods which does not have the objectionable features of the usual type with but one roller is shown below. In order that the rod may be roll- d close up to the piston head, the tool is made in two sec- tions. One section carries the rollers, of which there are three, two Ijchind the rod and one in front of it. The rollT 3ef ScrtK it 'tEas 1 I W Roller of Tools fee I QPiihn Rod ^■"^^Toclfbsf Z Rollers of JoolSteel Assembly. ^^Sef Screws J CM]7.g qskB Details of the Piston Rod Roller Tool in front of the rod is on an arm which is free to swing, and pressure is applied to this roller by a set screw bearing against the arm. The construction of this feature resembles that of a hand-operated pipe cutter. The other section is clamped in the tool post and feeds the roller section by means of set screws pressing against it. The Roller Tool In Operation By adjusting these set screws, the rollers can be set so that they will not roll ridges on the rod. With this tool there is no tendency to spring the rod, even though considerable pressure is used and the work may be run at a high rate of speed without heating the dead center. Machine Tool Exports. — The machine tool exports from America during the year ending June oO, 1916, are said to have exceeded $61,000,000, of which about $48,000,000 left through the port of New York. This is more than twice the amount of similar exports for the previous year. Look Before You Jump. — Upon taking charge of a new plant, do not begin by making promiscuous adjustments. It is Ijetter to wait a day or two until the apparatus is thoroughly understood, and then changes should be made only after the object to be attained is definitely known. — Power. Applying Locomotive Boiler Tubes* Outline of Shop Methods for Handling and Renewing Boiler Tubes and Welding Them in the Tube Sheeet BY R. B. VAN WORMER General Foreman, Atlantic Coast Lines, Waycross, Ga. IX })resenting this pa{)or on the subject of handling and applying locomotive tubes, it is not the intention to at- tempt to lay down or describe a method of tube handling ideal in all details and applicable to any or all locations. Tlie most desirable procedure as a whole for a given point should embody and provide for numerous details character- istic to that location, including requirements from dependent outlying points, average life of the tubes as compared with the machinery, variety in the size and length of the tubes re(juired, labor conditions and rates, oil or coal fuel, etc. Xot only shop methods and different materials used, but operating conditions, tonnage ratings, grade percentages, etc., prevailing on different roads or districts all have their in- lluence affecting the tube situation, service and economy that rnay be obtained, and indirectly the liest shop practice to follow. It is safe to say no other item on a railroad presents greater possibilities for improved economy than the tube problem on a road where the subject has not been handled with considerable thought and preparation. It might also be safe to say there is no other item on a good many roads which has received less study and special consideration. To get down to a working basis the total number of tubes there are in continual service should be determined, together with the percentage of new tubes purchased, the percentage that must Ite scrapped on account of pitting, corrosion or thinness, the pro[)ortional cost of any water treatment used as com- pared to the saving in the tubes affected, the mileage ob- tained between safe-ending, shop and engine house costs for removing and replacing tubes in boilers, shop costs for safe- ending tubes, and engine house costs for working over tubes in service. Xew Tubes Purchased. — Large savings can be made by keeping the number of new tubes purchased each year down to a minimum. In considering this item it is only fair to include as new tubes, those contained in any new power purchased during the year. Consider 500 engines averaging 280 tubes each or a total of 140,000 tubes in service, a reduction from 6 to only 5 per cent of this total in new tubes purchased would mean a saving of approxi- mately $3,000 per year in material. Under what might be considered average water and road conditions, it has been demonstrated as possible to reduce the yearly purchase of new tubes to as low a figure as 5 per cent of the total tubes in service. The new tubes should always be ordered for the largest engines and those which carry the highest pres- sure. After they have been used in this service they can be used in the next size of engine where the length and the steam pressure are somewhat less, and so on down step by tep until they are utilized in the smallest and lowest pres- sure engines available. They may perhaps even then be 'ised in part for stationary pump boilers, before being con- igned to fence railings, material for making washers, or "Crapped, proper credit in any case being allowed. Method of Handling Tube Work. — The expense of work- ng the tubes has been greatly reduced by the practice of velding them to the back tube sheet when they are installed. The tube work for engine houses or small outlying points hould include only the removing and the resetting in the •Taken from a paper presented before the Southern & Southwestern Railway Club. boiler. The tuljes should be cleaned, safe-ended, swedged, and cut to length where possible, in the general repair shop. Xew tubes should be ordered only by the general repair shop, where all records and the best facilities for preparing them ma\- Ije maintained. Where the tube work for the entire road is done at the main shop the tul>e department assumes a position of large importance. It should Ije care- fully organized and a well defined plan of operation should be established. Where the life of the tubes betwtn^n safe- ending averages from 40,000 and 50.000 miles and the mile- age between general shoppings is 80,000 miles, it will \x apparent that the service of the tul>es will not keep pace with that of the machinery. This condition is generally met l)y renewing the entire set of tuljes when the engine under- goes general heavy repairs in the back shop (including in- ternal inspection), and again renewing the Ixjttom half of the set during engine house repairs after the engine has com- pleted half of its mileage. The engine house or outlying repair point should ship the tulies so removed to the general repair shop to be cleaned, safe-ended, cut to length and re- turned in quantities equivalent to two full sets. These figures, of course, will vary somewhat under different condi- tions, but the idea is to make the time for tlie installation of the full set of tubes come during the period of general repairs, to localize all tube work in a tube department at the general repair shop, and at the same time reduce to a mini- mum the tube work at all other points. In districts where good water is available tlie tubes should run the three-year limit or more. The practice of welding tlie tubes to the back tube sheet has alst) materially reduced roundhouse work to tubes while in service. The average tube mileage under these conditions will keep pace with the machinery mileage. If during general repairs careful ex- amination shows that three-year-old tubes will be serviceable for as much as 20,000 miles or more by only being worked over, request for government time extension will be justified all things considered, due consideration, of course, being given to the class of service to which that particular engine belongs, and its accessibility for repairs on the district to which assigned. If the various federal inspections and re- ports were made on a mileage basis rather than a time basis, there is no doubt that the time of boiler repairs could be thrown even more in harmony with the proper time for machinery repairs. SHOP PRACTICE FOR GENERAL RENEWAL When an engine has made its mileage it is sent to the general repair shop, with a report from the division on which it operated, giving the general shop information concerning any unusual condition of the engine. Assume that the loco- motive under consideration in a saturated engine with boiler containing 3.S6 two-inch tul>es and a large quantity of scale; that an internal inspection is due; that the steam pipes and dry pipe are in good condition and tight, and that all other repairs are of such nature as to make the time for renewing the tubes a measure of the time the engine is out of service. The engine having arrived at the shop, the tank is cut loose, the contents of the boiler discharged through the blow-off cocks, and the engine backed onto its designated pit in the erecting shop. Each pit is provided with crane service from overhead, and pipe connections below, leading directly into the pit at convenient locations, for hot and cold water, 149 148 RAILWAY MECHANICAL ENGINEER Vol. 91. No. .^ shown several shoes or wedges can be milled at the same time. The shoes are allowed to lay flat on the chucks while the wedges are raised at one end to give the proper taper. APPLIANCES FOR TESTING FREIGHT CAR BRAKES IN YARDS BY M. K. To furnish a simple means of testing triple valves without removing them from the car, the apparatus shown below has been developed. It is designed for use on freight cars and has proved to be a great convenience in yards. The principal parts of the device are a o^^-in. inspector's test gage, a yS-in. cut out cock, and two special cocks, the construction of which will be described in detail. The device as assembled is arranged to be connected to the air hose on the car and the 1-in. air hose leading to the compressed air line. The variable leakage valve, S'o. 3, is shown in detail in the drawing. It is arranged to discharge air through three orifices of different sizes, the center of the plug being drilled out with a 3/16-in. drill and having three holes of 9/64-in., 5/64-in. and 1/32-in. diameter, respectively, through the walls of the plug. The positions of the plug when each of the orifices is open is indicated by a pointer and numl>ers on the body of the valve. In the normal position of the valve, the handle is along the body and the orifices are closed. The valve. No. 2, which forms a by-pass around the stop cock, No. 1, is a standard /4-in. drain cock which has a bushing with a 3/64-in. hole in the union tailpiece. The device is coupled to the hose on the car and to the compres. H Air Hose Coop/tny /fer I /*♦» Itngih hsuiHocal j, 2'^^ A___J Condi*font f M Z M Device for lesting Triple Valves Without Removing from Cars air line, a dummy coupling l)eing placed on the hose on the opposite end of the car. Then the cock No. 1 is opened and Nos. 2 and 3 are closed, the hose and all pipes being ex- amined for leaks. After all leaks have been stopped, the cock No. 1 is closed and the variable leakage valve is placed in Position No. 1 (9/64-in. opening). At this rate of reduc- tion of brake pipe pressure the brake must apply in quick action. The variable leakage valve. No. 3, is then closed and cock No. 1 opened until both the brake pipe and the auxiliary reservoir are charged to 70 lb., then the cock No. 1 is closed and the variable leakage valve placed in position No. 2. If the triple valve applies in quick action in this position, it must be removed, cleaned and tested on the test rack. Valve No. 3 is then closed and stop cock No. 1 opened until the brake pipe and auxiliary reservoirs are again charged to 70 lb. The retaining valve handle is turned up and cock No. 1 closed and the variable leakage valve placed in posi- tion No. 3 until the brake pipe pressure has been reduced 15 lb. If the brakes fail to apply, examination must be made to determine the cause. If the brakes apply, cock No. 1 i!« opened and if the brakes then fail to release, the triple valve must be removed and proper repairs made. ROLLER TOOL FOR FINISHING PISTON RODS BY A. J. HUMPHREY A roller tool for finishing piston rods which does not have the objectionable features of the usual type with but one roller is shown below. In order that the rod may be rolL d close up to the piston head, the tool is made in two sec- tions. One section carries the rollers, of which there are three, two behind the rod and one in front of it. The toIIt Jef Screw f-^e Rollfrof loot She I m ^ Piihn ■-■-Rod m Tofit Z Rollers of ToolSfee/ ^ssemb/i/. ^^SefJcretrs o . o. ffiEi g ffiKB Details of the Piston Rod Roller Tool in front of the rod is on an arm which is free to swing, and pressure is applied to this roller by a set screw bearing against the arm. The construction of this feature resembles that of a hand-operated pipe cutter. The other section is clamped in the tool post and feeds the roller section by means of set screws pressing against it. The Roller Tool in Operation By adjusting these set screws, the rollers can be set so that they will not roll ridges on the rod. With this tool there is no tendency to spring the rod, even though considerable pressure is used and the work may be run at a high rate of speed without heating the dead center. Machine Tool Exports. — The machine tool exports from America during the year ending June 30, 1916, are said to have exceeded $61,000,000, of which about $48,000,000 left through the port of New York. This is more than twice the amount of similar exports for the previous year. Look Before You Jump. — Upon taking charge of a nev/ plant, do not begin by making promiscuous adjustments. It is better to wait a day or two until the apparatus is thoroughly understood, and then changes should be made only after the object to be attained is definitely known. — Power. Applying Locomotive Boiler Tubes* Outline of Shop Methods for Handhng and Renewing Boiler Tubes and Welding Them in the Tube Sheeet BY R. B. VAN WORMER General Foreman, Atlantic Coast Lines, Waycross, Ga. IX })resenting this paper on the subject of handling and applying locomotive tubes, it is not the intention to at- tempt to lay down or describe a method of tube handling KJeal in all details and applicable to any or all locations. The most desirable procedure as a whole for a given point should embody and provide for numerous details character- istic to that location, including requirements from dependent outlying points, average life of the tubes as compared with the machinery, variety in the size and length of the tubes required, labor conditions and rates, oil or coal fuel, etc. Not only shop methods and different materials used, but operating conditions, tonnage ratings, grade percentages, etc., prevailing on different roads or districts all have their in- fluence affecting the tube situation, service and economy that may be obtained, and indirecth' the best shop practice to follow. It is safe to say no other item on a railroad presents greater possibilities for improved economy than the tube l)roblem on a road where the subject has not been handled with considerable thought and preparation. It might also be safe to say there is no other item on a good many roads which has received less study and special consideration. To pet down to a working basis the total number of tubes there are in continual service should be determined, together with the percentage of new tubes purchased, the percentage that must be scrapped on account of pitting, corrosion or thinness, the proportional cost of any water treatment used as com- pared to the saving in the tubes affected, the mileage ob- tained between safe-ending, shop and engine house costs for removing and replacing tubes in boilers, shop costs for safe- ending tubes, and engine house costs for working over tubes in service. Xe-iC Tubes Purchased. — Large savings can be made by keeping the number of new tubes purchased each year down to a minimum. In considering this item it is only fair to include as new tubes, those contained in any new power purchased during the year. Consider 500 engines averaging 280 tubes each or a total of 140,000 tubes in service, a reduction from 6 to only 5 per cent of this total in new tubes purchased would mean a saving of approxi- mately $3,000 per year in material. Under what might be considered average water and road conditions, it has been demonstrated as possible to reduce the yearly purchase of new tubes to as low a figure as 5 per cent of the total tubes in service. The new tubes should always be ordered for the largest engines and those which carry the highest pres- sure. After they have been used in this service they can be used in the next size of engine where the length and the .steam pressure are somewhat less, and so on down step by -tep until they are utilized in the smallest and lowest pres- ure engines available. They may perhaps even then be ised in part for stationary pump boilers, before being con- igned to fence railings, material for making washers, or "crapped, proper credit in any case being allowed. Method of Handling Tube Work. — The expense of work- ng the tubes has been greatly reduced by the practice of velding them to the back tube sheet when they are installed. The tube work for engine houses or small outlying points hould include only the removing and the resetting in the •Taken from a paper presented before the Southern & Southwestern Railway Club. boiler. The tubes should be cleaned, safe-ended, swedged, and cut to length where possible, in the general repair shop. Xew tubes should be ordered only by the general repair shoj). where all records and the best facilities for preparing them may be maintained. Where the tube work for the entire road is done at the main shop the tul>e department assumes a position of large importance. It should l>e care- fully organized and a well defined plan of operation should be estal)lished. Where the life of the tubes Ijetween safe- ending averages from 40,000 and 50,000 miles and the mile- age l)etween general shoppings is 80,000 miles, it will l^e apparent that the service of the tul>es will not keep pace with that of the machinery. This condition is generally met liy renewing the entire set of tul)es when the engine under- goes general heavy repairs in the back shop (including in- ternal inspection), and again renewing the lx)ttom half of the set during engine house repairs after the engine has com- pleted half of its mileage. The engine house or outlying repair point should ship the tuljes so removed to the general repair shop to be cleaned, safe-ended, cut to length and re- turned in quantities equivalent to two full sets. These figures, of course, will vary somewhat under different condi- tions, but the idea is to make the time for the installation of the full set of tubes come during the period of general repairs, to localize all tube work in a tube department at the general repair shop, and at the same time reduce to a mini- mum the tube work at all other points. In districts where good water is available the tubes should run the three-year limit or more. The practice of welding the tubes to the back tube sheet has also materially reduced roundhouse work to tubes while in service. The average tube mileage under these conditions will keep pace with the machinery mileage. If during general repairs careful ex- amination shows that three-year-old tubes will be serviceable for as much as 20,000 miles or more by only l>eing worked over, request for government time extension will Ije justified all things considered, due consideration, of course, Ijeing given to the class of service to which that particular engine belongs, and its accessibility for repairs on the district to which assigned. If the various federal inspections and re- ports were made on a mileage basis rather than a time basis, there is no doubt that the time of boiler repairs could be thrown even more in harmony with the proper time for machinery repairs. SHOP PRACTICE FOR GENERAL RENEWAL When an engine has made its mileage it is sent to the general repair shop, with a report from the division on which it operated, giving the general shop information concerning any unusual condition of the engine. Assume that the loco- motive under consideration in a saturated engine with boiler containing 3.S6 two-inch tubes and a large quantity of scale; that an internal inspection is due; that the steam pipes and dry pipe are in good condition and tight, and that all other repairs are of such nature as to make the time for renewing the tubes a measure of the time the engine is out of service. The engine having arrived at the shop, the tank is cut loose, the contents of the boiler discharged through the blow-off cocks, and the engine backed onto its designated pit in the erecting shop. Each pit is provided with crane service from overhead, and pipe connections below, leading directly into the pit at convenient locations, for hot and cold water, 149 150 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 compressed air, acet}lene gas, terminals for electric welding and terminals for electric lighting. Proper and reliable illumination is a necessity for economical tube setting, as well as other interior boiler repairs. The extension cord for lights should be of any good grade of packing-house cord which is water-proof and eliminates short-circuits and time killing light failures. First Operations. — Considering the fact that the practice of welding tubes to the back tube sheets adds from one to two days to the time required for setting tiie tubes without welding, and also that internal inspection may develop cer- tain boiler repairs that had not been contemplated or pro- vided for in the shop schedule, it is essential that the tubes be removed from the boiler just as soon as possible after the engine is placed in the shop. With this in view, the front end is opened first and the spark arresting arrangement removed, all parts being wired together and tagged. The dome cap and exhaust stand are then removed by a machinist and the steam pipes are tested to determine definitely if they should come out. At the same time a boilermaker enters the fireix)x and cuts off the tube beads with a thin flat chisel and a No. .> chipping hammer. Ordinarily this operation should require about four hours for a set of 336 tubes with the beads welded to the sheet. When the steam pipes are not removed the smoke box front should not be removed. Removing the lubes. — The same boiler maker with one helper then cuts off the tubes just inside the front tube sheet, using a tube cuutting-off machine propelled by air. In cut- ting oft" the tubes with this machine, the helper operates the air motor, while the boiler maker applies and removes the cutter heads. Two cutters are used, one to be removed, ap- plied and started by hand, while the other is cutting by power. In case the steam pipes are not removed, all the tubes with possible exception of three or four in each top comer can be cut off by shifting the machine and supporting bar to the right and left over the door studs. When all tubes are cut off, the fourth tube hole from the top in the center row is reamed out to not over 2^4 in. in diameter, preferably 2% in., depending upon the amount of scale on the tube. Through this hole the tul>es are passed out of the boiler. The cutting of the tubes and preparing the transfer hole should require not over five hours. When the steam and dry pipes are removed the transfer hole is, of course, not needed, the tubes being passed out through dry pipe hole. The same boiler maker now returns to the firebox end and drives the tubes out of the back tube sheet with a No. 3 air hammer. At this time he has two helpers, one of whom en- ters the boiler through the dome to pass the tubes out through the transfer hole, while the other helper, in smoke- box, takes the tubes and loads them onto a specially arranged tube car. Not over five hours should be consumed by the one boiler maker and the two helpers for this work. The tube car is placed on a portable stand in front of the smoke box so that the tubes may be easily loaded and that the work will not require the services of more than one man. This arrangement was described in detail in the July, 1912, issue of the American Engineer on page 357. The tube car is designed to be carried by an overhead crane, or pushed along on its own four wheels on standard gage track. It can also be tiered on top of another car, thus greatly economizing in space at storage track. Another important feature in its design is that it can be quickly unloaded either on the floor or on elevated rail benches by raising one side with the crane, allowing the contents to roll out gently. All the tubes now being removed from the boiler, the helper in the front end pilots the car to tube shop. The helper inside the boiler remains and scales the shell, using a No. 1 pneumatic stone hammer equipped with wide, flat chisel. This work will take on an average of 4 or 5 hours, according to the con- dition of the boiler. Neu' Tube Lengths. — The boiler maker again returns to the front end and knocks out the rag ends from front tu'ue sheet with a No. 3 air hammer. He also trues up the tube sheets if necessary and reams out any tube holes found l/\;.2 in. or over out of round with a special reamer and air motor. It should not require over one hour to knock out the stub ends from front sheet, and it is an exceptionally bad sheet that cannot be trued up in one hour by one boiler maker and helper. The tul^e lengths are then obtained with the as- sistance of the helper inside of the boiler. The new tul es should be 7/16 in. longer than the distance over the tube .■sheets, 3/16 in. of this lo be at the firebox end and ^ in. at smoke box end. From one to four different lengths are taken, a special wood stick with a hook at the end being provided for this purpose. The different lengths are nuni- jjered on the stick together with the engine number. The boiler maker also marks on the smoke-box the number of the lubes with their respective lengths and checks off on the tui)e sheet the areas covered by the different lengths. He per- sonally delivers the dimension stick with any necessary ex- planation to the man operating the cutting-off machine in tube shop. The stick is retained here until after the tubes are reset, and ser\'es as a check to place the responsibility if any tubes are found cut to the improper length. It is most important to have some simple but ironclad practice for obtaining the correct length of the tubes, as otherwise it will interfere with the plan of operation and cause delay. Preparing the Tube Sheets. — The boiler maker then cleans out any scale in the back tube sheet holes, using a file. In extreme cases a very light application of the roller expanders will crack and shell out the thin and extremely hard scale sometimes found. The holes in a new back tube sheet should be made 1/64 in. smaller than the nominal outside diameter of the tube and both inside and outside edges of the hole should be countersunk sufficiently to remove the sharp edges, but not more than 1/32 in. The holes in new or part new front tube sheets should be made 1/32 in. larger than the nominal diameter of the tube, and they should be similarly countersunk. The copper ferrules are then applied to the back tube sheet. Their outside diameter should be such that the ferrules will fit the hole tightly and they should be set m an exact position by a straight sectional expander having a small shoulder which seats against the face of the sheet so that the ferrule will extend 1/32 in. out from the face of the tube sheet. In some localities it is the practice to set the ferrules with a special tool before expanding it into the hole with the sectional expander, but this is an unnecessary operation. W'hen expanding copper ferrules with the stand- ard ferrule expander, a hammer not larger than a chipping or No. 3 size should be used. The copper ferrule is set back 1/32 in. to prevent working the ferrule out under the bead when working the tube, and particularly to prevent in- ferior welds when welding the beads to the tube sheet. Tlie ferrules should be ^/g in. long for tube sheets 5^ in. thick, and of a size to suit the size of the tube hole, always main- taining the swedged end of the tube to 1 J^ in. outside diame- ter. They should be of the best soft annealed seamless copper. To clean and prepare the holes for the ferrules, and appl} and secure them, should not require more than four hours with one man. Placing the Tubes. — In applying the tubes to the boiUr. the boiler maker is, at first, given two helpers, one of whom is on the car containing the safe-end tubes and passes them to the boiler maker in the smoke-box. The other helper ; = inside of the boiler. When the steam pipes are not remove I. the tubes going back of the steam pipes are first entered ard placed by the inside helper in their respective holes, care being taken not to damage the copper ferrules. All tut s back of the steam pipes and several horizontal rows at t' e bottom are thus locate^T and started in their ferrules, un' 1 there is no room left for the helper inside. He then go. s to the smoke-box, and the boiler maker goes to the firebo :• March, 1917 RAILWAY MECHANICAL ENGINEER 151 The balance of the tubes, commencing at the bottom, are now shoved through their own holes by the two helpers at the front end, while the boiler maker enters them in their re- spective ferrules by means of an iron rod. When all the tubes are in place, the second helper leaves the work, taking the empty tube car with him. The re- maining helper assists the boiler maker to spot the tubes, u.-ing a bar with, a shoulder to drive against at the front end and a gage at the back end to accurately locate the end of tubes 3/16 in. from the firebox face of the sheet. New tubes are only added to those sets which are applied to boilers tliat have not had the steam pipes removed. These new tubes being in perfect condition should always be installed in the most inaccessible locations such as behind the steam pipes so as to reduce to a minimum inconvenient removals in case of failure during hydrostatic test or later. As each tube is accurately set 3/16 in. from the tube sheet, the edge of the projecting tube at just one point is slightly turned over by one or two light blows with a special hammer, the striking face of which is something similar to a narrow fuller. This ensures no movement of the tube when start- ing the expander, and it requires no one at the front end to back up the tube. Accurately locating all tubes in the boiler, including those transferred ready for expanding, re- quires four hours upon the part of the boiler maker and two helpers. Fixing the Tubes in the Tube Sheets. — The tubes are now ready for tightening in the sheets. The helper is removed from the work, the boiler maker being given the assistance of another man, usually an apprentice. The tubes are first expanded with a straight sectional expander in connection with a long stroke hammer. One man operates the air ham- mer without it leaving his hands, while the other manipulates the expander and mandrel. The expander pin or mandrel should be driven into the straight expander until the tube is solid against the ferrule and the sheet. The tubes are then run over with a standard flaring tool used in connec- tion with a long stroke hammer, the ends being flared enough to allow the standard sectional prossering expander to enter sufficiently to get the prosser fillet just inside the water side of tube sheet. This also bells the tube sufficiently to start the bead with the beading tool after it has been prossered. The tubes are prossered with the standard sectional ex- pander, the pin of which is driven in tight, slacked off, and the expander turned slightly in the tube and driven in again. This should be done at least three times, or until the tube is properly set. All tubes should be carefully inspected to ensure that the recess in each tube has reached the full depth of the boss on the expander and is even all around the tube. \^■hen tightening the tubes to the back sheet no oil should be used if they are to be welded, for electric welding is decidedly unsuccessful if oil or even traces of oil is on the work. An oil soft soap, such as linseed soap, should be used as a lubri- cant, the remaining traces of which are much more easily removed than oil. To expand, flare and prosser the full set of tubes with the long stroke hammer should require not over eight hours' time for the boiler maker and apprentice. The tubes at the front end are expanded with the standard front end flaring tool, consisting simply of a tapered pin. Not over thirty minutes is required for this operation, after which the boiler maker returns to firebox, beads the tubes and prepares them for welding, leaving the apprentice and a helper in front end to roll the tubes with an air motor. In performing these operations at both ends at the same time, the beading follows the rolling of each tube. After beading the tubes with the standard beading tool, the operation is repeated with a roughing tool which prepares the bead and sheet for electric welding. This roughing tool is very similar to the standard beading tool, differing only in the design of the heel, which is slightly larger, having its face corrugated by the impression of a coarse file when hot. This operation removes any possible remaining trace of scale or foreign matter on the metals to be welded, as well as presenting a suitable surface for the metal to knit to. This process of brightening or roughing requires about one hour's time. In rolling the tubes at the front end, a standard self feed- ing rolling expander is used, the helper operating the air motor. It is sometimes necessary to shim a few tubes at the front end. This is done with unplanished sheet iron peaned down to a feather edge. The rolling of all tubes at the front end averages about 5 hours, whereas beading and roughing requires 6 to 6^ hours; the difference in time of the two operations is consumed by the apprentice in applying the arch tubes and mud plugs in readiness for hydrostatic test. Hydrostatic Test. — The hydrostatic test is then applied, using water of a sufficiently high temperature to cause any leak to quickly dry on the sheets or shell when they are caulked or otherwise closed up. During this test the tube setters inspect the tubes. The defective tubes, if any, are then removed by splitting, not over 2 in. at the front end and backing out. Ordinarily the amount of defective tubes so removed Should not average over one per cent, and being located out toward the center of the boiler where they are easily and readily removed through their own holes, as pre- viously explained, they can be replaced much quicker and cheaper than by testing each tube individually before it is installed in the boiler. The defective tubes removed are smashed over all welds with a hammer to prevent any pos- sibility of a defect in one of the two or three old welds being overlooked and again finding its way back into another boiler. These defective tubes are at once carried to the flue shop by the boiler maker and helper, who obtain an equal number of new tubes without safe ends which, when in- stalled, require no further testing. WELDIXG TUBES TO BACK TUBE SHEET The installation of tubes to boiler is now complete with the exception of the last and final operation of welding the beads to the back tube sheet. This welding can be best ac- complished by one of the regularly assigned tube welders of the shop. The work requires continual care and thorough- ness rather than great skill. Where a number of welders are employed, the best operator should be the chief welder and his duties should include supervising the welding work as well as instructing or breaking in new welders. He should see that the work is properly prepared for welding, which is most important for good work. When possible it is excel- lent practice in the back shop to have the chief boiler inspec- tor al^o be the chief welder, since with this comVjination all welding is thoroughly inspected from the standpoint of both durability and federal regulations, and tends to discourage any welding which might be considered impracticable or expensive. Welding fifteen 2-in. tubes per hour is a fair average for thorough work for one man. While no hard and fast rules may be laid down as to the size of the electric welding outfit, it may be said that for miscellaneous repair work around general repair shops of about 24 pits, a 600- ampere equipment, which is of sufficient capacity to take care of four operators on metal electrode work, is usually satisfactory. Cost of Welding Beads. — For tube welding J'g-ii^- welding wire of the best Norway or Swedish iron gives the best re- sults. With this material the current runs from 110 to 130 amperes per operator. With 80 per cent efficiency in the motor generator set and on a basis of 15 tubes per hour this would mean an average current consumption of 665 watts per 2-in. tube. Assuming the power to cost 1 cent per kw. hr. the cost for power would be 0.7 cents per 2-in. tube. A good welder will average 18 tubes per pound of ^-in. weld- ing rods, which at 8 cents per pound, and the welder's time 152 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 at 43J/> cent.-i per hour skives a total labor, material and power cost of 4 cents per 2-in. tube. Flux. — Opinion .seems to be etjually divided with refer- ence to the use of a flu.\ in connection with tube welding. A series of tests made with and without the use of llux de- velo{)ed no difference in results, but particular care was taken to see that the sheet was al^solutely clean. In the case of welding systems where a carbon electrode is used to form the arc, the flux is an im.{X)rtant item as it removes, by com- bination, any carbon carried over from the carbon electrode. However, this does not apply in the case of metal pencil electrodes, where theoretically at least no flux is necessar)'. Where a flux is used, it is applied most conveniently by making a paste by the addition of a small amount of water to the flux tinely powdered, and in which the electrodes are dii)[)ed and then allowed to dry. U'clJin!^ Operation. — The electric welder first runs over the tubes with an acetylene torch just sufficiently to burn off any trace of the linseed soap lubricant of foreign matter which may possibly have collected there. This does not re- quire over 20 minutes time. If at any time the sheets get wet. they must be dried or inferior welding will result. Each tube as welded is also again brightened l)y means of a stiff wire l>rush to remove am' possible trace of rust or red oxide which .so fjuitkly collects on the surface of the new metal from the hot water during the hydrostatic test. Care should be taken that the voltage is not too high. High voltage makes it easier for the operator, Ijut it is not good for the tubes, as the operator witli high voltage keeps the metal pencil y'j to "^s in. from the sheet, and the metal only sticks and does not weld. A voltage of 65, with 125 amperes, makes the operator get within 3/16 in. from the sheet, which is the correct distance for mo-st efficient welding. When WL'lding the tubes, it is desirable to start with the top horizontal row and weld across row after row. This protects the unwelded tul>es from the effects of the fumes and gas which escape from the arc. The weld of each indi- vidual tul)e should be started at the bottom, building on upon each side of its circumference to the top. If it is desirable to particularly rush the work of welding, two oj>erators can be used on the tube sheet and wall panel, partitioning them oft' from each other by means of a canvas curtain suspended from a rod inserted in one of the top tubes. After the tubes are welded, it is unnecessar\- to go over and smooth up the beads. Such j^ractice may possibly present an ajv pearance more pleasing to the eye, Imt if anything is detri- mental rather than beneficial to the welding. The tubes should be welded after the hydrostatic test to prevent loss of time and welding laljor, in case of possible failure in some of the safo-end welds. After the electric welding is com- pleted the l)oiler should then l)e filled again with water, but only at the shop line pressure, which usually is at least 50 lb. It will be found that this pressure is amply sufficient for the second test. \\ hen electric welding old tube? which have seen not over one year's service, the same methods are employed, after do- ing what working over the tubes may retjuire. For old tul>es a simj)le and efficient sand blast may l>e used. This will clean the set in 30 minutes, care being taken not to use too much sand. The operation of l)urning oft" the beads with the acet\lene torch can be omitted. LABOR REtJUIRED It is to be noted with this schedule of operations, the set of 3.i6 two- inch tubes have been removed and renewed com- plete, ready for service, without removing the steam pipes or dr}- pipe in .>7 hours by one mechanic, with the assist- ance during th's time of one helper for 10 hours, two helpers for 8 hours and one apprentice for 13 hours, and then finallv an electri< welder for 21 hours. SrPERHK.\TKR FLUES For superheater flues the same method of removing and applying is followed; the oj)erations for setting, expanding, l>eading and rolling for superheater tubes is the same as for boiler tubes, except the superheater tubes are beaded over at both ends. The holes in new sheets are 1/32 of an in. larger than the nominal diameter of the flue. The copper ferrules should be of a diameter suitable for the flue and No. 13 gage. No ferrules should be used at the front end, l)ut steel shims may be used when necessary. ARCH TUBES As the installation of brick arch tubes is similar to tube work, it is good shop practice to include the arch tube work in the tube setter's work. In removing arch tubes, they are l)urnt off close to the inside of the tube and door sheets with the acetylene torch, and the stub ends carefully split with the torch taking care not to injure the sheets in so doing. They are then readily closed in and knocked out into firebox with hammer and chisel from the outside. After the arch tube plugs have been removed, four 3-in. arch tubes can l)e removed, by this method, in 30 minutes. Any scale in the arch tube holes can readily be removed with a round file. The old arch tubes removed should be carefully ex- amined and if in good condition, which is frequently the case, they can be used again in the next smaller size firebox, first annealing the ends. New arch tubes should be ordered 2 in. longer than is absolutely required. After being heated and bent to a stand- ard template for the particular class of engine, they are placed in position in the boiler, gaged for brick, and the exact lengths laid oft", allowing the ends to project exactly '4 in. beyond the tul)e sheet. This method necessitates cut- ting off of one end only, which is done on power driven cold saw. Arch tubes of seamless drawn steel tubing J4 in. thick give the l>est results. No ferrules are used. After arch tul)es have been cut to exact length and placed in their exact jwsition in boiler, the boiler maker with one helper expands the ends tight into the sheet. The ends of the tube should be annealed and the expanding done with the proper sec- tional expander with special extended mandrel. In case of new sheets requiring new arch tube holes, the holes are cut after the sheets are in place in the boiler, using the acetylene torch with cutting nozzle secured to a special compass device. This process enables the work to be done verv quickly, about 3 minutes per hole. In the case of the outside tapj>ed holes, it can be done sufficiently accurate as to not even recjuire reaming out. The holes securing the arch tubes are smoothed uj) with air driven reamer requiring about 30 minutes per set of eight holes. Old threads in the outside holes should always be cleaned up with the proper tap. first building up the holes by autogenous welding if necessary to maintain the standard size. After the tubes are expanded in i)lace, the projecting end of the tube is lip{)ed over against the sheet at all points in the circumfer- ence, a long stroke hammer and a round three-edged tool being used for this purpose. This process requires ver>- little time and makes a substantial and secure job. T(^(1LS FOR SETTINT. TUBES It is hardly necessarv to state to any modern railroad of today that to keep down the cost and at the same time main- tain the highest degree of efficiency, it is necessar)- that methods be standardized for all tube work in the different shops and engine houses. This of course refers to both the methods of application and the materials used. Instructions must l>e issued and carried out to insure uniform methods and tools being used; tul)es installed at one point must be worked over at another point with tools that fit, other\vise the life of the tube is rapidly shortened. To insure this standardization, all tools and all gages for tools should be March, 1917 RAILWAY MECHANICAL ENGINEER 153 made by or furnished from the general or main shop, at which point master gages are kept; they should not be shipped to the outlying points on their requisitions until after carefully inspected and passed upon by some competent person. All standard gages for beading tools, mandrels and expanders should be available only at the main shop. .\11 beadmg tools should be checked at least once every tliirty days by the boiler maker foreman or some equally competent person, to see that they conform accurately to the standard gages. Beading tools not conforming to the gages sliould be returned to the mam or distributing shop for re- pairs. Beading tools should not be repaired at any outlying points. The tools when made should be marked with some suitable identifying symbol, as for example S-1, to S-5 for the straight sectional expanders, or P-1 to P-5 for prossering expanders, the number designating the purpose for which the tool is intended, and also enabling the shop men to specify exactly the standard type desired. SUPERHEATER UNIT TESTER The accompanying illustration shows an arrangement for applying the hydraulic test to superheater unit tubes. This was designed and made at the Silvis shops of the Chicago, Kock Island &: Pacific. It is made up almost entirely of standard pipe tittings with the joints on the high pressure side of the small cylinder arranged to withstand a pressure of D until the system is filled and the plunger is pushed to the extreme left. The pet cock at E relieves the air pressure in front of the water on the high pressure side, and the pet cock F relieves the air pressure on the air side. With the system filled the water supply valve D and both pet cocks are closed. The straight air valve G is then opened, permitting the air from the shop line to enter the large cylinder. The differ- ence in the diameter of the cylinders creates a pressure of water over two and one-half times that of the air, thus per- mitting a 250-lb. test pressure to be obtained. A pressure gage is located in one end of the header block. After the test has been made the air pressure is removed and the system is drained through the valve H. Two header blocks are made, one with the holes A and B 3>y% in. apart, and one with them 4 in. apart, for two styles of superheater unit tubes used. Pipe connections on both blocks are made the same, so as to be interchangeable with the rest of the apparatus. These blocks are made of cast iron. A CENTERING MACHINE BY E. F. GLASS The accompanying sketch shows a device for centering l)ins of larger diameters than can usually be accommodated on the ordinar}- centering machine. In use it has proved to be both rapid and accurate. It is made of a small speed lathe, fitted with a sliding 4^ I t t 1 aktcock y^ ' — r I 1 c -J 1^ ^1 _>l I 1 /" ll' I • I n Jx^/fonSfand T I (^.-H-^ &!^ t L J^ SM Tapped Cap Hydraulic Tester for Superheater Units ■^s 50 lb. per sq. in. The large cylinder of Syi in. diameter is inade from steel tubing. In this is located the cast iron plunger, the other end of which operates in the other cylinder of ly^ in. diameter, also made from steel tubing. The unit Tiipes are clamped to the header block C by a bolt. Water from the shop supply is admitted through the valve spindle and lever. It has a head block A, which has a taper bore varying in diameter from \y^ in. io oY^ in. The larger diameter of the bore should be 1-16 in. greater than the head of the largest pin to be centered. The device wiW center pins from the largest to the smallest diameter of the bore in the head block without any adjustment and if desired, an aux- 154 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 iliary bushing which is turned to fit the block as shown at B, may be applied for smaller work. In operating the machine it is only necessary to adjust the tailstock to conform with the length of the pin to be cen- tered. Then the head of the pin is placed in the bore of the block A and run up by the tailstock center until it fits tightly in the hole. The chuck on the end of the spindle is fitted A^ ^Stchon of Ctnfenng Block making new patterns. These patterns would cost approxi- mately $55 to $65 each, and would be used at rare intervals after the original application. It was found that the upper portion of the steam pipes for the Mikado superheater en- TflT Collar Threaded and Sc reived on Centering Machine Deveioped from an Old Lathe with a combination center drill and it is only necessary to pull the lever forward to force the drill into the head of the pin and form the center hole. This machine has been used for centering pins which have been partly finished in the turret lathe and has materially reduced the time required for this operation. MAKING STEAM PIPES BY OXWELDING METHODS BY W. H. HAUSER Mechanical Engineer, Chicago & Eastern Illinois A short time ago the Chicago & Eastern Illinois had occasion to equip two locomotives with Schmidt superheaters, and as there were only three engines in the class, a study was made to see if the steam pipes could be obtained without Fig. 2. — Method of Cutting and Welding Steam Pipes .._i gines could be used with the lower portion of the steam pipes removed from engines being converted, by welding them to- gether by the oxweld process. The steam pipes of the Mikado engines were of the outside type. Fig. 1 shows the two steam pipes used; the one on the left is that taken from one of the engines being converted and the one on the right is the Mikado steam pipe. Fig. 2 shows where the steam pipes were cut and how closely they matched. The pipes were laid off according to Fig. 1. — Caetlnga from Which the Steam Pipes for the Superheater Locomotive Were Made Fig. ;}— Welded Steam Pipe* After Testing the drawing, and were then set on a slotter and cut to the line. The two sections were completely machined and then placed in the engine, bolted in place and adjusted to the March, 1917 RAILWAY MECHANICAL ENGINEER 155 p'oper fit. The two sections were then tied together by welding them at opposite points for a distance of about 1^ ii;. The pipes, with the sections thus fastened together, were then taken down and the welding operation completed. The pipes were welded at a cost of about $1.50 each. The cost o: the new Mikado pipe was approximately $12 with salvage from the lower half of about $3, making the cost of the new pipe approximately $9 plus $1.50, or $10.50, whereas had new patterns been made the pipe castings alone would have cost niore than the entire cost by this method. The application of the steam pipes in the superheater engine after the pipes were welded is shown in Fig. 3. In another case it was desired to convert a locomotive of the cross compound type, the only one of its class, to a simple engine. In order to make the change it also would have been necessary to make two new steam pipe patterns, but this was obviated by using a combination of steam pipes in a way similar to that described above. Fig. 4 shows this installa- tion. The original tee-head in the engine was a three-bolt tee-head. A standard four-bolt tee-head was appl'ed and BOOSTING THE GENERAL FOREMEN*S ASSOCIATION Two of the letters received in the competition on the "Bene- fits Derived from Convention Attendance" were from mem- bers of the International Railway General Foremen's Asso- ciation, and are as follows : BY C. L. DICKERT Assistant Master Mechanic, Central of Georgia, Macoo. Ga. What benefits have I derived from attending General Foremen's conventions? Representatives from practically every railroad in the United States and Canada are in at- tendance and each has something good to offer. My object in attending ib the good I get out of them, and I have never come home without something that more than paid the ex- penses of the trip, and the results were almost immediate. On some occasions methods were described by men located at or near the place of meeting, that I wanted to see in actual operation. I took a side trip with but little expense, thus not only bringing out the advantages of the practice in ques- Nen/ l^perHead OrmeUed Original HP. Mearn Pipe ConnecHon for_ Leff Sham Pipe Cufhere and Otmid Right Sfeam Pipe Fig. 4 — Welded Steam Pipes for a Converted Cross-Compound Locomotive the top flange of the original steam pipe was cut off and a flange from a right hand steam pipe, of which there was a pattern, was welded on. This made the left hand pipe com- plete at a cost of about $1.50. The right hand pipe was made from a new right hand pipe of which there was a pattern. This was cut just below the center, as shown, and a 16-in. section from the pipe from which the upper flange for the left pipe was obtained, was welded on. To this was welded the lower flange from the original cross compound pipe, which was to be scrapped. In other words, two right hand pipes were used to furnish sufficient material to make the two steam pipes for this engine. The sections of these pipes were also assembled on the engine and partly welded in place and then taken down to complete the welding operations. These steam pipes have all given very satisfactory results and undoubtedly saved a considerable amount by doing away with the necessity of making expensive patterns. A Good Boiler Tube Record. — That high rates of driv- ing are not detrimental to a boiler provided it is accompanied by proper supervision needs no better proof than the fact that the Interborough Rapid Transit Co. has a record of fourteen tube renewals a year out of sixty-four boilers. — Power. tion more clearly, but getting me in touch with other good practices. At these conventions we meet and talk with the best in- formed railway mechanical men in the country, and they talk freely of what they are doing. To enumerate all the good I have received from attending the conventions would take too much time and space; one instance must suffice. At one of the conventions I learned of a tool used in another shop that cut the time on certain work from hours to minutes. This one thing alone was well worth going after. The good I get when attending these conventions is not confined to any one department, but covers both locomotive and car departments. I have been able to solve s(»ne knotty problems by talking with men from different roads. Some- thing is wrong with the man who takes an active part in the meetings of the General Foreman's Association, and is not benefited thereby. BY W. W. SCOTT General Foreman, Delaware, Lackawanna & Western, East Buffalo, N. Y. My personal experience with railway mechanical asso- ciations covers a period of years, but I will confine myself to what I know about the International Railway General Fore- men's Association and the opportunity offered its members 154 KMI.WW MKCHAXICAL EXGIXKKR Vol.. 91. No. 3 ilian' Lu^hiniz which i* tunud to tit the hhxk as shown at B, may be applied for smaller work- in operating the machine it is only necessar>' to adjust the tailstock to conform with the length of the pin to he cen- tered. Then the head of the pin is placed in the bore of tlic block A and run up by the tailstock center until it fits tightl\ in the hole. Tlu' chuck on the end of the .spindle i> titteil , , ^^ectmn of CfntrrirvfBfoeli making new patterns. Ihese patterns would cost approxi mately $55 to $65 each, and would be used at rare interval after the original application. It was found tliat the uppc [portion of the ."^team pipes for the Mikado superheater en Cellar Threoiied Centering Machine Developed from an Old Lathe with a combination center drill and it is only necessary to pull the lever for\vard to force the drill into the head t)f the pin and form the center hole. This machine has been used for centering pins which have been partly finished in the turret lathe and has materially reduced the time required for this operation. MAKING STEAM PIPES BY OXWELDING METHODS BY W. H. HAUSER Mechanical Hngineer, Chicago & Raslern lllinoi!! A short time ago the Chicago & Eastern Illinois had occasion to equip two locomotives with Schmidt superheaters, and as there were only three engines in the class, a stu made to see if the steam pipes could be obtained without la Drrll Fig. 2. — Method of Cutting and Welding Steam Pipes ■-■■^. . . ■ gine> could l>e u.^ed with the lower }iortion of the steam pipi- removed from engines being converted, by welding them to- gether by the oxweld process. The steam pipes of the Mikado engines were of the outside type. Fig. 1 shows tin- two steam pipes used; the one on the left is that taken from one of the engines lieing converted and the one on the right is the Mikado steam pipe. Fig. 2 shows where the steam pipes were cut and how closely they matched. 'I'he pipes were laid off according t( Fig. 1. — Castings from Which the Steam Pipes for the Superheater Locomotive Were Made Fig. 3 — Welded Steam Pipes After Testing the drawing, and were then set on a slotter and cut to the line. The two sections were completely machined and then placed in the engine, bolted in place and adjusted to the M AKl 11. l'*17 K'AIIANAV MECHAXICAL EXGIXEEK 155 j oper fit. The two sections were then tied together by V Ming them at opposite points for a distance of about lJ/4 i The pipes, with the sections thus fastened together, were t n taken down and the welding operation completed. The J jies were welded at a cost of alxjut $1.50 each. Tin.' cost .0 the new Mikado pipe was approximately $12 with salvage ' )m the lower half of about $.), making the cost of the new »e approximately $9 plus $1.50. or $10.50. whereas had new ttems been made the pipe castings alone would have to-t -re than the entire cost by this method. The application , the steam pipes in the superheater engine after the pipes ■■ ere welded is shown in Fig. ,^. In another case it was desired to convert a locomotive of i le cross compound type, the only one of its class, to a simple igine. In order to make the change it also would have l)een ■cessary to make two new steam pipe patterns, but this was iviated by using a combination of steam pipes in a way milar to that described above. Fig. 4 shows this installa- in»n. The original tee-head in the engine was a three-bolt fi'c-head. A standard four-bolt tee-head was appl'el and BOOSTING THE GENERAL FOREMEN'S ASSOCIATION Two of the letters received in the competition on the "Bene- fits Derived from Convention Attendance" were from mem- bers of the International Railway General Foremen's Asso- ciation, and are as follows: BY G. L DICKERT :^ Assistant Master Mechanic, Central of Georgia. Macon, Ga. \-.. ■ \Miat benefits have I derived from attending General Foremen's conventions? Representatives from practically every railroad in the I'nited States and Canada are in at- tendance and each has something good to otter. M\ object in attending i^- the good I get out of them, and I have never come home without something that more than paid the ex- penses of the trip, and the results were almost immediate. On stjme occasions metiiods were descril>ed l)y men located at or near the place of meeting, that I wanted to see in actual operation. I took a side trip with but little expense, thus not only bringing out the advantages of the practice in ques- Neiv Uoper Htad Ormf 'ded on Originat ¥ /? SfieowPrpe- Connechon for^ Left Sfeam Pipe ..'..■ I Connechon for '. ■ ■-. : '."••-,■■ ■ ' ' ^'~ RighfSfeam Pipe -':''- Fig. 4 — Welded Steam Pipes for a Converted Cross-Compound Locomotive Cofhen and Offre/d the top flange of the original steam pipe was cut off and a flanne from a right hand steam pipe, of which there was a pattern, was welded on. This made the left hand pipe com- plete at a cost of about $1.50. The right hand pipe was made from a new right hand pipe of which there wa- a pattern. This was cut just below the center. a> shown, and a 16-in. section from the pipe from which thi- upper llange for the left pipe was obtained. \v;i- weldecl on. To this was welded the lower flange from the original cross compound pipe, which was to be scrapjied. In otlier words, two right hand pipes were used to furnish sufficient material to make the two steam pipes for this engine. The sections of these pipes were also assembled on the engine and partly welded in place and then taken down to complete the welding operations. These steam pipes have all given very satisfactory results and undoubtedly saved a considerable amount by doing away with the necessity t)f making expensive patterns. A G(Hti) B.tii.KK Tuni: Record. — That high rates of driv- ing are not detrimental to a boiler provided it is accompanied by proper -upervision needs no better proof than the fact that the Interltorouiih Rapid Transit Co. has a record of fourteen tul)e renewal- a vear out of sixtv-four boilers. — Poiter. tion more clearly, but getting me in touch with other good pruetices. At these conventions we meet and talk with the l>est in- formed railwav nuNihanical men in the countrv, and thev talk freelv of what thev are doimj. lo enumerate all the gcxxl I have received from attending the conventions would take too much time and .^pace; one in-tan> e must sufiue. M one of the conventions I learned of a tool u>ed in another shop that cut the time on certain work from liour^ to minutes. This one thing alone was well worth going after. The good I get when attending these conventions is not confined to any one department, but covers lx>th locomotive and car departments. I have been able to solve some knottv p.-ol)lems by talking with men from different roads. Some- tliing is wrong with the man who takes an active part in the meetings of the General Foreman's A.-^sociation. and is not benefited thereby. B^ W. W. SCOTT General Foreman, Delanare. I.acka\%anna A Western. Ha«t Buffalo. N. Y. My personal experience with railway mechanical asso- ciations covers a |x^ri(xl of years, but I will confine mvself to what I know aliout the International Railway General Fore- men's. Association and the opportunit\ offered its meml>ers 156 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 to advance in their chosen field by close attention to reports and discussions on shop and roundhouse efficiency and better shop methods which increase shop output at a reduced cost. One of the best arguments is the book entitled "Shop Kinks" published by the Railway Age Gazette. This inter- esting and valuable book, containing all the best shop kinks up to the time of publication, was the result of several discus- sions on shop kinks and efficiency at a meeting of the Gen- eral Foreman's Association; l)y taking advantage of the ideas contained within its pages, I was able to reduce my cost of output in some cases .>0 per cent. One item in particular might be interesting as an illustra- tion. I found that a roundhouse machinist would lose 35 minutes each nine-hour day in going from his work to the tool room for the wrenches used in his work. We had fifteen machinists at that terminal. In other words, out of 15 the railroad paid and gave away the services of one full paid machinist. This extravagance was removed by introduction of portable tool boxes. It saves labor and gains the com- pany the use of one more mechanic without increasing the payroll. The limit of 750 words placed on '"Bcwster" articles pro- hibits me from mentioning other items. All mechanical or- ganizations in general, and the General Foremen in partial lar, point with reasonable pride lo many of their members who have ascended the ladder of opportunity with nothing back of them but their dogged persistency to learn and ab- sorb the best offered at the convention. Railroads want efficiency, and usually get it, but the aver- age efficiency of a railway shop or engine house is low. It has the practice that comes with a day's work, that's all. .\ progressive foreman is not satisfied with just a day's work to his credit but wants to know what other men are do'ng in the same line of endeavor. A triji to the convention Ijring? him back with new ideas to incrca.^^e the shop output. He is enthusiastic in his work and eventually by his convention ac- tivities pays the railroad a substantial dividend on the ex- pense money invested. The pilot pin can be made of any size desired. At the shop^ where this tool is used it is the practice to drill a one-in. hole in the flue sheet and a pilot pin of 63/64 in. diameter is used. TOOLS FOR CUTTING HOLES FOR SUPER- HEATER FLUES The special cutter shown below is designed for cutting and chamfering the holes for superheater flues in one operation. The shank is made to fit tlie drill press spindle, and is hollow to receive the pilot pin. The body of the tool is turned in the lathe, with the collar, as shown, extending .)4 in. below the disk. The four recesses are then shaped out and the holes for the tools and set screws are finished, after which the Tool Which Cuts and Chamfers Holes In Flue Sheets parts of the collar in front of the tools are cut away. The collar thus supports the tools, so that there can be no pivot chattering. Two tools, set at diametrically opposite points and shaped as shown in the dotted lines, cut the hole through the sheet and the other tools chamfer the edge to a radius of 1/16 in. SOME ARC WELDING INFORMATION* II BY F. G. SAUSSUREt Perhaps no other machine tool of recent years has made such a great impression upon the mechanical world as has the electric welder, and there are few men engaged in the repair or manufacture of iron or steel commodities who are not more or less familiar with its use. De Meritus, in 1881, seems to have been the first to Fifl- 1 — A 6- In. by 8- In. Frame Section Prepared for Arc Welding emphjy the electric arc for welding, but little is known of his experiments except that a carbon electrode was used. The Benardos carbon electrode process was a later development and is still employed for certain classes of work. The carbon electrode process has the disadvantage that carbon is deposited in the welds, therefore little, if any, machining can be done because of hard and brittle metal. Besides this, the work is limited to a downward position Fig. 2 — The Frame Weld Completed since it is a puddling process. These objections were overcome by Slavianofft when he developed the metallic pencil process, which is now in most general use. GENERAL USES Practically everv' railroad in the United States uses elec- tric arc welders, and on some systems nearly every shop * The precei>t arguments is tin- l)ook entitled "Shoj) Kinks" {)ul»lished \>y the A'ci/Vtc/v Ai;r (.i'lZittt. Ihis inter- estini; and valual)le Ixnyk. containing all the Kr^t -hop kink- up to the time of pul'li( ation. was the re>ult of >everal discus- sions on shop kink- an-\ taking adv;ini;iL;i' |ia.i;e>i. I wa-^ al«le to redun' ni\ co-t of output in some ca-ix .><> |>er cent. ( >ni' item in partieular nnuht I'C intere-tini: a- an illustra- tion. 1 found that a roundlmu-e machini>l wduld lo-e .v^ minuti- ea( h nine-hour (hi\ in 1,'oini: from hi* work to the tool r(»om for tlu- wren« he- u-ed in hi- work. We had hftetn machini-t- .it that terminal. In otlur word-, out of 1.^ the railroad paid and u'ave away the -er\ iees of one full paid machini-i. Ihi- extravairance wa- nnioved Ky introthu tii»n of portable tool lio\t-. Ii -avi- l.dior and uaiii- the com- j)an\' the u-<' of one nmre nuihanie without in( rea-ini: the {)aynill. The liiiiit of T.^ti word- phut-d mi ■■lin.i-tt r"" artiele- prn- hil»its nu- from nit iiiioninL' other item-. .\ll nuch.niiial or- Cani/ati< n- in ueniral. and tiie (General I orenun in pariicu lar. ]»oint with rea-onal>K- jiriile to many of their m«'ml>er- \vho have a-t ended the ladder of opportunity with notliiuL: hack of them l>ut their doLiLied iier-i-teni\ to It.ini .md ali- .-lorh thv' lie>t offered at the « onv.-ntion. Railroads want etVuiiiuy. and u-uall\ uei it. hut the aver- aue I'tViciiin \ of a railu.iy -ho|i or eniiine h<»u-e i- low. It has the praitiee that * onu- with a day - work, that- all. A j)roi:res>ive foreman i- not ^ati^iud with ju-it a day"- work t<» his ( ndit hut w.int- to know what other men .ire do dl; in the •.•.me line of en«lea\aik with new idia- to iiuna-i- the -Imp output. lie i- enthu.-ia.-tit' in hi" work and iveniuallv l>y hi- lonvtntion a. tivitie- [)a\.- the railri>ad a -uU-tantial dividend on the e\- petl-e iilollev inve-ted. The pilot pin can he made of any -ize desired. At the sh ; where this tool is used it is the practice to drill a one-in. l^ in the t1ue sheet and a pilot j)in of <>.^ (>4 in. diameter is use ' TOOLS I OK CI Tl IN(} HOI I-:S FOR SITM-K- MF.VII K Mils I he -pel i.il eulter -liowii hejow i- di-i'jneil for » uttin'j and chamferinii the IkjK- for -u|>erlieater line- in ime o|>eralion. Till- -hank i- math- to lit the drill pr»— -pimlle. and i- hollow to receive the })ilot pin. The liody of the t -upports the tool-, so that there can he no jiivot :haiterinL'. 1 wo i(K)l.-, set at diametrically opposite jioints and shaped as shown in the dotted lines, cut the hole throuuh the sheet an- has ma -ui h a 1,'reat impre-.-ion upon the mechanical world a- h (he eleclrii welder. an who a !iot nion- or le.-.- familiar with its use. I)e .\leritu-. in IS.Sl. -i-ein- to have heeli the t'lrst ■■ Fig. 1 — A 6-ln. by 8-ln. Frame Section Prepared for Arc Welding einjiloy till' ele( trit ari for weldini.;. hut littK i- known of li »\|ieriinenl^ eXiept th.it a (arhon eKctHKU- wa- u-ed. II lieiiardo- earii«)n ehctrode pr(Ki-> was a later developliKir .md i- -till imployed tor urtain classes of work. rile carhon eleitrode pro< e>-- ha- tlu- di-advanta.ne th.i! t .irhon i- depo.-iti-d in the weld-, tlurefore littU'. if an\ iiuiehinimr ean l>e done he« ause of hard ami hrittle met.ii lJe-ide«i thi-. the work i- limited to a downward positi' i Fig. 2 — The Fr.ime Weld Completed >ince it i- a jiuddlini,' priness. Ihi-.-e ohjeition> wi ri overcome hy Slavianoff+ when he developed the metalli' |K-ncil proce-s, which i- now in mo-t iii-iu-ral use. • ..■ . .; (.kni-:hai, isKS . '^^: :. ■ Prattically every railroad in tlu- I'liited State- u-e- ilec trie arc welders, and on some systems nearly every shop Tin- |irice^. ^" Kiiniiu-» T. Sitimiii.|\\'<-ii/tl KU-nrii- \V< Miiik C;ii)y. |-"">r n ili-i->i>-i(:ii uf tlie t-arlii.ii atnl innal elcctroilf jir^ n--i<, -;. i'.'l. Mar 11. Vn7 KAii.w \^ mfa HANK \L i-:\(iiM:i:K 157 and roLiiulliousf lia;> i»ecu jiivcn ihc "puttiiii: on tool*' that was >u.sz,msti(l tt> tlu- man who •"tiHik too much off" or drilled a hok- iiuornctly. Ncarl\ every part of a locomotive or car subject to wear or lireakaji;e has heeii repaired by arc wcldinu. and the illu>tratioiis show a few e-\anipk> which j^ive an ex- cillent idea of the enormous savinijs that may he obtained li\ till- jtrot. ess. A fr; nu- of ()-in. by .S-in. section can bt- jirepared and and one in which the princi]>a1 r«.f|uireim'nt i- reliabilitr of the repairs made. c osT OF ^v^:I.mxf. The rehitionsiiip between |K»wer iniakr at the motor L'en- crator and metal aj>plied at the weld ha~ Ixen found lo be from 2.1 to 2.U kilowatt-hours jht pound of metal aj)]ilied. With a weldimj current of 175 amj)eres. alKmt v>.2«S lb. of electriKles are used pir hour. In the previous article it was shown that -^4 j>er cent mu-t be adfled to the volume of the o[>«.nini; t(» find the amount of welding metal re<|uired and that 2(> jhT criit of tlu- electrtMle i> wa>ted in >tul> emjs. Fig. 5 — Broken Cylinder Which Was Repaired by Arc Welding Fig. 3 — A Firebcx PntcJi Tacked in Place for Arc Welding weldifl ( l"iu>. 1 and 2) in alioul twelvr hour-. li\ \\\y black>niitli method, wheri' llu' einiiiic wa> -tripprd to takv till' franu' to the hri. or oil liunur- wrri- u-rd to wild in a ""Dutc hnian. " tlu- time ri(|uire(l wa- from thne to >evi-n day-, and the co>i ovi r ^2(Ml a- compared with about SJO |,- ji,^. volume of the opminu -hould amount to 5 lb. of metal and we imrea-e it by thcM pi-n tinatn-. it will take about 1" lb. of cleitHHle to d(» the work; at 4.2.S lb. prr hour, tiravc (( lucrii. but now. a> illu-tniti.l in Fin.-. .> an 1 4. tlu- ji,^. tj,„^. ri,juired will bi- about three hour-, and at 2A kilo- watt hour- j>Lr 111. of nutal a|>pli«(| (\\!ii«h i~ 54 |Kr tint ovir 5 111.) tlure will In 1 •• crnt-. 1 he co-t of elettrodr- at (»'_• ir lb. i- o5 for the electric pnKcss. The firebox that needed a jiatih or a nrw half -idi' -heet onu' sinw tlu- iKiilcrmaki r fonnian Fig. 4 — A Completed Firebox Weld j)roposition i- n(jt -o -i rious. I.ocoinolivt- c\ Under- ( 1 it:-. ■'' and ()) are welded with savinns e\in more jironounnd than in the case of a frame or lire box. Fig. -Reboring the Welded Cylinder ruiK>, however, |triMnt the mo>t >trikint: example of tiiit-. iO these charm.- mu>t be adr the use of electric weldinu'. for >ince the advent of the welded tube it is not uncommon for a set of tubes to remain in a IfKomotivi- uiitil the limit of the time allowed bv law. One trunk line furnisher t'lirure- showinij 20. (KX) .md overhc.id. which will more than doubh- tlu total. +:i.rF.s 1 here i- a dctlnite rtlation-hip Intwitn the -i/.e (»f rlec- miU'> jier lube failure befori' weldini: compared with 50.000 trode- and the proper amount of current to Uti-ed. Weldini? miles per welded tube failure. t urrent ranges from 70 tt> loO ampere- and electnkle -izes Xot only on railroads, but in marine repair work, the from ^^< in. to 5 lo in. It i- al-o of important e th.it the electric welder has for a lonj; time held an important place elettrodes be of the bt>t tjualit}. llu e 158 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 clean and bright and of uniform size and chemical composi- tion, and for general work the carbon content should be low. Bad welds are sure to result from the use of improper materials. The best electrodes are those made of either Nonvay tr Swedish welding iron, or certain brands of sim- ilar composition manufactured in this country. A little manganese in the welding material does no harm, but the presence of phosphorus or sulphur has the same bad effect as in other iron and steel products. USE OF FLUX The pro and con of the use of flux has been much dis- cussed, but though the writer is a firm believer in its use it should be a question for the individual to decide. There is no question of its value in a weld as made in a blacksmith's fire, but the conditions are altogether different. The objects of flux as claimed by advocates for electric welding are two-fold: It purifies the weld, and it excludes the air, thereby preventing oxidation, while the metal is in a molten condition. Several brands of prepared fluxes are on the market, or one can mix his own flux, according to formulas easily obtainable from manufacturers of welding apparatus. To use the flux the powder is mixed up with water to form a paste, the electrodes are dipped into the mixture and allowed to dry. A few minutes in the morning will be sufficient time for the operator to coat electrodes for a day's work. and has planed over 30 cylinders. It has given no trouble and the work has proved to be accurate. A NOVEL PLANING DEVICE BY J. W. HOOTON A useful tool for planing cylinders is the extension head designed by the writer and used in the N. C. & St. L. shops at Nashville, Tenn. It is designed for finishing cylinders on a planer which will not permit the casting to pass under the cross rail. The extension head is applied to the planer by removing the tool post apron and fastening the extension casting to the head with 1^-in. studs. The construction. Extension Tool Posta for Planing Cylinders Which Will Not Pass Through the Planer Housings which is very simple, can be readily seen from the short extension shown on the side head of the planer. The tool at the end can be set to any position and by turning the head a cut can be taken at any angle, which makes it possible to plane the cylinders in the most convenient position and thus saves time. The upper extension head is 48-in. long and a shorter arm 36-in. long, used for planing the exhaust seats, is applied to the side head. This tool has been in use for 15 months WELDING HIGH-SPEED STEEL TIPS TO TOOLS BY J. G. FRASER Many roads have reported good success in the welding of high-speed steel tips to lathe tools by the electric and acety- lene welding systems, but welding under pressure by the use of a compound has been confined to the smaller sized tools. However, the Canadian Pacific has developed a method which is giving satisfactory results at the Angus shops, not only on small shanks but also on wheel lathe and other large tools. The method is as follows: The shank is ground or shaped to receive the high-speed steel and is then placed in the fur- nace along with the high-speed steel tip, which has been drawn to shape and ground clean on the welding face. They are heated to a red heat, or about 1,500 deg. F., re- moved from the furnace and cleaned of scale, and compound is applied to the shank. The tip is then set on and placed under an air press and pressed down until the compound has firmly adhered to both the tip and the shank. The tool is then replaced in another furnace and heated up to 2,000 deg. F., removed from the furnace and placed under the press again for a final pressure, after which it is cooled off under the air blast, or it can be cooled at atmospheric temperature with very good results. The shanks may be drawn down from old axles or tires, or, if they must be purchased, steel with from .30 to .50 carbon is the most satisfactory. This welding is applicable to any kind of tools regardless of their use; wheel lathe tools which are used in extraordinarily heavy service stand up as well as the smaller tools. The percentage of losses is approx- imately 2 per cent; that is, two tools fail in every hundred welded, and this is discovered in the smith shop by a simple test system. The cost of oxy-acetylene welded tools is, material 61 cents, labor 35 cents, a total of 96 cents. The electric process costs, for material 23 cents, labor 15 cents, a total of 38 cents. The welding compound process costs, for material 10 cents, labor 11 cents, or a total of 21 cents. This method effects a considerable saving and the results are highly satisfactory. REPAIRING CRACKS IN THE FLANGES OF TUBE SHEETS BY DANIEL CLEARY It of tens happens that a flue sheet which is in fair condi- tion has troublesome cracks extending from the rivet holes to the calking edge of the flange, and also short cracks leading from the rivets towards the knuckle of the sheet. These conditions are usually found where the flue sheets are fastened with cone head rivets and sometimes the flue sheet will be found to have drawn away from the side sheet. The method of repairs given below has been used successfully to over- come the trouble due to these conditions. The heads of the rivets should first be cut off, but the rivets should not be backed out of the sheet. The flanges should then be scarfed with a pneumatic hammer from the rivet holes to the calking edge of the sheet, leaving the sheet about half the thickness of the plate at the calking edge. All the rivet holes should then be countersunk. If the flue sheet has drawn away from the side sheet, heat the flange with an oil burner and when the proper heat has been secured, remove the burner and put machine bolts through the rivet holes where needed, then draw flue sheet up to its place and hammer it so that it will fit up well against the side sheet. With good workmanship, this method will prevent further trouble from the cracks in the tube sheet. "'r"T'TPTnT"r'r" * 'l * «'«'-'-'«'-»«'«'Jg5-« a « « « .^ a AJlJ^^u^A^ imBiinMi»i>ii*i> ,>'iTi:a:a:a:«!«!*:>:a;«:a:»:a:>a FOX SENSITIVE MULTIPLE DRILL A small, inexpensive, sensitive multiple spindle drilling machine to be used for light drilling, counter sinking, etc., has been placed upon the market by the Fox Machine Com- pany, Jackson, Mich. It is of simple construction and was brought out to fill the urgent need for a machine that could take care of the multitude of light jobs of drilling, counter sinking, etc., for which the heavier multiple drills are not well adapted. The machine as regularly built is shown in the illustration, but if it is desired to be used as a bench machine, the base can be mounted on a thin base plate. The column and base are of box construction, with the table cast separate, so that various size tables or special fixtures can be placed on the base. The table has a wide oil flange and an oil drain pocket, with T-slots in the flange to receive clamping bolts securing jig stops to the table. Hyatt roller bearings are used upon the idler pulleys and the drive pulley on the vertical shaft Fox Sensitive Multiple Drill runs in bronze bushed bearings, end thrusts being taken up by ball bearings. The machines are designed to take drills up to 3^ -in. in diameter and are furnished with either 9-in. or 12-in. round heads which can be equipped with from two to ten spindles one-in. in diameter or from two to sixteen spindles ^-in. in diameter. All pinions have double bearings turned integral with the pinions and the gears run in an oil bath. The adjusting arm is of a new type which permits the ad- justment to be made very quickly and holds the bearing securely to the arm. The universal joints are of the Fox patented type which are composed of three parts only, no pins, screws or rivets Ijeing used in their construction. The drill spindles are of crucible steel. Sufficient provision has been made for the thrusts upon the ball bearings to reduce the strain at this point. The builders are prepared to furnish cluster plates for these machines for use on complicated layouts where the regular type of arms cannot be used. LOCOMOTIVE CYLINDER AND \ AL\ E CHAMBER BORING MACHINE "With a view to eliminating the time lost in resetting cyl- inders when boring piston valve chambers, the Newton Ma- chine Tool Works. Philadelphia, has lately developed a ma- chine which retains all the special features of its standard cylinder boring machine, but has an unusually large range of adjustment for the table, both vertically and laterally. This machine, like the former design is adapted to bor- ing and facing both ends of the cylinder at the same time at the most rapid rates permissible with high speed tool steels. The spindle is 7 in. in diameter, has 12 ft. of gear feed and hand adjustment and a rapid f)ower traverse in both directions. In order to permit using small boring bars Newton Cylinder and Valve Chamber Boring Machine for boring the valve chambers, the end of the spindle is fitted with a large taper with retaining and drift key slots. The spindle is caused to rotate in unison with the spindle sleeve by means of a double spline and full length keys. The sleeve revolves in cap bearings, so arranged that the driving worm wheel is supported on both sides. The worm wheel engages with a hardened steel worm, fitted with a roller thrust bearing and both are arranged to be submerged in a bath of oil at all times. The worm wheel drive is particularly ad- vantageous when boring work with intermittent surfaces, such as is encountered in facing the ports of locomotive cylinders as any spring, due to the release of tension under heavy cuts, is taken up by the angular teeth. The bearing which carries the facing arm is cast integral with the spindle sleeve and as this bearing carries no key it is possible to bore while the facing heads hang stationar}? 159 I5n l<\Il.\\\^ mklhaxical engineer \oi.. 91. Sn. 3 clean und f»n\;lit and ot" uiiitorin -i/A and ilum^ial luinpn^i- tion. and lur general work the carl -on loniiiit ^iiould be \o\\. liad Weld? are >ure to result from tlu- use of improi)er material?. The l>e>t electrodes arc tho^i made of either Norway or Swedish welding iron, or lertain lirand- of sim- ilar com|)0'ition manufactured in thi-i couiiiry. A little manjj;am>e in the welding material doe> no hami. hut thi- [•resence of phosphorus or tlu- -inu- Lad effect ;i,s in otlur iron and steel priMJucts. .... . ■.<'■.-";'. rsK OF F?-ux--' . •- ...■.;' ... ; •• The pHi and con of the use of l1u\ hi- \tion for the individual to deci«U'. Ihere i- no <|Ue"tion of it> value in a weld a~ made in a Mai k*mith .- fire, hut the conditions are altogether different. The ol)jetts of llu\ as < laimed liV advocates for electric welding are two-fold: It ])urifies tiie weld, and it excludes the air. therehy preventing oxidation, while the metal i- in a molten tondition. S^^veral hrands of prepared fluxes arc on the market, or one can mix hi>i own tlux, aciorilimr to fomiula- ea-ih olitainal)le from manufacturers of welding apparalu-. I •> use the ilux the powder is mixed up with water to fonn a . pa.-te. tlu' electrode- are dipped into the mixture and allowed / to dr\. .V few nn'mitf- in tlie morninL' will ho -uftuii-nt time ... for the operator to coat electrodes for a tlay? work. and has planed over 30 cylinder-. It has given no trouble and the work ha- |)rovecl to he accurate. A N(n HI. PLANING DHMGE n\ J. w. Hooro.N A useful tool for planing cylinders i- tlu- i-\ten-ion head designed l»y the writer and used in the X. ( . & St. I., -hop- at Xa-hville. Tenn. It is designed for linishiniz lylinder- on a planer whit h will not permit the casting to pa.-> under the cros- rail. The extension head i- applied to the iilaner by removing the tCMol post apron and fastening the extension ca.-ting to the head with 1 ' .s-in. studs. The con-iruction. Extension Tool Posts for Planing Cylinders Which Will Not Pass Through the Planer Housings whith is very simple, can be readily -een from the -hort extension ^hown on tlie side head of the planer. The tool at the end can he -et to any position aiul by turning the head a ait can he taken at any angle, which makes it pos.-ihle to plane the cylinder- in the most convenient position and thus saves time. 'Ihe up{>er exten-ion head i- 4.s-in. lon-z and a -horter arm .>6-in. lung, u-ed for planing the exhau-t -^eats. i- ajiplied to the -ide he.ul. Thi- to^jl has been in u-e for 15 munth- WELDING HIGH-SPHKD STEEL TOOLS TIPS TO in J G. FKASIK .Many ntad- have rejKjrted good -uccess in the welding of high--peed steel tips to lathe tools by the electric and acety- lene welding systems, hut welding under pressure by the use of a compound has been contmed to the smaller sized tools. However, the Canadian Pacitic has developed a method which is giving satisfai tor\- results at the .\ngus shops, not only on «mall -hank- hut also on wheel lathe and other large tools. The method i- as follows: The shank is ground or .shaped to receive the higli-speed -teel and is then placed in the fur- nace along with the high-speed -teel tip. which has l)een drawn to shape and ground clean on the welding face. • Ihey are heated to a red heat, or about 1,500 deg. F.. re- moved from the furnace and cleaned of scale, and compound i- applied to the -hank. The tip is then set on and placed under an air press and pressed down until the compound has nrml\ adhered to both the tip and the shank. The tool is tlun replaiid in another furnace and heated u|t to 2.000 deg. I-., removed from the furnace and placed under the press again for a final pressure, after which it i-^ ccM>led off under the air blast, or it can be c() to .50 rei:ardle-> oi their use: wheel lathe t. two tool- fail in c-ver\ hundred welded, and this i-^ discovered in the -mith shop \)\ a simple te-t .-ystem. The cost of oxy-acet\lene weUled tt)ol.- i-. material (>1 ic-iit-. labor .o cents, a total of 06 cents. The electric prcxess ((Xts. for material 2.^ cents, labor 15 cents, a total of 38 cents. The welding compound jjrocess costs, for material 10 cents. I.ihor 11 cents, or a total of 21 cent-. This metlKxl effects ■I I onsiderable -aving and the results are hiuhlv satisfactory. • KEPAIKING GKACKS IN THE FLANGES OF Tl BE SHEETS i : : ^ BY DAMI-I. CLFARY ":'.,; .' •"i^': : It oftens hapi)en- that a tlue sheet which is in fair condi- tion ha- troulile-ome cracks extending from the rivet holes to the calking edge of the llange. and al-o -hort cracks leading I'rom the rivet- toward- the knuckle of the sheet. These 1 ondition- are usuall\ found where the llue -heel< are fastened with cone head rivets and sometime- tlu tUu- sheet will he found to have drawn away from the side- >heet. 'I'he method of repairs given below has l)een used .-urce-J^XJ>AlJ^MiM^AUdJ!iAJm FOX SENSITIVH Nil LTIPU: DRILL A -mall, inexpensive, sensiti^-e multiple spindle drilliniz mailiine to be used for light drilling, counter sinking, etc.. has Keen placed upon the market by the Fox Macliine Com- pany, Jackson. Mich. It is of simple con.-^truction and was brought out to till the urgent need for a machine that could take care of the multitude of light jobs of drilling, counter sinking, etc.. for which the heavier multiple drills are not well ada[)ted. The machine as regularly built is shown in the illustration, but if it is desired to be used as a bench machine, the base- can be mounted on a thin l)ase plate. The column and base are of box construction, with the table ca>t separate, so that various size tables or .'special fixtures can be placed on the base. The table has a wide oil flange and an oil drain pocket, with T-slots in the flange tf) receive clamping Ixilts securing jig stops to the table. H\att roller l)earings are used upon the idler pulleys and the drive |)ulley on the vertical shaft . '. Fox Sensitive Multiple Drill run^ in bniii/e bushed bearings, end thrusts being taken up by ball bearings, vv '.;:; .//.-•. ^^. "■ riu machines arc designed to take drills uj) to ',i>-in. in diameter and are furnished with either 9-in. or 12-in. round heads which can be ecjuipped with from two to ten spindles one-in. in diameter or from two to sixteen spindles ;4-in. in diameter. .All pinions have double bearings turned integral with tht j)inions and the gears run in an oil bath. The adjusting arm is of a new type which permits the ad- justment to be made very quickly and holds the bearing securelv to the arm. The universal joints are of the Fox l)alenteil tvpe wliitli .ire compo>ed Ining u-ed in their < on-truiiion. Fhe k >teel SulTu itnt provi-ion h.ts Ihxvi made for the ihru>t- ujxm tlu- ball l»earings to reduce iho -train at this jtoint. /'f . • . • : K The builder- are prepared to furni-h cluster plate* for the.-e mai hints for ux- on c«)mplicattd laMait- where the regular t}i">e of arm- i annot l>e used. LOC().\I()TI\ F CVLINDF.R AND \ AL\ F CHANIBFR BORLNG NLXCHINF \\ ith a view to eliminating the time lost in n-etting cyl- inder- when boring })iston valve chaml)ers. the Xewton Ma- chine Tool ^Vork^. IMiila(ieli)hia. has lately devel(ipe an unu-u.illy lanje range ui adjustment for the table. i»oth vertically and later.illy. ;= Vi.';'" This ma«hine. like the former design is adaptefl to lair- ing and t.u ing l>oth end- of the cylinder at the -.ime time at the mo>t rapid rates permi>sible with high -peed t(Mjl -teels. The s[. indie i- 7 in. in diameter, ha> 12 ft. of gear feed and hand adjustment and a rapid power traver.-e in IjotJi direction-. In uiiKr to permit u>ini: *mall iKtrini; bars Newton Cylinder and Valve Chamber Boring Machine lor boring the valv^- chambers, the end of the spindle i- fitteci with a large taper with retaining and drift key slot-. I he -pindle is lau.-ed to rotate in unison with the -pintlle -leeve by means of a double spline and full length ke\ -. I he -leeve rcvtilve- in caj) be.irings. so arranged th.it the driving worm wluA 1 i> ^u] "ported on l)Oth sides. I'he worm whirl engages w it!i a hardened steel worm, fitted w ith a roller thrust bearing and \-o\h .ire .irranged to be -ubmerged in .i bath of oil at all linu-. The worm wheel «lrive is pani( ul.irl\ apring. due to the release of ten-ion under heavv cuts. i- taken up uy llie .mgular teeth. The bearing whi»li larrie- the fating arm i> . .im integral with the -pindle -leeve and a- this U-arini: carrio< no key it is po->ib]c to I. on whiK- the facing lu-.id- h.mi: -tationarv 159 160 RAILWAY MECHANICAL ENGL\EER Vol. 91. Xo. J in their usual position, or the facing and l>oring may be ac- complished simultaneously. The engagement oi the facing head for rotation is accomplished by swinging a lever at- tached to an eccentric clamp. The facing head bearing on the sleeve in the outboard spindle bearing is similar to that on the main spindle sleeve. The work table is 54 in. wide by 72 in. long and has 30 in. of hand cross adjustment. The minimum distance be- tween the center of the spindle and the top of the work table is 39 in. and the maximum distance 51 in. The maximum distance between the ends of the facing heads is 60 in. The drive is so arranged that the fast power traverse of the spindle may jje used while the spindle is not rotating. This feature, together with the rotation of the spindle and the power elevation on the table are operated by levers located on the table of the machine, Ijoth along the side of the main head and the outljoard bearing, and mav be disemjaued or en- gaged without stoi)})ing the motor. For driving the nuichine, the use of a motor of at least 20 hp. is recommended. With a motor speed of from 400 to 1.200 r.p.m., spindle speeds of from three to nine r.[).m. can be obtained and feeds per revolution of s|)indle from A)6M A Spindle and Sleeves Removed from the Machine to 1.019 in. are available. The reversing quick power traverse of the spindle provides speeds of from 9 ft. to 36 ft. per minute. J'he approximate net weight of the machine is 70,000 lb. and the over-all floor space occupied is 31 ft. 6 in. by 9 ft. 6 in., this including the extension for the motor bracket. A SHIP BAND SAW A ship band saw for extra heavy sawing, on lK)th straight and cur\'ed work, has recently been built by the J. A. Fay & Egan Company, Cincinnati, Ohio. It is designed particu- larly for use in ship yards, but will also be found useful in railroad car, bridge and pattern shops. 'J'his machine saws to any angle in a full semi-circle, the wheel l)eing carried on a housing mounted on roller bear- ings and adjustable at any angle up to 45 deg. either right or left of the vertical. The blade may be adjusted by power or hand while the machine is sawing. The wheel shafts are mounted in self-alining ball bearings. The column is a massive one-piece casting with broad floor bases, designed to carr\- the wheels without vibration at any angle. An auxiliary column at the rear carries the angling mechanism. The face of the main column is planed and fitted with roller bearings to carry the saw carriage, guides, etc. The table is of iron 48 in. square, and is fitted with rollers to facilitate handling the stock. It is rigidly mounted on the main column and is therefore always level. The wheels are 48 in. in diameter with a 3 in. face to carry blades of any width up to 3^^ in. They are made with steel spokes and laminated wood rims, faced with rubber. Both wheel shafts are mounted in self-alining ball bearings with provision for vertical adjustment, side lining and tracking the blade. Both wheels are mounted on a heav\' circular car- riage, giblied to the main frame with provision for taking up wear. This carriage travels on self-lubricating, roller bear- ix^gs mounted in the main column, making the angular adjust- ment easy. An index is provided to show the exact angle of the saw blade. As the wheels more simultaneo«sly and always in the same |ilane about a center coinciding \vith the intersection of the blade and the table surface, the cutting point of the blade is always at the same point on the table surface, regardless of the angle. The straining device is sen- sitive, comf)ensating for any irregularities and may be set at any tension required for different widths of blades. The Fay & Egan type guides are furnished, the upper guide Ijeing mounted on a square post with a self-contained counterweight. The space between the guide and the table is 24 in. when >^etting vertical and 16 in. at the extreme angles. The automatic take-up is arranged to maintain the proper tension on the belt at any angle. The power angling device is controlled by means^of a handle at the operator's position and is provided with a device which may Ije set to stop the angular movement automatically at any desired Band Saw with 90 Oeg. Angular Adjustment jxjint. A handwheel provides means for giving a very close setting. For driving the machine a 15-hp. motor should be used. It may be belted to the main driving pulley or if desired, can be direct-coupled to the drive shaft, in which case a motor of 600 r.p.m. is recommended. MULLINER QUICK CHANGE LATHE In the illustration l^elow is shown a small lathe manu- factured by the Mulliner Machine Tool Company, Inc., Syra- cuse, X. v.. which has been designed for extreme rigidity to adapt it to work where accuracy is essential. The machine is Ijuilt in two sizes, the 12-in. which is fitted with standard l)eds of four, five and six ft., and the 14-in. which has standard beds of five and six ft. The swing over the car- riage is 7 1/2 in. in the 12-in. model and 8)4 in. in the 14-in. model. The Ijed is double walled in the cross girths and ribbed transversely, forming a very rigid construction. As the metal on the ways is harder than that on tli- carriage bearings, the wear which takes place is largely confined to the car- riage, so that the accuracy of the machine is not impaired. The carriage has an unusually wide bridge and long vees. The apron is made in a double wall section, giving all im- portant studs and shafts an outboard l)earing. The com- pound rest is rigidly designed, with full contact surfaces and full length taper gibs, having end screw adjustment. The quick change gear mechanism, mounted on the front of the machine, gives 37 different threads and feeds. The cone gears of the quick change mechanism are cut with the improved Brown &r Sharpe 20 deg. involute cutters, forming March, 1917 RAILWAY MECHANICAL ENGINEER 161 a |)ointed tooth slightly rounded at the lop. This is the most angle of the thread being such that it will not act as a cutting satisfactory form of tooth to use in a tumbler gear mechanism, tool. a^ it permits instantaneous engagement of the gears without The tools are made by the Cleveland Twist Drill Company, clashing, and also provides a stronger section than HJ/i-deg. Cleveland, Ohio, and come in sets of three different sizes, thus teeth. To permit of the application of extra change gears for providing for the removal of studs of a considerable range tie purpose of cutt'ng special or metric threads, these new in size. Mulllner Quick Change Lathe pattern lathes are provided with an auxiliary quadrant, which is located on the end of the bed and carries the gears con- necting the head with the quick-change mechanism. The drive is through a four-step cone pulley and a double friction counter-shaft is regularly supplied with all lathes. The standard equipment does not include taper attachment, but it can be provided if desired. REMOVING BROKEN STUDS A tool for removing broken studs is shown in the photo- graph. It will be noted that it has a thread in the shape of a helix, which is left handed. In case it is desired to remove a broken stud, a hole is drilled in the outside end of the stud with as large a drill as possible. This hole should be deep Broken Studs Being Removed enough to give the stud extractor a firm grip when it is intro- duced. By turning the tool in a left hand direction, the extractor is driven into and grips the stud, and the broken bolt may be turned out. If the stud is very tight in the hole the edge of the thread will bite into it and grip tighter, the CONSTANT CURRENT, CLOSED CIRCUIT ARC WELDING SYSTEM Arc welding practice as it exists today is based on the operation of arcs from constant potential circuits and sinc» arcs operated under these conditions are unstable, it is necessary to connect in series with each arc a ballast resist- ance. The arc welding generators operate at from 60 to 70 volts. A normal welding arc consumes about 22 volts and an\- voltage produced by the generator in excess of this must be absorbed in resistance and wasted. Arcs which are operated in multiple require a separate circuit from some [)oint where the voltage regulation is close and, on account of the expense of low voltage distribu- tion circuits, practice has tended toward the single arc unit, portably mounted. The Electric Welding Company developed in their practice a new sys- tem of arc welding and the .\rc ^^'elding Machine Company, New York, has per- fected the system, now known as the c o n s ta n t current, closed circuit system, which operates arcs in series. This method has all the advantages of s e r i es distribution, namely, the size of wire is uniform throughcut the system and carries a uniform current inde- pendent of the length of the circuit, as well as of the number of operators. The circuit is simply a single wire of sufficient cross section to carry the current for one arc, run from the generator to the nearest arc, from there to the next, and so on back to the generator. Wherever it is desired to do weld- ing, a switch is inserted in the line and a special arc con- troller j)rovided with suitable connections plugged in across the switch whenever work is to be done. These controllers may be made portable or permanently mounted at the weld- ing station. The generator is a special machine and consists of two units, the generator proper, u-hich furnishes the energy for welding, and the regulator, which automatically maintains the current at a constant value. The regulator is excited from a separate source and by varying its excitation with an ordinary field rheostat, the main welding current may be set at any value within the range of the machine, and once set it will automatically maintain that value. Each arc that is operated on the system is equipped with an automatic controller, which ser\es two essential purposes. First, it maintains at all times the continuity of the circuit so that one arc cannot interfere with any of the others when it comes on. or goes out of the circuit. Second, it controls automatically the beat which can be put into the metal of the weld. The current through the arc is adjusted by shunt- i \ \ wrn individual Arc Panel 162 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 ing any desired portion of the main current around the arc. The regulation characteristic of the arc is adjusted by a series- parallel resistance, which is patented. Provision is made in this system for stopping the arc whenever the voltage in the arc exceeds the predetermined value, which is adjusted to suit the work and the operator. this acts as a gage to locate the welding point under the dies as well as an automatic starting device. As soon as the pressure of the tube is taken off the gage stop, the air supply is cut off and the welding machine comes to a standstill. Tise tube is then pulled back through the furnace and the operatic n is completed. By the installation of this tube reclaiming equipment a great number of tubes that are at the present time scrapped may be reclaimed with a large saving. BRAKE BEAM SAFETY HANGER Brake rigging failures are a source of annoyance especially when they cause train detentions. The delay may be but f ^r three or four minutes, yet it counts in the record just as much as a longer one. Also occasionally a brake beam will get down and cause a derailment. To eliminate these troubles, E. O. Elliott of the Philadel- Motor Generator Set With Regulator This makes it impossible to draw a long arc and burn the metal. The arc is not broken when the welding operation is stopped, but is killed by a short circuit which is placed across it. The number of arcs that can be connected in series is limited only by the voltage, but up to the present time 12 is the maximum number for which machines are constructed. RYERSON BOILER TUBE RECLAIMING MACHINE The reclaiming of old boiler tubes has in the past been given very little consideration, due in general to the fact that the reclamation of old materials has only been taken up seriously by the railroad companies within the last few years. Since the railroads have stopped the practice of welding several safe ends to flues, they are confronted with the problem of disposing of a large number of short tubes, which are in good condition and can be used, provided they can be welded together to make up the lengths required with not more than one or two welds. For the reclamation of tubes by welding, Joseph T. Ryer- son & Son, Chicago, 111., have developed a machine which not only provides a satisfactory flue reclaiming unit, but may be utilized also for the regular safe ending operations. The machine is of the hammer type with a special mandrel Application of Safety Hanger phia & Reading patented a safety hanger of simple and effective construction.* This hanger has been further de- veloped by the American Steel foundries and the resulting design is shown in the drawings. It consists of two brackets riveted to the sides of the spring plank extending below the spring plank and having a slot in them of a shape to receive the cross rail which acts as a safety guard. There are two springs riveted on to the cross rail with open ends pointing Furnace and Welder Which Can Be Used for Safe Ending or Re- claiming Flues on which the flue is placed. In operating, the tube is heated and belled out in the usual way and the safe end, or shorter tube inserted. The tube with the safe end inserted is then passed through the furnace and over the mandrel until the point of the weld is in the proper place for heating in the furnace. When the desired temperature is reached, the tube is shoved forward through the furnace under the welding dies, the welding machine being in direct line with the furnace opening. A stop or guide is arranged on the mandrel and Safety Hanger In Place On Truck toward each other. The distance between the ends of these springs is slightly greater than the distance between the two supports on the spring plank. The cross rail can therefore be introduced or removed at pleasure by compressing one o- these springs and pulling it through the support. 'Original construction described in Railway Age Gazette, Mechanica Edition, August, 1915, page 43. Hiring and Firing. — The power to hire and discharge extended to a number of individuals has given rise to abuser and friction which have cost the employer dearly. Nothing is more fatal to sound organization than such power without adequate supervision and check. Petty executives shoulC' never be entrusted with this vital function. Hiring men and discharging men are serious affairs. — Engineering Magazine March, 1917 RAILWAY MECHANICAL ENGINEER 163 EXTENSION COACH STEP JOURNAL BOX COOLER The Duluth, Missabe & Northern has installed on a num- The Gustin-Bacon Manufacturing Company, Kansas Cit)', her of its coaches the extension coach step shown in the Mo., has developed a new t\^pe of journal cooler known as accompanying illustration. The arrangement is operated the Zero cooler, which is fastened to the journal box only. The Trap Door Df fails of -Safe fi/ Cafch and Ouaret. Nofe- Neither Trap Door nor Ku- ■Hbuk Door can be Closed with Satety Catch letvrin Pofition shotrn. Raising Step Rekafes both to Close. lA Elevation. °r^m Section A- A. Step Up. Step in Donvn Position. Sec tion A- A. Extension Coach Step for Passengers Cars through a system of levers from the coach platform, the Zero journal box cooler has a capacity of 53^2 gals, and installation shown being that for a vestibule car. The step .4 weighs 12 lb. when empty. It can be attached quickly to is supported by the arm B, which operates in the bracket C. the journal box and when applied cannot swing out. The These brackets are attached to the inside of the step support cooler extends out from the journal box only three inches. and each contains one roller, the upper bracket having the roller on the upper side and the lower bracket on the lower side. This permits a free action of the supporting arm C as the step is raised and lowered. The step is operated by means of a bell crank lever, one end of which is connected by a link to the operating handle, and the other end by a link to the extension step itself. As the handle is raised the step will be lowered, and as the handle is lowered the step will be raised, the action being clearly indicated in the illus- tration. As a safety measure, the device is arranged so that it is impossible to lower the step while the vestibule trap door is down, or to close the vestibule door before the step is up. This is done by means of the link D, which is attached to an extension of the long arm of the bell crank lever and which operates the safety catch E. This safety catch extends through a hole in the foot stop of the upper step, just below the platform, and on the extreme right. A flat dog hanging loosely on a pivot attached to the trap door covers the hole in the foot stop when the trap door has been fully closed. This makes it impossible for the safety catch to extend through this hole and therefore makes it impossible for the step to be lowered. In case the trap door is closed before the step has been raised the flat dog will rest on the safety catch, thus preventing the trap door from closing sufficiently to permit the vestibule door to be closed. With the step in the up position the handle is locked in a suitable catch attached to the platform of the vestibule. It has been tested with a weight of 910 lb. It was invented and patented by John T. Rodenbur, 218 Fourth Ave., West, Duluth, Minn. A chain is used to fasten the cooler in place. A Journal Box Cooler Which Is Attached Directly to the Journal Box RmtwAY Medkmiied ^^^ (Pormerly tkt RAILWAY AGE GAZETTE. MECHANICAL EDITION wtth tuhich the AMERICAN ENGINEER wa* tmcurporcUd) Published on ihe Fust Thursday of Every Month by the SIMMONS-BOARDMAN PUBLISHING COMPANY Edward A. Simmons, President L. B. Sherman, Vice-President Henry Lee, Vice-President and Treasurer M. H. WiuM, Secretary WooLWORTH Building, New York, N, Y. F. H. Ihompson, Business Manager, Chicago. Chicago: Transportation BIdg. Cleveland: Citizens' Bldg. Washington: Home Life Bldg. London: Queen Anne's Chambers, Westminster. Roy V. Wright, Editor R. E. Thayer, Managing Editor C. R. Peck, Associate Editor A. F. Stuebing, Associate Editor Entered at the Po?t Office at New York. N. Y., as mail matter of the second class. Subscriptions, including the eight daily editions of the Railitoay Age Gaxette published in June in connection with the annual conTCOtions of the Master Car Builders' and American Railway Master Mechanics' Asso- ciations, payable in advance and postage free: United States, Canada and Mexico, $2.00 a year; Foreign Countries (excepting daily editions), $3.00 a year; Single Copy, 20 cents. WIC ('iL'.\R.\XTEE, that of this issue 9,036 copies were printed; that of these 9,036 copies 7,675 were mailed to regular paid subscribers, 112 were provided for counter and news conii)anios sales, 528 were mailed to advertisers, e.xchanges and correspondents, and 721 were provided for new subscriptions, samples, copies lost in the mail and office use; that the total copies printed this year to date were 27,172, an average of 9.058 copies a montli. The RATI WAY MF.CIIAXICAL ENCINEER is a member of the Audit ISurcau of Circulations. Volume 91 .. March, 1917 Number 3 CONTENTS EDITORIALS: Milling Machine Practice Motive Power Conditions Locomotive Rod Job Competition Keeping >-o|ieration in X'aluation Work Conserve the Shop Forces .• • • • Light Recip-oeating Parts for Locomotives. New Books COMMUNICATIONS: Special Sh:ipeniith Shops Service Tests of Steel Springs Load Distribution Around the Dry Pipe Opening of Sheets Midwestern .Mechanical X'aluation C'onimittee .\ Study of Boiler Feed Water Fuel Economy and Proper Drafting of Locomotives.... Air Pump Strainer CAR DEPARTMENT: Pennsylvania Railroad Refrigerator Cars The Hot Box — Its Cause and Cure Suggestions for a Car Department Apprentice Course... Three Reasons for Hot Boxes Freight Car Repair Problem The I. C. C. Division of Safety Report Front Tube 117 117 117 117 117 118 118 119 119 119 120 120 121 123 124 125 126 127 130^- 132 133 135 136 136 137 141 All-Steel Passenger Cars for the Chicago, Burlington & Quincy 143 Maintenance of .\ir Brakes on Freight Cars 145 The Conductor's Relation to the Oiler 146 SHOP PRACTICE: Forming Knuckle Pin Nuts Under the Steam Hammer 147 Machining Shoes and Wedges 147 .\ppliances for Testing Freight Car Brakes in Yards 148 Roller Tool for Finishing Piston Rods 148 Applying Locomotive Boiler Tubes 149 Superheater Unit Tester 153 A Centering Machine 153 Making Steam Pipes in- O.xwelding .Methods 154 I'limsting the General Foremen's .Vssoeiation 155 Tools for Cutting Holes for Superheater Flues 156 Some ."Xrc Welding Information 156 A .Vovel Planing Device 158 Welding High Speed Steel Tips to Tools 158 kipairiiiK Cracks in the Flanges of Flue Sheets 158 NEW DEVICES: Fox Sensitive Multiple Drill i59 Locomotive Cvlinder and \"alve Chamber Boring Machine 159 -V Ship Band Saw 160 Mulliner Quick Change Lathe 160 Removing Broken Studs 161 Constant Current, Closed Circuit .\rc Welding System 161 Ryerson Boiler Tube Reclaiming Machine 162 I'.rake Beam Safetv Hanger 162 Extension Coach Step 163 Journal Box Cooler 163 NEWS DEPARTMENT: -Votes 164 Meetings and Conventions 165 Personal Mention 166 New Shops 168 Supply Trade Notes 168 Catalogues 172 CREDIT TO HARVEY DE WITT WOLCOMB The characteristic style of Harvey DeWitt W'olcomb is so familiar to our readers that there are probably few who did not recognize the story in the February issue of the Railway Mechanical Engineer, entitled "A Foreman Who Fired Him- self," as coming from liis pen. Through an unfortunate over- sight, the author's name did not appear over the article and we take this opportunity of giving the proper credit to Mr. Wolcomb. referred to as shop superintendent of the Pere Marquette. The classification of repairs given in the first paragraph of Mr. \\'illiams' paper is that of the New York Central Lines, instead of the Pere Marquette as would appear from the text. CLASSIFICATION OF LOCOMOTIVE REPAIRS In republishing the report on "Classification of Locomotive Repairs," presented before the International Railway General Foremen's Association, in the October, 1916, issue of the Railway Mechanical Engineer, page 532, C. S. Williams, foreman inspector. Xew York Central Lines, was wrongly INCREASE IN M. C. B. REPAIR BILLS In accordance with M. C. B. Circular No. 31, recently is- sued by the executive committee of the M. C. B. Association, the arbitration committee has modified M. C. B. Rule 106 to read as follows: "Rule 106. No percentage shall be added to either mate- rial or labor used in repairs to cars prior to January 1, 1917. For repairs made on and after that date, twenty-five per cent shall be added to the net total amoimt of the bill, for material and labor; this provision to apply to all charges authwized in these rules, with the following exceptions: 164 March, 1917 RAILWAY MECHANICAL ENGINEER 165 •'No percentage to be added to charges for repairs made on authority of defect cards issued prior to Januar}' 1, 1917, retrardless of date of repairs. No percentage to be added to bills rendered by car ovners for material furnished by them for repairs to their ca''S on foreign lines. •'No percentHge to be added to bills covering settlement for destroyed cars or trucks, under Rule 112." The alx>ve provisions also apj)ly to passenger equipment cars. PROPOSED LEHIGH VALLEY ELECTRIFICATION The Lehigh Valley announces that it is making a thorough study of the possibilities and advantages of electrifying por- tions of its lines through the anthracite region, including the \\ yoming division on the main line l)et\veen Mauch Chunk and Pittston Junction, Pa., and the ^lahanoy and Hazelton division, which is a branch line between Penn Haven Junc- tion on the main line and Mount Carmel. The proposed electrification involves 83 miles of double-track main line and o2 miles of double-track branch line, or a total of 145 double- track miles. Based on the cost of similar projects it is esti- mated that the improvement will involve an expenditure of approximately $10,000,000, including locomotives. It is understood that no definite decision has been reached as yet. The road is simply studying the situation and par- ticular attention, of course, is being given to those sections of the line which, because of physical and traffic conditions, are most suitable for electrification. It is of interest to note that one of the sections mentioned includes the city of Wilkes- Harre, Pa., which has a population of about 80,000. The sections of line being considered for electrification are in the heart of the anthracite region of Pennsylvania, which means that both the traffic and the physical conditions of the road are similar to those on the electrified division of the Norfolk & Western. Both the main line and the branch are characterized by heavy grades and curves, and a large part of the traffic consists of heav}- tonnage coal trains moving in both directions over the main line, but principally north- east on the branch. The general merchandise freight traffic on this section of the Lehigh Valley is considerably heavier than that of the Norfolk & Western, however, as it passes through a number of fairly large cities. Electric power necessary for operating the trains will l>e obtained from both steam and hydro-electric plants, and it is understood that the power will be purchased. The use of electric power will make it possible to bum a cheaper grade of coal in stationary power plants than is required for steam locomotives, and a considerable saving will thus be effected. MEETINGS AND CONVENTIONS Car Inspectors' and Car Foremen's Association. — At the executive committee meeting of the Chief Interchange Car Inspectors' and Car Foremen's Association held in Chicago February 23, it was decided that the next annual convention would be held in St. Louis in the latter part of Septeml)er. Railway Storekeepers' Convention. — At a meeting of the e.xecutive cwnmittee of the Railway Stor^eepcrs' Associa- tion in Chicago on February- 12 it was arranged to hold the fourteenth annual convention at Chicago on May 21 to 23, inclusive. Committee reports will be presented on the hand- ling of rail, the handling of cross ties, the reclamation of scrap and other subjects. Special attention will also be given to the proi)er handling of materials distributed along the line, supposedly for immediate use and representing an in- vestment of millions of dollars. An elaborate report will also Ije presented on the handling of stationery. In additicm the committee is planning a number of interesting and no%'el features for the convention, which will contribute materially to its success. Xew York Railroad Club. — The next meeting on Friday (vening, March 16, 1917, will be annual electrical night. I dwin B. Katte, chief engineer electric traction. New York Central, the chairman of the cortmiittee in charge, has arranged an attractive program. L. E. Johnson, president of the Norfolk & Western, will address the club on the ''Eco- nomic and Operating Features of the Electrification of the Norfolk & Western" and R. Beeuwkes, electrical engineer of the Chicago, Milwaukee & St. Paul, will present a paper on 'The Peculiar P^ngineering and Structural Features of Elec- trification on the C. M. & St. P." The club committee is en- deavoring to arrange for an operating official of the railroad company to give a talk on the "Economic and Operating Features of the Work," all of which are to be illustrated with moving pictures. The jollo:iing list gizcs names of secretaries, dates of next or regular incctiiigs and places of meeting of mechanical associations : AiR Brake Association. — F. M. Ncllis, Room 3014, 165 Broadway, New York City. Convention, May 1-4, 1917. Memphis, Tenn. \merica.\ Railroad Master Tinners', Coppehsmiths' and Pipefittebs' AssociATiox.— O. E. Schlink, 485 W. Fifth St., Peru. Ind. A. M ERR AN Railway Master Mechanics' Association.— J. W. Taylor, Kar- pen Building, Chicago. Convention, June 13-15, 1917, Atlantic City, N. J. American Railway To wra-v • « • I Committee j.H.' Waterman. F. W. Thonms. Secretary James Powell. Harry D. V ought. H. Boutet -Address P. O. Box 7. St Lambert, Que. 95 Liberty St, New York. 101 Carew Bldg., Cincinnati. Ohio. Wm. Cade, Jr 1683 Atlantic Ave., Boston, Mass. Harry D. Vought.. 95 Liberty St. New York. B. Anderson. . . 207 Penn Station. Pittsburgh, Pa. C. & O. Railway. Richmon*!; Va. Union Sution. St Louis, Mb. Box 1205. Atlanta, Ga. ^ . O. Robinson. . B. W. Frauenthal A. J. Merrill Jos. W. Taylor. 1112 Karpen Bldff.. Cbi 166 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 Ft^P^^^ -.WK^!!S!.teV;>^4i '■ ■ ' -• - .J V, .^-^^j-. I .<.■:■■•; :--^^. ■„■■■■ ■■:r ■■!.■■.•- rr M. K. Barnum GENERAL Morgan King Barnum, superintendent of motive power of the eastern lines of the Baltimore & Ohio at Baltimore, Md., has been appointed to the new position of assistant to vice- president, with head- quarters at Baltimore, Md., and he will give special attention to the conservation of mate- rial of all kinds, from stationery to locomo- tive and car material, and such as may be used for the mainte- nance of way and buildings; also to ex- pand the work of re- clamation and adopt such other plans as may be advisable in the use of materials and supplies. Mr. Barnum graduated from Syra- cuse University in 1884 with the degree of A. B.,and later received the degree of A. M. He began railway work in 1884 as a special apprentice in the shops of the New York, Lake Erie & Western, now the Erie, at Susquehanna, Pa., and then, to September, 1887, served as machinist and mechanical inspector. He was then to 1889 general foreman of the same road at Salamanca, N. Y. From January to September, 1889, he was general foreman of the Louisville & Nashville at New Decatur, Ala., and then to September, 1890, was assistant master mechanic of the Atchison, Topeka & Santa Fe, at Argentine, Kan. From September, 1890, to the following June he was superintendent of shops at Cheyenne, Wyo., and then to December, 1898, was district foreman at North Platte, Neb., and later was master mechanic of the Nebraska division at Omaha, Neb., on the Union Pacific. From December, 1902, to February, 190.>, he was assistant mechanical superintendent of the Southern Railway and from February, 1903, to April of the following year he was superintendent of motive power of the Chicago, Rock Island & Pacific. In June, 1904, he was appointed mechanical expert of the Chicago, Burlington & Quincy and left that road in April, 1910, to become general superintendent of motive power of the Illinois Central and the Yazoo & Mississippi Valley. In July, 1913, he was appointed general mechanical inspector of the Baltimore & Ohio and in September, 1914, was promoted to superintendent of motive power of the same road, which position he held at the time of his appointment to the new position of assistant to the vice-president, with headquarters at Baltimore, effective February 1. F. Benger has been appointed acting engineer of tests at the Angus shops of the Canadian Pacific at Montreal, succeeding G. St. G. Sproule, temporarily a member of the Imperial Munitions Board. W. D. Deveny, master mechanic of the Arkansas River and Colorado divisions of the Atchison, Topeka & Santa Fe, with headquarters at La Junta, Colo., has been appointed mechanical superintendent. Southern district of the Western lines, with headquarters at Amarillo, Texas, succeeding A. Dinan. R. G. Bennett recently resigned as assistant master mechanic of the Cumberland Valley Railroad at Chamber- - burg. Pa., to become assistant engineer of motive power of the Pennsylvania Railroad with headquarters at Williams- port, Pa. Charles A. Gill, general master mechanic of the Mary- land district of the Baltimore & Ohio, at Baltimore, Md., hns been appointed superintendent of motive pwwer of the Eastei:i lines, with headquarters at Baltimore, succeeding M. I. Barnum, promoted. H. HoNAKER, master mechanic of the St. Louis-San Fran- cisco at Memphis, Term., has been appointed assistant gen- eral superintendent of motive power with headquarters at Springfield, Mo. W. L. Kellogg, whose resignation as superintendent of motive power of the Missouri, Kansas & Texas at Dennison, Tex., has been noted previously, has been appointed super- intendent of motive power of the Pere Marquette, with head- quarters at Detroit, Mich., succeeding J. J. Walters, resigned to go with another company. J. C. Ramage, formerly superintendent of tests of the Southern Railway, has been made superintendent of tests of the Southern Railway System. Mr. Ramage entered rail- road service as insp)ector in the test department of the Balti- more & Ohio in 1890, remaining with that road in the test and mechanical engineering departments until November, 1895, when he went to the Southern Railway as chief inspector of the test department. He was promoted to superintendent of tests on April 1, 1897, serving in that capacity until his recent promotion. MASTER MECHANICS AND ROAD FOREMEN OF ENGINES S. A. Brinson has been appointed fuel supervisor of the Texas & Pacific, for the Fort Worth division, with office at Fort Worth, Texas. A. B. Deason has been appointed fuel supervisor of the Rio Grande division of the Texas & Pacific, with head- quarters at Big Spring, Texas. A. Dinan, heretofore mechanical superintendent of the Southern district of the Atchison, Topeka & Santa Fe, has been appointed master mechanic of the Panhandle division, with headquarters at Wellington, Kans. F. W. Douglas, chief engineer electrical department of the Atlanta Joint Terminals of the Louisville & Nashville, Atlanta & West Point and Georgia railroads at Atlanta, Ga., has been appointed master mechanic, in addition to his other duties, succeeding G. W. Eaves, resigned. I. H. Drake, master mechanic of the Pecos division of the Atchison, Topeka & Santa Fe, with office at Clovis, N. Mex.. has been appointed master mechanic at La Junta, Colo., suc- ceeding W. D. Deveny. James T. Eagan has been appointed assistant road fore- man of engines of the Buffalo, Rochester & Pittsburgh, in charge of the territory between East Salamanca, N. Y., and Du Bois, Pa. Mr. Eagan entered the employ of the Buffalo, Rochester & Pittsburgh as fireman on July 6, 1892, and about five years later was promoted to engineer, which position he held up to the time of his recent promotion. H. F. Emerson has been appointed assistant road fore- man of engines of the Pennsylvania Lines West, with office at Crestline, Ohio. O. R. Hale, general master mechanic of the United Rail- ways of Havana, at Havana, Cuba, has been appointed assis- tant superintendent of motive power of the Cuban Central Railways, with headquarters at Sagua La Grande, Cuba, effective February 1. Mr. Hale began railway work in March, 1917 RAILWAY MECHANICAL EXGIXEER 167 1S88 as an apprentice in the machine shops of the Southern Facific at Tucson, Ariz., and in 1904 went to Mexico as D'.aster mechanic of the Torreon division of the Mexican Central. He remained in that position until 1912, and then went to Havana as general master mechanic of the United Railways of Havana, which position he held at the time of his recent appointment. A. K. G.-VLLOWAY, formerly general master mechanic of the rorthwest district of the Baltimore & Ohio, at Cincinnati, Ohio, has been appointed general master mechanic of the Maryland district, succeeding Charles A. Gill, promoted. C. \V. Hyde, road foreman of equipment of the Chicago &: Eastern Illinois, at Salem, 111., has been appointed master mechanic of the Illinois division, with headquarters at Villa Grove. 111., succeeding \V. R. Meeder, resigned. W. X. Ingr.\m, master mechanic, district 5, intercolonial division of the Canadian Government Railways at Edmund- ston, X. B., has been appointed master mechanic, district 4, Intercolonial division with headquarters at Stellarton, X. S., succeeding H. D. McKenzie, transferred. Christopher Kelso has been appointed acting master mechanic of the Grand Trunk at Stratford, Ont., during the absence of R. Patterson, who has become a member of the Imperial Munitions Board for the re- mainder of the war. Mr. Kelso was born in Liverpool, England, March 17, 1876. He came to Canada when 15 years of age, finish- ing high school at Kingston, Ontario, and subsequently entered the employ of the Can- adian Locomotive Com- pany, with whom he remained about ten years. He was then employed by the Can- ada Foundry Company at Toronto for three and a half years and began railroad work on September 2. 1909. with the Grand Trunk at Stratford, On- tario. Mr. Kelso recently completed the revising and install- ing of the present bonus efficiency system in force on the entire Grand Trunk system. \\'iLLiAM Malthaner, formerly superintendent of shops of the Baltimore & Ohio, at Xewark, Ohio, has been appointed to succeed A. K. Galloway as general master mechanic of the Xorthwest district. H. D. McKexzie, master mechanic, district 4, Intercolon- ial division of the Canadian Government Railways at Stel- larton, X. S., has been appointed master mechanic, district 5, Intercolonial division, at Edmundston, X. B., succeeding W. N. Ingram, transferred. A. E. McMillan, master mechanic of the Baltimore & Ohio at Glenwood. Pittsburgh, Pa., has been transferred to Newark, Ohio, as master mechanic, succeeding W. F. Moran. W. F. MoRAX, master mechanic of the Baltimore & Ohio at Newark, Ohio, has been appointed master mechanic at Garret, Ind., succeeding F. W. Rhuark. T. N. Murphy has been appointed road foreman of engines on the Atchison. Topeka & Sante Fe, Middle division, with headquarters at Xewton, Kans. C. Kelso F. RoxALDSox, heretofore district master mechanic, Fam- ham division, Quebec district, of the Canadian Pacific at Famham, Que., has been appointed master mechanic, On- tario district, with office at Toronto, succeeding A. H. Ken- dall, enlisted for overseas service as captain in the battalion of skilled railway employees now recruiting. H. H. Stevexs has been appointed master mechanic of the Pecos division of the Atchison, Topeka & Santa Fe, with headquarters at Clovis, N. Mex., succeeding I. H. Drake, transferred. \V. F. Stoops has been appointed assistant road foreman of engines of the Pennsylvania Lines West, with headquar- ters at Conway, Pa. D. H. Varxell has been appointed fuel supervisor of the Texas & Pacific for the Louisiana division, with headquarters at Alexandria, La. Irvixg Williams has been appointed assistant master mechanic of the Cumberland Valley Railroad at Chamljers- burg. Pa., succeeding R. G. Bennett, resigned. CAR DEPARTMENT P. Alquist, superintendent of the car department of the Missouri, Kansas & Texas, with headquarters at Denison, Tex., has resigned to take a similar position with the Pere Marquette at Detroit, Mich., effective February 1. A. E. Chester^l^x has been appointed car foreman of the Canadian Pacific at Crowsnest, B. C, succeeding E. Tasker, transferred, T. P. Kle.wer has been appointed foreman of the car department of the Missouri. Kansas & Texas, at Smithville, Texas, succeeding James A. Boggs. E. Tasker, heretofore car foreman of the Canadian Pacific at Crowsnest, B. C, has been appointed car fore- man at Field, B. C, succeeding M. J. Jordan, transferred. SHOP AND ENGINEHOUSE Fraxk E. Cooper, formerly general foreman of the Balti- more & Ohio, at Newark, Ohio, has succeeded William Mal- thaner as superintendent of shops at that point. PURCHASING AND STOREKEEPING F. W. Bo.ardmax, general mechanical inspector of the Texas & Pacific at Dallas, Tex., has been appointed fuel agent, reporting to the general manager. T. F.\A\ CETT, formerly assistant general storekeeper, West- ern lines of the Canadian Pacific at Winnipeg, has been ap- pointed general storekeeper. Western lines, with headquarters at Winnipeg, succeeding L. O. Genest, deceased. JoHX B. Lr'Ixgstox has been appointed storekeeper Western lines of the Grand Trunk, with headquarters at Battle Creek, Mich., succeeding John R. Crowell, deceased. R. Lordax has been appointed purchasing clerk of the Evansville & Indianapolis, with headquarters at Terre Haute, Ind. H. P. McQuiLKix, district storekeeper of the Southwest district of the Baltimore & Ohio and the Cincinnati, Hamil- ton & Dayton, at Cincinnati, Ohio, has been appointed chief clerk to the general storekeeper at Baltimore, succeeding A. R. Portlock, deceased. R. D. QuiCKEL has been appointed fuel agent of the Southern Railway, Lines West, with headquarters at Cin- cinnati, Ohio. H. J. Reed has been appointed division storekeeper of the St. Louis-San Francisco, with headquarters at Cape Girar- deau, Mo., succeeding H. G. Cummins, resigned. 108 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 H. E. Rouse, general storekeeper of the Chicago Great Western, with headquarters at Oelwein, Iowa, has resigned to take a position in the purchasing department of the Mark Manufacturing Company, Chicago, 111. W. C. Ware has been appointed district storekee|)er of Wheeling district and Newark division of the Baltimore & Ohio, succeeding H. Shoemaker, promoted. W. G. Whheley has been appointed acting storekeeper of the Grand Trunk Pacific at Transcona, Man., succeeding W. J. Sturgess, promoted. OBITUARY ARrHinAi.D BrcHAXAN. Jr., chief of equipment division in the valuation department of the Xtw York Central at New York, died on February 5. He was born in New Y'ork City in 1870, and received his education in the public schools and C(X)j)er Union. In 1890 he entered the service of the New York Central at West Albany, N. Y., as chief drafts- man in the locomotive department, and ]?ter became foreman of the machine shop. From 1900 to 1903 he was master mechanic with the Delaware &: Hudson at Green Island. He then went to St. Albans, \'t., as superintendent of motive power for the Central Vermont, returning to Albany in 1907 as chief of equipment division, with the Second district of the New York Public Service Commission. In 191.^ he again entered active railway service as chief of equipment division in the valuation department of the New York Central Lines, with headquarters at Grand Central Terminal, New York. JoHX Hickev, mechanical engineer of the Salt Lake & Utah, died at Salt Lake City on February 3, 1917. W. D. MiXTox, for the pa.st 27 years master car builder of the Texas & Pacific, with headquarters at Marshall, Tex., died at his home in that city February 5, aged 69 years. Hexrv Gordon Stott, superintendent of motive power of the Interborough Rapid Transit Company since 1901, died on Januar\- 16, 1917, at New Rochelle, New York. Charles T. Tirxer, who was master mechanic at the Mount Clare shops, Baltimore, Md., of the Baltimore & Ohio, from 190.i to 1911, died on January 7, in Baltimore. Mr. Turner had been on the pension roll of the B. & O. since 1911, and prior to his retirement had been in the active service of the comj)any for about 50 years. James B. Wells, formerly road foreman of engines of the Middle division of the Penn.sylvania Railroad, died at Har- risburg. Pa., on Fel)ruary .>, 1917. He was eighty-two years old and was retired in IQO.i, luiving .^^erved the conijiany fiftv- one years. He brought the first train through the GalHtzin tunnel. NEW SHOPS Oke(;ox Short Lixe. — This company will erect a 5-stall addition to its roundhouse at Glenn's Ferry, Idaho. BosTox & Maixe. — This company has given a contract to the H. Wales Lines Company, Meriden, Conn., to Imild a locomotive shop at East Deerfield, Mass. It will be of brick and steel construction 40 ft. high, 170 ft. wide, and 200 ft. long. The improvements will cost about $80,000. SouTHERX Rv. — Enlarged facilities for repairing cars at Spencer, N. C, will be constructed at once, to consist of a new all steel car shed 109 ft. by 600 ft. with a shop ad- joining, 50 ft. by 100 ft. Bids are now being asked for the foundation work. The shed will be equipped with overhead cranes for handling car bodies and materials. .Ydditional track room will be provided for handling the increased num- !)er of cars to l)e repaired. .\. Hazelhurst has been appointed sales agent of the Amer- ican Steel Foundries, with headquarters at Pittsburgh, Pa. Cyrus J. Holland has joined the selling force of the Revoke Railway E(juipmcnt Company, with headquarters at Chicago, 111. H. M. Green has been appointed railroad sales represent- ative of the Barrett Company, New York, with headquarters ut 1131 Reedsdale street, Pittsburgh. Fred S. Hiland, formerly with the Patton Paint Companv, Milwaukee, Wis., has been appointed a railroad represent- ative for the Wadsworth-Holland Company, Chicago. Thomas E. Litchfield, formerly with the railway depart- ment of the McCord Manufacturing Company Detroit, Mich., has resigned to enter the service of the Dayton Manu- facturing Company, Dayton, Ohio. C. C. Bradford, for several years sales manager of the U. S. Light & Heat Corj^oration, Niagara Falls, N. Y., has resigned from the company, effective January 1. Mr. Bradford has announced no plans for the future. H. A. Matthews, manager of the sales-railway department of the v. S. Light & Heat Corporation, has transferred his headquarters from the Chicago branch office to the companys general offices at Niagara Falls, N. Y. W. E. Kelly, representing the Patton Paint Company, Mil- waukee, Wis., has been appointed district manager of railway sales, with headquarters at Chicago, 111., succeeding F. S. Hiland, resigned, effective February 1. Paul Judson Myler has been elected president of the Can- adian Westinghouse Company, Ltd., of Hamilton. Ontario. H. H. Westinghouse. the retiring president, has been elected chairman of the board. Charles H. Eib, for some time j)a.-t a member of the sale? force of the Republic Iron and Steel Comj)any, Chicago, 111 . lias been appointed manager of sales of the Chicago district, succeeding D. S. Guthrie, resigned to become affiliated with another company. n. C. Thomas, superintendent of small supplies in the pur- chasing department of the .\tchison, Toj)eka & Santa Fe, has been appointed sales representative of the Barco Brass & Joint Company, of Chicago, in western territory, with head- <|uarters at Kansas City, Mo. H. A. Hoffman, formerly with the General Electric Com- pany (steam flow meter department), has been j)laced in charge of the Philadelphia l)ranch office of the Lagonda Manufacturing Company of Springfield, Ohio, with office in the Pennsylvania building. The Gulick-Hender.son Company, consulting and inspect- ing engineers and owning physical and chemical laboratories, announces the removal and consolidation of its general offices from 30 Church street and 120 Broadway to 13-21 Park Row, New Y'ork, suite 1932 to 1939. William Berdan, at one time secretary and treasurer of the Cooke Locomotive Works, since made a part of the Americar Locomotive Company, and for the past 20 years vice-presi- dent of the Paterson Safe Deposit & Trust Company, die(' at his home in Paterson, N. J., January 21, aged 68 years. The Modern Tool Company, Erie, Pa., manufacturers of the line of "Modern" grinding machines and threading tools, announces that H. L. Harrison has joined its mechanical staff, with the position of factory manager. Mr. Harrison March, 1917 RAILWAY MECHANICAL ENGINEER 169 was formerly connected with the Packard Motor Car Coni- pany, the Maxwell Briscoe Company, and the American Car & Foundry Company. Thomas Wyatt Gentry, for many years southern sales representative of the American Locomotive Company, died January 8 at his home in Richmond, Va. He was 66 years old, having been bom September 19, 1850. He was at one time master mechanic on the Richmond & Danville, now part of the Southern Railwa\', and entered the employ of the American Locomotive Company in 1893. The Ryan Car Company, Chicago, 111., has just acquired about 50 acres of land a short distance from its present plant in that city for the purpose of building a plant for the manufacture and repair of all-steel freight cars. The com- pany's present plant will continue to be used for the manu- facture and repair of both wooden and steel cars. It is estimated that the improvements in the way of new buildings, machinery and other facilities will be between $300,000 and $400,000. William M. Bailey has been appointed assistant to A. C. Dinkey, president of the Midvale Steel Company, Cambria Steel Company, Worth Brothers Company and Wilmington Steel Company, effective February 1. Mr. Bailey will have charge of accidents and workmen's compensation, safety and welfare, labor, real estate and housing, police, insurance, con- tributions and such other matters as may be assigned to him. He will be in charge of organizing an entirely new depart- ment of the combined companies. Mr. Bailey was formerly secretary to Mr. Dinkey. General George W. Goethals announces that he has opened consulting offices in the Wall Street Exchange ])uilding, 43 Exchange Place, New York. He has associated with him experienced specialists, and will engage in a general consult- ing practice in civil, electrical, mechanical and hydraulic en- gineering. Special attention will be given to examinations and reports on canals, harbors, dry docks, terminals, dams, water power development, water supplies, purification of trop- ical waters, refrigeration, reinforced concrete structures, or- ganizations, management and public utilities. Colonel Herbert Hughes, C. B.. C. M. G., of Sheffield, Eng., a director of the firm of William Jessop & Sons, Inc., New York, died recently in England at the age of 64 years. Colonel Hughes was lord mayor of Sheffield in 1905-1906, and was prominently associated with the volunteer forces in England. He was at one time a member of the Advisory Board at the War Office. He represented the British govern- ment at the International Conference cji Trade Marks, held at Washington, D. C, a few years ago. He was well known in legal and commercial circles in New York and at Wash- ington. The United States Metallic Packing Company, Philadel- phia, announces that after a long legal contest its patent No. 914,426, dated March 9, 1909, for \he King ring, has been sustained by the United States circuit court of appeals for the seventh circuit, and that the supreme court of the United States has refused the petition of the Hewitt Company that it should review the action of the court of appeals. The company's patent is now definitely estaljlished, as is also the fact that the Hewitt Company's ring, the further manufac- ture of which its suit was brought to stop, is an infringement of its rights. Edward Weldin Grieves died recently at his home in Balti- more. Mr. Grieves was born in Wilmington, Del., in 1843, and educated in private and public schools of Wilmington. For many years he was superintendent of the car plant of Harlan & Hollings worth, at \^'ilmington, which position he relinquished in 1884 to take the superintendency of car building for the Baltimore & Ohio at Baltimore. Mr. Grieves left the Baltimore & Ohio in 1898 to become mechanical ex- pert for the Galena Oil Company and president of the Far- low Draft Gear Company. He retired from active business two years ago. Joseph Davis, vice-president and controller of the Amer- ican Locomotive Company, was formerl}- controller, which position he has held since 1909. Mr. Davis was bom in New York in 1875. He attended high school at Albany, N. Y., and was for three years associated with the controller's office of the Delaware & Hudson at Albany. He later spent three years in the accounting department of the New York Central at New York and then left railway service to run a ranch in Colorado. He entered the service of the American Locomotive Company in 1901 in the accounting department and became controller in 1909. L. L. Cohen, lately connected with the Safet}- First Manu- facturing Company of Chicago, 111., and prior to that, western sales representative of the Johns-Manville Company, with headquarters at Salt Lake City, Utah, and also Denver, Colo., has been elected president of the Union Supply Company, with offices at 112 West Adams Street, Chicago, 111. He succeeds L. Mosier, retired on account of poor health. The Union Supply Company handles products of the Bryant Manufacturing Company, Globe Metal Company, William B. Anderson Foundr\' Company, Central Steel & Supply Company and the Wine Railway Appliance Company. Harr}- B. Hunt, who has been elected assistant vice-presi- dent in charge of manufacture of the American Locomotive Company, has l)een with the company eight years. He was born in New York and graduated from the Massachusetts Institute of Technolog\' in 1897. He spent eight years in the operating and mechanical departments of the Erie Railroad and held the positions successively of mechanical engineer, assistant mechanical superintendent and assistant to the gen- eral manager. Since he has been with the locomotive cwn- pany he has served in the manufacturing, engineering and sales departments, and now returns to the rrianufacturing de- partment from the sales department. The American Car Roof Company, Chicago, aimounces that it has given the following car buildmg companies shop rights to build and apply the Christy roof to freight cars when si)ecified by railway companies: The American Car & Foundry Company, the Caml)ria Steel Company, the Haskell & Barker Car Company, the Mount Vernon Car Manufac- turing Company, the Pressed Steel Car Company, the Pull- man Company, and the Standard Steel Car Company. The car l}uilders will absorb the royalty charge, remitting to the American Car Roof Company for the numl)er of roofs built. The Christy roofs are of two types, the all-steel and the in- sulated steel. Columljus K. Lassiter. the newly elected vice-president of the American Locomotive Company, in charge of manufac- ture, has been in the service of the companv or its predecessors for twenty-two years. He entered the service of the Rich- mond Locomotive Works as chief clerk to the president of that company. He was later transferred to the American Locomotive Company's plant at Schenectady (alx)ut 1904) and served as mechanical expert for about six years, during the reconstruction of the plant. About seven vears ago he came to New York as general mechanical superintendent, and at the outbreak of the European war was also appointed a member of the ordnance committee. Alexander R. McAlpine. s|>ecial representative of Bird & Son, died at his home in Chicago on Januar>' 14. Mr. Mc- Alpine was bom at North Framingham. Mass., in 1850, and went west when he was 20 Aears old, going to the Bee Line, now a part of the Big Four. During his 15 years with that road he was master mechanic and master car builder. In 1885 he went to the Westem Car Cwnpany as superintend- ent. After 15 years with that company he went with the Burton Stock Car Company, and in Febmar}-, 1902, with 170 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 Bird & Son. Mr. McAlpine was well known in the railroad field in and about Chicago, and was actively connected with the Car Foremen's Association of Chicago for several years. The Coml)Ustion Engineering Corporation, 11 Broadway, New York City, announces the doubling of the size of its New York offices. This change was made to accommodate the increase in business due to the constantly increasing de- mand for its Type "E* stoker for bituminous coal, and the Coxe stoker for anthracite coal. With the enlargement of its offices, this company has added considerably to its staff of draftsmen and engineers. It further announces the organi- zation of si.\ additional erecting units, each under the direc- tion of a superintendent for field work, and the establishment of a service department under the direction of John Morris, who has l^een associated with the company since its or- ganization. James D. Sawyer, recently elected vice-president of the American Locomotive Company, in charge of sales, has been in the service of the company or its predecessors since 1898 and its manager of sales since 1907. He was born at Buffalo. X. Y., in 1875. He graduated from Yale in 1896 and entered the employ of the Brooks Locomotive Works at Dun- kirk, N. Y., in August, 1898. He worked in various depart- ments until in 1901, when the American Locomotive Com- pany was formed, he became assistant to the second vice- president in charge of sales, with office at Dunkirk. He was transferred to New York in 1904 in the same capacity and held that {position until 1907, when he was appointed man- ager of sales. Pratt & Lambert, Inc., varnish makers, Buffalo, N. Y., have elected the following officers and directors for the com- ing year: \\ . H. Andrews, chairman oi the board; J. H. McXulty, president; J. N. Welter, vice-president; J. B. Bouck, Jr., secretarv and treasurer; A. C. Bedford, C. M. Pratt, F. W. F. Clark, R. F. Clark, S. N. Griffiths and J. P. Gowing, directors. On January 3 the sales force of the com- pany held its biennial convention at Buftalo. This conven- tion marked the completion of the president's twenty-fifth year with the company. About 75 salesmen and executives attended the meetings and discussed new developments in the chemistry of varnish-making and better methods of market- ing the firms products. F. W. F. Clark, retiring vice-presi- dent, made the trip from his home in London, Eng., to attend the convention. E. W. Richey, who has been elected vice-president of the Standard Forgings Company, Chicago, 111., was born at Richmond. Ind., on June 10, 1876. He entered railway service with the Vandalia at St. Louis, Mo., in September. 189.>. In June, 1896, he became connected with the Chicago Terminal Transfer, and the following month he went with the Duluth. Missabe & Northern at Dululh, Minn. He was with the Cnion Elevated Railroad of Chicago from Octol)er, 1897, until September 1903, when he became general sales agent and secretar}- of the Standard Forgings Company. On March 1, 1914, he was appointed assistant to the president of A. M. Castle & Company, Chicago, and on August 1, 1916, resigned to become assistant to the president of the Standard Forgings Company, which position he held at the time of his election to the vice-presidency, as noted above. The National Railway Appliance Company, a new con- cern, incorporated for the purpose of selling railway supplies, announces that it has taken over the entire railroad depart- ment business of the U. S. Metal & Manufacturing Company. The new company will have temporary offices at 165 Broad- way, New York City, and the officials elected to carry on the affairs of the concern are as follows: President, B. A. Hege- man, Jr.: first vice-president. Charles C. Castle; vice-presi- dent and treasurer. Harold A. Hegeman; assistant to presi- dent, F. C. Dunham; secretary and engineer, Edward D. Hillman. The company has established a branch office in the McCormick building, Chicago, under the immediate management of Walter H. Evans, and a branch office in the Munsey building, Washington, D. C, under the management of J. Turner Martyn. Both managers were formerly con- nected with the railroad department of the U. S. Metal & Manufacturing Company. The General Roofing Manufacturing Company of St. Louis, Mo., has announced that it purchased the Mound City Paint & Color Company and the Gregg Varnish Company, l>oth of St. Louis, and the Lockport Paper Company of Niagara Falls, N. Y., on February 1. A new corporation, including these companies, has been organized, and will be known as the Certain-teed Products Corporation. The new company is capitalized at $25,000,000. The following officers were elected: George M. Brown, president; Smith E. Alli- son, New York City; Audenried Whittemore, Chicago; J. S. Porter and J. F. Schlafiy of St. Louis, vice-presidents; J. C. Collins of St. Louis, secretary' and treasurer, and Clinton Brown, assistant secretary- and treasurer. All formerly were officials of the General Roofing Manufacturing Company. While the General Roofing Manufacturing Company already has offices in nearly all the large cities, new offices will be opened in Buffalo, N. Y. ; Milwaukee, Wis., and Salt Lake City, Utah. The headquarters will remain in St. Louis, as at present. The Westinghouse Electric & Manufacturing Company announces that the plot of ground recently purchased at Essington, near Philadelphia, will form a new industrial center for the Westinghouse Electric interests. The site em- braces about 500 acres, with a frontage of approximately one mile on the Delaware River. Additional transportation facil- ities will be afforded by tracks from the Pennsylvania and Philadelphia & Reading Railroads. This new center will be devoted to the production of large apparatus, the first group of buildings being for power machinery, principally steam turbines, condensers and reduction gears. The initial devel- opment will cost in the neighborhood of $5,000,000 or $6,- 000,000, occupying about one-fifth of the area of the entire plot. The group will consist of the following buildings : two large machine shops, an erecting shop for heavy machinery, forge shop, pattern and pattern-storage shop, and power house. Work will begin on these as soon as satisfactory building contracts can be let. The number of employees to be engaged at the new plant has not as yet been definitely determined, but will number several thousand people, and undoubtedly will in the future equal the number employed at East Pittsburgh, representing over 20,000 people. Charles T. Schoen, the inventor of the pressed steel car, and at one time president of the Pressed Steel Car Company, died at his home in Moylan, near Philadelphia, February 4, ajred 72 years. Mr. Schoen was born in Delaware and was educated in Wilmington. He worked there with his father, Henry Casper Schoen, in whose shops he learned the cooper's trade. He later removed to Philadelphia to assume a posi- tion with Charles Scott, who was engaged in the manufacture of car springs. He later developed pressed steel equipment and fittings for wooden freight cars, including car trucks, and finally the complete steel car. The first company to manufacture his steel car was known as the Schoen Pressed Steel Company, incorporated in 1895. In 1899 a combina- tion of this company and the Fox Pressed Steel Equipment Company, which two companies then controlled practically all the pressed steel car business in the country at the time, brought about the Pressed Steel Car Company, of which Mr. Schoen was president until his retirement in 1902. Mr. Schoen was also the inventor of a solid forged and rolled steel car wheel and was head of the Schoen Steel Wheel Company. After his retirement as president of the Pressed Steel Car Company he became chairman of the board of di- March, 1917 RAILWAY MECHANICAL ENGINEER 171 H. A. Gray rectors of the company. He was also vice-president of the Colonial Trust Company, of Philadelphia. H. A. Gray, assistant manager of railroad sales of Joseph T. Ryerson & Son, in charge of eastern territory, has been appointed manager of sales of the railroad department of that company, with head- quarters in Chicago. Mr. Gray has been in the service of Joseph T. Ryerson & Son for 16 years. He was born at Alton, 111., Novem- ber, 1878, and received his education at the high schools of Evans- ton, 111., and at St. Paul's School, Con- cord, N. H. He en- tered the service of Joseph T, Ryerson & Son in 1901, and was connected with var- ious departments of the business, both in Chicago and Xew York. He became associated with the railroad department in 1913, and in March, 1916, was appointed assistant manager of railroad sales. W. F. M. Goss, dean of the college of engineering and di- rector of the engineering experiment station of the University of Illinois, has resigned to become president of the Railway Car Manufacturers' Association, effective March 1. This association is an organization of fifteen manufacturers of freight and passenger cars in this country, including the American Car & Foundry Company, the Barney & Smith Car Company, the Bettendorf Company, the Cambria Steel Company, the Haskell & Barker Car Company, the Harlan & Hollingsworth Corporation, the Keith Car Company, the Laconia Car Company, the Middletown Car Company, the Mount Vernon Car Manufacturing Company, the Osgood- Bradley Car Company, the Pressed Steel Car Company, the Pullman Company, the Ralston Steel Car Company, and the Standard Steel Car Company. The organization has been in existence for several years, but the officers and members have been unable to give due attention to it on account of pressing duties to their own companies. This led to the election of Dr. Goss as president, who will devote his entire time to furthering the purposes of the association. Among the studies he will make in his new work will be the adaptation of cost accounting to the needs of car manufacturers, the prevention of fires and accidents in car plants, and standardization of the design of cars, or parts of cars, the standardization of car specifications, and ways and means of establishing a greater degree of co-operation between the car builders and the railroads to their mutual advantage. A further economy, which it is believed he will effect, will be to prevent the duplication of experimental work by different car builders. If pending ccngressional legisla- tion is passed legalizing the co-operation of car manufactur- ers in the promotion of foreign business, Dr. Goss will inves- tigate the best methods of developing that field. In matters of common concern to the railroads and manufacturers relat- ing to car construction, he will have full authority to co- operate with the railways and to give them as much assistance as possible. The other officers chosen by the association are: Vice- president, J. M. Hansen, president of the Standard Steel Car Company; secretary' and treasurer, William Bierman, secretary of the Standard Steel Car Company; executive committee, Mr. Hansen, F. H. Hoffstat, the Pressed Steel C. H. Williams Car Company; W. H. Woodin, president American Car & Foundry Company, and J. S. Ralston, president of the Ral- ston Steel Car Company. Charles Haines Williams, of the Chicago Railway Equip- ment Company, Chicago, was elected iirst vice-president of the company at its recent annual meeting. Mr. Williams was educated in the public schools of Balti- more, Md., and at the Baltimore Polytechnic Institute, from which he graduated in 1893, and also took a special course in mechanical drawing and machine design at the Mar\- land Institute. He spent four years as special apprentice in the Mount Clare shops of the Baltimore & Ohio, working in the machine and Ioccmwo- tive shops, the erecting shops and in the foun- dry-, drawing room and test departments. He left the Baltimore & Ohio to become connected with the Chicago Railway Equipment Company as mechanical inspec- tor, and has been with that company since. George Henry Hill, assistant engineer of the railway and traction department of the General Electric Company, died of pneumon'a at h's home in Schenectady, Januan,' 31. Many important develop- ments in the applica- tion of electric jx)wer to new uses owe their success to Mr. Hill's efforts. Early in his career as an engineer, he invented and pat- ented the electric sys- tem for operating bulk- head doors on ship- board, which many years ago was stand- ardized by the navy department for United States naval vessels and is used on com- mercial and naval ves- sels in many parts of the world; later he as- sisted in the develop- ment of the multiple unit system of train control, and in connection with this work produced the multiple unit auto- matic system substantially as it exists today. During the past few years Mr. Hill devoted considerable time to the electrification of steam railroads and has been an active supporter of high voltage direct current for interurban rail- ways and for steam trunk line electrifications. More recently he was engaged in exhaustive studies of the interference of transmission and railway feeder lines v/ith telephone and telegraph circuits. Mr. Hill was bom at Williamsport, Pa., on December 11, 1872, where he attended the local preparatory schools ana Dickinson Seminary. After completing his preparatorj- work, he entered Johns Hopkins Universit>', graduating frMn the electrical engineering course in 1895. Immediately upon graduation he became associated with Frank ]. SpragUC^ who was at that time engaged in the development of elec- G. H. Hill 172 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 3 trically operuted elevators and multiple unit control for railway service. He was advanced rapidly and soon became chief of construction of the elevator department, with his office in New York City, \\hen the Sprague Electric Com- pany gave up its elevator business in 1900 he became chief engineer for the company at Bloomfield, N. J., and was directly responsible with Mr. Sprague for the development of multiple unit control for railway trains. In 1902 the Sprague patents and interests were taken over by the General Electric Company, and Mr. Hill went to Schenectady to follow the further development of train con- trol. \\'ithin two years he had become assistant to F. E. Case in supervision of all train control for the General Elec- tric Company, directing the important steps in the manufac- ture of car equipments for the Manhattan Elevated in New York, the Boston Elevated, Baltimore &: Ohio electric loco- motives and later equipments for the Interborough Rapid Transit, the Northwestern Elevated and the Philadelphia Rapid Transit Company. The equipment of the New York Central electric locomotives was also under construction at this time, together with many equipments for foreign coun- tries, including England. France, Italy, Cuba and Peru. In 1906 Mr. Hill became assistant engineer of the railway and traction department in charge of the group of engineers dealing with the general {)roblems arising in connection with electric railway apparatus and engineering. In this position his ability and experience were invalual)le and he was one of the company's most important advisors, aiding in the solu- tion of many difficult problems connected with the railway industry. Articles from his pen on railway subjects have frequently appeared in the technical press and in the pro- ceedings of the American Institute of Electrical Engineers, of which he was an active member. During his active career, !Mr. Hill made manv inventions, lx)th in the railwav and other electrical fields, and Ijetween 40 and 50 patents were granted to him. M. C. M. Hatch, superintendent of fuel service of the Dela- ware, Lackawanna & Western, has resigned to accept a posi- tion as assistant to the president of the Locomotive Pulver- ized Fuel Com[Kiny of New York. Mr. Hatch was born in Chelsea. Mass., in 1882. He attended the public schools in that city and in Boston, and s{>ent two years in the Massachusetts Insti- tute of Technology, and two years at the University of Califor- nia, in the latter insti- tution taking the course in mechanical engineering as a mem- ber of the class of 190,S. He then spent aljout 18 months in the shops of the Southern Pacific at West Oakland and Sacramento, Cal., followed Ijy six months in the test depart- ment, and six months in the signal department of the same road. In June, 1905, he returned East and went to work in the mechanical department drafting room of the Boston & Maine. He remained with that company until October, 191 1, serving during the last five years of that period as chief draftsman. From October, 1911, to April, 1912, he was engineer of tests of the New England lines, that is, of the New Haven, Bo.ston & Maine and the Maine Central. In April, 1912. as above noted, he became superintendent of fuel .service of the Delaware. Lackawanna & Western. M. C. M. Hatch Wrought Iron Pipe.— The A. M. Bjers Company, Pitts- burgh, Pa., recently issued Bulletin No. 27, which contains reprints of letters from users of their products. Tool Steel. — A folder recently issued by the Vanadium- .\lloys Steel Company, Pittsburgh, Pa., deals with the com- pany's Vasco special, Vasco electric and Vasco Latrobe carbon tool steels. Tix Pl.\te. — The American Sheet & Tin Plate Company, Pittsburgh, Pa., has issued an attractive 28-pafe booklet, No. 120, entitled "Black Sheets and Special Sheets." The book- let describes the various kinds of tin plate made by the com- pany and contains a number of tables, among them being one of weights of American painted roofing and siding, a bundling table of black sheets, etc. Another of the interest- ing features of the booklet is a diagram of the manufacture of steel showing the processes from the ore, limestone and coal to fabricated structures, rails, frogs and switches, wire and nails, tin plate, etc. Ex(;iNE Lathes. — Hill, Clarke & Co., Inc., Boston, M:^.ss., have issued a circular describing the Roulsted 20 in. eng-ne lathe. This lathe is for heavy duty work and has a three-step driving cone for 4-in. belt and double back gears. Eighteen spindle speeds are available, ranging from 7 to 285 revolutions per minute. The semi-quick change gear box i/ives six changes of geared feeds at the touch of a lever. The apron is of the double plate type and has reverse for all feeds, operating independently of the all steel tumbler re- verse in the headstock. The lathe has an actual swing over the bed of 21 in. and on a 10 ft. bed takes 5 ft. 3 in. between centers. The net weight is about 4,900 lb. .\rc Welding. — This is the title of an interesting and attractive book recently issued by the Arc Welding Machine Company, New York. This company has been formed to market the materials and machinery and the welding practice which has !>een developed by the Electric Welding Company, organized in New York in 1908. The booklet contains data illustrated by some very interesting line drawings, showing the greater efficiency of electric arc over gas welding, parti- cularlx- as to the greater concentration of the former. The methods of securing proper welding and heat treating are l>rought out. One section deals with electric arc control and several pages are devoted to the closed circuit system. Dust Gu.\rds. — A most attractive and well illustrated 16-page booklet, recently issued by the Virginia Equipment Company, Toledo, Ohio, details the advantages of proper journal lubrication, and shows how this can be assisted by the use of Virginia Compound Compensating Dust Guards. The pamphlet is in the form of a treatise. The author of it has shown just how much in actual money a railway can lose by using poorly made dust guards, both through ad- ditional journal turning and in losses in power by poorly lubricated journals. He shows further that the ordinary wooden and tin dust guard is not efficient, for it does not prevent sand from getting in the journals, nor does it permit proper packing of the journal box. He then goes on to show the advantages of the Virginia Compensating Dust Guard. This guard is built up of layers or piles of wood, placed with the grain running at right angles and cemented and riveted together under heavy hydraulic pressure. It is made in two segments, and so arranged that the compensating de- vices keep them in positive contact with the axle. Through this arrangement the wear is automatically taken up, the ingress of dust prevented, and there is insured a positive, dustproof resilient contact with the axle at all times. \ olunie 91 April, 1917 No. 4 Locomotive An announcement was made on page Rod Job ^^' °^ ^^^ March issue of a compe- „ . . tition on locomotive rod work. This ompe 1 I n competition will close May 1, and those who have not already done so should start their con- tribution at once so that they will he finished in good time. Few roads follow the same methods and practices in doing this work. Some do it better and cheaper than others. It is the purpose of the competition to l)ring together in a concise form, the best practices. Our readers can then choose those which l)e.'t suit their conditions. In order that the best results be obtained from the ccmpct'tion, all of our readers who feel that they have a particularly good and satisfactory method of doing this work should contribute. Our purpose is to spiead broadcast, ideas that will be of assistance to all railroads. These ideas must come from the men on the firing line, so do not hesitate to send in what you have if you think it will be of assistance to others. The three ar- ticles, which from the standpoint of practical suggestions are considered to be the best, will be awarded prizes of $20 each. The contributions must reach our office in the Wool- worth Building, New York, on or before May 1, 1917. Collision Shocks On another page in this issue is a photogra{)h and brief description of a rear end collision which recently oc- Steel Equipment ^^^.^.^ ^^ ^^^ Pennsylvania Railroad, in which one steel sleeping car was completely telescoped by another. The force of the collision was such that it is re- markable that greater damage was not done to the passenger train equipment. The manner in which the two cars were telescoped, however, raises the question whether or not the use of an anti-telescoping device, which would maintain the underframes in the same horizontal [)lane, should not be carefully considered. Of course it is impossible to say just what might have taken place had the two cars involved been so equipped; but it is evident that the two underframes were first thrown out of line before the damage was done. On l)ractically all of the more recently built steel passenger equipment in this country, vestibule end posts of heavy sec- tions are provided and the prol)abilities of telescoping equip- , ment thus constructed are very small, even without an anti- telescoping device. However, where a question of safety is involved and where the conditions to l)e met when the emer- gency arises are so uncertain, the use of the additional safe- guard is desirable. pletely equip them with standard safety appliances by July 1, 1917, the date set by law, without greatly inconvenienc- ing shippers. On January 1 there were 296,033 cars un- equipped. In the six months prior to that time only 160,000 were equipped and at that rate it was claimed it would take another year to equip all the cars properly. The railroads were strongly opposed in their request for further time by the brotherhoods; H. W. Belnap, chief of the Division of Safety, thought that a large part of the unequipped cars could be equipped if the roads would permit the work to be done by foreign lines. The commission has had the matter under consideration for the entire month and up to the time of our going to press had not acted on it. Although there is little question but what additional time is needed and should be granted in the interests of public welfare, because of the peculiar con- ditions which exist at this time, the railroads, if an extension is granted, must not let up for a moment the work of carry- ing this work to completion; indeed they must go forward with still greater energy and must co-operate with one an- other more effectively in the actual |)erformance of the work. The M. C. B. Association has advanced to June 1, 1917, the date on which cars not equipped with safety appliances will be receivcnl in interchange from home roads. The big l)roblem, however, is to get the cars e(iuij)ped. so that they may be retained in revenue service after July 1. Bills An excellent practice followed by the „f mechanical department of a Western . . , . , road is that of attaching a bill of Material ^ . , , " material to every order of reconstruc- tion to be made in its equipment. The bill is made out by the designer as he la}s out the work to be done. The size and number of the different parts required in the work is given to the minutest detail. Being the one most familiar with all the changes and additions to be made, he is less liable to omit a necessary part than the man on the job who must study a blueprint to find out what is needed. Further, it enables the foreman in charge of the work to order his material promptly on receipt of the plans for the work. As the material is received it is checked off the original bill and the work is not begun until everything is at hand ready for application. This eliminates delays and insures that the work will be done without interruption. Application Even though a request has been made of Safety ^^ *^^ railroads for a further extension of time in which to equip freight cars pp lances ^^^j^j^ proper safety appliances, the roads will be open to the most severe criticism if they leave any stone unturned to finish this work at the earliest possible time. The Interstate Commerce Commission held a hearing on March 1, at which several railroad men testified that with the great demand for cars, it would be impossible to com- An Additional American railroads have given much Incentive for attention to fuel economy in recent „ , _, years and incidentally efforts in this Fuel Economy j- *• u i • . -^ j j • direction have been intensified during the past two or three years on many roads because of the necessity for increasing the capacity of the locomotive to the uttermost in the effort to reduce op)erating expenses by increasing the trainloading. Another factor is entering into the problem which promises to inspire still greater efforts towards fuel economy, and that is the greatly increased cost of fuel. Many roads will find it necessary to pay almost 173 T> 174 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 4 double the prices per ton which they paid during 1916. meet the requirements as to maximum engine tractive effort. President Rea, of the Pennsylvania Railroad, in his testi- What may be accomplished by careful engineering in the mony before the Interstate Commerce Commission for an development of a locomotive design is clearly shown in the advance in freight rates, stated that seven of the eastern performance of the Pennsylvania Atlantic type, Class E6s roads, including the Pennsylvania; New York Central; on the testing plant at Altoona, Pa., an account of which Baltimore & Ohio; Norfolk & Western; Chesapeake & Ohio; will be found elsewhere in this issue. Virginian and Western Maryland, paid an average price oi No doubt the work of the test plant was invaluable in tht $1.21 per ton for fuel purchased during 1916. It is quite development of these engines, and such facilities are not probable that for the coming year they will have to pay available to other roads. If, however, the fundamental an average increase of at least $1 per ton. President Under- knowledge as to correct locomotive propwrtions which i.>. wood, of the Erie, stated that the surplus of $4,500,000 available at the present time, were used in the design of for last year would be entirely absorbed this year by the every locomotive built, it is safe to assume that the average increase in coal prices alone. President Rea estimated the efficiency of our motive power would be considerably higher. increase in expenses for 1917 as compared with 1916 for ^^Jo'^nln^"""^ '^''T ''• ^""^^T ^^'''"\ ^^2?f nm nnn ' '-P^ovini The roundhouse is closer to the actual $10,200,000; mcreased price of materials, $11,000,000; » . * work of conducting transportation than wages. Adamson law, $13,500,000; wages other employees. Roundhouse J ^"/^/^"^^J^^^^ $7,400,000; total, $42,600^00. Because of these greatly F.c.htie. the^upervision of the mechankalde- mcreased expenditures to which all of the railroads are being partment and its importance is generally realized vet there subjected it will be necessar>- to practice severe economies is a strange indisposition manifested by some offices of rail- and to do everything possible toward improving the efficiency r^ads towards keeping roundhouses in efficient condition of operation Of the items mentioned above, fuel is the only Xew roundhouses are, of course, built from time to time and one on which any great saving can be made, the other items j^ their construction and equipment the best practices are bemg very largely fixed e.xcept as they may be affected by ^^^^Hy f^u^^^^^ ^^^^ ^^^ ^^ roundhouse is given little mcreasing the tramload and securing better carload.ng; thu. consideration until some difficultv devel«)s which makes it utilizing the plant and equipment to better advantage. imperative to provide improvements. TTie fact that the need of good facilities at roundhouses Approximate]} one-tenth of the money is given so little attention is largely the fault of the round- Efficicney expended in the operation of American house foreman. In the operation of an engine terminal there . *** railroads is required for fuel for loco- are certain inconveniences which cannot be eliminated. The Motive Power motives. Next to wages it is the largest foreman realizes the fact and comes to look upon the unnec- single item of operating expense. That the extent of the saving essar}- evils in the same light that he regards the inherent which may be effected through the reduction of fuel consump- difficulties in his wwk. The roundhouse foreman always tion by even a small percentage is generally appreciated, is has troubles too numerous to mention and he does not want evident from the careful supervision which the handling of |o complain for fear that he will be considered a grumbler, so the fuel supply receives, from the mines to the locomotive fire- if he mentions his troubles to his superior officer he fails to box. The benefits of such supervision cannot be overestimated, register an emphatic protest against the conditions which he but it cannot go beyond the firedoor. Once in the firebox, knows could be remedied. As a result, when appropriations the amount of work which is to be secured from the fuel f re made, grade crossings which have given trouble are elim- consumed is largely in the hands of the designer. inated and a new station is built for the comfort of the citizens Much has been done to improve the efficiency of the loco- of Jonesburg, but the needs of the roundhouse are forgotten. motive by the addition of fuel saving devices, but more at- The difficulty of foreseeing what movements will have to tention should be given to the proportioning of the locomotive be taken care of when a terminal is built often makes it ad- itself, in order that the highest possible efficiency may be visable to change the arrangement of tracks after the weak obtained at every step in the process of converting the points have been discovered, but there are many terminals heating value of the fuel into drawbar horsepower. One of operating to-day with insufficient track space, which necessi- the features most carefully investigated in a proposed sta- tates extra movements and is a prolific source of trouble. tionary power plant installation is the cost in fuel per kilo- At all but the smallest terminals there should be more than watt hour of energy delivered. There are few mechanical one track for locomotives entering the roundhouse and leaving department officers responsible for new power house installa- the roundhouse. Too often but one track is provided for the tions who will not know the number of pounds of coal re- movement in each direction and a great deal of time is wasted quired to produce a kilowatt hour in even a small plant, in switching movements. Since the federal inspection of lo- With hundreds of locomotives in operation, each having a comotives has been in effect it has become specially important capacity ranging from 500 to 2,000 hp., few mechanical to determine the condition of the incoming locomotives as department officers can say even approximately how much quickly as possible and a pit over which the loconwtive must work at the drawbar they are getting from the coal consumed, pass before being coaled is usually found to be the most sat- It is natural that in buying new locomotives, the mechan- isfactory arrangement. Nevertheless at many roundhouses ical department officers should give the greatest attention to the locomotives are still inspected on the roundhouse pits, mechanical details affecting the future cost of maintenance, There is hardly an engine terminal where a close study would this being a problem most directly affecting the work of the not disclose opportunities for doing work more economically, department. But the possibility of improving locomotive On a large western road it recently became necessary to performance and reducing the cost of conducting transpor- tear down an old engine house and a modem terminal was tation by increasing the efficiency of future locwnotives provided. The saving in wages effected by the new plant should not be overlooked. More attention should be given was at the rate of $40,000 a year. There are many round- to the study of the future requirements for motive power in houses now in operation which are quite as bad as the one order that time may be given to develop and refine the design which was torn down in this instance. It is not always pos- best adapted to meet those requirements before the power is sible to effect such marked economies, but in many cases actually needed. After a decision has once been made to changes can be made which will materially reduce the cost purchase new locomotives, the time at the disposal of the of operation. The roundhouse should not be r^arded as a designer usually permits of nothing more than the assembling place to dump machine tools which cannot be used dsewhere„ of a number of details, which will do but little more than to nor should the plant in general be neglected until it becomes April, 1917 RAILWAY MECHANICAL ENGINEER 175 ntcessary to replace it. Roundhouses should have the best fa -ilities for doing work which can be provided. The fore- ni:in who realizes the shortcomings of his plant and does not take energetic measures to correct them, fails in the duty which he owes to his superior officers and to the road. The Valuation In the valuation of cars and loco- of Rolling motives the Interstate Commerce Com- Stock mission is using a method of deter- mining the cost of reproduction less depreciation which may work a grave injustice to the rail- roads. The continual development of more efficient equip- ment has made it profitable in all branches of industry to retire old equipment before it has been completely worn out and to replace it with a more efficient type. So, as the weight and efficiency of locomotives and cars have increased, it has proved economical to discard old equipment after a comparatively short time. Practically all locomotives and cars are retired, not because they are actually worn out, but because of obsolescence; they will still run almost as well as ever, but nevertheless have become inadequate for the service, which is constantly growing more exacting. This is a functional, not a structural depreciation, and is not due to the depreciation of the individual parts of the equipment. The confusiOTi of functional with structural depreciation has given rise to a ccmimon misconception which has had an influence on valuation practice and has resulted in errors in the methods employed. The question of the amount of depreciation which actually exists in a plant is one upon which there is still great dif- ference of opinion. Depreciation indoubtedly exists in the separate parts of the equipment and can be determined for each individual part. In setting the cost of reproduction of equipment less depreciation, the depreciation of the in- dividual parts doubtless should be used; but in determining the amount which should be set aside from the net incwne for the replacement of obsolete equipment it is necessary to consider the functional, not the structural, depreciation. The method used by the Interstate Commerce Commission in determining the amount of depreciation existing in loco- motives and cars is based on the functional depreciation rate; the value of the equipment is found by ascertaining the probable life, based upon past experience, the result being modified according to the actual condition of the parts as ascertained by inspection. The whole method is based on the assumption that all the locomotives now in use in the United States will be retired at the average age at which locomotives have been retired in the past. This is a dangerous premise, as the working of obsolescence in the past affords no certain standard for determining how it will work in the future. The fact is, there is very little physical deterioration in a locomotive or car until the end of its functional life is nearly reached. Its physical condition could be kept nearly unimpaired for an indefinite period, but as the time when it is to be retired approaches the amount spent for main- tenance is reduced, and the equipment deteriorates more rapidly. A detailed examination of the effect of the de- preciation of the parts on the value of the whole will make this clear. If we take the driving wheel tires as an example of the cycle through which all the parts of the locomotive pass, we will find that the curve of their value, starting at 100 per cent, decreases gradually but never reaches a point below the scrap value of the tires, which we might set at about 20 per cent of the original cost. If the tires are re- moved at the end of eight years and new ones substituted those parts are brought back to 100 per cent condition. If we consider another part, as, for instance, the boiler shell, we find its life to be, let us say, 25 years. Its value, then, decreases gradually from the time the locomotive is built until it becomes 25 years of age, when the value of the boiler becomes merely its salvage value or about 20 per cent of the original cost. The tires will have been renewed one year prior to the time that the boiler is retired, and their value will be 90 per cent of the original value. It will be seen from this that the physical value of a locomotive does not decrease steadily until the end of the term of years after which the longest lived part must be renewed. Some parts do not depreciate at all and their value, even when the loccHnotive is retired, is still 100 per cent of the first cost. The effect of the difference in the life of the composite part* is to keep the physical value of the whole far above the scrap value until the end of the service life is reached. Mr. Prouty has indicated that the cost of reproduction^ less depreciation will not be used as a basis (or fixiag r»tes. Nevertheless, it is to be hoped that the conunission will see fit to modify the straight line depreciation which it ha* applied to locomotives and cars. In a report to the St. Louis Public Utilities CcMnmissioi> made in 1912 James E. Allison said: 'To claim that investors have been reimbursed for de- preciation by excess profits in the past is to deprive then> of a part of their legitimate past profits to create a needless depreciation fund and is equivalent to regulating profits in the past by enactments today. This is an ex post facto pro- ceeding and is inadmissible as a matter of law or as a matter of justice." The railroads paid 100 per cent for their properties, although the normal theoretical value may be less. They have not been allowed to earn the dq)reciation, and if the property is to be allowed to earn only on the remainder of its value the difference between the first cost and the depreciated value has been confiscated. If old locomotives had been kept in service, rates would be high and valuation would be low; the public would pay for in- efficiency. The valuation of the present property, de- preciated at the functional rate, if applied in rate making, will penalize the railroads for being progressive and effi- cient. Any statute which would make for inefficiency in the future would doubtless be condemned. The proposal to penalize the railroads by an ex post facto regulation for their efficiency in the past lacks even a s«nblance of justice. NEW BOOKS Fuel Association Proceedings. Edited by J. G. Crawford, secretary, Chi- cago, Burlington & Quincy, Chicago, 111. 355 pages. Illustrared. 6 in. by 9 in. Bound in paper and leather. Published by the association. Price, paper bound, 50 cents; leather bound, $1. This is the official proceeding of the eighth annual conven- tion of the International Railway Fuel Association, which was held at the Hotel Sherman, Chicago, 111., May 15, 16^ 17 and 18. It contains a thorough discussion on the follow- ing subjects: Powdered Coal, Storage Coal, Fuel Stations,- Front End Grates and Ash Pans, Care of Locomotives with Relation to Fuel Economy, Coal Distribution Record Sys- tem, the Functions of a Railroad Fuel Inspector, the Human Fireman, the Influence of an Intimate Knowledge of Coal on Fuel Economy on the Efforts of Enginemen and Others, Interpretation of Coal Analysis With Special Reference to Non-Combustibles, What the Transportation Official can do to Prmnote Fuel Economy, and a paper by S. M. Felton, president, Chicago Great Western, on the Fuel Problem, Past and Present. Preliminary Mathematics. By Prof. F. E. Austin. Bound in cloth; !"<► pages; 5 in. by 7^ in. Published by Prof. F. E. Austin, Hanover, N. H. Price, $1.20. A book which will furnish a connecting link between arith- metic and algebra has been badly needed. Prof. Austin has- tried to show the connectic«i between the common operations of arithmetic and the corresposding algebraic processes so as to make it easy for the student to gain a practical knowledge of algebra and its application. From the simplest operation* the author proceeds to the treatmwit of roots, logarithms, linear and quadratic equations and series and prt^ressiens. 176 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 4 G 6 M M;tJiN 1 (^ A^T 1 IS S .<■ ■ ■.'j.i^.^i. ALTERING LOCOMOTIVE FRONT ENDS Douglas, Arir. To THE Editor: I was very much impressed with the editorial on page 220 of the May issue, under the heading "Altering Locomotive Front Ends." It is timely and to the point. However, it appears strange to me that you did not plant both feet firmly on the jirojiosition instead of just stepping on it witli one foot. The true proportions of the front end draft appliances being once determined and i)roved, there should be no more occasion to alter them than to change the proportions of an injector designed to perform a certain work. The function of the exhaust nozzle, in conjunction with the stack, is sim- ply to create, by means of the steam jet, the greatest possible vacuum in the front end without impairing the efficiency of the locomotive through excessive back jiressure. Tests have proved that the nozzle area can be accurately predicated on the cylinder volume, and that the ratios of nozzle opening and height, stack area and length can be positively determined. It may be necessary in some cases to extend tlie stack into the front end in order to get the length re(|uired, l)Ut this i)roblem })resents no mechanical difficulty. The fiimtion of the diaphragm or deflecting plate is, as its name im})l:es. to deflect or give direction to the current of gases passing through the tulles, while that of the draft sheet is to regulate the volume that can be emitted in a given period of time, so as to produce a practically even flow of gases through all tubes. In addition to this, the draft sheet also aids in so directing the current of ga.^^es that any cinders carried with this current impinge against the front end door at such an angle as to cause them to be broken up .^mall enough to pass through the netting. In other words, the diaphragm plate and draft sheets act as a draft regulator or di^^tributor and front end cleaner. As the position of these plates can be definitely determined by ex- periment. It follows that given a certain type of locomotive the position and dimensions of the various draft appliances can be arrived at with an experimental locomotive, and then be permanentl}- adjusted on all of that type from the data obtained. The desire to "monkey" with the front end arrangements is a survival of the day of the old diamond stack, long petti- coat p'l]^. and personal ownership of the locomotive by the engineer and fireman, where each adjustment was made to suit the whim of the engine crew. In this day of pooled power, however, if the front end appliances were changed to suit the firing methods of every fireman, it would only re- sult in continual adjustments without any definite results; whereas, if the position and dimensions of the various ap- pliances are fixed to produce known results, it follows that in case of steam failures the real seat of the trouble will be located and corrected. This may be found in the firing method, in the manner in which the engine is handled, in steam losses due to defective cylinder packing, valve seats or rings, steam pipe or nozzle joints, or last but not least, insufficient air opening under the fire. Perhaps, on the whole, it would be advisable to begin our investigations and draft adjustments from the firebox end, as all do not appre- ciate the necessity of ample air openings to the ashpan and through the grates, the belief being prevalent in some parts that draft action or fire stimulation is somewhat similar to lifting a bale of hay with a grab hook, i. e., a pulling action, instead of realizing that draft action is due to difference in atmospheric pressure above and below the fire, regardless of whether this difference is produced by decreasing the pres sure above the file by means of a partial vacuum as in the locomotive firebox, or by increasing the pressure below the fire through a forced air jet as is done in the blacksmith" forge. The permanent adjustment of draft appliances is entirel practicable and feasil)le on all classes of locomotives. It ha been done on this road, and is being done on the Pennsyl vania System, and when the practice becomes more universal another step in the matter of fuel economy will be a fai. accompli: for so long as the fireman can with any degree oi assurance attribute steam failures to a defect in draft ad- justments, so long will a spirit of indifference dominate hi.'- firing methods, and indifferent workmanship in any occu- pation spells but one thing, waste. F. P. ROESCH, Master Mechanic, El Paso & Southwestern. TOBESURA WENO "ON THE MAT" {With Apologies to Wallace Irwin.) Dear Editor: I are writing you to warn of possible dis- a})pearance from view soon on account of discipline. I re- ceive summons of late to report Big Chief at Washington. I hasten to com[)ly and are greeted by full force \I. S. Chief Detectors. Hon. Assistant inquire if I are off or from. I place feet at projKT angle according to secret code and em t — "licth. mister assistant, off my job and from my district.'' "Vou know the rules," he assume softly? "Yes, Hon. boss," I reply with tremble in voice. "You are accuse of interfering with legislative matter, giv- ing aid to brotherhood enemy, l)etraying secret of inspection job to cor])oration-own magazine (this refer to you) and writ- ing letter to editor casting inflection on U. S. I. C. C. bureau." I deny fact in totem, refer to insidious loWn* and throw myself on mercy four leader which compose jury. I weej) great salt tears like brotherhood chief when he demonstrate hard life rr trainmen and assume look of aggriev angel. I drop on knee with hand outstretch and swear forever loyalty first to Hon. brotherhood, second to four chief, third to Hon. boss and last if any left to U. S. government. I suspect four chief with thumbs turn down which mean trouble for inno- cent detector. On order boss, I remain in suspense until jury award penalty. While await verdict, I sadly walk street and conceive .scheme to visit Hon. law manufacturers who distribute seed and pork-barrels, make headlight, safety appliance and eight- hour laws with l)Ogus attached. During show I see cour- ageous senator from Iowa filibust ten days to obstruct appoint- ment of Hon. Daniels on I. C. C. board,; I behold frenzy finance arrive from Boston arm with bombs and hearsay evi- dence for indicating Mr. President, Hon. brother-in-law ami .son-in-law for writing })eace notes to Wall .street; see Josephus Daniels (who rejuvinate navy) insult American patriots in steal plant by order shell from London and almost get deport for undesired spy account peacefully picket I. C. C. boiirding house in super anxiety to hold job. This suspen.se are bad on boiler, flue and tire and if I are not soon restated with honor, I propose last card to Chief by issue Form 5 on poor jap detector. This will affect boss as joke and maybe save job. I hope, hon. editor things have not arrive that pass where faithful and relcntful persecution of heartless RR corporation lose honest worker job or reduce him to involuntary servitude. If Big Chief decide satisfac- tor\', I are going to wireless vou in secret code— so — IT ARE REPORTED THAT A GREAT FIRE ARE RAGING IN TORONTO. Yours truly, ToBESURA WeN'O. (^ ,^^ Pennsylvania Locomotive Tests If The Testing Plant of Great Value in the De- termination of Correct Locomotive Proportions BY ANDREW C. LOUDON THE Rail'viuy Mechanical Engineer has frequently re- ferred to the work that has been done on the Pennsyl- vania Railroad in the past few years in the way of locomotive development, but little has been pulilished re- garding the actual performance, in detail, of the locomo- tives as determined on the testing plant at Altoona. It is proposed, therefore, to give some account of the general performance of the three types which have so far lieen de- veloped to a condition of economy and capacity which has warranted their building in considerable numbers. These types are the Atlantic (Pennsylvania Railroad class E6s), Pacitic (class K4s) and Mikado (class Lis). The Atlantic type engine was descrilied in the February, 1914, issue of the Riiibvi'dy Age iuizette, Mechanical Edition, and the other two in the i.ssue of July, 1914. The results of the tests of the Pacific and Mikado types will l)e dealt with later. The figures given in this article are from Locomotive Testing Plant Bulletin No. 21 of the Pennsylvania Railroad, en- titled ^'Tests of a Class E6s Locomotive." (Copyright 1915 by the Pennsylvania Railroad Company.) The development of the most recent form of the Atlantic type locomoti\e on this road extended over a numlier of years and the testing plant at Altoona took a prominent part in it. In 1910 a locomotive of the E6 class using saturated steam was built. In 1912 this locomotive had a superheater added and its classification was changed to E6s. One more locomotive of the E6s class was built at this time and one class E6sa, differing from the others in having a special valve and valve gear. There were then two E6s and one E6sa locomotives; these had tubes 13 ft. 8 -7^ in. long and cylinders 22 in. by 26 in. In 1913 the three locomotives were rebuilt with new cylinders 23}^ in. by 26 in. and with other changes, l>ut with no change in tui)e length. After June 1, 1913, a large number of locomotives of the E6s class with 15 -ft. tubes were built, and one of these latter. No. 51, is the subject of this article. The E6 and E6sa classes no longer exist. There are now no locomotives like Nos. 89 and 5075. figures for which are given, in comparison with those obtained from No. 51, which is the finally adopted form of the E6s class. The general dimensions of the two locomotives of the E6s class are as follows: Old E6s No. 89 New E6s Xo. 51 Total weight, working order, lb 234,200 240,000 Weight on drivers, working order, lb 141,000 133,100 Cylinders (simple), diam. and stroke, in... 22 by 26 23^ by 26 Driving wheels, diameter, in 80 80 Heating surface, tube (water side), sq. ft.. 3,404.9 2,634.5 Heating surface, firebox, including arch tubes, sq. ft 254.5 232.7 Heating surface, superheater (fireside), sq. ft 688.8 810.6 Heating surface, total (based on water side of tubes), including superheater, sq. ft.. 3,348.2 3,677.8 Heating surface, total (based on fireside of tubes), including superheater, sq. ft.... 3,089.5 3,405.6 Grate area, sq. ft 55.23 55.79 Boiler pressure, lb. per sq. in 205 205 Valves, type 14 in. piston 12 in. piston Valve gear Walschaert Walschaert Firebox, type Wide, Reljiaire Wide, Belpaire Tubes, number and outside diameter 242 — 2 in. 242--2 in. Flues, number and outside diameter 36 — 5^ in. 36 — 5^ in. Tubes and flues, length, in 164.63 179.71 Both loccmotives were equipped with brick arches. Experiment has shown that there is a point beyond which the lengthening of the tubes fails to produce a proportional increase in evaporation, the effect being partly due to the re- sistance to the flow of gases and the retardation of combustion. But for best results the tubes should be extended fully up to the point where the increase in evaporation ceases to be propor- tional to the increase in length. It has l^een found on the Pennsylvania that the most desirable length for a tul^e is about 100 times its internal diameter and this rule has been adopted with a leeway to the designer of 10 or 15 jht cent to satisfy other boiler conditions. In the first E6 boiler the tubes had a ratio of length to internal diameter of 94; in the new boiler, with 15-ft. tul>es, the ratio is 103. It will 1)6 noted that the final fomi of the E6s locomotive uses a 12-in. diameter piston valve, while the original engine had 14-in. valves. It has l)een found that this is entirely practicable from the fact that superheated steam flows through the steam passages with greater freedom than satu- rated steam of the same pressure, making it possible to re- strict the i)assages to some extent. The entire design of pis- ton valve and valve gear has been completely revised, the gear l>eing much lighter and at the same time giving greater rigidity. The new form of valve is shown in Fig. 1. The reciprocating parts of this latest engine are remark- able for their light weight, and in spite of the fact that the maximum weight on a pair of drivers is now 67,000 lb. the dvTiamic augment or the increased pressure on the rail due to the unbalanced revolving weights at 70 miles an U»" Fifl. 1 — Piston Valve Used In the Class E6s Locomotives hour, is less than 30 per cent of the static weight on the drivers; or no greater than that with many locomotives hav- ing from 10,000 to 12,000 lb. less weight per axle, but with heavy reciprocating parts. The great care in the design of these reciprocating parts has made possible a locomotive of this type which is more powerful than many locomotives of the Pacific type, while it has less destructive action on the track. The light weight of the reciprocating parts of this and other Pennsylvania Railroad locomotives is shown clearly in a series of articles by H. A. F. (\impl)ell in the Railway Age Gazette, Mechanical Edition, for March, April, May and September, 1915. BOILER PERFORMANCE The coal used in the tests of No. 5 1 was the same as that used with No. 89, lieing bituminous from Westmoreland county with 58.45 per cent carlxMi, 33.65 per cent volatile matter, 1.54 per cent moisture and 6.36 per cent ash, the sulphur, separately determined l>eing 1.62 per cent. This fuel has a heat value of 14,470 B. t. u. per lb., dr}-, and 14,- 513 b. t. u. per lb. of combustible. The exhaust nozzle used in No. 51 was of a type devel- 177 178 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 4 oped on the Pennsylvania and now in general use on that road. It has four internal projections or partial bridges. These break up the continuity of the stream from the nozzle to a certain extent, which has proved advantageous. This nozzle was described in the Railway Age Gazette, Mechani- cal Edition, for April 1915. One of these nozzles, with an area of J0.68 sq. in., or equivalent to a 6. 25 -in. diameter circular nozzle, gave the highest actual evaporation, 44,628 lb. of water per hour. A similar nozzle with an area of 27.06 sq. in. produced a maximum evaporation of 42,420 lb. per hour at a speed of 240 r.p.m. with a cut-off of 45 per cent. The maximum evaporation of 44,628 lb. was at a rate of 5.4 lb. of water per lb. of coal, or an equivalent evaporation of 7.09 lb. of water per lb. of dry coal, the superheat being 204 deg. and the boiler efficiency 48.59 per cent. After a few tests of No. 51 it was found that the smoke- box was not cleaning properly. The pocket in the dia- phragm plate around the nozzle was made of a solid plate instead of netting, and an extension was made at the for- ward end of the diaphragm plate. This corrected the smdce- box trouble. The following table shows the smokebox draft : cated by slightly lower smokebox temperatures in No. 51 than in No. 89. In the new engine the temperatures ranged between 436 and 663 deg. F., being always below 700 deg. F., while in No. 89 the smokebox temperature reached as high as 770 deg. F. The dry coal fired per hour ranged between 1,477 and 8,271 lb., and the rate of combustion per sq. ft. of grate per hour from 26.47 lb. to 148.25 lb. Based on a square foot of heating surface it ranged between 0.434 and 2.429 lb. The heat absorbed by the superheater ranged from 6 to 9.5 per cent, or less than 10 per cent of that absorbed by the water heating surfaces. The combustion rate increased regularly with the draft up to a rate of firing of approximately 148 lb. of dry coal per hour per sq. ft. of grate, when the maxi- mum draft obtained was 15 in. of water. The indications 16 14- Pounds of water evaporated Per hour, actual 15.492 20,200 24.645 30,00« 35.238 40,063 44.628 Draft in smokebox, in. of water Right side 1.5 2.1 3.2 4.3 5.8 8.1 . 9.6 Left side 1.5 2.1 3.3 4.2 5.7 7.8 9.3 Top 1.4 2.1 3.1 4.0 5.6 7.7 9.3 Bottom 1.1 2.2 3.1 3.4 8!s 10.1 In front of the diaphragm the draft increased to 15,1 in. of water when the rate of firing reached 150.56 lb. of coal J— ,, 1 v>^ ^^ ^^ o o a ^> n ^ 1 v '^^ N o V o 1 f 1 v, oS \^ -ees -SI "^i b \ ■ i 1 } V 1 1 E^s-SI^ y > 1 - ^ / / jK^ .fi^ T « s-l tS J 30p00 \ ^ ; I / / / r A °i IS0OO — /I I 1 — lopoo __i — 1 1 ' lOOO 9000 ZOOO 3000 4000 SOOO tOOO TOOO 9000 Dry Coal Fi'red, ^i/na/s Pier Hour. Fig. 2 — Relation of Dry Coal Fired to Water Evaporated per sq. ft. of grate per hour; the draft back of the diaphragm was 9.4 in.; in the firebox 3.5 in. and in the ashpan 0.40 in. The vacuum in the ashpan is somewhat higher than that obtained with No. 89. At a speed of 200 r.p.m. and 50 per cent cut-off, the rate of combustion for No. 51 was 148.25 lb. of coal per sq. ft. of grate per hour and the vacuum in the ashpan was 0.40 in., while No. 89 burned 142.17 lb. of coal per sq. ft. of grate per hour with 0.15 in. vacuum. The area of the air inlets to the ashpan of No. 89 was 8.1 sq. ft., or 14.6 per cent of the total grate area. On locomotive No. 51 the corresponding figures are 7.85 sq. ft., or 14 per cent. That the longer boiler tubes absorb more heat was indi- V o II I ' It) 4 « 6 lO IZ lA 19 IS to ZZ Equivalenf Evaporation Per Hour, Pounds ^r Sq Ft of Htafinff Surfacm ■ Fig. 3 — Equivalent Evaporation per Pound of Dry Coal were that with a further material increase in the rate of firing the draft would have been insufficient to promote good combustion. At the maximum rate of combustion, the dis- tribution of the draft was 20 per cent in drawing air through the fuel bed, 40 per cent in moving the gases through the tubes and 37 per cent in drawing the gases frOTn the back to the front of the diaphragm. The corre- sponding figures for No. 89 were 18.3 per cent from ash- pan to firebox, 29.5 per cent from firebox to back of dia- phragm, and 51 per cent from back to front of diaphragm. It is again evident that the lengthening of the tubes has proved advantageous, but locomotive No. 51 might have been the better for an increased ashpan air opening. With an increase of heating surface over No. 89 of 10 per cent, No. 51 increased the maximum evaporation 15 per cent, or from 38,846 lb. per hour to 44,600 lb. per hour. This is shown by the curves in Fig. 2. The boiler efficiency shows substantial improvement, rang- ing in the case of No. 51 between a tigure of about 83 per cent at an evaporation rate of 18,000 lb. per hour, and slightly below 50 per cent at about 44,000 lb. per hour. .\s the curves for the two engines do not follow the same form, it is difficult to obtain exact figures of general comparison. However, plotting the boiler efficiency of the two locomotives on a base of dry coal per hour per sq. ft. of grate, the curves for both engines are straight lines and are parallel, the effi- ciency for No. 51 being about 9 per cent above that of No. 89. At a rate of about 40 lb. of dry coal per hour per sq. ft. of grate, the efficiency of the boiler of No. 51 is in the neighborhood of 83 per cent, dropping to about 50 per cent at 140 lb. per hour. The equivalent evaporation p>er lb. of coal is about 9 per cent greater for No. 51 than for No. 89, the range for No. 51 being between 12.5 lb. per lb. of dry coal at about 35 lb. of dry coal per hour per sq. ft. of grate and 7 lb. at a rate of 150 lb. of coal per hour. Fig. 3 shows comparisons between the evaporations per lb. of coal at all rates of evaporation. This again shows im- April, 1917 RAILWAY MECHANICAL ENGINEER 179 4 3 X^Saconet Tesfs Locomof/Ve SI £ ■6s 1 -89 y 1 — -§- "~^ '% a.- f '^ "*< *- 2 -3 e. o o 3 1 E6S-SI proved results for Xo. 51 up to the maximum rate, where the two lines meet. The maximum rate of equivalent evapo- ration for No. 51 is 17.22 lb. per sq. ft. of heating surface per hour. The maximum superheat obtained with No. 51 was 12.5 deg. above that obtained from the short tube boiler of Xo. 89, the range in superheat in the case of No. 51 being be- tween 137 and 251.3 deg. F. The shorter tube boiler showed a greater activity of com- .8 r 300 lOOO /zoo I400 woo /800 ZOOO ZZOO Z400 Indicated Horsepo/rer. Fig. 4 — Coal Rate and Indicated Horsepower bustion for like drafts, but there was very little difference in the rapidity of evaporation in the two boilers until a draft of liv^'e inches of water was obtained back of the diaphragm. The shorter tube boiler then showed a more rapid rate until its evaporation limit was reached. ENGINE PEREORMANCE The efficiency tests made with Xo. 51 on the testing plant were at speeds between 28.1 miles per hour (120 r.p.m.) and 84.4 miles per hour (360 r.p.m.), the nominal cut-offs being between 15 and 50 per cent. At a speed of 28.1 m.p.h., and 15 per cent cut-off, the indicated horsepower was 620.3, while at 75 miles per hour and 35 per cent cut-off it was 2,357.2. In a second series of tests the indicated horsepower reached 2,488.9, or a horse- ii:: SI- «5 10 i 1 1 X Second Tesfs Loco.SI 1 i E^-aa 1 1 ';:i t^ o o e^s-s/ i 1 ?^ ^ O o «= o < o tH K ° ■^^ Tr w« ^-^ -(^^.— 1 1 i 1^ SOO lOOO IZOO I400 1600 ISOO ZOOO Z?00 2400 Indicated hk>rsepotrer. Fig. 5 — Relation of the Water Rate to Indicated Horsepower power for each 96.5 lb. of total weight. The following tables give the figures for the two series of tests: FiRST Tests, June and .Tuly, 1914 Steam to Dry coal Steam Boiler Superheat engines. Indicated per i.hp. per i.hp pressure deg. F. Ih. per hour horsepower hour, lb. hour, lb 206.0 145.6 18,627 1,011.7 2.0 18.4 202.6 246.7 41,208 2,302.1 3.1 17.9 204.9 204.2 44,530 2,304.8 3.6 19.3 206.0 216.0 41.631 Second Tests. 2,357.2 December, 1914 2.5 17.7 205.0 139.8 17.826 1.015.8 2.0 17.6 204.5 179.6 41.986 2.366.3 2.9 17.7 201.7 228.3 44.583 2,488.9 3.4 17.9 Steam rate per i.h.p. hour ranged l^etween 16.07 and 20.56 lb. The maximum steam temperature reached (in the branch pipe) was 635.7 deg. F., or 251.3 deg. F. of superheat. The superheat in general was below 230 deg. F., there being little difference in the superheat obtained in No. 51 and No. 89. In neither case was the superheat below 137 deg. F. The steam consumption per indicated horsepower hour is much the same for both No. 5 1 and X^o. 89 up to about 1 ,800 i.h.p., beyond which the rate for No. 51 rises slightly. How- ever, under what may be considered normal working condi- tions, or between 1,200 and 2,000 i.h.p., the rate of water con- sumption of No. 51 is very satisfactory. The coal per i.li.p. hour is lower for No. 5 1 than for No. 89 at all rates, due to the better boiler performance. This is shown in Fig. 4, and the water rate in Fig. 5. At horsepowers above 1,800, the tests of locomotive No. 51 show that the larger cylinders use slightly more steam than the cylinders of No. 89, but considering the coal rate and the increased boiler efficiency, the locomotive as a whole shows considerable improvement. ! 1 I I i , 1 o m ijocomofivm SI X - ijxorrtoH^e 89 ^ ^ ' 1 1 ZflOO 1 * 9 a 1 \ n y ^ cxoo y y -1. 1 1 / fX 1 . 1 o V-' ^ 1.800 1 > \ t o />■ > \ 1 o i / 1' \j laoo /J 1 I p fi « ^ , o 1 7 ^ I.ZOO /l f 1,000 4 / 7 // f m 'Second Tesfs Loco.SI u fOO il 1 , __i i lOOO ZOOO 3000 4000 SOOO bOOO 7000 aOOO Dry Coal Fired Per Hour. F^ounds. 9000 The coal rate per indicated horsepower hour did not exceed 3.6 lb. in the first tests, and with the exception of four tests the coal consumption was below 2.9 lb. per i.h.p. hour. The Fig. 6 — Coal Fired and Indicated Horsepower Attention is called to the fact that with No. 89, the maximum indicated horsepower obtained was 2,355.2 at a speed of 360 r.p.m. or 84 m.p.h., and a cut-off of 36.1 per cent. The curves in Fig. 6 show that Xo. 51 develops a greater horsepower than No. 89 at ever>' rate of firing. .\ single curve fairly represents both locomotives when steam per i.hp. hour is used as a base for plotting piston speed. Such a curve shows an improvement in steam con- sumption with an increase in piston speed up to 1,200 ft. per minute. The rate falls from about 20 lb. at 500 ft. per minute, to 17 lb. at 1,200 ft. per minute. Considering the efficiency of the engines, and taking the Rankine cycle as a base for an ideal engine, it is found that such an engine has an efficiency of 33.67 per cent. Con- sidering this as 100 per cent, the actual engines developed an efficiency which was 67.8 per cent of the ideal. While fron 11.6 to 14.1 per cent of the actual heat in the steam was turned into work (thermal efficiency), the engines approached within 2i2) per cent of the perfect engine. As the power in- creases there is an increase in the thermal efficiency which decreases again at maximum power. With an indicated horse- power output between 600 and 2.400, the actual engines of these locomotives use from 11 to 14 per cent of the heat in 180 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 4 the steam and discharge the rest to the exhaust. If the ideal engine could replace the actual engine, it could perform the same functions under identical conditions with approximately 60 per cent of the actual engine's steam consumption. As the rate of steam consumption decreases, with increased speed and shortened cut-off, this loss of power becomes less and the performance of the actual engine approaches that of the ideal as a limit. For locomotive No. 89 the efficiency reached 86.5 per cent of the ideal. This was at about 85 miles per hour. The large amount of heat rejected in the exhaust (from 86 to 89 too an > ■ "■ 1 8 £9s-S/> S70 ~~ -O-H — 1 :^ 1^ 1 i 1 *■- 7 c. ^ >«i / 1 « •C Aft e9s-a9 ^^ o •->. 9 F*--. b ^ A e 7 ^»., "t \ r £93 -S9 c / /o zo 70 80 30 40 SO 60 Speed. Miles Per Hen/r. Fig. 7 — Machine and Locomotive Efficiency Curves 90 Steam per i. hp. hour, lb 1 7.70 Indicated horsepower 2,131 Mean effective pressure, lb 95.97 Cut-off, per cent of stroke 45 Superheat, deg. F 245.6 The following tables give the results of tests for determin- ing the performance of locomotive Xo. 51 at the drawbar: 18.86 24.U .016 1.546 104.1 79.0 55 32 237.0 None First Tf.sts, Iinf. and .Iily, 1914 .Sliced, niilcs IitT hour 56.4 56.4 46.9 75.0 55.7 55.7 55.7 Drawbar Coal pull, Dynamoiueter |ier d. hp. lb. horseuower hour. lb. d 13.691 2,060.2 3.5 5.20! 782.6 2.6 17.293 2,162.3 3.8 10,129 2.026.4 2.9 Second Test, Decemreii. 1914 4.819 716.4 2.8 14.297 2.125.3 i.l 15.138 2,2.50.4 3.8 Sttam per hp. hr., lb. 20.0 23.8 20.6 20.5 24.9 19.8 19.8 Macli. effcy of loco., per cent 89.5 77.4 93.8 86.0 70.5 89.8 90.4 The maximum drawbar or dynamometer horsepower ob- tained was 2250.4, with a coal rate of 0.8 lb. per dyna- ^ s ^^ y .y\ ^^ ■— fl —5 ^ p 1 4_ — 1 ^__^ »- r^ I c "o* \; £*s-St 1 ! — |— "■ I ■s too 800 1000 IZOO I400 I600 I800 2000 zzoo Dynamometer Horsepotrer: Fig. 9 — Dry Coal per Dynamometer Horsepower-Hour mometer horsepower hour and a steam rate of 19.8 II). The coal rate for all tests was generally below 3 lb. Locomotive No. 5 1 developed a maximum dynamometer horsepower about 17 per cent greater than that of No. 89. The machine effi- per cent) is indicative of the further saving possible by the use of a feedwater heater on locomotives using superheated steam. But the actual value of the superheater is conclusively shown in the table, which gives the comparative performance at efjual weights of steam, and at a sj)eed of 48 miles per hour, for three locomotives. Xo. 51. Xo. 89. and X'o. 5075, the latter the class E6 engine, using saturated steam. This engine had cylinders 22 in. in diameter, the same as those c^^2 lb. He. c * .11 ZO 18 16 ; —-■ — — , N V » i Tl ^ ^ A^ y £fsa9 U_ K: ^0 ^ ' i T -- j £(is-Sl — i 1 1 ! 6OO 800 1000 ISOO I40O I600 I8O0 ZOOO ZZOO Dynamorneter Horsepotrer: Fig. 8 — Steam Consumption per Dynamometer Horsepower- Hour of Xo. 89. X'^ot only is greater power possible, but the ad- vantage of a shorter cut-off is available over a greater range when the diameter of the superheater locomotive cylinder is increased above the limitations established by the use of satur- ated steam. Locomotive No Class ._ Steam ner hwur. "i ZfOO ,*^ H 1 1 O'Locomof X'Locomot ire SI s> ^ "^ees-s/ zpoo /^ / -.-I .'^ [ NT -£es-S9 / «.. i« 1 « IfiOO J f } / / 0' / E> x X. y '/ 1 \ /. N 1 600 J f J if 400 1 V- 1 1 1 i 1000 ZOOO 3000 4COO SOOO 6000 7000 8000 Dry Coal Fired Per Hoor, Pounds. 9000 51 89 5075 F6. E6s F6 37,713 38,(128 37.335 Fig. 10 — Relation of Dynamometer Horsepower to the Rate of Firing ciency ranged between 59. .S and 96.2 per cent, being higher for locomotive Xo. 51 than for No. 89. The thermal effici- ency ranged between .^.8 and 7.8 per cent, being higher for April, 1917 RAILWAY MECHANICAL ENGINEER 181 N'o. 51 than for No. 89, because of the better boiler per- formance of the former. This is shown in Fisj. 7. In the curves showing steam per dynamometer horsepower hour, Fig. 8, No. 51 is shown to develop a maximum horse- power which is 17 per cent above that of No. 89, while the steam rate is slightly lower than that of No. 89. In the coal rate. No. 51 has a considerable advantage over No. 89 at jnyuu ■V, " sopoo ^- — — - > \ V ^ ■ees -SI 45 ZSpoo 1 \ \ \ \, "ft ispoo > \ N N. ^, > ^ S L lOfiOO / Ees -89 ^vT ^ ^ •SfiOO lO ZO 30 40 SO 60 Miles Per Hour. 70 80 90 Fifl. 11 — Drawbar Pull Curves all horsepowers, as shown in Fig. 9. Fig. 10 shows dyna- mometer horsepower on the basis of dry coal fired per hour. It is evident from the curves that No. 51 has a decided ad- vantage over No. 89, the horsepower being greater at all rates of firing. When the firing rate is 7,000 lb. per hour, the horsepower developed by No. 51 exceeds that of No. 89 by 250, or 1.^.5 per cent. In the curves of drawbar pull, Fig. 11, the advantage of 3SP00 30.000 2SP00 ^ zopoo I I ^ ISflOO lO.OOO spoo the speed increases. It is believed that this is due to losses of pressure in the cylinder as the piston speed increases. CONCLUSIONS These tests are indicative of what can he acconiplislied by careful study in the designing of locomotives, and the advantages to be obtained by the co-ordinate use of a testing plant with the work of the designer. When No. 89 was equipped with a superheater it was reasonable to expect that the engine represented the highest development in the way of power production in locomotives of this tyi)e. But the further improvements made — increasing the length of tul)es and the size of the cylinder.s — provided a locomotive which has de- veloped a maximum indicated horsepower of 2488.9 at a speed of 56 miles per hour — a horsepower for each 96.4 lb. of total weight and for each 53.4 lb. of weight on drivers — and a maximum drawbar horsepower of 2250.4, at a coal rate of .S.8 lb. and a steam rate of 19.8 lb. per drawbar horsepower hour. Thus, a substantial improvement in the economy of the locomotive was secured, together with an increase of over 20 per cent in the maximum drawbar horsepower delivered. It is seen that, to the owners of this equipment, such tests bring a return in increased |X)wer and econcany through- out the life of the locomotive, many times greater than the cost of the design study and test plant operation. As described in this review, the determination of the funda- mental proportions of the boiler and engines must often be made within close differences requiring means of making tests in which the conditions can be duplicated as exactly and as many times as need be, and since conditions in .service make such duplication in tests on the road impossible, the suggestion would seem to be, particularly to those not well equipped for selecting and trying out their locomotives, that the locomotive testing plant furnishes the onl} means for the solution of problems of this character. - "V \ — \ V so X \, 4S "»• ^» '< ^ V ^3 3S '^ •*N*^ V, N 1 i ZS o" ■•«>. fc ^^ T*, ^> ^ 5V N L "t^^ o - o ^^ 3 < -> c ■ li — -•- , "TT- ^ "^■^ c J_ — ^ B lO ZO 30 40 SO Miles Per Hour. 60 70 ao 90 Fig. 12 — Maximum Drawbar Pull at Various Points of Cut-Off the larger cylinders of No. 51 is in evidence, a greater draw- bar pull being maintained by this engine at every speed up to 85 miles an hour. An interesting feature of the drawbar pull tests is shown in Fig. 12. The straight lines .'^how the drawl)ar pull at the various cut-offs given, and indicate a falling off in pull as RAIL PRESSURE FROM MAIN ROD THRUST BY J. PAUL SHAMBERGER Interstate Commerce Commission reports show that for the 10-year period just ended there were 2,792 accidents in the f nited States due to broken rails. These accidents caused the death of 175 people, the injury of 5,952 and damaged roadbed and equipment to the amount of $3,330,716. As rails are broken by the weight which comes upon them, it might be well, in consideration of the above statistics, to thoroughly investigate the possible maximum pressure to which a rail is subjected. The heaviest wheel loads of a train occur under the locomotive drivers. It is customar}*, how- ever, in estimating the rail pressure under locomotive driving wheels to consider only the static weight of the engine and the centrifugal force from the unbalanced portion of the counterbalance. It is not custcwnary to consider the rail pressure due to the vertical component of the main rod thrust or pull. This thrust, of course, affects only the main drivers, but it is here that the maximum rail pressure is obtained, and it is the purpose of this article to show that this main rod thrust should be considered. The magnitude of the vertical component of the main rod thrust is equal at all times to the cross head pressure against the guides. Its intensity depends upon the position of the crank pin and upon the steam pressure against the piston. The only crank pin position considered here is with the pin directly above the center of the axle. For this condition the vertical component will augment that of the rail thrust due to the centrifugal force of the unbalanced portion of the counterbalance. It is assumed that the center line of the cylinder passes through the center of the axle. Due to the cross-head pressure against the guides the weight under a locomotive's wheels at rest is different from that when the locomotive is working steam. This re-distriljution of weight. 182 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 4 however, is of negligible importance since it changes the rail pressure so slightly. The inertia of the reciprocating parts need not be consid- ered, for with the crank pin directly over the a.xle this inertia is zero. A Pacific type locomotive of the following dimensions will be considered as a concrete example for this discussion : Cylinders, 23^ in. diani. by 28 in. stroke. Length of main rod, 107 in. I)iameter of drivers, 7i in. Boiler pressure, 175 lb. Weieht on drivers, 157,500 lb. VVeipht of unbalanced portion of main driver counterbalance at crank pin r,Tdius, 304 H'. In Fig. 1 is shown the relation between the steam pressure (net) against the piston and the increase in rail pressure from the main rod component. Let V'cr rr the vertical component of the main rod thrust in pounds. A = piston area in sq. in. and a = angle shown in Fip. 1 =; 7 deg. 30 min. Then Vcr = A X P X tan a - 433.7 X P X .131 or Vcr = 56.7 P (H From indicator cards the steam pressure in the cylinder at midstroke (the position at which the main rod exerts its greatest thrust on the rail) will vary according to the speed as follows: 'JS so 7S KX> 125 ISO I7£ •S^eam Pressure in Pounds Per S? 7,000 ■g 6l}00 SfiOO 4fiOO 3p00 ZpOO IfiOO ZO iO 4J3 Miles Per Hour {m p h). Fig. 2 — Rail Pressure from the Counterbalance and Main Rod Thrust rod is equal to that from the counterbalance at 62 m. p. h. The magnitude of the so-called counterbalance "blow" (which is not a blow at all, but is a pressure that is gradually applied according to a sine wave) from locomotives at high .speed is generally appreciated, but curve C shows how a low speed freight engine working steam with the reverse lever in the corner may produce the same high pressure. Thus I sofloo ASpOO 40.000 iS.OOO 30.000 BSPOO zopoo IS.OOO lO.OOO 5.000 ,_-] i I Probable Highesf Value ofPmfh Crank Pinyerlically in Linemffi3t^ 3.9iZLb. ZS so TS 100 IZS ISO Sham Pressure in Pounds Per Square Inch (PJ. ns or \'cc = 2.55 m.p.h.- (2) In Fig. 3 is shown the total rail pressure due to the weight of the locomotive, the centrifugal force of the unbalanced portion of the counterbalance, and the vertical component of the main rod thrust. The "Probable highest value of P" was obtained from the indicator cards above referred to. The curve C, Fig. 2, is a summation of the curves A and B and shows plainly the increase in rail pressure from the main rod thrust. When working steam at 60 m. p. h. the rail pressure from the main rod of this Pacific type engine increases that from the counterbalance by slightly more than Fig. 3 — Total Rail Thrust of Main Driver for Various Speeds practically every locomotive that passes over a rail gives rise to stresses that are usually thought to be induced only by high speed passenger trains. One point of contrast between the vertical force from the counterbalance and that from the main rod is that the counterbalance increases the rail pressure only during one-half of a revolution of the drivers and de- creases it during the other half whereas the main rod increases the pressure at all positions of the crank pin. It is well known that there are many factors which influence rail pressure that are beyond exact computation, but the greater the number of unknowns that are eliminated and the more closely that con- dition is approached wherein the actual rail pressure i.« known, the more intelligent will become the design of rolling equipment and rails. i i K* ¥^ ( "9 • • (lunW 1: Tifci^ 3»" L ^ f m p"^^"ilHyB£ r^'-'T-. B^ i '^p?^y E"'*„„.JJJ'WM1 Ppn — r?*^ Mj m£M4Vi •W^'?" rl* ^1 Hw. -^v^^ ^S^ iH Spanish Passenger Locomotives American Built, Balanced Compound, 12- Wheel En- gines for the Madrid, Zaragoza & Alicante Railway AMUXG the locomotives built for export by the Ameri- can Locomotive Company during the past year is an order of twenty-five 4-8-0 type locomotives for the Madrid, Zaragoza & Alicante Railway of Spain. These en- gines were built strictly in accordance with specifications and drawings furnished by the railway company, all the dimen- sions being given in the metric system, which the workmen used direct. The Madrid, Zaragoza & Alicante is one of the two largest railways in Spain and connects Madrid, Zaragoza, Alicante, Barcelona, Valencia, Cordova and Seville. The locomotive? are duplicates of others used on this road which were built in Germany. They were designed to haul a load of 280 tons back of the tender at a speed of 50 km. (31 miles) per hour on IS-mm. grades (.015 {>er cent) over curves of 400 meters (1,312 ft.) radius; a load of .310 tons at a speed of 60 km. (37.28 miles) per hour on 10-mm. grades (.01 per cent) the cylinder walls toward the center, instead of outward, the c}linders thus being partially closed at the rear ends. The cylinder heads are bolted to the inside face of these flanges, being applied from the inside of the cylinders. On the outer face of each cylinder head, which extends through the open- ing in the end of the cylinder, is cast the lug which sup- ports the guide bar. The steam distribution is controlled by one piston valve on each side of the engine, driven by one set of Walschaert valve gear. The ends of each piston valve are 17.32 in. in diameter while the middle portion, which controls the dis- tribution to the high pressure cylinder, is 12.6 in. in diameter. The use of this t>pe of valve is not unusual in European practice. The valve motion is reversed by a screw gear which does not differ essentially in its design from American practice. The main frames are of steel plate 1.1 in. thick, with ^d1.6S 4.BS oi" iu>iiliuii>U- iniportaiuo siiuf it iluinncs tlu' rail pressure so sliirhtly. • ; ; The inertia of tin- re* ijirrx atiiiL; part- need not lie ei)n-i«l- ered, for with the erank pin direetlx ovir ihf axlr tlii> inertia is zero. . ;" A Paeitii t\[n- Iniuniotivr of tlu- followini^ dinien.>ion- will be considered a.> a concrete example for this discussion: . _: _ .«"ylin> -28 »t. sU'ike. ■J. i ■': I , tigth of main ro. >' ' '■■, ■ ^ .•'.. Woijht on .liivcrs. 1S7,50-) II.. -■ ' , '" ' , \Vi ii:ht of iint'a'oricc'i ;•..) tion of w.-iin ilrivtr < .•untcrhal.incc nt. cKapK In Fiy. lis -hown the relation lutwren the steam pressure (net) a«;iin.rt--urc from the tna ill rod component. I ■ •: \( • — t'f vc'-t>r:il f'l'.ii'iiui-nt of tlic main, rod thrust in I'.nriniir.- ~ 1 ..tU \r'. or A'er- i.ul. ^li..\vt? rt> Vre, 1 — 7 trokv; (the j.o-ition at which the main rod i\crt> it> crcate.-jt thru.-t on ilu rail) will vary according to the .^pced a«' foitmvsf ?s so 'S ICC -'s 3*^am Pressure -7 Pounds Per SatKiie Inc h fPj. Fig. 1 — Rail Thiriist from the M,iin Rod Zero W.p-I'- li» m.ii.h. 20 m.!' !i. . 30 m.i..li. 40 ,ni.i<.li. -■ S.M m.ji.Ii. . 60 ni.p.h. 70 1n41.l1. 17.i 11.. iro 11.. I'.J Ih. 1.^1) Ih. \M Ih. IIJ lU. .«4 !!.. ?J lb. .^<» per cent. ( urvi- ( show> al>o that rail.> are subjected to hit;h pressure noi oid\ from engine- at lii^h speed l»ut al- from tho>e at >low -peed when u-in^ -team. When tli -|Kt ilu entwine is starting it- train the jire.-.-ure from the ma- ISOOO HfiOO. Portion o* Covn*ert>a'ance. ^ L ^ B' Thrus* ory Pail fix>m ,'erf'Cal Ccrr'por"?"* o* Main Rod Tfirdsf. C' ToM Thrusf on Pall from A and 3. >J , ■ eo ."^■■/"y 'V' ■■'■I ^ . -^ -^ ■■ . Fig. 2 — Rail Pressure from the Counterbalance and Main Rod Thrust rod i- eame high pressure. Thus 'I he rail thru-t eorn-pondinu to ilu-e pre— ure- has been j)lotletl in l"i'4. 1 and i:- de-ignated a- /v < )ii tlii- -ame t hart the relation between the -peed of tlu- t-n-jiiu- and the cen- trifuiial fi.r.e of the unbalanved ]>ortion of the t ounterbalance i-. ^hown at .1. Curve .1 was obtaiiu-il a- follow-: .X^t.'.Wc.-=;.rail ■ l'i*--»U)e dm- !•• ibe ci iitt if'.iu.il f.>ri'»' mi' tlu- niiUalaiicfd - ..'•-■• iiorlir.ii Crf fhi- .••lUiiti-rlialaiii-c in |"ni?i>ls. 4 m.i'.Ii- -^.rtiir.i''"' 1«-r: li'ini .. • "• . ^, - • , .■ S ct Mrr.4ie."f; tlii- !»iHt..u iu indu-s. ' *•. *•. " , . , - •k-:=-."wlUTl radhi* i'-i iiicIu->, '.■' ' .\l rt ens>iw-«:r% nia~- «f iHibalaiicc.l iiortimi <.f c»»iitit>ilialanf«'.. • ■,." ., ''•.••. ."v =r .vfli.i-tiv. in fi-i-t- jR-r «i--i'.Mni, <.f .\l. ' • •■■;-* ■■ ...r t='(lWtaiuV.jiv. f< vt ironi tin.- thown tiie total rail pressure due lo the wei-^ht of the locomotive, the centrifuLjal force of tlu- unl»alanced j)orlion of the counterbalaiu e. and the vertical t()m|)onent of the main rod ibru-t. The T'ntbal.le hii^he-t value of /'" \\a- obtaincd from the indicator card- al)ovi- referred to. 1 he curve ( '. Fii^. 2. is a -ummation of tlu- curves .1 and />' and -hows plainly the increa.-e in rail jjressure from the main rod thrust. Wlu-n workinu: ^team at 60 m. p. ii. the r:iil prc-sure from tlu- main rod of this racific type eni^iiu- increases. that from the counterbalance 1»\ oo t ssaoo I 'yyo' <$ ooc- Probable "lighes* t/a'ue r* Pm^h Crank Pin Verhcal'i^ >n Line »'^'ii&-- - - ^— 1. ZiZSOLbSfafk Load on Drirtr . -t-^ tOii^ ,■ • J ■ 99iZ.b zi SO 75 .00 lis isa S^ani Preiitine in I'Dunds Per Square Inch (P),. •; I7S Fig. 3 — Total Rail Thrust of Main Driver for V.irious Speeds practically ever\ loioinotivi- that |)a--c-- o\i-r a rail give- ri.-e to stre>-e- that ;irc- u-ually tliouu'hl to be- iiuhiced onh by high speed pa.--eni,'c-r train-. One point of contrast between the vertical force from the c (tunterl)alaiu e and that from the main hmI i- that the counterbalaiu e increases the rail pressure only during one-half of a revolution of the driver.- and de- c rease- it during tlu- other half whereas the main rcjd /;/. f*-.7\r< the pressure •;/ .;// positions of the crank pin. It is well known that there are man\ factors which inlluence rail pressure that are beyond e.xact computation, but the greater the number of unknown- th.at are eliminated and the more c loselv that con- dition i- .ipjiroac lied wherein the actual rail j)re--ure is known, tlu- more inlelliu'c-nt will become the de-ign of rolling c-i|uipmc-m and rails. /\_:_ :■': <■..■.■' i^- •4 Spanish Passenger Locomotines A ''." • . ' ;\\; . American Built, Balanced (Compound, 12- Wheel Hn- .- .^' ^ I. ,' ^ ;.; ;. v^^^ gines f()r the Madrid, Zaraj^oza <\; Alicante Railway " : ;^ • - ; '^* .MoX(i iln l(ntim;)ti\\> liuill inr cxjiurt liy tlu' Anuri- tlu- (vliiidcr wall- toward the c«.iucr. ifi>U'aU of «>ut\\ani. the 1 an l.aoinotivc (omixiiiy during the pa-i year i> cylinders thus IninL: i>artially *Io>eide face i>f ^he>e l^anges, l)einii applietj from the in-ide of the (ylinder*. On the outer fai e of ea( li (xlinder luad. wliieh extend- tliroULih the oJ)en- ing iji tile end of the cylinder, is ta*t the lut; \vhi«.lj >up- ])ort> the guide liar. ! .. -i ■ i i he -team di-tiil-ution i- nintrolk-d 1»\ one |ti>ion valve ()ii ea(h side ui the enuute. driven Ia tan. set of \\alN.haert valve ge;ir. The ends oi e.uh piston valve are 1 7..^ 2 in. in • liaineter while the miildU jiorliop. whi /h controls the di$- tril.ution to the high iiri»ure lAlinder. is 12/» in. in dianuter. The u>e of thi- tvpe of valve i- IMA unusual in .Madrid, Zaragoza & Alicante kailwax of Spain. The-e en- Ljine- Wire huill -trit tly in accorthnuc with -pecitu ations and (Irauing- furni-Iied li\ the railway mnipany. all the dimcn- -ion- hiing given in the metrit -y.-tini. which tlu' workmen u-ed direct. rile Madrid. Zarago/.a \: .Micante i> one of the two large.-l railways in Spain and ("onnei t- >radrid. Zarago/a. .Micante. Barcelona, \'alencia, Cordova ami Seville. Ilu locomotives are duplicates of others u-i-d on thi- road which were huilt in Gennanx. Thev were di-iuni'd to haul a load of 2mi ton- Ijack of the tender at a siK-ed of .><> km. (.-il mile-) j>er houi l^uiopean practice. The \alve motion i> rever-ed by a screw on 15-nim. grades (.015 percent) over curves of 400 meter- gear which entially in it= design from (1..^12 ft.) radiu-: a load of .>H' ton> at a speed of (>() kni. .\morican practice. (.^7.28 mihs) per hour on lO-min. grades j^. 01 per cciu> Ihc main frames are (.f >ieel plate Ijrin, tJmfc;Aviih -^-^73f:7i- r:fk a^ai^-^-:^-^^: Sectional Elevation of the Boiler over (.urve- of 400 mctir- radius; and a load of 340 tons at a speed of 100 km. (()2.1.'! miles) per hour on level track over lunes of 70(1 meters (2.2^7 ft.) radius. The engines are of the four-cylinder, balanced com|)ound t\pe. The low pre-surc cylinders are ])laccd between the frames and drive on the c ranked axle of the leading pair of driving wheels, while the high |>res-ure cylinders are out- side the framt< and are connected with the second ])air of driving wheels. The high and low pre->ure c\ linder- on each side of the en- gine are ca-t integral with the lialf-saddle. The low i)ressure cylinders are niisecl and inclined to permit the removal of the pi-t(nis and the c (in-tru< tioii i- -oniewhat different froir" that u-ed in .\nierican ]ir.uti»c. It will be seen on the eleva tion drawing of the locomotive that the flanges to which the rear low pre-sure cylinder head- an- bolted, extend- in from front rails; of scift steel .>.'M in. thick. The, front bumjx'T and deck are al.-o of steel plate. \\\ the axle> .ire of forged steel, the crank axK being a -ingle forging of Uasic ojjen hearth ?teei having >peciliecl tcn-ile strength limits of 78.227 111. per -<|. ill. and *)2.4.>(> lb. per -(|. in. and an elongation of not le» than 1^ ]ier cent in aliout o in. liider hung -prings are u>ed. this arrangement being better adapteairs of driving wheel>. and the las^t two pairs of driving wheels are each ec|uali/e-d in a separate sy>tem. riiere is no cro-- e»|U:dization. I'lu- dc-ired weight distribu- tion is obtaine^d by means of adiu>table -pring hanuers. I he front end of the engine is carrie^d rm a fctur- wheel truck of the railway company's design, the Io.kI U-inn transferred IW 1K4 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 4 April, 1917 RAILWAY MECHANICAL ENGINEER 185 through a spherical center pin bearing which is shown in one of the drawings. The front end is fitted with a high exhaust pipe, which reaches approximately to the center line of the boiler. The h-^^H l>eing of copper. On 19 engines, the water-space stays are of manganese bronze. On the remaining six engines cc^per stays are applied to the throat and in the lower rows of the sides and back head, manganese bronze l)eing applied in the upper rows. All of the staybolts are drilled entirely through t -leAz- >j -^/»H .J -J ♦ I! II SI I II ■ I U8 L i V-^'-^'A Longitudinal Crown Bar Expansion Stay body of the pij^ is made up of four sections. It is provided with an adjustable tip which can l>e lowered into the pipe, thereby increasing the outlet area by opening an annular pas- sage around the tip. The adjustment is made in the cab by ' o o o o \ . o o o„o o vO^-^OXQ ^^O-; Details of the Spherical Engine Truck Center Pin Bearing with a central hole .2 in. in diameter. The holes are stopj)ed on the out>ide with steel plugs, the inside lieing left ojjen. Crown bars are used on the nrst two transverse rows of crown stays. Instead of the trani^verse bars, which at one time were commonly used in America, the bars are arranged f. iM- ^<3!?' o o O^ d#3=5S ogogogogogoio, OoOoRoSoSoio Oogogogogo ^o o ogogogogog \ ogogogogog ^',^ ogogoO 0;f/ o o o ^ o -^-rSr^- \ \ ,ooO°oOoOc joOOOqOoOO )000000000 o o o o o o lOOOOOOOOO Transverse Sfay. -74.8/ 1x82.68 o.e? Section D-D. Half-Sections Through the Smoke Box and Firebox Exhaust Pipe with Adjustable Tip means of a hand wheel and screw. The smoke-stack has a longitudinally. Each bar rests on the top of the tul)e sheet hood for checking the draft wlien the engine is standing or at the front end and carries one l)olt in each of the two drifting. transver>e rows. .\t its rear end it is supj)orted on a square The boiler is of the straight top type, the inside firebox block which is threaded onto the lower end of the crown 186 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 4 stay in the next row back. A sleeve of lyi-in. pipe is placed between thi.-^ block and tlie crown sheet. Part of the load carried by the crown bar bolts is thus transmitted to the first row of through crown stays. The water leg is closed at the door opening with a cast steel door ring to which are riveted the copper door sheet and the steel back head sheet. The principal dimensions and proportions are as follows: General Data Gage 5 ft. 6 in. Service I'asst-nger Fuel l?it. coal lb. lb. lb. lb. lb. lb. in. in. in. Tractive effort, >imi)le 35,500 Tractive effort, coinpoiunl 29,550 Weight in workin? or..^-4 in. and -'5. J i". by J5.59 in. Kind Piston ;i 7. •<•/.« Driving, diameter over tires 63 in. Driving, thickness of tires 3 in. Driving journals, front diameter and length 8.86 in. by 9.06 in. Driving journals, fourth, diameter and length 7.87 in. by 9.84 in. Driving journals, others, diameter and length 7.87 in. by 9.06 in. Engine truck wheels, diameter 38H in. Engine truck, journals 6.3 in. by 11.81 in. BoiL-r Style Straight top Working pressure 213.4 lb. |>cr sq. in. Outside diameter of first ring 66'/« in. Firebox, length and width S2^ in. by 74}i in. Firebox plates, thickness cro-.vn, sides and back. .63 in.: tube, .63 iti. and 1.18 in. Firebox, water space front ami back, 3.54 in.; sides, 2.76 in. Tubes, number and outside diameter 185 — 1.97 in. Flues, number and outside diameter 24 — 5.24 in. Tubes and flues, length 17 ft. 4.9 in. Heating surface, tubes and tlues 2,233.5 sq. ft. Heating surface, firebox 161.5 sq. ft. Heating surface, total 2,395.0 sq. ft. Superheater heating surface 500.0 sq. ft. Equivalent heating surface* 3,145.0 sq. ft. Grate area 43 sq. ft. Tciidi-r Tank Water bottom Frame Channel Wheels, diameter 38^ in. Journals, diameter and length 5.12 in. by 10.04 in. Water capacity 6,600 gal. Coal capacity 6 '/j tons •Equivalent heating surface times the superheating surface. total evaporative heatiiig surface + 1.5 ELECTRIC LOCOMOTIVE OPERATION .\t the March meeting of the New York Railroad Club, C. H. (Juinn, chief electrical engineer of the Norfolk & West- ern, gave a few facts relative to the performance of electric locomotives in contrast to steam locomotives on that road. The electrified portion of the Norfolk & Western extends from Bluefield. W. Va., to Vivian, a distance of about .^0 miles. The grades on the line are heavy, varying from one per cent at the west end. to one and a half and two per cent about ten miles from the west end. When electric operation was started in January, 1914, the sj>eed of the tonnage trains up the grade was increased from 7 to 14 m.p.h. The traffic through the Elkhorn tunnel, which is at the top of the grade above mentioned, was greatly ex- pedited. This tunnel is about 2V2 miles long. It has been found that the electrically handled coal trains can keep out of the way of any steam movements in the same direction on the grade with the exception of two through passenger trains. Further than this the absence of delays incident to the taking on of coal and water for three steam locomotives which were previously required to handle the trains has not only ma- terially reduced the running time, but has cut out delays to- other trains. The trains handled by electric locomotives are braked by what is called the regenerative braking system. This means that the motors of the electric locomotives are transformed into dynamos, thus absorbing the power given up In- the heavy train while descending the grade and generating it into electricity, pumping it back into the line. This has practically eliminated the use of the air brake for governing train movements down the grade. The elimination of broken knuckles, trains breaking in two and other incidental dekivs due to difficulties with the air brake equipment on long trains, are some of the benefits obtained by regenerative braking. ihe improvement in the movement of coal tonnage trains has resulted in a marked reduction in the time required to get these trains over the road. Under steam operation, the average miles per day would approximate 60 per locomotive. This mileage, with the electric locomotive, has been in- creased to 100, with only a slight increase in time in service per day for the engine crew. The short terminal layover for the electric locomotives, which averages 45 minutes per locomotive, practically permits double crewing these locomo- tives ever}' 24 hours. As a direct result, the number of lo- comotives handled out of Bluefield has been reduced from 17 steam to 5 electrics. The number of pusher engines has been reduced from 7 steam locomotives to 2 electric ^omo- tives. ?, Electric locomotives during zero weather operate at 'practi- cally full tonnage rating, while the steam engine always re- quires a tonnage reduction in cold weather. Further than this, the terminal attention and terminal equipment required for the electric locomotive is conspicuously less than that needed to take care of steam power. The maximum eastbound tonnage for any 24-hour day handled by steam locomotives amounted to 51,226 gross tons; by electric locomotives, 59,543 gross tons, or an increase of 16 per cent. The maximum number of loaded eastbound cars per day handled under steam operation amounted to 675; with electric locomotives, 757 cars. The maximum number of locomotives in use to handle the heaviest day under steam operation was 43; with electric operation, 9. The total number of loaded cars handled eastbound during the year 1914, under steam operation, amounted to 132.618, while in 1916, with electric operation, the number was 165,- 689, an increase of 33,071. This shows a 25 per cent in- crea.se. To handle the business with steam locomotives during the year 1914, as covered by the above figures, required a total of 93,625 engine-hours. To handle 25 per cent more traffic in 1916 with electric locomotives required a total of 44,112 engine-hours, a reduction of 48 per cent. The field of activity of the electric locomotives should naturally be confined to sections of the road where the profile and tonnage handled wj^l permit the economical use of this type of motive power. There are other sections of the road where the maximum possibilities of the steam locomotive have not as yet been reached, and where they are still aide to be operated as economically as compared with the returns from an investment which would be represented by the use of the electric locomotive. With the commercial value of the steam locomotive well understood under such conditions, the next development in this direction will probably be the design and building of a Mallet locomotive with a tractive effort of approximately 104,000 lb. for u.<:e in main line service over 100-mile divisions of the road. The use of electric locomotives in congested sections of the railroad, for the movement of heavy tonnage over grades rec|uiring pusher service, is here to stay, and its extended use in this class of service will be general in the not very distant future. Ai'RiL. 1917 RAILWAY MECHANICAL ENGINEER 187 MOUNT UNION COLLISION A rear collision of easthound trains on the Pennsylvania Railroad at_ Mount Union, Pa., occurred on the morning of I'ebruar}- 27. A passenger train standing at the station was run into by a fast freight, consisting of a consolidation en- gine. Class H 9s, weighing 251,000 lb., thirty-five cars and a caboose. The behavior of the steel cars in the passenger train is indicated by the illustration. It is remarkable that greater damage was not done. The weight of the freight train was estimated to be about 1.000 tons and its speed at al)out 40 m. p. h. when it struck the passenger train, which was stand- ing on a tangent. The underframe of the rear car of the passenger train, the Bellwood, was wedged in between the front frame and the smokebox of the engine of the freight train, butting against the cylinder saddle. The rear end of the Bellwood seems thus to have been raised sufficiently to allow the front end of its underframe to pass underneath that of the car ahead of it, the Bruceville. This permitted the underframe of the Bruceville to split open the superstructure PULVERIZED GOAL PLANT FOR THE SANTA FE Preparatory to testing the value of powdered coal as a locomotive fuel, the Atchison, Topeka & Santa Fe has had built at Marceline, Mo., by the Fuller Engineering Com- pany, Allentown, Pa., a complete plant for pulverizing and drying the coal. Test runs are to be made in freight service between Marceline and Shopton, Iowa, a distance of 1 L> miles. A similar plant is to be erected at the latter point. Two Mikado locomotives are to be used for burning the pul- verized fuel, one of which has been equipped with the apparatus of the Fuller Engineering Company, and the other is to be equipped with the apparatus of the Locomotive Pulverized Fuel Company. These locomotives have a total weight of 283,700 lb., 25-in. by 32-in. cylinders, a total heat- ing surface of 4,111 sq..ft., a superheating surface of 880 sq. ft., making a total equivalent heating surface of 5,431 sq. ft. They operate at 200 ifo. bcMler pressure, and have a rated tractive effort of 59,^00 lb. An interior and exterior view of the pulverizing plant is The Rear Car, Split Open and Telescoped by the Car Ahead of the Bellwood, causing the death of 20 persons. There were no persons injured in the Bruceville and the damage to the superstructure of the car was slight, but few windows Ijeing broken. The whole train of eight steel cars and one engine was pushed forward about 200 ft. The locomotive of the freight train was but slightly in- jured. The front end was crushed in and the cylinder saddle punctured by the underframe of the Bellwood. Only one pair of drivers left tlie rails. The tender and the first two freight cars buckled and were derailed. The freight cars were completely demolished and fell down the embankment at the side of tlie track. The tender cistern broke loose from its frame and rolled down the embankment also. Need- less to say, had the passenger cars been of the old wooden construction, far greater damage and loss of life would have occurred. shown in the illustrations. The capacity of this plant is de- pendent upon the output of the pulverizer, which is from 1^ to 2y2 tons per hour. The coal used is Marceline screenings, which consists of 4.8 per cent moisture, 35.6 per cent volatile, 44.6 per cent fixed carlx)n, and 15 per cent ash. The coal is brought in from the mines and unloaded directly from the cars into a receiving hopper so arranged that it will feed directly into an elevator. This elevator discharges the coal into a storage bin having 1 1 >4 tons capacity. This is located above the coal dryer. A cradle or shaking t\pe feeder is attached to the bottom of this bin to give a uniform supply of coal to the dryer. This drver is shown at the left of the interior view. It consists of an inclined shell fitted with two tires mounted on rollers, and is drivoi by means of gearing. It is 33^ ft. in diameter and 42 ft. long, being fitted with the necessary stack mounted on a brick housing at the feed 1S6 RAILWAY MECHANICAL ENGINEER .-•• V<'i.. ^'1. N».. 4. >t;iy in tlu- lu \t row Ip.uk. A -In\f (if 1 ' .-in. jiijn' i> phutil hcluan tlii- I'lfwk ami tin. (Tnwn -luii. I'.iri ot tin.- linul curried Ia lln. cniwu liar IkjIi.* i> iliii- tran^niitud to the t'ir.~i row of tlinuiili » n)\vti sla\-. I lir water Ku i« < lo^i-d at tlu (lu«ir ojKiiini: with u ca.-t >liil door riiiLr l«» wliii li ,irr riwted the < nj,|)ir door *>hfet and the .-l«,i 1 iiaek head .^hiit. .Hu- [11 ini.ipal .lijmenj-ioii- and j)rojK)r4!on.> area.-- I'ulunv.-; yy'-' - ' '■ '■'-^"•' -■:■'■■■•■ ■ 'Kfta.' • . .. • •■ '• S«t A.i< ■ .../.•.:.'., ^ f _..■..;.■ ; Fm i ..... ...... . . — Tra> liv.. i '.(..M.- ,,-1 'r-.iv'itc rlud't I'l' ....;.-...., \\ t ..lit rik WiiCi-ih:; . .•.•....'.,,. ,..,. i,'.;. . W < - I'l V.n ilr.ivi r-. ......... ....... ..■...'.'.,.. ,,,.,.,, .'; . W' it on lt-a'lui->; If lu-U, .,.•.". . ....'........: U t.;i;iit ot eni'.iiie atjr«!i \ ,:...., . .-. . \\ hicl '>a'f, ilriviTii;. ,i U het-I )>a-.c,. t.i tal . . ...'. . , ;'. . . ...,.' ft. 6 in. . . . . r.-iSM iipcr I!it. loal . . . .?5..''»tt lb. . .. ."'..=; 50 U). , ..I'J .'.'•( lO- It). . . . l.?(i.'><"j 11). ... . 3(..0t)0 III. ...olS.'HJO lb. IS ft. 8<-i in. .M f{.*JU i'l. .5.'< ft 2"!t m. \\>i(tlit bn'(Jri\ • . iVort, .>-iiniifc. »,'. ... , , , . .,: . . /.i". . . . W'fii'lit on drrv«,!> -; ;i.avl!M ci'urt. i-oiiriiounil ,...,.,..,.. 'ro);iI wci+slit : ttactivv, citoi :, i-uiii'i'iititx). ..,..«. Tractive eifort X .Jiam: dvivcrs •— «<|iiiv;il«mt liciaiUK suriai-«' ' . . . £(|i)iv:ilciit Ivc.itiiijt s^wjf.Tct* -:- urate .nria .• . . . .• .'. ,v. , Firtlxv.x Iji :it)Hu inrl'icf •:- ciiiiiyalnii li> ;itiiiv' -••nrlint .' i,»f o-ii. \N liulit iin /ihivi-r.-i -ir e«iiiivM!i'tit tiraitim >iirt;irf ■,..».-....,..•. . 'IVital wt'ight -=- eltiivHlt-nt lieatini; >ui l.icc VoUiine i"Hiivilrin simple rylinil^r*. K*nnvalfiit litaiiriK --ttrtart' .Gratu. srca- .-?'" vo^.-cylindi: .\li ... 4.6 , . ■ 6.5 . : 7J.1 . . 5.1 , . 4.1.5 .,.'.... 61. .J .V.S en. ft. ...... m.^ .. ... Aib. Kih't : ' •>**•• «'■. . .(.(h? ■♦ 4Il. llIl'J. .'5.j-.»t,. ■%, lifiviiiK, "Ji;(intler ovyr tiii->..,y«...-iV. ..,..,. , l)!iviji|f, tli!ckn< s« of tiff-. . '.v . ...■.'.I ...•'. . ; liriviiig io;ii nal'*, fio»t iltaiiK-frr atiO ftii,i;'.liv. I'rivinK jottriKtls, foiirtli. ill. .>k ...<........». .J ill. , . .>!.86 in. IfV ''.(Ml in. .,.?..«" in. liy •'.>*4 in. . . .7.87 in. by "'.nti in. *•....... . , . . ..'f ^k in. *j,3 ill. by H;8l in. Si.vk- --,'."..,- . Workiliif .iift^KM: I «Jutsitie a( i|v tViiti cai>ayity "KqmVijl'.Mt In ritati;- -^t' -.ti*iie>* thr,.-ii|'* • " '^v.iy:; ...... .... . ...-:. . . ;■ Mrciiulit t..t> ....■....-......> .-!1.<,4 ll». \At -.vin.: Vinbf. .hi in. and 1.18 in, ;ii an'1 I'av'k. .?.54 in.: sides -.76 in. 185—1.97 in. V ...24— 5.J4 in. ..:■,.. .v.. .....;.. 17 fi. 4.9 ill. ._. ..........!., ....J,2.?.^..S s(|. ft. ."...'..'.,... .i'.. . .'i. ., . 161.5 s<|. ft. ■......•:..,.', .•-.i..;...:..V).?.0 S.1- ft. ...v .......:.,.■. .^. . 5n(i.(» M|. ft. . 1.. ...;....;.:.. \M5.0 stl. ft. . .....'. ....'. .;•,,...... .4.3 sf|. ft. ...y.V. i"1aT (.Aai'Or.rtivc luatit-s ~ijrfrirc i~ 1.5 liievioiisly rei|iiiied to handle the train.~ ha> nut onl\ niu- urially rediKid the riinniiiir time. Imi ha- ail out deiavj tor other train.-. lilt train> handled hy eleetrie lo»oim(tivt> are l>raked liv what is ealled the reiienerat.ve liiakinu >} sienL J'hi.- mean- that the motor- of the elet trii Im oniotivi- arv tran- fanned into dynamos, thus ahso, l.iiii,' ilu jinwer iiivfn up i»\ th. heavy train while descendiiiLr the L'rado and treneratim,' it imp elei trieitx . |»umpiiiL: it iiack into tlu line. Tin- ha^' jirailieally iliminaled tlu u-e of the air i>rakv for ^overniiii:,' train m.;\\ineiii- down the ^radt. The eliminarion of hmken kiiiit kle-. train- lireakiiii,' in two and other in< ideiUal iieia\- ilue to distil ultie- wiih ihe .iir I. rake eijuipuuni on long train-, are some of the l.enelit.- ul>taine gro«s tons; by electric hxDinotives. 5<>,.^4,"> gross tons, or an increase of 16 per cent. The maximum number of hiatled eastlxamd cars per day handled under steam operation amounted t< (»75: with electric locomotive-. 7.>7 cars. The maximuir. number of locomotives in use to handle the heaviest day un, with eleitric operation, the niimiier was lo5.- b.s9. an increase of .v>.(i71. This shows a 2> j>er,cent in- crease. '■', ■■ ^ ''.,.■'":■ ■'■ '■'■ : To handle the business with steam locomolives during the year 1914. as tdvered by the above figures. re<|uircd a total .i tiini'tnind . ri>lu:i \\ . I« r lnilt.f.Oil Kal. . 6 ' J tons KLI-CIKIC I.OCO.MOriN K OPKKAIION .\t the .Man h m.iting of the .New ^'ork Railroad ( lub. of O.'.rijs engine-hour-. To luindle 25 jier > cut more traffic in I'Mo with iliitric hx-omotives rccjuired a total of 44.112 enirine-hour-. a re- from lilui-rield. W . \.i.. to \ iviaii. a di-taiue of about .>o mile-. Ihe grades on the line are luavy. varying from one per cent at the west end. tn one and a half and two p( r ciiit about ten miles from the West end. When electric ojx ration was -tarted in laiuiary, 1*'14. the s|neil of tlu tonnage train- up tlu irrade wa< increasid from 7 to 14 m.p.h. The traft'ic through the Elkhorn tuiuul. which and tonnagi haiulUd will permit the economical use of tin- type of motivi |>o\\(.r. Ihere are other .-ections of the road wluTc the maximum po--ibilitie- of the steam locomotive lia\e- not a- \et been reached, and where they are still al'li to bt ope'rate-tl a- e-conomirally a- cdinpared with the' re-turns from all iini-tnienl which would be represented b\ the u*e of the' (let trie lotoinotive'. \\ iiii the i ommeH ial value of the -team IcMomotive- well understood under Huh eondition-. the lu \t rh \eli,pment in thi.- direetiem will probably be the d» -ign and building of a Mallet locomotive with a tractive effort i.« at the- top of the grade above menti«»ned, was greatly ex- of ai>pro\imately 104.000 lb. for u-e in m;iin line -ervice pedited. '! hi- tunnel i- about 2'j miles lonu. It has been found tluil the electrically hamlled coal trains ean keep out of the way of any steam movements in the same- direction on the graeie- witli the exe'eptiem of two thrctugh pas.e- steam IcK'omotive- which were over loo-milt> divi-ions of the road. Ihe u-t of eleetrie locomotive- in coivge.^ted section- of the railroad, for the movement of heavy tonnage over >:rades requiring' |>u-her se-rviee, is here- to -tay. anil it- exte-nde-d u-e' in thi- cla-s of «ervice will be mneral in tlu- not ver\ di-tant future-. AlKII. RAILWAY MMCHAXICAL EXGIXEER 187 ; MOUNT UNION COLLISION A rt'ur (i)llisi(m of i-astltound irain- on the IVnnsvlvania .ailroad at Mount rnion. Pa.. (Knirml on tlic morninc of cliruary J7. A |.a-.-rnuvr train siandinii at the >tali»jn was an inl«) hy a fast fr(.'i«,'lit. (on^istini; of a » on-olidatioii vn- 1IU-. Cla— H '»-. uviiiliiiiLT 251.0(111 II,.. tluriy-fiw (.ir- anrliavior ot till.' -iivl lars in tlio |)a--i-nm.'r train "? 3- ndiratcd l.y tiio illu-tration. It i> reniarkal»k- that iircatcr ainaiif \\a- not done. Iho weiuht of the. freight train was -tiniatc'd to he ahout I.OIK) tons and its Sjn-ed at ahout 40 .1. p. h. when it .struck the pa-senger train, whieli was stand- nii on a tangent. The underfranie of the rear car of tlie a.-senger train, the Hellw(K)d. was wedged in la-tween the ront frame anci the .-"inokebox of the engine of tiie freight ■rain, hutting against the cylinder saddle. Tlie rear end of ;he liellw(MKl seem- thus to liave been raised sufl'ieiently to How the front end of its underframe to pass underneath that f the car ahead of it, the Rruceville. Thi- permitted the underframe of the Tirurevillr t(» -plit o|)en the superstructure FULVERIZKD COAL PLANT I OK THK SANTA FE Prei.aratorv to te>ting the value of jKiwdered coal a- a hxomotive fuel, the Atchixm, roi)eka & Santa te ha> had built at Marceline. Mo.. I»y the Fuller Kngineering Omi- pany. Allentown. Pa., a lomplete plant for pulveri/ing and drying the coal. lest run> are to be made in fn-ight ser\-i»e between Marceline and Shopton. Iowa, a di-taiice of 1 1 > miles. A >imilar i)lant is to be crectcxi at the latter }>oint. Iwo Mikad(j lixromotives are to l)e used for burning the jud- veri/A'd fuel, one of whidi has been e<|uipped with the apjjaratus of the Fuller Fngineering Company, and the otlier is to be e<|uipped with the apparatus of the L»Koinotive Pulverized Fuel Comiumy. These lo(.omotive> have a total weight of 28.1.700 ][>., 25-in. byv>2-in. cylinders, a total heat- ing >urfa(e of 4.111 sq. ft., a sui>erheating surface of SSO >q. ft., making a ttttal equivalent heating surface of 5,4.^1 sq. ft. They operate at 200 ll». Itoiler pressure, and have a rated tractive effort of 5<^.600 lb. An interior and exterior view of the pulveri/inu plant is. The Rear' Car. Split Open and Telescoped by the Car Ahead ol the btllw nod. ( aii^inL' the (leath ot 20 |)t_'r~on-«. There were no jier-on- ijijured in the liru -liglit. Imi fiu windo\\> lining broken. The wlioK train of I'ight -teel tar- and om- eni;in»- wa- pushed forward ai-nui 200 ft. I he loiomotive oi" the freiglii train was but slightly in- jured. Tin- front end was crushed in and the cylinder -ad. The tender and the first two freitrht *ars buckled and were derailed, riu- fniglit lar- were tompieteh demolished and fell down the embankment at the side of the track. The tender cistern liroke loose from it- frame and rolled down the eml)ankment al-o. Need- less to sa\. had the jiassentier cars l»een of the old wooden onstruction. f.ir greater damage and los- of life would have <»c( urred. . ■•■ .- - ..■ -hown in the illu-tr.ition-. I'he capacity of thi- plant i- de- pendent upon the tiutput of tlie pulverizer, which is from l-'i;.. to 2', J tons per hour. The coal u-ed is Marceline screening?;, whith con-ists of 4.S per (vnt moi-ture. .^>.(i per lent vh. Tlie coal i- bn»uglu in from the imne- and unloaded directly from tiie cars into a receiving ho|>|>er >o arranged that it will feed direct!}- into an elevator. This elevator diacity. This is hKatcxl abo\r the coal dryer. A cradle or shaking t\pe feeder is attached to the bottom of this ijin to give a uniform sujtplv of coal to the dryer. This dr\er is shown at the left of the interior view. It con-ists of an inclined slull fitted with two tires mounted on rollers, and is driven b\ means of searim;. It is Syj ft. in diameter and 42 ft. long, being I'ltted with the neoessarv >tack mounted on a brick housing at the feed 188 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 4 end. The coal is fed in at the upper end and hv the rotating action of the drier it is gradually carried through the shell to the discharge end. Surrounding \KxrX of the drier shell is a large brick housing equipped with grates. The gases of combustion surround the shell and i^ass down through a smoke connection to the housing at the front end of the drier where these gases are reversed and i)assed through inside of the drier shell carrying off the liberated moisture. At the discharge end of the drier, in the spout leading down to an Santa Fe Pulverized Coal Plant at Marceline, Mo. elevatcr, is located a Cutler Hammer lifting miipiot for the purpose of removing any tramp iron which may l)e in the coal. After being dried, the coal is elevated and discharged into a bin directly above a o.S-in. Fuller-Lehigh pulverizing mill of 14 tons capacity. This machine reduces the coal in one operation so that 85 per cent of it will pass through a 200 mesh sieve. Fine pulverization is very essential for the .suc- cessful burning of any coal and means rapid and perfect combustion. From this pulverizer the coal is raised by an The entire equipment is electrically driven throughout, the current being furnished from a power house located in Mar- celine, and each unit is driven by an individual motor, alternating current being used. With the exception of thi mill the entire equipment is driven by means of back gearei motors eliminating all but one small countershaft and making the installation a safe one from an operating standpoint. A preliminary crusher is usually installed in connection with i plant of this kind, but no crusher was included in this case, as the coal received is screened to pass through a one-inch ring. In a permanent installation the crusher is necessar\ as the coal received will be of various sizes and grades. One miller and one laborer only are recjuired for operating thi.'^ plant during one shift. The power required by the entire plant is about 17 hp. hrs., per ton of coal handled. Interior View of the Santa Fe Pulverized Coal Pl.int elevator and discharged into a screw conveyor which carries it to a 20-ton pulverized coal storage bin located over the center of the track and arranged for feeding the pulverized coal to the locomotive tender. The building in which this equipment is installed is of steel frame construction covered with corrugated iron siding and roofing. The installation is an e.xperimental one and some minor details are arranged for only temporary use, as it is intended later to move this plant to .«;ome other location. HEARING ON SAFETY APPLIANCES The Interstate Commerce Commission held a hearing at Washington on March 1 on the application of the railroads for a further extension of time of one year from July 1, 1917, within which to complete the equipment of their cars with safety appliances in accordance with the order of tho commission of March, 1911, and the law of 1910. The commission had allowed the railroads five years within which to equip their cars and later granted another exten- sion of one year until July 1, 1916. A. W. Thompson, vice-president of the Baltimore & Ohio, appeared on behalf of the executive committee of the Ameri- can Railway Association and told the commission that on January 1, 1917, out of 2,519,8.^2 cars 290,0o3, or 11.7 per cent, were not completely equipped to ccnnply with the law. Mr. Thompson said that the abnormal amount of traffic handled by the railways during the past year has greatly increased the difficulty of equipping the cars, because the mechanical forces have been busy in kee[)ing up the neces- sary running repairs. Other railroad men testified also. The various witnesses were cross-examined at length by W. G. Lee, president of the Brotherhood of Railroad Train- men, W. S. Stone, grand chief of the Brotherhood of Loco- motive Engineers, and L. E. Sheppard, acting president of the Order of Railway Conductors, who strongly opposed the idea of any extension in time and insisted that many of the cars could be equipped without difficulty and without tak- ing them into the shops. H. W. Belnap, chief of the Division of Safety, testified at the request of the commission. He said he had repeatedl}' called attention in his annual reports to the need of special diligence on the part of the railroads in getting their cars e(|uipped, but that they had been slow about getting started with the work. He said that during the first six months only .S7,000 cars were equipped. In each succeeding six months rhe numlx-r had increased until recently; if the rail- roads had done as well during the first years as during the last three years, he said, the work would now^ be completed. He tliought that if the railroads had to do it they would succeed in getting a large percentage of their cars equipped, but that it would be neces.sary first to issue orders that no cars would be received from owning lines until properly equipped and later to issue another order that no car would be received in interchange until properly equipped and thai some plan should be worked out by which the work could be done l)y foreign lines without returning the car home for re- pairs. He saw no reason why it was necessary for the roads to have this work done at their own shops, saying it could be done just as well in other shops and billed against the own- ing road, but that some roads had refused to equip cars with safety appliances for other roads. He thought that some roads had not been diligent in equipping their cars and that many could bring a large percentage of their cars into com- pliance with the order within 30 days. TRAIN LINE MAINTENANCE* BY A. McCOWAN Supen-isor Car Work. Canadian Northern, Winnipeg, Man. The report of the Division of Safety of the Interstate Com- merce Commission for the fiscal year ending June 30, 1916, stated that there were 908,566 freight cars inspected, of which 3.72 per cent were found defective; and 27,220 passenger cars, of which 1.82 per cent were found defective. The de- fects which were found by the inspectors were given in detail in tabular form, and those directly chargeable to the air brake numbered 18,696, which was far above those chargeable to any other part of the car, the next smaller item being coup- lers and parts. The oumber of defects per thousand cars inspected was 45.06. Of this number, 20.58 defects were chargeable to visible garts of air brakes ; the next smaller percentage being for couplers and parts, which is 6.09. The remaining 18.39 defects are chargeable to hand brakes, ladders, steps, hand holds, height of couplers, uncoupling mechanism and running boards. While the proportion of air brake defects as shown in the report, which may be classed as train line defects, is com- ])aratively small, it does not show the relative importance of train line defects, l)ecause of necessity we have to watch this matter closely and replace most defective hose or broken train pipes immediately. As a result they are seldom discovered by Interstate Commerce Commission inspectors. In attack- ing this problem, therefore, we should not only attempt to cut down the percentage of cars which the Interstate Commerce Commission safety appliance in.«pectors finds with defective air brakes, but decrease the material and labor in all repairs and renewals. I have gone into the life of the air hose with the idea that there is a chance of decreasing very materially the number of hose necessary for renewals, and therein- the cost of renewals. The average life of the hose is considered alxjut eight months for air hose and one season for steam hose. In Western Canada we find that the average life of a steam hose is a little over four months. While this may be looked upon as a season in certain parts of the United States, it cannot be so considered in the north. The Railway Age Gazette stated in an editorial in 1912 that the average life of hose a couple of years previously was only eight months, and that at that time, the life of hose was probably less because the quality of ho.se was lower, and that the railways buy poor hose because mechanical injury destroys it in a few months, whether it is good or bad. It is the opinion of those familiar with the hose question that a hose should last three years if not subjected to mechanical injury. Since it seems that the average life is only eight months there is a chance for increasing the life of hose two years and four months; in other words, making it last 4^ times as long. The interesting question now is to see what this means in dollars and cents. In the United States there were in 1915 in service 2,370,532 freight cars, 55,810 passenger cars, 98,752 company service cars — a total of 2,525,094 cars; and 66,229 locomotives. 'Abstract of a paper read before the Car Foreman's Association of Chicago. This means that there were in use 4.741,064 hose on freight cars, 111,620 on passenger cars, 197,504 on company ser%nce cars and 66,229 on locomotives, or a total of 5,116,417 hose. This does not include hose on the front ends of locomotives or between engines and tenders. The renewals of these 5,116,417 hose, with a life of eight months, would be at the rate of 7,674,626 per year; while if the life were three years, they would be at the rate of only 1,705,472 per year. This is the saving at which we should aim in the use of materials only. There are many other things which, in the aggregate, probably represent e^'en a larger amount of money: viz., the labor of applying and tak- ing off, the cost chargeable to train delays caused by hose or train pipes bursting in transit, capital account tied up in ma- terial, etc. Hose costs from 30 cents to 60 cents or more per foot. In- creasing the life of the hose from eight months to 36 months will make a saving in renewals of 5,969,154 air hose per year, which at 55 cents each (the cost of 22-in. hose) is equal to $3,293,000. It is claimed that loose or broken train pipes are even more prevalent than defects in hose, and this is borne out by the statistics of the Interstate Commerce Commission. The train line often breaks just back of the angle cock when cars are pulled apart without uncoupling the hose. What causes all these defects in the train pipe and de- creases so greatly the life of the hose? An inspection of the scrap hose pile will .show ver}- plainly that most of the defects in hose are at the nipple end. This is where the great majority of hose fail. The train pipe usually breaks just back of the angle cock. These facts point plainly to the jerking apart of the cars while the hose are coupled, as the main cause. I do not mean to say, how- ever, that pulling the cars apart is entirely responsible foi" defects at the nipple end of the hose. When a hose is not coupled up and a car is switched around the yard, the hose is swinging constantly and all the strain conies on the nipple end. The strain on the hose when cars are pulled apart without uncoupling the hose, with train line fully charged, is said to be 500 \h. This not only causes rupture of the hose at the nipple end, but it weakens the faljric throughout the entire length. This stretching is responsible for more base failures than bending at the angle cock. In a test of 22,000 pieces of air hose referred to in the Railway Age Gazette for Februar)- 14, 1913, page 275, 82 per cent were found to Ix) porous, and the jxjrosity was not localized but extended all along the hose. The porosity of the hose is often charged up to poor material when, as a matter of fact, it is really caused by jerking apart. We are accustomed to assume that tormage reduction in the winter is necessarj- because of slippery rails, greater radiation of heat, poor lubrication, etc. Investigations on one road have shown that a great deal of this tonnage reduction is necessitated because of leaks in the train line, the impossibility of providing enough air to operate the brakes on long trains. This subject of leakage is a very important one, not only because of its effect on the tonnage that mav be hauled and the amount of fuel consumed, but also because 189 188 RAILWAY MKCHANICAL PLNGINEER \(.i. <'l. No 4 t'liil. I hi- ro;il i> iVd in at llif ii|»|)«r iiul and \>\ x\w n»latin<; atticn of tin- drii-r it !>• uraduallx * arrirtl lliniuiili tlit -lull t(i tlir diMliaruf end. SiirntundiiiL: part nl" tin- drirr -lull i- a laryi' l»rirk. liousiit!: r(|ui|)|K(l wiili Lirati-. Ilu- lia-ts of tomltU->tion -urround tlu- -lull and pa-- tlown tliroimli a -intiki lonmrtioii to the Imu-inu at tlu' Iroiil nid (if tlu- drii-r wluTf rlti-i' ua-i'- arr nvir-rd aiul |>a->rd throiiLrli in-idr of llu- driir ■>lu-il tarryiiiu off tlii- lil>irati(l ino'-luii-. Al tlu diMharL'r tiwl of tlu- drii-r. in the -pout KadiuL; down to an Siinta Fe Pulverized ConI Plnnt nt Mnrcellne, Mo. flrv. I: r. '.- l.,(atrd a ('utlrr Haninur lift nj ni..,L,;i.i for tin- purpo-c of n-moviiiii an\ tramp irmi uliitli may In- in tlu- < oal. Aftir iK-iniZ drii-d. tlu- loal i- t-l<-val(.-d and di-( iianrcd into a l»iii diratl) al»o\f a .•>.>-iii. KulkT-laiiiuli |>iil\iri/in,u mill of 14 ton- (a|)a(ity. Tlii- mat liim- n-din r- tlu- loal in ont- opt-ration -o that >5 per tint of it will pa-- tliroiiiili a 2h "•ii'Vc. KiiU' pulwri/alion i^ vitv osscmial for llu' >ik- (i->t"ini:. Ihv in-tallation is an t-xpiriint-ntal one aiul -onu- minor detail- are arranm-d for oid\ ttinporary use, as it is intendee hnated in Mar ti-liiu'. and eai h unit i- driven hy an individual motor alternatinu current lieinu UM-d. With the e.\ce|)tion of tl; mill tlu- eiuire e(|uipmeiU i- driven l>\ means of liaek j^earev mot<»r- eliniinatiim all hut one -mall counter-haft aiul niakii. the in.-tallation a -afe oiU' from an opiratinu' -tandpoint. preliminarx eru-lu-r i- u-ually in-tailed in eoinu-ition with plant of thi- kind. l»ut no eru>her was induded in this > A" a- tlu- ((tal re»i-ivi-d i- -i reeiu-d to pas- throuith a one-ini rinu'. Ill a permanent installati»)n the eru.-lu-r i- neee— ar as the eoal reivived will he of various size> and lirado!?. ( )]: milK-r and one lahonr only are re(|uired for operatini: tli: plant durinu one >hift. Ihe power re<|uired liy the i-ntin l>lant i.- about 17 lip. hrs.. per ton of eoal handled. HHARING ON SAFETY APPLlANCESv Ihe Inle-r-tale ( nmnuree (dmnii.-.-ion held a hearing at Wa-hin'jtiai on Manh 1 on the application of the railroad- lor a furllur e\ten-ion of time (tf one \ear from [uiv 1 i''17, within which to complete the e<|ui|iment of tlieir air- with safety appliances in accordaiue with tlu- onUr of th. ((immis-ion of March. I'Ml. and the law of IMlO. 'Hu: tommi--i()n li.id allowfd tlu- railroad- th i- \ears within ' whiih to e<|uip iheir tar- and lati-r u'ranted another e\ten -ion of one ye.ir until |ul\ 1. 1*M(». •:. .. ■ • . - .\. \\ . rhom|>-on. vice-|)re-ident «f the Halthliore & Ohi.. appeared on l.chalf of the executive eommittee of the Anu-ri can Railway .\s.-ociation and told the tonimission that oi. January 1. 191 7. out of 2.5'\^).S.^2 tar- J'^o.O.W. or 11.7 peir ceiu, were not < onipli-tily ei|uipped to lomply with tlu- law.- Mr. Ihonip.-on .-aid that the abnormal .miounl of traftk: iiandled \>\ tlu- railways during the pa-t \ear ha- jjn-atlv increa>e»l the iliftuultx of ei|uippin«j the tars, because tin niedianical loms have been busy in ki-epini; up the nete.- -ary runninii re|)air.-. Other railroad men tistihed also. I he various witnesses were cross-examined at lent;th b\ \\ . (1. Lee. pre-ident of the lirotlierh(HHl of Railroad Irain- meii. W. S. Sn.iu-. <,'rand chief ut the iirtillu rhocMJ of L annual rejHirts to the need of speiiul diliL'eiKe on the |iart of the railntads in ijettinu their cai- »<|uippe(l. but that the\ had bei-n -low about u'ettint: started AJih iIk- Work lie -aid that durini: the first .si.\ month- onl\ .•>/.o(io ,.ir- wi-re e«|uippi(l. In eai h succeediiitr si.\ iiiontli- iiu iuimb(-r had iiu rea-ed until recinth-; if the rail- ro;;d> had doiu a> will durini,' the tn>t yiar- as durinii tin l.i-I llirtt- war-. h<- -aid. tlu- work would now be » ompleted. !!> tlii.u^hi thai if tlu- railroad- had to do it thev would -uttetd in u'ettiiiL' a larL'e penenta^e of their (ar- e(|uipped. iiui ihal It would b(- iu((-— ar\ fir.-t to i-sue order- that no car- Would be nciived from owninu line- luitii projjerlv e«|ui|>ped and later to i.->ue another ordt-r that no car would Ix- re( lived in innn lianm- until |>ro|ierl\ ey whiih the work lould be done by forti.nn line- without returniiiL; the tar home for re- pair-. He -aw no rea.-on why it wa- neces.-arx for the road- lo have this work done at their own >hops. saving it could be done JUM a> well in otiier -hop- and bilKd auainst the own- inu' road, but that -onic roads had refu.sed to cijuip cars with .-afet\ aj)pliances for other road.s. He thouj^ht that some road- had not been diligent in e<|uippin«,' their cars and that many could brinii a large percentage of their cars into com- pliance with the order witliin .^0 da vs. Car Department £^ TRAIN LINE NIAINTFNANCE* -■■-' BY A. McCOWAN Supervisor Car WOrk. Canadian Northern. \\ innipcf!. Man. riif report of tlu' I)ivi>i()u of S;itVty (»f \\w Intrr-iati' Coni- iHx- ("()innii»i()ii for tlu- ti.-ciil war indinu |unr •><). I'Hd. .lUd that tluTr wvxv 'M),s,5(>(t frfiylu iar> iii-|K(.lf(l. of wliicli ~1 JUT (ciil urn.' found (k'fi'ctivt': and 27.J2(t jia»timi'r r-. of wliich 1..S2 pir crnt wiMV found (kfidivr. Tlu' (h- 1- wliid) wcrf found liy tlir in>|ic(lor> wiTf Ljiviii iu ditail ..: tal»ular form, and tlio>L' dirt-ctly i hars:ial)k' \u tlu- air Itrakt.- lunilRTcd l.S.()<)<). whitli was far altow tlio>c iharmaliK' to :iy othcT part of tlu- lar. tlu' next sinalKr itini lifini^ i«»u|)- i.TS and j»art>. , .. . ... Till' nunilRT of (k'ft'ds per tliou>and liirs insjHVtt*d \Va> 4.>.(H). ( )f thi^ nuinl)(.r. J().5.S (klVcts wcri' cliaruealile lo vi-il)lc parts of air l)rakt>; the ni\t >nialkr iKTccntau'i- hcint; lor (■oupl('r> and part>-, wliidi i- u.W. Tin.' ri'maininii l^-'^*' (k'ffcts art- rliar!.;t-al>k' lo hand liraki's. lackk-r.^. >tcj)s. luiml holds. luMiiIit of (oupk'rs. uneoujilin.u nifi hani>!ii atid ruiuiiim ";irds. . "■; ;v rv -v.-'. ''.■•■-' ■ W'liik' the |)roj)ortion of air lirake (kfeets a> .-Iiown in (nr report, wliiih may lie e1a>>ed a> train line (kfeets. is tom- fKiratiwly small, it doe- not .-how the relativi' importancf of r.iin lini defe(t>. heiause of neiessit} we have to wati h thi> matter elosely and nplai e nio-t ik ftetivi' lio>e or limkiii train pipt'> immetliatelx. As a re>ult they are -eldom (li>eoven'd i«y Interstate (oniiiieree ("ommi»ion insjKTtor^. In attai k- \\v^ this problem. theretOre. we >houl(l not only attempt to eut down the jten I'litat^e of ear- wliich the Interstate ( dmmeree '' 'i«mmi->ion safet\' a|>plianee in-peetor- t'inds with defective ir hrake.-. kut decrea.-c the material and.lakor in all repair- ;n(l reni'wals. ;■ '■ ,''-'-[- ,'"/" ^ -■""■^'-.^ \ •'■; - :f''-''-'' I ha\'e u'oni- into tlu- life of the air hose with the idea that dien- i> a ehanee of (kerea.-int: very materially the nmnlier of lio>e ne(e.-.-ar\- for renewals, and therelix' the cost of renewal-. !'he averaue lift of the ho-e i- Kin-idered akout eitlht montii- ■>r air Iio-e and one sea-on t"(ir -team ho-e. In \\ e.'^tern ' anada we t"ind that the averaue life of a -team hose i- a iittle over four month-. \\ hik- thi- ma\ lie hioked ujion a- i -lason in certain part- of thi' I nited State.-, it cannot he -o onsidered in the nonh. ■ V^'V ;:■:..:•} "^ ,■'."; !;v< -■'";• •'. Tlu kailwa\ Aue (ia/ette stated in an editorial in 1912 dial the averaue life of hose a couple of years ]>reviouslv wa- 'inl\- eiiiht monlh>. and that at thai time, the lit"e (jf ho-e wa> ■|)rolialiIy le.-.- kecau-e tlie (|ua!il\ of ho-e wa- lower, and that the railway? buy poor hose l»eeau-e median ieal injury destroys it in a few months, whether it i- u'ood or bad. It is the ■ipinion of tlio-e familiar with the ho-e (|Ueslion that a ho-e diould last three years if not -ubjected to meehanical injur}-. Since it seems that the averaije life is only eiijht months there is a chance for increasint; the litV of hose two years and l"our months: in other words, makintz it last 4lj times as lonu'. I he interesting (juestion now is to .-ee what this means in ■dollars and cents. ' ^ V •' < '^ ^- • -^a' '^^ . ' '; ... i .^ In the United States there were in T915 iii service 2,.^70. 5.^2 freight cars, 55,810 passenf,'er cars, 08,752 company ser\-ice ear.< — a total of 2.525,094 cars; and 66,229 locomotives. •.\l)str;ict of :i p.Tjer reail tifforo tlit; Car Foreman's Association of •"hicasfo. .,,:'„-" -. ■'■-' ;•> '■ ■". " . - i hi- mean- that there were in u-e 4.741.. I''7.5(i4 . or a total of 5.110.417 ho-e. I'hi- d(KS not include ho-e on the front cml;^ *Jl Ux-«jnjotivc? or between enirine- and lender-. -> -• The renewal- of these 5.11().417 hose, with a life of ei^ht monlli>. would be at the rale of 7.o74.o2() per \ear; while if the lite were three \ear-. ihey would be at the rate of only ].7(»5.472 per year. This i- the -avinu; at which we -hould liin in the u>e of material- only. There are many c»iher things whicii. in tin.' aiiureuate. probably re|)rcsent even a lartier amount of moiu-^ : vi/.. the labor of applvini: and tak- ing off. the c(j-t chariieabk' to train dela\> cau>ed b\ ho>e or train |»i[>es bur.-linii in tran>it. capital account tied up in ma- terial. etc.;;;;--T.V v. : 'V. ;. -.. '..■; Ho-e costs from .^0 cent- to 60 cent- (ir more }x-r ft. IiiV ( rea-inu the life of the ho.-e frcjni eiuht months to .-if) month^ w ill make a siivinijj in renewals of 5.*^<»'M 54 air hose jxt year, : which at 55 cent- c;u h (the co-t of 22-in. hose) is e«^jual to S.>.2<».v()0(J. . _■ , .. : It i> claimed that loo>e or broken train pifK'S are lA'cn more j>revalent than deled- in hose, and thi- i- borne out b\- tlu- .-tati>tic- of the Iiitc r-tate Commerce Commission. 1 he train- line often break- ju-t b.ic k. of the angle ccnk when car- arc- pulled ajiart witkout uncouplinir the ho>e. What cause- all the-e defect- in llie train ])ij.ic a.iJe.- .-o greath tke life of the hose?": : • '••.;"': "'-■ ."'. .\n ins] lec lion of the -craj) hose |)ile will show- very plainl\ that most of the detect- in lio-e are at the nipple end. Thi- i- where ihe great majority of ho-e fail. The train jiipe u-ually break- ju.-l back of the angle ciwk. These facl> jioint jilainly to the jerking apart of the car- while the hose are coupled, a- the main cause. I do not mean to -av. h(»w- ever, that pulling the ear- apart is entirely re-|M)n>ible tor defects at the nipjile end of the hose. When a lio-e i- not coupled up and a car i- switched around the \ard. the li(»-c i- -winging con-taiitl\ and all the -train come- on the- nipple end. rile- -train on the ho-e when e failure- than beitding at the angle c piece- of air ho-e referred lo in the Railway Aije Ga/.ette for Feliruary 14. 1 <>!.>. page 275. .S2 per cent were found to be ])orou-. .md the poro-ity wa- noi lotali/ed but extended all along llie ho-e. The porosity of the ho-e is often chartiecl up to poor material when, as a matter of fad. it i- realh lau-ed 1)\ jerking apart. . .,. . We are accustomed to a--ume that tonnage reduction in the winter i- necessary because of slipper\- rails, tirealef nidiation of heat, ]M)or lubrication, etc. Investigation- on' cine road have shown that a great deal of thi- tonnace. reduction i- necessitated because of leaks in the train line,! the impossibility of providing enough air to operate tiie brakes on long trains. This subject of leakage is a verv import.mt one, not only btxau.se of its effcvt on the tonnage that ma> be hauled and the amount of fuel consumed, but also Urause 189 190 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 4 of it? effect on the operation of the air pump and delays which are caused by brakes sticking. Train line leaks may be classified under the following heads : Leaks at the hose coupling. Leaks in the hose itself. Leaks where the hose connects with the coupling. Leaks where the ho«e is attached to the train pipe. Leaks in the coupling proper are usually chargeable to the wear and tear of the materials and gaskets, or to the coupling being poorly made 1j} the brakemen or carmen. Leakage is also caused here by snow, frost and ice. Further, when an air hose freezes it often becomes so stiff that it will not bend. This causes the joint between the two hose to leak whenever there is an} movement between the couplings, and also causes leaks where the hose is attached to the train pipe, the hose often being pulled loose at this point. The difficulties encountered and time consumed in coupling and uncoupling hose in winter weather are considerable. Even at zero weather the hose becomes so hard as to lose all flexibility, and during coupling and uncoupling it is neces- sary to bend the hose, which usually cracks the rubber, mak- ing it porous. .\ hammer is commonly used for hitting the hose coupling? to make them lock. This tends to jar the hose fitting out of place in the frozen bag at the nipple and coupling sleeve, causing a leak when the train is in motion, especially when rounding curves. The hammering on hose couplings also damages them to such an extent that it is necessar}- to remove the hose because the gaskets do not fit properly. This same trouble is experienced on the road because the couplings are drawn up by the frozen hose on curves, causing the brakes to creep on and making it neces- sary for the trainmen to hammer the couplings down in place. Another difficulty is that all angle cocks are not in proper position to allow the hose couplings to meet in line. The hose is twisted before the couplings can be made to lock and in case they are pulled apart very often they do not unlock, breaking the hose or the train pifje. The time ordinarily consumed in coupling and uncoupling hose on a forty-car freight train under ordinary conditions at the different winter temperatures is as follows: < )ne man One man Temperature uncoupling coupling Zero 45 min. SO min. 5 to 10 deg. helow 50 min. 55 min. 15 to 20 deg. below 55 min. 60 min. 25 to 30 deer, below 65 min. 70 min. 35 to 40 deg. below 70 min. 75 min. The time in the last column allows only for coupling the hose. Any e.xtra time required for changing hose, gaskets, etc., depend^ entirely on conditions. Th's ord'narily takes 15 to 20 min.. sometimes it takes an hour. The amount of both yard and road detention chargeable to train-line trouble, not to say anything of car and freight delays, is worthy of consideration. One and one-half hours over each engine division is considered a good average of road detention to each freight train handled under northern winter conditions, caused mainly through hose trouble, creep- ing on of brakes and extra time taken for pumping up in releasing, .\long with this come tlat and shelled wheels from creeping brakes; there is also excessive strain on the draft rigging. A broken train line means the cutting out of the car, and not infrequently twenty-four hours' delay to it in getting repairs made. The defects which develop becau.y 6-in. journal box tie bars, upon which rest two >2-in. hims which may l)e transferred to the top of the box, thus )roviding for 1-in. adjustment in the height of the center olate. The spring plank is a pressed section >! in. thick and 16 n. wide at the center, being spread at the ends to 20 in. The spring plank supports the third point suspension spring vhich is located at the center and extends in either direction long the center line of the car a sufficient distance to .support he end of the brake beam strut. The bathtub type bolster doubt as to their value as a protective coating. The thick- ness of the paint film has much to do with the protection afforded either on wood or metal cars, but more especially on metal, for the reason that linseed oil which is the binder vehicle in all freight car paints, is hydroscopic to some ex- tent; that is to say, it will absorb a certain amount of moist- ure even when mixed with the pigments. Unless the paint film is of sufficient thickness to prevent the penetration of moisture through to the under surface, the paint will not prevent damage to the car. Effective protection from moist- ure can only be secured by a thick coating, and it is not possible to obtain the proper degree of thickness with one coat of paint. In the painting of freight equipment, proper discrimma- tion should be shown in the treatment of metal and wooden cars. Regardless of how naked a wooden car has become, if decay has not set in, it can be effectively protected with paint. The surface of a i^teel car, however, should not be allowed to become exposed, as rusting when once l>egun is ver>' difficult to check. It may be stopped temporarily with 194 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 4 thick coatings of paint, but the trouble breaks out again as soon as the paint deteriorates sufficiently to absorb moisture to the depth of the surface of the metal. It seems apparent, therefore, that it will be futile to attempt to main- tain a steel car to the end of its natural life with an occa- sional repainting of "one coat" paint It is not the object of this article to disparage the use of "one coat" paints, but rather to assign them to their proper sphere. The "one coat" paint serves as an expedi- ent to furnish protection until the car is brought to the shop again for painting and assists in relieving the congested condition of freight car repair tracks. In view of the fact that these paints generally cost much more than the ordi- nary* freight car paints, the general use of such paints does not seem advisable. MAKING A GAR INSPEGTOR BY A. CAMPBELL San Francisco, Calif. Where do the men come from who inspect cars to see that the M. C. B. rules are lived up to? The first duty of the car inspector is to learn to enforce the most important rule of all — "safety first." Many good car men know little of the rules of interchange, but when they O. K. a car or a train you may be sure it is safe to run. The men who seek positions in the car department reach the railroad yards over many routes and they come there us- ually for one of two reasons : \'isions of adventure may tempt the young, but old or young the compelling reason is in most cases, that they are out of employment and having no regu- lar trade they find here a free and open market for their la- bor. Out West, at least, most of the men seeking work in this line are what we might call raw recruits. If a man is healthy, and strong enough to make it worth while giving him a trial, the employing officer is usually satisfied. Of course if he has had some experience so much the better, but once in overalls it is largely up to himself how far he will suc- ceed in his new calling. If the road feels the need, or prefers to make its own in- spectors, those in charge will look the new man over to see if he gives promise of future development. He is studied from all sides. What are his habits; is he neat, careful, punctual and energetic; does he write a legible hand and show an inclination to read books or papers helpful to him in his work? These pointers may be picked up in various ways and the foreman will find many opportunities to size up his prospect, often when the man least suspects it. If the sui)jcct looks like a good risk, the way to develop the qualities found is about as follows: Six months on the repair track, three months oiling and about the same time helping the air l)rake men. Ninety days on air brake work will not make him a finished air l^rake man, but it will be enough to create an interest in this fascinating branch of the business and will give him an insight into it that will be useful in his after career. Then out in the train yard or on the. road, not as inspector but as light repairman or oiler, where the variety of duties will bring him a fund of knowl- edge that will carry him over the rough places later on. Of- ten he will find himself face to face with problems which, in the solving, will teach him self-reliance and nothing will bring him to favorable notice more quickly than to have it known that he is dependable and can do things well without watching. At this stage he is in close touch with the car inspector's duties. As a kind of understudy, he will learn to know the various classes of cars, their capacity and for what lading they are best suited; there will come a growing familiarity with car wheels and their defects, roofs, doors, siding, couplers and their attachments, trucks, bolsters, side bearings, and so on; he will come to know when a car may safely go forward to its destination, or when it cannot be safely moved beyond the repair track; he will become familia- with testing air and passing judgment on hot boxes. All this and much more will be gathered and stored awa until the time comes when he will be called upon to say th final word that will hold or send free on its journey the fa.v freight or loaded passenger train. The successful inspectc is the man who, drawing on a multitude of experiences, n solves all doubts in favor of safety. "It may go through t its destination" will not do. A car or a train is either sal to go, or unsafe. All else is chance and the gambler in otht people's lives or property is out of place in any position c trust and especially in a railroad yard. What opportunities for advancement are open to these men? They may be appointed foremen, or with added yearsr of experience may become traveling car inspectors or gen- eral foremen. These latter positions, however, call for a more intimate knowledge of the business as a whole thaii usually comes within reach of the man whose aim at the outset has been limited to the title of car inspector, and beyond this there is little in the records to guide us. Every car inspector should have a good working knowl- edge of the ^I. C. B. rules. The interchange man should be a specialist. They must both be competent to pass on all kinds of loads and also understand the requirements of the safety appliance laws, and everything possible should be done to assist them and make easy the search for the infor- mation that will help them in this work. For the benefit of other branches of the service instruction cars are sent over the road. Would it not be well to have a loading expert with charts or photographs pay an occasional visit to help the car inspector and freight men in this im- portant work? This instruction need not be confined to the placing of lading on open cars but might well cover the dis- position of loads in closed cars, and especially should atten- tion be called to the need for protection at door openings, as lack of care in this one particular is fruitful of much trouble and expense. Any car inspector who has worked on out- going trains or at passing points on the line can readily re- call many cases of bulging doors due to the absence of pro- tection. This often means delays in rearranging the load and it frequently starts a good door on the downward path that leads to future damage claims. It will be remembered that this kind of instruction is imparted in a limited but very beneficial way by the Bureau of Explosives, and if the inter- est aroused by these lectures could be extended to cover a wider field, the claims department work would be lessened to a very large extent. In this connection it would help to have a supply of large .sheets printed and framed, if convenient, showing the vari- ous examples in the book, together with the instructions. This con.stant reminder pasted in car shops, freight sheds and, if possible, in shippers" offices could not fail to arouse inter- est in this subject and would lead to a very much desired im- provement. The books as a rule are scarce and perhaps it would be too expensive to distril>ute them more widely, but sheets such as I suggest would be a comparatively cheap means of educating the many where the use of the books is restricted to a few. A final word about the M. C. B. rules. There is room here for an occasional visit from a bright, cheerful instructor or adviser. A well chosen talk from the standpoint of the of- fice man who has to unravel some of the problems arising out of an insufficient knowledge would be well received and be productive of much good. Flux for Ox y- Acetylene W^elding of Cast Iron. — In welding cast iron Ferro-silicon sticks should be used as feed- ers. A suitable flux consisting of 80 parts boracic acid, 20 parts powdered chlorate of potash and 15 parts iron carbide should be applied to the iron after it has been raised to a good red heat. — Institution of Mechanical Engineers. Reinforcing Freight Car Draft Sills' c i Weak Center Sills Analyzed and Methods of Compu- ting the Strength of the Sills and Draft Arms Explained BY LEWIS K. SILLCOX Mechanical Engineer, Illinois Central FIGS. 1, 2, 3 and 4 concern a single draft sill installation on a 30-ton, 40-ft refrigerator car. The draft sill as shown in Fig. 1 is pulled out and its cross section is -hown in Fig. 2. This section has a ratio of .stress to end strain of 0.14, the M. C. B. recommendations being that this ratio not exceed 0.06. With a buffing force of 250,000 lb., tlie fibre stress in this section is 36,000 lb. per sq. in., which is in excess of the elastic limit of the material. By adding a 19-in. by fg-^n. cover plate to this construction and increas- ing the thickness of the sill to % in., the weight will be increased 130 per cent, the strength only ,^,^ per cent, the fibre stress will be 24,097 lb. per sq. in. and the ratio of stress to end strain will be 0.06. Fig. 3 relates to the same pro})osition, but in this instance the weight has been increased only 10 per cent, with 43 per cent greater strength and a stress to end strain ratio of 0.08. The last solution to this ])roblem is shown in Fig. 4. It has l)een handled differently here. With additional mate- rial amounting to 127 per cent of that provided in the orig- inal design, a relative increase in strength of 67 |)er cent, and i = Momfiit of inertia of each unit about its center of gravity. 1 = Monient of inertia of each unit about the base of the section. Height of center of gravity of section above the base =^ total AB total A 213.44 36.02 = 6.06 in. 674.10 Section modulus (Sb) = = 111 6.06 Fibre Stress (F) in lower flange due to buffing: P Pe 250,000 250,000 X 2.18 F = i = H = 11,850 per sq. in. .\ Sb 36.02 111 Where: P = buffing force. e = distance between the center of gravity of the section and the center line of draft. 1 e M. C. ]{. Ratio =r 1 — Not to exceed 0.06 A Sb 1 2.18 + = 0.05 36.02 111 Further, if this sill were applied to a box car it would have to take both horizontal (pulling and buffing), and Fig. 2 Fig. 3 Fig. 1— Weak Draft SHI Pulled Out a stress to end strain ratio of 0.05 has been obtained. In other words, the material is working at a factor of safety of five and meets the M. C. B. requirements as to ratio of stress to end strain. The method of computing the fibre stress in this section is shown below. A R AB I) W)" i I Top cover plate — 20 in. by A in 6.25 11.09 69.31 5.03 158.13 158.18 Top chord angles — 3 '■2 in. by ZY2 in. by h in.... 4.18 9.95 41.59 3.89 63.24 4.9 68.14 Web plate— 10"^ in. by h in 6.74 5.44 36.67 .62 2.56 68.2 70.76 Web reinforcing plate— 10''8 in. by A in 6.74 5.44 36.67 .62 2.56 68.2 70.76 Web reinforcing plate — 2% in. by A in 1.63 10.71 17.46 4.72 36.32 36.32 Bottom chord angles — 5 in. by 4 ir. by s^ in 10. JS 1.12 11.74 4.94 255.71 14.23 269.99 Totals 36.02 213.44 19.82 674.10 •\ =r Area. B =: Distance from base of section to center of gravity of each unit. n =r Distance between center of gravity of section and center of gravity of each unit. *Taken from a paper presented before the Car Foremen's .\ssociation of Chicago. 195 vertical (lading in car and dead weight) loading; the former was found to l)e equal to 11,850 lb. per sq. in., and the latter would amount to approximately 3,800 lb. per sq. in., giving a comljined stress of 15,650 lb. per sq. in. As a limit, it might be suggested not to exceed 16,000 lb. ]>er sq. in. under any circumstances. This gives a high working limit in view of the practice on some of the large roads, which use 10,000 or 12,000 11). per sq. in. as a limit. .\ vcr\- successful t}"pe of center sill constructicHi is shown in Fig. 5. It has been applied to more than 12,000 steel coal cars having an average age of 12 years, and operating in ven- difficult territory'. It has a fibre stress of 6,425 lb. per sq. in. and a stress to end strain ratio of 0.036. It might be mentioned that the sill as shown is only subjected iO'y^A Cover ' i of Gr a vHy ^ t of Dra ff o ^ 18.75k. 3ie5 ^ (of Draff^ J^^^-;jj^^,frj '^^ > Fig. 4 JjX 3i 1 Fig. 5 to buffing and j lulling shocks as the floor plates were located consideral>ly alcove the draft construction. DRAFT ARMS In the matter of draft arms for freight cars, it might be stated that M. C. B. 1915 Proceedings, page 354, requires that the following condition be conformed to: Section 6. (a) — The i^raft .ittachments, it eluding draft arms, if used, must be of metal, of either integral or riveted constructioti. Secti< n 6. (b)— The f-trength value of the draft attachments and center sill construction must be equivalent to at least 10 sq. in. of steel in tension VJA RAILWAY MECHANICAL ENGINEER Vi.L. 91. Xo. A thick coiitinys ol puint, l)Ut the- trouble breaks out again as >o()n as the paint deteriorate- sufficiently to al)Sorl) nioi.-lure to the depth ol" the >urt'ai e ol" tiie nielal. It >et'm> aji|)arent. therefore, liiat it will he futile to attempt to main- lain a >teel car to the end of it> natural life witli an occa- sional repainting of "'one coal" paint. It is not tlie ohjecl of thi> ariiilc to ili>parage the u-e .of "one coat** paints, hut rathi r lo a»ign ihem to ihcir pro|)cr >j)here. The "one coat"" j>aini sene> as an expeili- eni to furnish ])roteclion unlil the car i- hrought to the shoji .igain for j>ainting and a>si>is in relieving the conge>ted voiulition of freight car repair tracks. In view of the fact that lhe>e paints generally ci»i nuu li iu< of -ui li paint.- does not. seem advisable. -afely moved lnyond the repair track; he will Itecome faniili; with testing air ant! passing judLinient on hot l>o\es. .Ml tlii> and much more will he gathered and stored awa umil the time coine> when he will l»e called upon to say ti final woril ihai will hold or send free on its journey the fa freight or loaded pa-senger train. The successful inspecti Ir ; -M\klN(; A CAR INSPHCTOK l»Y A. CAMPHFI.I . '.'. San Francisco, (^alil'. •.:..'.- '■ \'" .'. Where do the men come from wlu) inspect lars to see that the M. r. li. rules are lived up tor Tlie l"n>t duty of the car inspect<)r is to learn tt> enfone the mosi im|>oriant rule of all — ".*afety first." Man\- good car men know little of the rules of interclumge, but when tin \ ' >. K. .i < ar or a irain \ou may be sure it is safe to run. The men who seek jxisilion- in the tar departnnnt reach the railroad yanls over many routes and they come there us- ually for one of two rea.-ons: \ isi<»ns of ailvenlure may tempt the young, but old or young the coni[)elling reason is in most ca-e-, that they are out of employment and having no regu- lar trade they fmd here a free and open market f(jr their la- ()or. Out West, at lea.-l, mo-t of the men >eeking work in this line are what we might call raw recruits. If a man is health\ . and strong enough to make it worth while giving him a trial, the employing ofticer i- u-Uiilly >ati>fied. Of course if he has had some experience -o much the Itetter. but once in overalls it i> largely uj) to him-elf how far lie will -uc- ceed in his new calling. If the road feels the need, (tr i)refer- lo make iis own in- spectors, tlio-e in charge will loit:-; is he lual, careful, punctual and energi-tic; iloe- hv write a legibli' hand and .show an iiK lination to rea it. If the -ul'jict look- like a irood ri-k. the wa\ t<» divelop the f|ualitit- found i- about a- follows: Si.\ moiitli- out tin- -ame time helping' tlie :iir iirake men, Niiutx d.i\- on air brake work will not make him a tini-hid air brake in. in. but il will la- en«»ugh to create an iiitere.-t in llii- fa-ciiKitinii brant h of till- bu-iius- and will irive him an in-iglit into it thai will be useful in hi- after » areer. Tlun out in the tr.iin \ard or on the road, not a- in-pe»ior but a- liu'hi repairman or oiler, where the variety of dutie- will briiiL' h'm .i fund if knowl epettor".- duties. .\- a kind of uniler-tud\. he will Itarn to know the various cla--es iif ear-, their t apacity and for what lading they are be-i -uited: there will come a growing fannliarity with (ar wheels and their defeds. rottfs, dm)rs, -iding. louplers and their altadiment-. trut ks. bolsti-rs, side bearings, and >o on: lie will (ome to know when a < ar max safelvi.'!! forwanl to it- de-t inatitm. or when it (annul be the man who. drawing on a mullitude of experiences, r -olves all doubts in favor of safety. "It ma\ go through it- de-lination" will not do. A car or a train is either sa; lo go, or un>al"e. .\11 i-l-e is chante and the gambler in oth peoi)le"s live- or i)ro])ert\ is out of jjlace iji an\ position t tru-t and especially in a railroail yard. .,-. '! '..' •. . What o|iportiinitie> for advancement are open to tht nun? rile) ma\ be appointetl foremen, or with added yeai of e.xiierience may beiome traveling car in-j>eiiors or ger eral foremen. These latter jxjsitions, however, call for more intimate knowleilge of the business as a whole tha u>uall\" conies within reach of the man whox .lim at tli out.-el has been limited to the title of car in.-pector, am lieyond this there is little in the records to guide us. l-.very tar inspector should have a good working knowl- edge of the M. ('. 15. rules. The interchange man should 1 a -peciali.-t. I'hey mu-t both be competent to pass on a kinds of load- and al.-o under.-tand the reijuirements of th' .-afet\ a|»pliance laws, and everxthing possible should b done to assist them and make easy the search for the infor ination that will hel[> them in this work. I"or the benefit of other brandies of the service instructio; tars arc .sent over the road. \\'ould it ncjt Ite well to have ;. loading expert with charts or pliotogra[)lis pay an otcasional vi-it to help the lar inspector and freight im n in this im- l)ortani work? This instruction need not be confined to the l)lacing of lading on open cars but might well cover the di— position of load- in dosed cars, and especially -houhl atttii tion be called to the need for prf)tet tion at door openings, a- lack of care in this one parlit ular i,- fruitful of mudi troul'k and expense. An\ car iiispector who has worked on out^ going trains or at jjassing points on the line can readily re call many ca.H's of bulging doors due lo the aliscme of pn* tec tion. rhi> ol'ten means dela\ s in rearranging the loa<' and it fretjuently starts a good door on the downward path that lead- to future damage claim-. It will be remembereii that thi- kind c»f in-true tion is irn|iarted in a limited but ver\ benefiiial wax by the lUireau of lAplosives, and if the inter est art)u-ecl b\ these lectures could be extendctl to cover a wider lield. the t laiin- liepartment work woulcj be lesseneif to a very large extent. ■>•.-■ ■.. ^ In thi- lonnection it would help to have a supplv of largi -heel- printed and framed, if convenient, .-bowing the vari ou- examples in the book, together with the instructions. Thi- constant rcinincler pa-ted in car -ho|)S, freight sheds and, il po— ible, in .-hi|iper-" ot'llces couM not l"ail to arcai.-e infer t -t in thi- -ui'jeii and woulcl lead to a very much desired im provemcnt. I he books a- ;i rule are scarce- and perhaps ii would be loo cxpeii.-ive [it di-iribulc- them more widelv, bui -hcct- -lit h a- I -ui,'ge-t wouM be a coin|iarativelv cliea[ me. in- of educating tlu- man\ where tlie. use uf the booLs i.- re-trilled to a I'ew. -. ".■;"■••' - '•• .V linal word about the M. ( ". li. rules. There- is room hen lor an occasional vi-ii from a bright, cheerful instructor oi advi-er. .\ will cho-i ii talk from the standpoint of the of- fice man who ha- to iiiiravel -ome of the [)roblems arisiiiL' out c)f an in-uft"ic ieiit knowleclu'c would In- well receivefl and Ite- productive of much uood. .... ..•.••-.. .. • ...,..-. . I II \ Kc.K Ow-.Acm ii.m: Wn.oiNt. tu Cast Irc^x. — In welding ea-t iron I'e-rro-silicon -ticks should be used a-^ t'eed-: ers. .\ -suitable t1ux con-isting of SO parts boracic iicid. 2^ parts pctwdered chlorate of j)ota-h and 15 parts iron carbide -hoiild be applied to the iron after it has been rai-=e v^^^ ; W Center Sills Analyzed and Methods of Compu- ..., : ,' ■ V f!-:«^ •' '^^: v:^ tin^ the Strength of the Sills and Draft Arms Explained '^'-\^X: '^:' •\'-;V-"-"',^:;\:^l'- ■'■;v;\-,/ ;,;■;: by lewis k. sillcox' -"•:•:: -v.;,;...- '-..v-riS^L.^''- •. -.':,..,.--■ -••..' Mectianical Fngineer, Illinois C]entral ?* y -• .^ '■. = "■,'• ".". IGS. Li..-; ami 4 cuiiutm a >iuill in>lallati()n ■ :f = ^/"""'^ ''/ ?*''^V« */ ' ''S\'^''V ■ I - M'livctil "t me'lia "1 <•:!<■ ii tii.U ;ii>out tm' liase ot.Uie section. itm io. "^ on a .■>()-t(in. 4()-ft refrigerator car. Ilu' draft sill as lUidituiiciuciyt gravity <>« M-rt»-'!i aiovc ihe tiase =: shown ill V\ii. 1 !•« |iulU-(l out and its crosN >f(ti(jn is <^ ■.:.;;:;■,;■';/■ //-.ri'-tai Atv Jix*ih own in Fit,'. 2. '\'h\> M'ciion 1ki> a ratio of -tros to entl /''' f' ' r'^' '■'■.-■, ;.-^m^^^^^ itt.itz ~ rain of 0.14. the M. ( ". H. rei<)niniendation> heiny that this- «v4.l« lio not exceed ().<)(>. With a huftin^ tone of 2.>().ll<)<) II.., J^':*"'"" n>«''!i!l"sMSlj> = tu 6. Oh m.re stress in thi> section is .>(..()ii(i Ih. i)er nj. in., whieli -f^.vc SirWcn ui Kwer tlan^t .7 Ih. per ><|. in. anri the ratio of -tre» i end >train will he ().()<). Fi,!.;. .■> relates to the same pr()|)()>ition. hut in thi- in-tan(c iie weight ha> i.een increased only in \nr cent, with 4,> |»er cent u'reater strength and a >tres> to end >train ratio tif 'f.O.S. 'File last >olution to this prohlem is -iiown in Fit;. 4. it ha> heen haiidh-d differeiitlx here. With additional mate ial aniountin*; to 127 per ccnl of tliat provide<1. ill. ti nr/dis-tjiiife 'H-iwfcn tin (.•otiK-r j5' •; A ■■- ■• !a;a=- ..-■■ !A: A^'- --:,."•: . . . ... '■■■.^■''- ■,-, . .-- M: r^. Ait«j95 -:./^v AA-^A-. AAA ■■ = •.-■-. "■ . ■ - MiA)' \}i _■'■ - ■- f-' - ; "- . -•.< .\ A-AFuitiur. if ihi- -ill were ajijilied to a hox var it wcHlld have lo take- hoth horizontal (jiullint; and liuftlnc:). an ha- hc-en ohtained. In other words, the material i^ workiim at a factor of -at'etv of five and meet> the M. (A 15. reijuirements a> to ratio of -tress to end -train. Fhe method of com])utinii tin- t'dirc- -tress in thi- -ettion is shown helow. \crii(al (i.idinu in tar and dead wei.^hlj loadinn; the former xva> foinid to he t'«|ual to 11. .^.-^o Hi. jier -<|. in., and the lattet- would ;inn)iiin to appmx'matelv .>,>>(Kt Il>. per -<|. in., liivini; a toniliined -tre— of L>. a limit, it niiuhl he suuuesled not to exiivd lo.ddO Ih. per >q. in. untif.l toal ( ar- havini; an averaiie aue of 12 veiirs. and operatin<: in very cliftKult tt-rritory. It ha- a lihn- >tre-s «>f 0.425 lit:, jier -q. in. and a -ire-- to end >train ratio of d.O.-lf't. It mii^ht he mentiojied that the sill as shown is only suhjccled mmm \ V. \V, . Top fovrr i>l.U( 20 iij. liv A in 6.:S 11.00 r,o..5| I'l'p clinni niiptcs Vi ill tiy 3!'. in. I>y h. in.. ..4.1 S 9.05 4I..^'» Wt-1i jilaf( lOT^ in, by.. ,'-, in .'..■,... h.74 ^.44 .'<>.<>" \V»h rcinfotciiiu iilaft--IH7x in. hy h in 6,74 .^.44 '(>.()/■ Wfl) rein f( 11 line (il.Ttt- J^ii in. hy .'• in l.o.^ K1.7I , • J"..4<6 Hnttom rhiifil ancle. — .^ in. 1>v 4 ir. hv i'f. in lO.JS 1.12 11.74 i»V .Al>=^ i j ^.. .1 >M7. '\smS ■;■_ .^f^r.Aji5S;i8 :,^^'' •.-2J?<^^.6iS.i•A if\:H -;*3- 2.56 6«.^ 70.76- '4.72 56.^2; ^:,i-i A ik:ii 4. "4 j.vvri \A.2Ji ik'iM .; . 2I3.SI4 r>,82 674 lA \ - AreH, •.• ••'•.■■ A' •' ■' -:.':■ n •" nist.ince from ha^e of section to center of firavity o{ cacli unit. '* "- I'ist.-'tioc hetween rert^-r i.£ j^ravity of section an4c*»terofc {(FavitV" 111 cni-I- nnit '.' ' ." '..■ • » -. ' ■.'.- '■■'■■'.'■. ■."■■ .•■- '. .■.■-. ' I'akeu frotli a jwpiM. |neMiitcjfiati< ■.■•',"..;■;■., .- ■•; .' ..•■•■-■ '-■■'■- to Imffinir ancl piillinii shtxk;^ as the f!(w)r |)!:ite< were 1fi» atoH Acoi)-ideral>l\" al>ove the draft con-trui tion. A-'. 'A-;: - i»t^\i-i .\K\i> ' '"' ' In" the matter iif drat't arm- t"or freitjht cars, it m'<:ht l>e -tated that M. (A H. l'M.> rnKeediniis. paiic ■^.^4, re(|uire<; ' that till fiiliow'DLr (fiiidition l.i- eonformed to: ' .S-cUiVlV 6. .\:iV .The 'rafC ,.iiai'hnntit-. ii cln. ''•:> -lite MieiiKth value •iifMltf.lraft att.uhnifiit- ahn niM.-t. tiv »-|ui\a1«iit ]•• ft. inside of the bolster as the strain curve crosses the 486,00()-in.-lb. limit at a dis- tance of 3 ft. 11 in. Another point to be accounted for is April, 1917 RAILWAY MECHANICAL ENGINEER 197 ti'e fact that in practically all cases sills break over the bol- ster, the point of maximum intensity, and if the draft sills are extended behind the bolster it is possible to form a substan- t ;il connection with bolts and tie plates. Where wooden and steel sills are to operate in unison, and tais should be considered for buffing shocks, it is necessary to provide a cross sectional area of steel equal to one-fourth of that in the wood. For instance, with the center and interme- diate sills located very closely together an area of 4 x 5 in. x 9 in. = 180 sq. in. is obtained and 180 -r- 4 = 45 sq. in. of steel will be required. A continuous draft sill of these jiroportions would weigh more than 150 lb. per lineal foot or add considerable more than 5,000 lb. to the original weight of the car, it would not be self supporting and the bending moment due to the dead load of the empty car would be in- creased. A built-up type of crosstie would have to be de- signed in order to allow the draft sills to be continuous and the bolsters would have to be re-designed if the buffing shock was to be applied normal to the neutral axis of the draft sills. The reasoning is a little crude in form, but it explains in a large measure, the very satisfactory performance of such ap- plication of reinforcement, as compared with a continuous metal member from end to end of the car. HOT BOXES REDUCED BY FOLLOWING INSTRUCTIONS* BY J. C. MENDLER Foreman, Avis Yard, New York Central, Jersey Shore, Pa. Hot boxes may be eliminated to a great extent if oilers are thoroughly familiar with and follow instructions as to the care and lubrication of journal boxes. Mechanical defects may be responsible to a certain extent for hot boxes; these defects, however, are not the result of faulty design, but are due to careless preparation prior to application of wheels and bearings, and can readily be elim- inated by the exercise of a little care. The principal cause of hot-boxes is improper placing and care of packing. In all cases a roll or twist of waste which has been dipped in oil and thoroughly drained should be placed in the rear of the box. The balance of the packing should be fed under the bottom of the journal and forced into place so that it rises along the sides to the center line of the journal. In placing packing, all pressure should be ex- erted under the journal, as this insures a firm medium of lubrication at the bottom and will force the sides into proper position. The packing along the sides of the journal should extend forward to the inside of the collar of the journal. A loose piece of waste having no connection with the remainder of the packing should be placed in front of the box, rising not more than ^^-inch on the collar and slightly tapering toward the front of the box to assist in holding the packing on the sides in place. Care must be taken that the packing is firmly placed; if loosely placed it will settle away from the journal and lubrication will cease when the car is in service. The packing in each box should be inspected at the ter- minal yards to determine if it is properly placed. The natural tendency of packing is to move toward the front of the box, hence the oiler should insert the packing iron along the sides of the box to determine if the packing has worked away from the rear. If the rear of the box is not properly protected by packing, the oil when brought to a ru,nning heat will be lost. The oiler can remedy this defect by placing the packing iron under the journal and forcing the packing back into place. Packing which has been in use for some time and which may have been subjected to heat has a tendency to become dry and glazed where it has been in contact with the journal. •Entered in the Hot Box Competition which closed October 1, 1916. When this condition is found the packing should be removed and fresh packing substituted. Another cause of journals heating is the presence of strauids of waste which work under the bearing and become firmly lodged, wiping the journal dr>' and preventing lubrication. This can be prevented Ijy removing the surplus packing which rises above the center line of the journal. ScMne roads are apparently packing boxes with the idea that the maximum amount of packing means the maximum amount of lubrica- tion. This is a fallacy and a bad practice, as the packing which rises above the center line of the journal is a source of danger; when the bearing rises slightly under running and switching shocks these high strands have an opportunity' of getting under the bearings. Another cause of hot-boxes is the false idea of econcany so generally prevalent relative to the number of men neces- sar>' to handle oiling projjerly. As an example, a recent ar- ticle in the Railway Mechanical Engineer suggests a force of ten car inspectors and four oilers in a yard where from 1 ,200 to 1,500 cars are handled in 24 hours. A reversal of these figures would undoubtedly give better results in reducing the number of hot boxes. Last, but not least, a considerable number of hot boxes are due to improper attention on the part of the supervision. Too often, the man in charge is prone to entertain the idea that car oiling is not sufficiently important to occupy much of his time and attention and can be slighted in favor of more pressing duties. Instructions, charts, etc., are furnished the car oiler, but these things are often confusing to the man with the packing iron. A practical demonstration as to the proper method of packing a box, and how and where to look for defects in the packing, and how to remedy these defects when found, given by the man in charge to the man who per- forms the work, should and will work wonders in the elimi- nation of hot boxes. CARELESSNESS AND IGNORANCE RE- SPONSIBLE FOR HOT BOXES* BY W. H. HICKOK Traveling Car Inspector, Delaware & Hudson, Watervliet, N. Y. One of the greatest problems that the railroads have to solve today is that of hot boxes, especially in freight service. To overcome and reduce hot boxes on freight cars to a mini- mum, we must first have competent instructors as well as com- petent oilers and box packers — ^men who will follow instruc- tions and not slight their work. At the interchange yard every box cover should be raised, and condition of packing carefully examined. This can ht done by the inspector stirring up the packing with his pack- ing iron. He should next examine the condition of the brass for end wear, and see if the babbitt has moved or is hanging on the side of the brass, preventing the oil frcMn getting under the bearing; also for any other defect which can be seen by looking into the front end of the box. By doing this, broken brass and wedge, brass having too much end wear, or wedge out of place can be corrected, and in the majority of cases will prevent a hot box. If the car oiler finds the brass and wedge in good condition, packing clean and not cut up, he should work up the packing with his iron, taking care that the packing does not come above the center line of the journals, running all the way back. If packing is found dry, apply a little free oil on the rising side of the journal. When the oiler has finished, box covers should be closed and only those left open that require the boxes to be pulled and re- packed by the box men. Foremen in charge should see that the proper box covers are applied by the light repairmen when missing. There is not enough attention given to missing covers. When left off •Entered in the Hot Box Competition which closed October 1, 1916. 196 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 4 the packing becomes gritty very quickly, hinders the flow of oil and often works up under the hearing, causing friction. The iniipector must see that the lading on open cars is prop- erly distributed, not too much on one bearing. If journals are running extra warm on a loaded car the inspector should ascertain the amount of lading the car is carrying. Station agents can also help by preventing shippers from overloading cars. A great deal of trouble can l)e overcome at the repair track by having all lx)xes carefully ins|)ected for Ijroken brasses and wedges, and all bo.xes pulled, unless they have been packed recently. Bo.xes should l)e cleaned of all grit and the cut up and dirty packing shaken out, re-applying that which is in good condition. Boxes should be packed as fol- lows: A handful of packing, rolled and twi.sted into the form of a rope should be inserted in the back of the box to act as a dustguard. The box should then be filled by working the packing up to the center line of the journal, the centering hole in the end of the axle serving as a guide for height. Care should l)e taken to keep the packing inside the journal collar, and not pack the l)ox too tightly. A handful of pack- ing should then be placed in front of the journal as a wedge to keep the packing on the sides in place. This has no con- nection with the {)acking on the sides or beneath the journal. No loose ends of packing should be left hanging out of the box to act as syphons in drawing the oil out of the box. The box must not be filled above the center line of the journal, as packing above that point is liable to be caught and drawn in between the journal and the bearing, producing friction. Packing at this point keeps the oil from feeding under the bearing. It is important when applying wheels to see that the jour- nals are thoroughly cleaned before applying the bearing, and a little oil rubbed over the surface of the babbitt. Special attention should be given to the fitting of the bearing on the journal, for an uneven bearing soon causes friction. The maintenance of dustguards is also of great importance. When properly fitted, they prevent a great deal of dust and grit from getting into the rear end of the box. It is equally important to keep the trucks square. This prevents the bear- ing from binding on the journal, resulting in a hot box. It often hai)j)ens that hot boxes are caused not from the lack of knowledge of these facts, but from mere carelessness on the part of the men doing the work. If more care were taken and these suggestions followed out, the problem of hot boxes would .soon be overcome, or at least reduced to a minimum. WHY NOT HAVE GAR DEPARTMENT APPRENTICES?* BY GEORGE A. MARLOW Foreman, Penniylvania Railroad, Kane, Pa. "Who ever heard of serving an apprenticeship in the car de{)artment?" was a question asked of me not long since by an engine hou.se foreman. Having been a car department employee during my entire railroad career it naturally set me thinking. Young men are being trained in locomotive work, machine shop practice, electric lighting, railway signaling and what not. But the car work has been lost sight of, except on occa- sions when a car man uses "bad judgment" or makes a mistake in the application of that set of complications called the M. C. B. rules. Then the car man comes to the front, is di.sciplined with a reprimand, suspension or possibly dis- missal, for an offense of which he is entirely ignorant. What is done to prevent a recurrence of "bad judgment," or mis- takes? Well, we all do about the same thing — give the car man a lecture on what he ought to know, and what he ought • Entert^l in the .\pprcntice Competition of the Chief Interchange Car Inspectors' an their easy going methods. And why? The answer is: "Wh ever heard of serving an apprenticeship in the car depart ment?" If all railroads would begin today to use as mucli care in employing and educating young men for the car de- partment as they do for their other departments, they wouL; not be bothered with the car man "who didn't know." There are various opinions as to the exact place where t car apprentice should begin, and through what channels th, line of advancement should be. May I suggest the followin:; schedule : FiR.sT Year (Entirely in Yard) Three months as a car ciler. Three months as a car repairman on running repairs. Three months as a car repairman on yard repair track. Three months as an air brake repairman. Immediately upon being employed the man should be en rolled as a pupil of the educational department; the courses for the first year to be as follows: Arithmetic, simple lesson> in car construction, geometrical drawing, first year air braki instructions and United States Safety Appliance standards. Examinations should be prepared once each week under the supervision of the foreman of the car department. The ap- prentice .should also be furnished with the M. C. B. Rules of Interchange, M. C. B. Rules for Loading Materials and the Instructions for Loading Explosives and Inflammable Articles. Following is the proposed schedule for the second year: Second Year Three months as a car inspector in the yards (interchange yards if possible). One month as a passenger car cleaner. Two months as a passenger car repairman (running repairs). Three months as a passenger car light repairman. I'hrec months as a planing mill hand. The educational department during this year should fur- nish courses in: Mechanical drawing, mathematics, electric car lighting, air brake instructions, interpretations of the M. C. B. Code of Rules and further instructions in United States Safety Appliance standards. Examinations should bfe conducted as in the first year. The third year should include the following: Third Year Four months as a car repairman on wooden cars. Three months as a car repairman on steel cars. One month as an air brake repairman. One month as a car painter and stenciler. One month as a piece work inspector (after completion). Two months as an M. C. 6. billing clerk. The instruction to be furnished by the educatiwial depart- ment during this year should include mechanical drawing (including all classes of car construction), air brake instruc- tions, mathematics and general instructions in the various books of rules. That would pxissibly enable us to handle the new men. but what are we going to do with the old men? I feel that the old axiom "A man is never too old to learn" is quite fitting in this case. The old men can be educated along simple lines, making them more efficient than at present and enabling them to fulfill their various duties until such time as the railroad might give them an easier l>erth in which to finish their railroad careers. Steel Cars. — In its ability to produce war orders cwn- pletely within its own plant, the Nova Scotia Steel & Coal Company occupies a unique position. Out of the many thou- sands of cars built in America, in the past year for the Rus- sian Government, that company, with its order for 2,000 cars, is probably the only builder which mined the ore, fabricated the material and delivered the cars in Asiatic Russia without calling in the aid of any other concern, either for raw material, the manufacturing or the transportation. — Compressed Air Magazine. Passenger Car Foundation Brake Rigging* A Discussion of the Defects Found in the Gear for the Single Shoe Brakes When Applied to Heavy Equipment BY WALTER V. TURNER Assistant Manager, Westinghouse Air Brake Company THE foundation Ijrake rigging has an important bearing on the matter of train control. The advantages of im- proved types of air-controlling devices can be realized only in minor degree unless improvements be made in the foundation brake gear, wliich today is the weakest link in ef- ficiency in the whole air brake system. The first and essential requisite of foundation brake rigging is that it be designed with due regard to the strength, rigidity, and arrangement which will always maintain the proper volume proportions between tlie brake cylinder and auxiliary reservoir; that is to say, it must provide a piston travel constant as nearly as possible un- der all variations in cylinder pressure. Also, it should not ap- ply to the wheels unbalanced lateral pressures so great as to force the journal out from under its bearing, causing journal troubles, and to cause excessive binding between journal boxes and pedestal jaws, thereby permitting a shifting of weight from one pair of wheels to another, due to irregularities in the track surface, and causing wheel sliding. Suitable truck design cannot be dissociated from these requirements for adequate brake rigging. The single-shoe-per-wheel type of foundation rigging in such l>revalent use meets none of these requirements. The lack of mitted by the ju.st-mentioned spring suspension, pulls the shoe down into the dotted position, and this cumulative effect on each wheel results in the false piston travel RS. The opera- tion of the automatic slack adjuster returns point S and, of course, point R towards point T until distance 7^5 equals the setting of the slack adjuster. This reduces distance RT and, therefore, the brake shoe clearance for release position until in many cases RT actually becomes zero. Point T represents the release position of the piston and point R that piston position where the shoes first come against the wheels. That is, there is very mucli reduced shoe clearance, or none what- ever, with the single-shoe t)pe of brake rigging. And drag- ging shoes mean highly increased train resistances, with the corresponding reduction in motive power capacity, increase in fuel and water (or electric power) consumption, and shocks due to the necessity for "taking the slack" in order to get a train under way. The point very difficult for many to grasp, when this action of the automatic slack adjuster is explained (and they im- mediately suggest dispensing with the adjuster altogether) is that without the adjuster point 5 might go out so far that the brake piston would strike the non-pressure cylinder head. N^/ N^a /vej #< t K 5 ff T ~f-^^- \ I \ 1 I '. ;.>' \ \ t 1 « • » • \ • > 1 Fig. 1 — Relative Positions of Brake Rigging with Light and with Full Service Applications proper brake cylinder volume proportion maintained by this single-shoe type of rigging is illustrated in Figs. 1 and 2. In Fig. 1 the position of rods, levers, truck frame, and shoes, shown in full lines, are those for the cylinder pressure (about 5 lb.) necessary to just bring the brake shoes against the wheels. The dotted lines show corresponding jX)sitions when the cyl- inder pressure has been built up to some value appreciably higher, such as that for a full service application. The dif- ference in piston travel which this variation in cylinder pres- sure makes is represented by the distance RS on the center line of the cylinder. This is false piston travel. The pulling down of the truck frame and other parts from the full line to the dotted line positions is caused by the brake shoes being hung at a point on the wheel considerably below the horizontal center line and being hung from the truck frame, which is separated from the journal boxes and the wheels by the usual truck springs. The braking force being applied along the pull rod OH (note the No. 3 pair of wheels for lettering) gives a tangential component OA at the brake shoe, which, per- * Taken froir a pai*r on Vital Relation of Train Control to the Value of Sttam and Electric Railway Properties, presented before The Franklin Institute. And this it would do unless careful and repeated manual adjustments were made — adjustments almost impossible to ucconiplish in the comparatively minor degree required under present conditions. Moreover, such adjustments would merely duplicate in a laborious way the work of the present slack ad- juster, and this remedy would provide no betterment whatever, rhe only "fault" the automatic .slack adjuster has is that of revealing the evil of false piston travel and the necessity for striking at tlie fundamental cause in order to effect a cure. .\lso, in this same connection, it is well to mention that the slack adjuster should take up about one thirty-second of an inch only for each operation instead of the full distance the piston travels beyond the adju.ster setting. Otherwise, where the full overtravel is taken up with one adjuster operation, an unusually high cylinder pressure, such as obtained in emergency, would caute the shoes to grip the wheels, with the air exhausted from tht cylinder, to such an extent that the car could not be moved it all. The distance RT represents the piston travel for light brake pipe reductions, and, as before pointed out, short piston travel means correspondingly high cylinder pressures and, therefore, severe shocks in long trains, due to serial brake 199 200 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 4 action. What this false piston travel means in the way of giving high cylinder pressures for a light brake pipe reduc- tion at just the time when they are not wanted is shown in Fig. 2. When high pressures are desired heavier brake pipe reductions can readily be made, but if flexibility is to be had it is indis|)en sable that the brake installation permit obtain- ing light cylinder pressures as well as heavy ones. Piston travel, where the type of rigging permits it to vary, is a function of the time or duration of brake application, as well as of the cylinder pressure. For a condition of 4 in. false piston travel, as shown in Fig. 2, dotted curve A, in the upper figure, represents more nearly what the variation in travel with cylinder pressure would be for an actual brake application, for the piston travel will not lengthen out imme- diately. It takes a certain period of time for the jolting of the cars and trucks to assist the brake shoes to pull down on the wheel treads, as illustrated in Fig. 1 and thereby lengthen the piston travel. This is significant, because the shocks occur in the early stages of a brake application. Curve B in the lower figure shows what the condition portrayed by curve A means in the way of high cylinder pressures for light brake pipe reductions. At the point (6 lb. brake pipe reduction) where the brake with the ideal condition of no false piston travel whatever is just starting to become effec- tive, the single-shoe brake rigging with 4 in. false piston Curiae ^ (Joffed) teprcsenfi a Condi f ion of jt.' false pijfon trotfel more nearly aa tf occurs in achjal pmctice, because Prerrs pisfon tmif»l i3 a Ancfioc of ti've oi NtU aa of prtMwr. ■S* Cylinder pressure nauired to tahe up olacH in riqqinq, ^ plact. bmkt ahoea agamat J the Nheela. fkrcent of Me* I fyeaaure - (o' rFTT) Curve B correapondi fo Curve d aoonv. CorYC C la a characferialiC of Pk 'BmKe Cylincter ffreasure f^ulahr' mth any condition of fulie piston iyaifei. S* as noted »^e _1 L_ £ 4 e e 10 i£ I* li 10 io zi id t:6 Draire Pipe ffeducfion - Iba . Fifl. 2 — Effect of False Piston Travel on Cylinder Pressure travel has alx)ut 21 lb. cylinder pressure, as shown by curve B. Is there any wonder that shocks cxcur in the long pas- senger trains of to-day? It is necessary to make at least a 6 or 7 lb. brake pipe reduction in order to insure that all triple valves apply and that sufficient differential may be set up to release them when desired. In the attempt to put the l)rakes on lightly and avoid shocks, insufficient reductions are made, with the inevital>le result of stuck brakes. All these things may be summed up in the following: In modern heavy passenger train service, the single-shoe type of foundation brake gear with inherent false piston travel is responsible for: 1. Rough handling of trains in: (a) Starting violent "t.il-.in.c of slack" nt-ct'ssary to get train under way. (b) Slowing down, (r) Stopping. 2. Inability to "make the time" because of: (a) Hard pulling train — due to dragging brake shoes and stuck brakes, (fc) Long-drawn-out stops — "dribbling on" brakes in attempt to avoid shocks. (c) Delays due to hut journals, stuck brakes and flat wheels. 3. L^nwarranted expens-e in: (o) Excessive fuel and water consumption. (b) Reduced capacity of locomotive. (c) Slid flat wheels due to shocks, stuck brakes, and shifting i • weight from one pair of wheels to another. (d) Damage arising from shocks, even causing break-in-twos. (e) Hot journals. (.f) Burned brake shoes and brake heads. Obviously, the way to cure these troubles is not to dallv with the effects, but to strike back to the underlying causes r CotiPAffisoN or 3ii\iCLC ^tioc ysiiTM Clrsf BnftKC Wiitinq condition for ua* of Srnqle StJoe OraAe ia uttere ^, reaultant of ueifht and trakinq force, paaaea 43* from ttrtical center line ttirouqh croi^n of journal bear- ing. This limitinq condition occurs where brakinq ratio, P. lO >00^ and center, a , of brake ahoe bee 13 e' be lout tiorizontal center line If P be increaaed B must be lowered Out if O be lat/ered troubles due to 'false ' piaton trarel begin There fore Fi& I ZiNCi,c -yfoe Ovtkc if P qreater tftcin 1007, be needed 1o maintain altort atoppin^ diatancea the Critical point tbr tilting of journal bearing CJaap Onake must be resorted fo hlith the Cleap Omke. Ibr any poaition ofO, reaultant K paaaea directly through the crown of the journal bear- ina , w>iicn la t*ie ideal condition. tier TO fiaunn I t 3 » lifeiqht reatinf an rail ■* .94 kc Fig. 3. — Resultant Forces on Wheel with Single Shoe and Clasp Brakes by applying a suitably designed foundation brake gear of the two-shoe-per-wheel or "clasp" type. The part the single- shoe brake plays in giving journal trouble, and the remedy the clasp brake affords is illustrated by Fig. 3. It proves that the clasp brake should be employed whenever it is neces- sary to exceed a braking ratio of 100 per cent for either emergency or service applications. And if the point is taken as here established for the failure of the single-shoe brake to be "equal to the job," the need for the clasp brake on iiccount of the overloaded brake shoe will have been cared for long before it arises. In summing up, it may l>e said that a well-designed clasp- brake rigging eliminates the single-shoe brake evils above .scheduled as no other device can possibly do. A more direct comparison may be drawn up between the single shoe and clasp types of brake gear by saying that with the clasp brake it is possible to have: Shorter stops in emergency, due to reduced brake shoe duty. Reduced brake shoe wear. Reduced brake shoe maintenance No brake shoe dragging -reduced train resistances. Longer trains handled with less loss of time, using same motive power equipment. 6. Fewer delays. 7. Smoother stops. 8. More accurate stops. 9. Fewer slid flat wheels. 10. Fewer stuck brakes. 11. Fewer hot journal bearings. 1. 2 3. A. 5. MASTER PAINTERS TELL OF BENEFITS FROM CONVENTION ATTENDANCE Three members of the Master Car and Locomotive Paint- ers' Association entered letters in the competition for the best expression as to the benefits derived from convention attend- ance. They are as follows: BY C. E. COPP* Foreman Painter, Billerica Shops, Boston & Maine, North Billertca, Mass. The Master Car and Locomotive Painters' Association is a mechanical department organization junior only to the Master Car Builders' Association. If experience is anything to qualify a man to speak on the benefits derived from mem- bership in it it seems as if I might be qualified, for the con- vention at Atlantic City last September was my twenty-fourth without a break. This is enough to get the run of things and average up a fellow as a fair sample, for I have been a constant attendant upon the sessions and president of four conventions. Specific instances of improvement, however, are wanted. It is difficult to particularize in this matter. I can say that I am an entirely different man from what I was before I be- gan to meet with my fellow workers in annual convention. Then I thought I knew all that was worth knowing, and it was hard to teach me anything more or better than I knew. Now I fully realize that there are scores in this broad land among the various railroads who have been up against just as hard problems as I have, if not harder, and are qualified to teach me many things in my line. Conventions, at least put a man of sense in a receptive mcxxl. If they do not do this he is a hard-shelled egotist and a hopeless case, and had better stay at home, or take a vacation where he can catch fish, for no man can catch ideas at a convention in that frame of mind. Associations are for the mutual improvement of their mem- bers; and the conventions are where they meet for the inter- change of ideas. There should be nothing selfish about this. The man who is teachable is apt to teach others. If he meets with his fellows for what he can absorb without impart- ing anything, he is indeed selfish. On the contrary, if he goes to the meeting bent on hammering his ideas into others and not manifesting a desire to receive and put into practice some of the things he hears, he is an egotist of the first mag- nitude, to be shunned as such by all who know him. One who is new at attending conventions might put his finger on the very thing that helped him, but another who lias been in the school for many years and has heard all sul)jects threshed out. not only once but many times, finds it 1 ard to jump up and shout the commendations of any one tained by others with a much cheaper material. I suggested to my company that we try it; the result was satisfactor}- and we have used it for several years, thereby saving a considerable amount of money. This is only one of many ways in which the association meetings have been a help and benefit to me, and through me to the railroad. I believe if the railroad officers would take a personal interest in these meetings it would be of incalculable benefit. I re- member that at our meeting in Denver, Col., the superin- tendent of the Denver & Rio Grande met with us and ad- dressed the meeting and how much it was appreciated. (Kind of a "reciprocity feeling." don't you know.) Then, too, if the officials would make use of the different committees of the association it would be another source of help to both. For instance, the Committee on Information could be of great benefit to superintendents in solving doubt- ful points. The Test Committee is also of great importance. All who attend the convention are enabled through this com- mittee to see different materials demonstrated, good and bad. This means the foreman painter can see what is best on the market, learn prices, etc., and by advising with his superin- tendent or purchasing agent save the company much time, money and trouble. And last, but by no means least, not only has the foreman and the company he represents been benefited by the knowl- edge he has gained, but he has had a pleasant outing thu has enthused into him new life and new ambition. PURIFYING SHOP DRINKING WATER BY W. S. WHITFORD General Foreman, Chicago & North Western. Milwaukee, Wis. At the shops of the Chicago & North Western in Milwau kee, Wis., lake water is used for drinking purposes. There are times when this water is not suitable for drinking with- out purification and the health officers have ordered that it l>e boiled. The arrangement shown in the illustration was devised to do this and it has been giving entire satisfaction. It consists of a 20-gallon tank set above two 50-gallon bar- rels, which rest on an ice lx)x. The lake water is fed into the 20-gallon tank and it is boiled by passing steam through a roil located in the tank, as shown. The process of filling the tank is as follows: The 20-gallon tank is first filled with water and the steam turned on to boil it, valves 1 and 2 l)eing closed. The water will be lx)iled enough in three min- utes time to kill all the germs. The 20-gallon tank is then emptied into cither of the SO-gallon barrels and the process continued until the barrels are full. When one has betn nbfer. Fbr Filling Jugs Arrangement for Purifying Drinking Water emptied — the left one, for instance — the water is boiled with valves 1 and 2 closed. Valve 3 is also closed and the .system is fed through valve 4 from the right hand barrel. The left hand barrel is then filled with boiled water through valve 1. The apparatus is set just outside of the roundhouse, completely enclosed and it takes 30 minutes every momint: and evening to give the necessar\' supply of water. Ever\- thing is covered so nothing can get into the water and it i- always ice cold after it has traveled through the coils of the pipe in the icebox. At the right of the illustration is shown the bubbler drinking fountain and a tap for drawing oft the sterlized water for the enginemen's jugs. Anthracite Coal. — The reports for the year 1915 show that 88,995,061 short tons of Pennsylvania anthracite were mined. Electrical Equipment Repair Shops Description of the Facilities for the New Haven at Van Nest, N. Y., for Handling Electrical Rolling Stock THE New York, New Haven & Hartford now operates over lOG electric locomotives, 27 motor cars and 76 trailers and the repairs to this equipment are made at the Van Nest shops, located on the outskirts of New York City. These are the largest and best equipped plants ever liuilt for the maintenance of heavy traction electrical equip- ment. In addition to doing general repair work, motors and wheels on freight and switching locomotives are changed, and heavy repairs are made in case of damage due to acci- dents. Passenger locomotive motors and wheels, however, are usually changed at Stamford, Conn., when such work is necessary between overhaul periods. Both Stamford and Oak Point, New York City, have facilities for inspection and light repairs to electrical equipment, and none of this work is done at Van Nest. The machine shop facilities at Van Nest are taken ad- vantage of in the manufacture of various small parts used Dipping House Lye Vat House Blackimifh Shop Poiiyer House Erecting l¥elding Oenerafor Shop Offices Bofftn^ Office lftpai/3 Heanf Machine Bag *mnd^^" lianufxfunng Balcony Tool /bom Light Tool Bag X / Tesling ~^Swikhboan^ Inspection Building To S*ore House — ^ Fig. 1 — Arrangement of the Van Nest Shops of the New Haven in the ordinary maintenance and repair work on electrical equipment. ARRANGEMENT OF BUILDINGS As shown in the diagram (Fig. 1) there are two prin- cipal buildings, forming together one structure. The in- -pection building contains four pit tracks; it is used for such work as can be done from the pits, and serves also for storage room. A useful feature of the pits is a shelf walk on each side, on which a man stands when working, while others can pass beneath him along the bottom of the pit without interference; they also make it easy to get into or out of the pit at any point. k\\ overhead platform between the tracks facilitates work on pantographs, enabling a man to cross from one locomotive or car roof to another. The erecting shop and the adjacent heavy machine bay are each provided with overhead cranes running the full length of the main shop building. These sections are ex- ceptionally well lighted h\ skylights and large side windows botli below and above the crane tracks. The light tool bay occupies the southeast corner of the ground floor, under the balcony, and is lighted by side windows. A space is pro- vided to the left of the office where work is done on the stor- age batteries used for control and lighting on locomotives, motor cars and trailers. A small motor-generator supplies direct current for charging the batteries. The armature winding department is located at the east end of the heavy machine tool bay, where it is conveniently reached by the overhead crane and is adjacent to the oven used for baking coils. The manufacturing balcony extends the entire length of the south side of the shop above the small machine tool bay. Miscellaneous parts required for maintenance are made here, including switch group contactors, blow-out coils, panto- graphs, third rail shoe mechanisms, brush-holders, etc. Bear- mgs are re-babbitted; and relays, switch groups and other apparatus are also assembled here. Besides the machine shop, this dei)artment has a carpenter shop and a small brass foundry. The parts manufactured here are sent to the store- room and charged to the stores department. HE.\T. LIGHT AND POWER An outstanding feature of these shops is the excellent natural lighting, obtained by skylights throughout the length of the main building and by a row of large windows above and below the crane track, occupying practically all avail- able wall space. The photograph of the erecting shc^ (Fig. 2) is a good illustration of the results obtained. Artificial lighting for general illumination is provided by large unit incandescent lamps and refli'ctors suspended near the ceiling. Extension line receptacles are liberally provided. On the larger machine tools, the wiring for adjustable lamps is placed in flexible metal conduit coming up through the floor, which overcomes the objections to drop lights and ex- tension cords. A forced air heating system maintains a com- fortable temperature in the shops during the coldest weather and provides effective ventilation. All electrical power used in the shops is three-phase, 25-cycle, distributed at 550 volts. The power comes from the three-phase bus at Cos Cob, Conn., about 20 miles from the shops, from which single-phase power is takea for pro- pulsion, and although it is slightly unbalanced, the effect is not noticeable on the motors. All machine tools are direct driven by individual three-phase induction motors and no line shafts or belts are used. This type of installation con- tributes to the effectiveness of the shc^ lighting by the ab- sence of belts and line shafts. The equipment is moved into and out of the building by a small steam switching loco- motive. SYSTEM OF OVERHAULING EQUIPMENT \Mien a locomotive comes in for general overhauling it is at once placed in the erecting shop and taken apart com- pletel}-. As all parts are interchangeable Ijetwt^n locomo- tives of the same type, it is re-assembled with such parts as are available, and not necessarily with the equipment it con- tained originally. Axles and motors are dropped out, the cab lifted from the trucks, and the transformer, switch groups, air compressors, etc., are removed for repair or renewals. The traction motors are dismantled and the fields and armatures are dipped in varnish at 190 deg. F.; then baked for 72 to 100 hours. The practice of dipping the windings at each overhaul period has been found effective in reducing insulation failures. The commutators are also turned and undercut at this time. A great many effective machines and methods have been developed at \'an Nest to meet the unusual problems en- countered in handling electric rolling stock. A cab or a motor-car body is handled with two pairs of hooks and two overhead cranes (Fig. 3). Adapters are used on the hooks to fit the various shapes of underframes. A 300-ton vertical 203 204 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 4 hydraulic press is used for pushing out armature shafts, quills, commutators, compressing laminations, etc. TESTINi; EQUIPMENT The apparatus for testing air brake equijmient, located on the manufacturing balcony, is one of the features of the Van Nest shop equipment. There are three separate outfits, two of which are shown in Fig. 4. The large rack shown in Fig. 4, contains train line pipes, hose couplings and equip- ment equal to that of a six-car train. This may be divided into three separate parts, each part with its engineer's valve as used on a motor car, freight locomotive or passenger loco- motive, connected to distributing valves from the same e- portation Ijetween the shops, storehouse, lye vat house, black- smith shop and scrap yard. The varnish tank for dippin: armatures and fields is located outside the main shops, t) avoid risk of fire. There are two tanks, connected by a \ A-'RiL, 1917 RAILWAY MECHANICAL ENGINEER 205 undirground pipe with provision for drainage from one tank in the shops, including the complete locomotives or motor to the other in case of fire. cars, any equipment removed for repairs, and all parts made Most of the welding and cutting in the shops is done in the manufacturing department, by 'he oxy-acetylene process. The shop and inspection shed The shop specialist or tool ex}>ert has general charge of are Drovided with a piping system, having taps at convenient design and changes of all shop tools, templets, jigs, dies, poi'its, for oxygen and acetylene, for which the feed tanks etc. Interchangeability and efficiency of tools are promoted In- having but one man in charge of this work. It is his duty also to suggest improvements and short cuts in the various shop operations. The general foreman, liesides having general charge of the shop, has particular charge of the work on electrical equip- ment. A foreman of electrical construction looks after all wiring on locomotives and cars, and pays particular atten- tion to overhaul work, while the assistant electrical foreman superintends running repairs made in the inspection shed. .\n assistant general foreman reports to the general foreman and has charge of mechanical department work. The electric Fig. 3 — Crane Hooks for Lifting Locomotive Cab are located in a separate building. The shc^ is also wired with special lines for electric welding. Power is supplied from a 400-ampere Ridgway welding generator operating at about 90 volts, driven by an induction motor. Three weld- ing circuits may be operated at once and there is a separate Fig. 5 — Dropping an Axle and Motor from a Passenger Locomotive welding and gas welding work is done under the direction of the pipe fitter leader. APPRENTICES Two-year and four-year courses are given to men training in the shops. The special apprentice or two-year course is designed for technical graduates, and includes general train- ing in both mechanical and electrical work. These men mav also be called on for work at other points or on the road. The regular four-year apprenticeship course at Van Nest includes two general classes, mechanical and electrical; the mechanical is sulxiivided into blacksmith, sheet metal and tool maker courses, in which the apprentices put in the full time on specialized work, and the general electrical course, in which is included three months" electrical work, machine ft 'ort to the superintendent of shops. The chief inspector shop, assembly, erection, etc., in the different parts of the ai d his assistants attend to the inspection of all work done shop. The electrical apprentice is given experience in all Fig. 4 — Air Brake Testing Racks lj;!ak of resistors for each circuit, L»( ird. behind the main switch- SHOP ORGANIZATION chief inspector, general foreman, and shop specialist jm k\IL\V.\N MIK HANK AL KXdINKKR Vol, ')1. No. 4 li\ |iri-«- i* ii-id t'nr |iu-liiiiu out arnKitiirc -li;ift-. 'jiiilK", ifjiiiimilattT-. I iiin|in-~iiiu' l.iiniii;itinii>, ttt . . . :: 1 1 >i i\<. I <,irii'\ii \ 1 ..''ilvi- .i|.|Miaiu- rrakr »<|ui|'nuiit. lixatnl nh tlic iiKinufat luriiii; l.alioiix. i« oiu- of llu- haliir<> of llu- Van Xt'St plujp e«|ui|>ni«iit. I lurt- arr iliin -ijiarati «iiitrit>. l\vi» of uliiih are shown in I- in. 4. llu laruf rai k -Imun • iii Mil. 4, I (nitaiji* train liju |>i|K>. li«»-( tt>u|'Iini:^ and n|ui|> nuin r<|ual lo lliat i)f a ^ix-car train. Ilii- niay l.r dividid int(» tlinv M'paratt' part.-. i'a» li pan with ii~ iiiL:inr nit nt, .\ -landard van! ti-tinii mitlit i- i u.-i'd for -pti ial ti-t~. and with ii an\ Mnidi lion- of air brake opcralinn < in nunur* d on tlii road nia\ !m diipli" atcd in makinir a Ir-i. TluTr i- al~o ,i standard .\ tran->fornur. motor miurator and >\vit( hlxKird. on t1 nntund lloor. are |irovi(k(l to obtain anv voltatie. a.c. or (!.( ri<)uirid for ti'>tint: tin- control (•<|uipniint, air ioniprf>Mi ami oilur apparatu-. -■" ' -.i-:": ! ■'•'''./■.■:••'■ ^\\i>\' r<.>i ii'Mi \ I ••■•■:;■ r^'---.^ I uo (»(i-ioii Nilr- . rani> -tr\c tlu trtitini,' iia\ an oiu' .•id-ton ( ran*' in titr heavy niaihiiir ai>lr. riicsc craii> are all e<|iiipped with lioth main an in the ereitinu' ■>h\ lran»fer |iit with a narrow uital>le triu k A hvlun!ier i~ Ioeate i> aeeonipli>hed as > -team radroad >hop>. hut >pe« ial et|ui|)inent i.* rtfjuired • liandlr llu LTeanil motor>. whieh are removed from heln after tlu driver> are dro|>ped out. With thi.-> eijuipnient, |.a--enLrer huomotive motor and drivinu axle ran l>e ihant'i rig. 2 — General View of Erecting Shop for Electrical Equipment M. ( . I). ra« k -"hown at tlu h ft in I- i;:. 4 for le-tinu' ili-trihul ini: \alve-. .\iuitlur laryt- ra« k i- u-id for ti-tini: piuumatit -iiinal valvo. and inntain* a|»paratu> ( iirre-pondimj: to a ]'>-(;ir j»a — entjer train. For testiny and ailju-tiniz fi-e|»r( ial tijuipnuni i- jirovidrd to detirmiiu' the a((uraey of ai unfavorable aniih- for operation, makinii doubly .•-ure that they will operate when plaeed upright in the loeomo- tive-. On the M. < . !'>. rat k there i- an ailju-tabU dil'feren tial v.ilv*- u-ed for diicrmininu tlu- frittion of aiul ii-iini: for leakage around tlu pi-ton- in tlu- di-tributiiiL' vaKes or triph valvi-. 1 lu- air bmke «ii-j>.irinu mt ti -t- aiul repairs e<|uipnuiit -eiil in from an\ pcjint on tlu- eKriritiefl /one. in addition to that tak«-n from lo( oMiotive- or tar- beiiiL; overhauled in llu -hop. in an hour and fortx live minute>; a freight T«H-omotive wit geared motor- rei|uire> a slij^htly htn^er time. V\*i. .> sho\\ the nu-tluMl of removinL' a |)asseni;«-r hMoniotive axle with \' motor. I. arm marhiiu- tool- in« hi-in. borinL' mill, .i «»') in. enudiu- latlu . 42 in. wheel lath two ])lanir-. x-xcral other lar.ue lathe-, a milling PKuhin borini: tool-. «t(.. and a Newton eold saw. Iiesi<" ton armature pres> before dest ri bee 1, there i- a (>(M)-ton lutr /ontal wheel pre.--. In the bhu k-mith -hop arc^ a Ian -team liamimr. a fori^inu mathine and a d(»uble punch ai -hear for heavy -heet metal. ' : - . Two -mall storage battery motor trucks art u-ed for trail ]iortation between the >hops, stf)rehou-e. lye vat house, bhul -mitli -hoj) and -trap yard. The varnish tank for dippii armature- and tulds js l(Hat»(i out-ide the main shop.-, avoid ri-k of fin-. There are two tanks, connected by a ■-. :''■ . .Vkil, iyi7. RAILWAY MECHANICAL ENCINEER 205 Uft^'.- r^rouiu! I'il'i uitli prox i.-ion lor «lr;iiiutgi- I'ri in oiu tank in tiir -li((|)>, iiu IikUiil; tlu ik-tf 1/?;. car>. any etjuipimnt romoved for repairs. an -acetylene proce--. 'I'he -ho)t and insjieition -hed I lie -hop -piciali-t or ti'rt ha^ treneral charse of ,r, rnvided with a pipinu -y-leni. havinu: tap- at convenient de>i.un and chanije- of all -hop Um}\>, templets, jifis, dies. -. for oxyizeii and aidvlenc-. for whiih the ircd tanks etc. Interehant;eal»ility and efheiency of twjls are promote*! I A liavinu liut one man in charire of tlii- work. It i- hi- duty al-o to sui.:,Lje>t improvement- and -hori < ut- in the varioii- -liop o|>erations. I'he general fonrman. In-idc- liax ini; m nend «.hars»e of the -lioj). ha- jiartieular di a rue of tlu work on eledrital et^iiiji- nirni. .\ foreman of electricid tontain ilettriial fi>remiu -uprriiitrnd- runniiiL' repair- made in thr in-peetion ^KhI. .\r. a-si-tanl <4eneral forem.m report- to the iienend foreman and ha- « harm- of nie« haiiit al department work. I he eWtric Fig. 3 — Crane Hooks for Lifting Locomotive Cab iin lotateil in a -eparale Ituildin^. The -lio{> i- al-o wired with S}KH ial line- for eketri* wcldin*:. Power i- -up|)1ied tVitn a 4(i()-anipere Ridizway weldini: neiierator operatiiiL: at altout 'HI volt-, driven hy an induction motor. Three wcld- inLM'iniiils may he- operated at once and there is a separate rk ..f rd. Fig. 4 — Air Brake Testing Racks rc-i-lor- for eaiii circuit, hehind the main >wilcli- .: •• ^- ^llol' o|<(. \M/.\|l(iX • ' Fig. 5 — Dropping an Axle and Motor from a Passenger Locomotive weltlinir :irid !zas wehh'nu work i- done under the dire, tion of tin- pipe fitter leacler. ■Y'.--. :'' ' Ai'i'KJ \ I ic IS '■■ iR' ijiS'eh t<» nwn training A chief in-pcctor. licucral toremaii. and -hop -pec iali>l \>ri to the -iiperiiueiident of -hojis. The chief inspector ! hi- a--i-tants attend to the in.-j)ection of idl work done Two-year and tour-year lour-c in the -ho|».-. Ilu- -|>ecial aitprentice or t\v«»-year < our-e i? dc-ii;ned for techniial urackiate-. and include.«« iieiieral train- inu in Wotli mechanical and electrical work. These men ina\ al-o lie e alle-d on for work at other poini> or em the TtKu\. I he- rc-^ular four-vcar appreiitie c-hiji cour-e at \ an Ne-t includes two ueneral classe.-. HKchanical aiid ekvlrical; the mechanical is -uhdivided into hlacksmith. .-heet metal and tool maker cour-c-s. in which the ai)[)rentices put in the full time on -|iec iali/.c-d work, and the- general electrical .ourse, in which is inducJed thrtn^ month-' electrical work, niadiine -hoj). u.ssenihly, erection, etc. in tlie different part> of the shoj). The electric al apprentice i- given experience in all 206 RAILWAY MECHANICAL ENGINEER Vol. 9L No. 4 electrical work done in the shop, including armature winding, and in addition spends three months at mechanical work, principally in the machine shop. MAKING "STICKERS" BY HARVEY DEWITT WOLCOMB Railroad shops have l>een hit harder than any other class of industrial phints during the past two years, when work- men have l)ten in such great demand for the production of munitions. To make matters worse, the railroads have done a record breaking business, which, in many cases, has com- pelled them to increase their forces. Under such conditions to lose their best workmen — those mechanics who, because of their skill, are in demand wherever they go — is a very costly exj)erience. However, with all its handicaps, many good men could be retained in the railroad shop if the foremen would use a little common sense in their methods of dealing with the men. Bill Mead's experience is by no means an uncommon one. Bill was a typical "boomv.r" machinist. For ten years he had worked in many shops, generally riding into a town on tlie 'bumpers" and staying only long enough to make a "stake " before moving on wherever his fancy directed. Bill was the victim of genuine hard luck, which had forced him into the life of a "boomer.'' At one time he had been a good citizen, holding a job in a large railroad shop, but misfortune had come to him, first through the loss of his wife, who was killed in a runaway accident. Although this was a severe blow, Bill did not give up his home, but devoted himself to the bringing up of his little daughter. About one year later his daughter died. Having no other near relatives, he gave up, and began to drift here and there in an effort to forget his troubles. At first he became a hard drinker, but as this gave him no relief he gradually gave up this bad habit. After al)OUt 10 years of drifting about he made up his mind to settle down and begin all over again. Coming into a large terminal one day last fall, he decided to get a job in the shops and make a man of himself. He hunted up the office of the general foreman, who hired all the workmen, and stated his desire to secure work. He proved by his answers to all the questions asked that he really knew his trade, and as the shop was verv much in need of workmen at that time, all the ar- rangements were quickly made and Bill had a job. After tlie regular routine had been completed, Bill turned to the general foreman and asked him to recommend, or at least direct him, to a respectable boarding house. He was a stranger in town, and was anxious to secure the right kind of boiirding quarters. "What the h — 1 do you take me for?" angrily asked the general foreman. "Do you think 1 am going to give you a job and then take you home to keep. t(x.>? 1 have all the troubles I can tend to right out here in the shop without run- ning all around town l(K)king up boarding houses for every bum who comes along." Bill finally found a boarding house himself, and proved that hf was a first class machinist. However, he didn't stav long, for his first impression had not been ver>' pleasant and he felt an aversion for the shop. One dav he laid off a half day and tcM)k a train to a small town about 20 miles away, where there was a large manu- facturing plant. On asking for employment at this place, one of the first questions asked him was whether he had as yet secured boarding quarters. The clerk, who was making out his employment papers, spoke to his superior about a boarding place, and you can imagine Bill's surprise when the superintendent of the plant was summoned to take Bill out in his automobile to look at several boarding places. They were gone less than 30 minutes, but Bill had had a chance to studv the superintendent and found him to be ever)' inch a man. the first day of the following week Bill started to work in that factory. He has since been promoted t ) a foremanship. Take the case of Tom Jones. Here was a man who lad failed in business, and who had been a first class mech. nic before he took up a business career. As soon as he lost his business he turned again to his trade as a means of eari ng a living for his family. As he was too proud to remaii in the town where he had failed, he went to a railroad town not far away and applied for work. The shops being shor: of workmen, he was quickly hired, but when he asked the ten- eral foreman about the schools, stores, houses and other simi- lar matters which he wanted to know about for the benefit of his family, he was ver\- much surprised to have the general foreman reply that he was no book of information and would be d — d if he would look up any information like that. \\ ith this kind of an answer, Jones picked up his grip and v.ent to the next town, where there was a large manufacturing plant. Here the superintendent's chief clerk took him out to look at houses, took him out to the high school, where he met and talked with the superintendent of schools — in fact, spent nearly half a day with him. Jones is working in that factor}- to-day. His value to the plant has been demonstrated several times by labor-saving devices which he has worked out, and for which the management has paid him extra. It now seems probable that the next superintendent of that plant will be a man ijy the name of Tom Jones — a man who has more than proved his worth to an industrial corporation, but whom the railroad company lost simply through the narrow-minded- ness of a man performing a most important function — the hiring of men. If Jones was lost, may not many other good men have been turned away or have drifted away because of the actions of this .same foreman? Go into almost any railroad shop and one will not find the atmosphere of "brotherly love" which should really exist. There is the case of Bill Smith. Smith was a fine workman but had one serious fault. He drank. He was an old timer in the shop and because of his unusual skill had always been taken back after his sprees. Not long ago he applied to the general foreman for an in- crease of one cent an hour in his wages. He was curtly turned down with the remark that the company was not increasing the wages of "bums." Shortly after this, the superintendent of a large factory in the same town met him and asked him if he would like to tr\- a job in the factor)-. "What will you pay me?" asked Smith. "Well, I'll tell you just how it is," replied the factory superintendent. "We know that you drink too much; if you take a job with us and continue to drink, you will only be worth 40 cents an hour to us, but if you will cut out the drink you will be worth 70 cents an hour." Smith has "cut out'' the drink and apparently his reform is perma- nent. The railroad has lost a good workman and the factor)' has gained one. .\t another large shop it seemed almost impossible to hold workmen. One incident is sufficient to indicate the rea-^on why this was so. The master mechanic in charge at this point was known as a "hor.se'' for work and insisted that his men must work just as hard as he did. Suddenly during one of the severe cold spells in the winter, his roundhouse forei uin laid off. reporting sick, .\lthough this foreman had not missed a day for nearl)- a year, the master mechanic was ver}' angry when after three days the foreman had not yet re- turned to work. Just before leaving the shop that night be sent a short note to the foreman's home. The note re id: "Get on the job to-morrow, or else get off." The next nv in- ing the note was returned by the foreman's wife with tl ese words written across one comer: "Mr. Smith, Master Te- chanic: My husband died this morning at 2 o'clock.'' I j' not necessary to comment on the feelings of the forem; n s wife. However, if this situation had been handled a it would have been in an industrial plant, the widow would lot have added to the difficulty of holding workmen at that pc nt. A RiL, 1917 RAILWAY MECHANICAL ENGINEER 207 by he recital of her husband's treatment in the time of trouDle. An industrial plant in the same locality has a reg- ular sick committee which visits every workman on the second day of his absence from work, and when one of the foremen js yxk, the superintendent himself makes a personal visit. Here is another case. A "boomer" mechanic got into some kint another case where the railroad overlooked the oppor- tunity to secure a badly needed "sticker." A master mechanic wanted a certain letter that had been filed for some time. The regular file clerk had resigned to accept a better job elsewhere and none of the office force could locate the desired letter. The master mechanic was heard to remark that when he got another satisfactory file clerk, he wouldn't let the devil himself get that clerk away from him. Shortly after this, he greeted one of his best mechanics, who came into his office, as follows: "Well, what kick have you got now? At the rate you come up here you must wear out a lot of shoes, for you are the most regulator visitor I have." MODERN RAILWAY SHOP LIGHTING An excellent example of adequate lighting facilities of rail- way shops may be found in the main shop building of the Ferguson, Ky., shops of the Cincinnati, New Orleans & Texas Pacific. This building contains the erecting, boiler, machine, blacksmith and pipe shops. The electric power system is 250 volts direct current. The old lighting system, which con- sisted of 230-volt direct-current arc lamps suspended from the columns and roof trusses, had proved unsatisfactory from the standpoint of maintenance and efficiency and so was dis- carded in favor of the high wattage incandescent lamp system. The lamps for the new installation are not connected directly across the 250-volt direct-current lines, but a three-wire bal- ance set is installed to permit the use of 125-volt lamps, as the efficiency and reliability of these lamps are considerablv better than that of the 250-volt type. ERECTING AND Bt)ILER SHOPS By referring to Fig. 1, which shows a floor plan of the main building, it will be seen that the erecting and boiler shops are in one continuous bay, 466 ft. long by 78 ft. wide. The bay is 49 ft. high from the floor to the bottom of the roof trusses, and it is served by two traveling cranes the tracks of which are 31 ft. above the floor. The lighting in this bay consists of eleven 1,000- watt lamps (lights B — Fig. K- • — 4^' •- P»..NtV. »««S in E CTIN& SHOP ANV ±i-L .t • *l ^< 7T^¥ MACMIMt. SHOf* wllkIN BA.V » — • — • • — •— - 8_r« — • • — •- T PKHtl.»»l. ^^?^ ^1^ BOILtK SMOt> PftMLLm «u CI"HfTOWttlH.I««T • » *. ^MOJL. !•> Fig. TO POWmnOUSI. MIUM 1 — Floor Plan and Wiring Diagram of the Main Shop of the C, N. O. & T. P. Shops at Ferguson, Ky. I >! Il BCACK ^P* The master mechanic did not know what this man wanted, but as he had asked for a few changes in his working condi- tidns not long before, assumed that he was there again on a similar errand. This time, however, he had come to report an idea for a labor saving device, which he had worked out. Alter such a reception he took no further action in the matter. Shortly afterward he left the service, and his idea is proving it."^ value in another plant. The costliness of firing men has been brought out too many times to require any discussion here. But is it not just as co>tly to let men drift out of the service, or to discourage those entering the service? The slight additional effort required to put the human touch into the relations of the foreman and Workmen has been found to pay in industrial establishments and on some railroads. It will pay the others just as well. .\ New Heat Insulating Material. — Prof. R. C. Car- penter, in the Sibley Journal of Engineering for December, H16, reports the results of tests of balsa wood, Ochroma L; gopus. This wood is of tropical origin, lighter than cork, St ong, elastic and a good heat insulator. After being treated, b;lsa wood has been used for insulating refrigerating com- partments of vessels and should be adapted to use in car ff istruction. 1 ) in deep fluted bowl reflectors, evenly spaced on the center line, 44 ft. apart and suspended from the roof trusses at a mounted height of 41 ft. above the floor. There are also twenty-two 500-watt lamps (lights A — Fig. 1) in elliptical angle reflectors on each side wall, or a total of 44 in the bay. The elliptical reflectors are spaced 22 ft. apart and are set at a mounted height of 40 ft. This height of installaticMi was necessary to avoid tlie shadows cast by the overhead cranes. With poor reflector conditions, a current consumption of 0.9 watt per sq. ft. gave an average intensity of 63^'2 foot- candles on a reference plane 3 ft. from the floor. The appearance of this shop under night conditions is illus- trated by the photograph. Fig. 2. It will l)e noted that there is a remarkable absence of shadows, which d«nonstrates the high illumination efficiency of the installation. The proper illumination of such a building presents a most difficult prob- lem because of the deep holes or spaces lx?tween the locomo- tives. The illumination is particularly uniform between the locomotives and around the wheel lathes in the foreground at the right. MACHINE SHOP CRANE BAY As shown in Fig. 1, the machine shop crane bay is 265 ft. long by 31 ft. wide; the distance frc«n the floor to the l>ot- • * 208 RAILWAY MECHANICAL ENGINEER \'oL. 91, No. 4 torn of the roof trusses is 265 lamps each The units are evenly spaced in rectangles 15 ft. by 11 ft. and are suspended from the roof trusses so as to give a mounting height of 1 1 ft. With 0.6 watt j)er square foot, this arrangement gives an average illumination of over five foot-candles on a reference plane .> ft. above tlu floor. The arrangement of circuits and lamps is shown in the lower left hand corner of the wiring diagram in Fig. 1. Photo- graphs showing night views of this shop are reproduced in Fig. 4. It should l>e noted that the main line shafting over the center of the aisle drives counter-shafts for machines on both sides, so that horizontal belts from the center go both ways; the photograph shows that the lighting units are low enough to clear these horizontal belts so that they in no way interfere with the illumination. Bowl frosted lamps were used to minimize the glare which would otherwise l)e notice- able from fixtures at such a low mounting height. BLACKSMITH SHOP AND PIPE SHOP The lighting installations m the blacksmith shop and j-pe shqj in the main building, and the offices and storeroom- in the other buildings, follow the same general scheme of over- head illumination which has just been described for the ot ler shops in the main building. The arrangement of circ lits and the location of units in both the pipe and bhicksn ith shops are shown on the wiring diagram in Fig 1. A dayli:;ht Fig. 3 — Machine Shop Crane Bay Under Its Own Illumination — Note the Absence of Shadows view of the blacksmith .shop showing the location and relative height of the lighting fixtures is shown in Fig, 5. The type of fixture used throughout consists of a porce- lain enameled steel reflector with a fitting tapped for direct connection to Yz-iw. rigid conduit, and each fixture is sus- pended by a standard suspension fitting and arc lamp hook clamped to the overhead conduit system. Such a suspension enal»les the entire fixture to swing freelv in anv direction, Fig. -Night View of the Main Bay of the Machine Shop which prevents breakage of the stem at the outlet box in c;;>e tlie fixture is struck by a broken iK'lt or handled roughly n (leaning. The entire wiring system is installed in rigid ir ni conduit and distributing panels are mounted in steel cabin^ ts located at convenient points about the shop. WATCHMAN CIRCUITS For the convenience of the watchman, and to avoid burm lil an unnecessary number of lamps when the watchman g<^ through the l)uildings or shops, three center lights in t le April, 1917 RAILWAY MECHANICAL ENGINEER 209 en ting and boiler shops are provided. They give sufficient ilh mination and take a minimum amount of current. In the m;i bine shop and blacksmith shop the eight lamps designated on the diagram in Fig. 1 by double circles are on two special wiuchman circuits, which are entirely separate from the main circuits. FIXTURE CLEANING Xitrogen-filled tungsten lamps are used throughout the m; in shop building. Figures showing the cost of main- teiiance of these units are not yet available as only a few of the larger lamps have required renewal since they were in- stalled eleven months ago. It has been found that the larger reilectors located in the erecting shop, where the mounting is very high, require cleaning only every 60 days, but the other Fig. 5 — Blacksmith Shop, Showing the Arrangement of the Lights reflectors are cleaned every two weeks. In this connection it has been found that where a reflector is subjected to a cur- rent of air caused by a belt, the dirt will deposit much more rapidly than in other locations. In considering the lighting installation in these shops, it is worthy of note that no drop cords whatever are used. Where the general illumination is of sufficient intensity, drop cords and extension lines are not necessary. HOOKS FOR LIFTING DRIVING BOXES The simple arrangement of links shown in the illustration is used in lifting driving boxes and has proved far superior to the arrangement of chains ordinarily used for that pur- Hook tor Lifting Driving Boxes I^ose. The device when made with the dimensions shown, is adapted to lifting almost any size of driving box ordi- narily encountered, but the dimensions can be varied to suit the sizes of driving boxes and crane hooks. RENEWING BOILER TUBES BY DANIEL CLEARY As 98 per cent of the boiler failures are caused by tubes leaking, care must be taken when renewing them. \\\ih proper workmanship a large percentage of these failures can be reduced. When the tubes are taken out the back and front tube sheets should be straightened, so that only one or two lengths of tubes will be required. The holes should be rolled lightly in the back tube sheet to break the scale around the tube holes, so that with very little filing a clean tube hole will be obtained. The tube holes should be countersunk on both sides of the back tube sheet with a rosebit countersink. This will permit prossering the tubes without cutting them. The cop- per ferrules should be prossered lightly in the tube holes. The roller expander should not l)e used to fix the ferrules in the sheets as this makes the copj>er hard and it will not fill in the pitted places that are found on the tubes. A good thickness for copper ferrules is .095 decimal gage copper. Ferrules of heavier gage should be kept in stock to be used when some of the tube holes become large and thus permit using one size of swedging for the complete set of tul)es. The tubes should be swedged down to fit in the back tube sheet with a driving fit — say with four or five blows of a light backing hammer. The tubes should be set with 3/16-in. extending outside of the sheet for beading. A mandrel should be used to set the tubes and they should be rolled with a roller expander, good judgment l)eing used not to roll them too liard. If they are rolkxl by hand, a lever 12 in. long should be used to pull the expander and the lever should slip through the holes in the expander pin. A lever 18 in. to 24 in. long should not be used as the power thus obtained will ruin the tools as well as the tube sheet holes. When the tulies are all rolled they should be belled out for jirossering and beading. Care should be taken that the end of the tul^ left for beading is turned over enough to allow the prosser expander to reach through far enough so that the tube and the copper ferrule will not be cut partly off. When the tul)es are belled out and prossered first there will be from % in. to 5/16 in. left for the bead and it will require three different sized beading tools for a complete set of tul>es. One should be all that is necessary. Fxj)erience and tests have shown that when starting at the bottom of the tube sheet to prosser and roll a .^et of tul)es that by the time all but the two or three rows from the top flange are done, the tube holes in the top of the sheet and at the corners will become out-of-round. Similarly if the tul>es are prossered and rolled from one side to the other the holes on the far side are sometimes badly out-of-round. This will cause cracked bridges and will always be trouble- some. It is a good practice to roll 12 tubes, front and back, on about 12-in. centers to hold the front and back tube sheets in their proper positions. Where this is done no trouble will be had with the length of the tubes provided they have been cut to the proper length. The tubes should l>e rolled and prossered in a diamond-shaped enclosure first, then the tul>es in the bottom and top corners can then be rolled and pros- sered. A long stroke pneumatic air hammer should not be used on the two rows of tubes next to the flange as it will start cracks in the knuckle of the flange running out from the tul>e holes. It will also injure patches. If the two out- side rows are prossered with a backing hammer there will not be as many cracked tube hole bridges. To make a first class tube setter, select a young man with intelligence who is honest with his work. He should have experience in rollrng 10 or 15 sets of tubes in front ends and should have good practice using the pneumatic air ham- mers. He should be instructed by a first class tube setter on the first three or four sets of tubes he handles. He will learn more kinks in the few days he is with a good instructor J(i.v RAII.W \V MI'XHAXICAL KXGIXKKR \'' .. ft. ;iii(l tin- ai-K- i> -irwd l.\ onv tniveliim train.' whitli i»|Kratr- on a trark _'(» fi. fnmi ihf rtcKir. ' . j . ■■„••. I he li^htiiiL,' iM.->ta1lation «cm~i-t- of I'liwn 5nO-\vatt lani|>< (liulits I) — Fii;. 1) ill tUvp ikiti'd 1m)\v1 nni'tt(ir> .«.us|)cn(ktl from the nK)f tru'^sc* mi ilu- rmur liiu-. I In- unit> arc 22 ft. apart and arc .susptiulcij to uixi a nKiUiniiii: Ik i^Iit (if J5 fi. from the. l"l(K)r. 'Ilun- arc in addiliitii tuilvc Km wall lainj- tli.s;iu.-f C" I- iii. 1) in tlal unu' rclU\i»)r'« mi laoli >i(U' of tin •liay. jjfanital of tuvniy-j"our l(»(»-\vait iinit^. riu>c ivilcdor- arc siisfK-ndid under tlu* « raiu' iia.k. an- iwnly >|iand 22 ft. a7>;'rt and ,iro in~talK«| to ii'wc a nioiiiiliim liciuiit of IJ fl. Willi ai«f»n>\imutcly ont; wall prr xiuari' foot tlii^ in-tallatioti u'ivc> an avcraiic illuniinatimi of -wtii foot (amlK-. lit,'. o ^Ii<)\y> ilu' niathinc .-lu)p « rain liay at iiiulii with arliluial ilhiniinalioii. Tlicrc i.< hardly a >Iiado\\ to Ik- -»*ii and all [>art> of lIu' >liop Maiid tivit in rUar rilicf. I In- pIioloi:ra|iIi ;iliirtv.'5 the lo«ation,i»f tlu- variolic fi\tun~ very iKarly. i-p»( i- aliy tln»>c ulii«li ;vfc su.-iMndcllM|' MAIN \:\\ ■ • V' rfie m:u1i»ne 4iop mam ha>. a- -lutwn in I' iir. 1. i- J(>.> . .: --It- lony and t ril»e«l. .\ -pet ial (ondition wa- met in ihi- -Imp uhi«li !u(e--i- Fig. 2 — Night View of Erecting nnd Boiler Shop • ta'ted a-^Ii^lht dipartun from, the -I.uid.i. d -i luinr if mount . iiYii kiriie unit- a?" hiyh :»^ f)!-iliK. The nia|l •u-re helt driven from o\erIn,itl line -haft-, -o that in . (jrder ti> avoid >ha(KA\s ihr lamp- win- -u-|iended Kelou tlu- line of lieltini;. a- -hown in !• in. 4. The li^htiiii: in thi- \iav « oii.-i-t.-; of iii.t1elT-tvVo lOU-u'att l»o\\l fro-ted lanijis (liiiht.- I'—'Fi!*;- 1 ) in '>Kuih)U howl nilei lor> arraiimd in four row- or2.> lani|»> eaeh ; The unit.- are evenly -pated in reilanijle- .15 ftVhy 11 ft. and art -u-pende n* to yive a moUHtiiii,' height of 11 ft. With <•.(• watt |ier . S(j.uare foot.' thi- arrantitinent iiive.- an averaLre illumination ■.of <»ver five fiKifAMndlc-.' on. ai ri fi-n lit I- jilatu- .-> ft. aIio\i- tlu /■■floor. - , -■■:.';■■■"'■'; ■■.'••,' ^.-: > ■■' j. y 1 Ik- hirrajV!.»ertnMvt of « ireuJt«i' aiiil lamp- i- -Iiown in tin lower left liaiul ttiriur of the wirinii diagram in l\ii. I. I'hoto iiraph.- -howiiii,' miihl \ie\\- of thi- -ho|i are reprodimd in l;l. ACKS.MII II >ll(il'.\M» I'll'l Slloj' .'•:' The liuhtiiiii in.-talIation< m the hhuk-mith .-hop and ['oe' -hop in the main huildinu'. and the oftiees and .storeroom in the oilier huildinu-. follow tlu' -ame ijeneral -eheme of ;oV.»r-. head ilhiininatii.-ts (»f a i>i^ lain iiiameK-d -teel relln tor with a Mllini: tapped for div-'i oiuitttion to -in. riirnl toniluil. and tat h iixture i- ■-. I'tiidtd !iy a -laiitjard -u-peii-itm littiiii: .and arc lamp h lamped to thf overhead conduit >\ -tein. Such .i -u-|)e!i- ttiahle- the entire t'lMiire to -w iml: freeh in an\ directum. •r< b n r; \v tl Fig. 4 — Night View of the Main B.iy of the Machine Shoe wliiili prt-Vfiit- hrfakatie of llu -ttin .it tin- outlet l)o\ in ' ilu fiMure i- -trut k hy a iToktii. in It or Iian:..:. intt-rfere with ihf illunvnatioii. liowl fro-ted lamp- were l"or the tonveniente of the wait hnian. and to avoid iaini u-ed. to miiKmi/e till ulare whith would otlurwi-e l.t notitf- in unnen— ary mimher of lam|»- when the watt Imiaii - ■ ahU- fr at -lit h a low niMunt'iiu' luiiiht. ihronudi llu- l.uildinii.- or -hop-, thrfc «.enle!- liiihl- iu f-^' ^J.i ■ML. 1917 RAILWAY MRCHANICAL ENGINEER 2H9 eit tin- and boiler shops are provided. Ihey j^ive suffu ient ;li nination and take a minimum amount of current. In the til iiine shop and hhuk-^mith shop the eiijl)t himps desiunated ,,!;. !;i- diagram in Kig. 1 liV d<)ul)le circles are on two special w: tlmian circuit>. which are entirelv separate from the main fixuki. ( i.i amnc , \ jrogcn-fdled tungsten lami)> are u>ed tliroughoul the in. iH >hop l)uildini,'. Figures >li()\ving tlie cost of main- ti" mce of these unit< are not yet availahle as only a few i)f ilic larger lamj»s iiave re(|uired rem-wal since they were in- ^t lied eleven months ago. It ha- Iktu found tliat the larger reflectors located in the erecting shop, where the mcjunting i< • vciv. high, recjuire cleaning onl} v\\r\ o ^- BY DANIKI. CI.K^RV .\- 9.S j»er cent of the hoiler failure- are cau>ed h\ tulK's leaking, care must lie taken when renewing them. \\ ith jiro|)tr workman-hip a large percentage of these failure- can Ik- reduced. Wiien the tubes are taken out the l»atk and front tul>e .e hole will be olitained. ■ . ' The tulx' holes >hould be Miunter-unk on both^ide-- of the ba(k tube -heet witli a ro-ebit countersink. This will permit pro— cring the tul>e- without cutting tliem. Fhe cop- per ferrules -hould liv pm— en-d lightl\ in the tul»e holes. The roller expander should not be ust-d to ti\ the ferruler in till' >heet> a- thi- make- tix' copjier h;Lrer ferrulr- i> .f)<<5 «Ut imal gage copper. l\rrule- of heavier gage -hould lie kept in -tink to Ik? Used when -nme of tin- tulu lioU- Income hirge and thus permit u-inu' onr -i/.i- of -wedging for tlu- compU-tr >et of tul>e^. Tlu- tube- -hould bi' -uidgi'd clown to lit in the l»aek tul>e -heet with a driving t"it -a\ with t'our or five blows -of a liuht backing hammer. Ilu- tube- >hould In- -et Avith .>. lO-in. extending outsidi- of the -heet for blading. .\ mandrel >hould be u-i'd to -et the tul>e> and they should be rolled with a roller t\i)ander. good judgmenl beititr u>ed not t«i roll them too liiird. li" the\ are robed b\ IkuuI. a levir 12 in. long should be u-ed to pull the expander an through llie hole- in the e\j>ander pin. .\ lever 1 ro->ering and beading. ("are -liouM be taken that thi- end of the tubi- left for beading i- turned over iiiough to alltjw the pro»er expandtr U) n ai h Fig. 5— Blacksmith Shop, Showing the Arrangement of the Lights through far enough -O that tlu' tube and the copper ferrule •' ■ -i „ .-. • . -. will iKit be ( ut jiartly off. When the tube- are I»elled out reilector- are cleaned every two weeks. In this connei lion it has iieen found that where a reilector i- >ubjeaed to a tur- rent of air caused by a belt, the dirt will deposit much more r;ipidly than in other locations. ., : : ; ;/ \ :-/;r,V: .:':;;. .■^■ In considering the liizhting installation in these -hoj)-. it is vortln of note that no ion line- are not necessarv, ; ; : (In 'I' on HOOKS FOR IJFTING DRIMNC, BOXES riie -imple irrangement of links -hown in the illustration u-((l in liftintz driving boxe- and has proved far superior the arrani;. < )n«' -houM be all that i- nece--ary. ;;: ■ . ■.;-;!'- -'^^ Ivxperieiice and ti->ts Tiave -hown that wlun -larling at the bottom of the tul»e sheet to pro--er and roll a -et of tuU- that b\ the time all Imt the twe- are j>ro>-ered and rolled from One side to the other the hole- on the far -ide are -ometimes badly out-of-round. riii- will iause cnicked bridges and will alwavs lie tfouhle- -ome. It is a goack, on about 12-in. center- to hold tlu- front and back tube hould be rolU'cl and |ir<»--ered in a dianmnd-shaped enclosure hr-t. llu-n thi- tul>c-- in tlu- bottom and loj» corner- can tlu-n be rolled and pro- -ereil. .\ long -trnke pneumatic air hammer -hould not be u-ed on the two rows of tul>e- next to the llange u> it will -tart 1 racks in the knuc kle of tlu- tiange running out fnnn the lube hok'.-. It will al-o injure jiauhi-. If the two out- -idi' row- are pro-sered with a backing hammer tlu-re will not be a> inan\' cracked lube hole briclge-. '[ o make a tir-t cla-- tube- -etter. -elect a \ cuing man with inu-lligeiuc' who is hone-t with hi> work. He should have exper.'encc- ill rollhig Id or 1 .> -et- of tubes in front eiid- aiid -hould have gcxMl practice using the pneumatic air ham- mer-. Me -hould l)e instructed by a tirst class tube -etter on tlu- tip-t three or four sets of tubes he handles. He- will learn more kink- in tlu few days lu- i- with a g(M)d in.-tructor 210 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 4 than he would learn in a vear if he were turned loose to do the best he knew how. Don't allow the tubes to extend -34 ^^- to one inch outside of the front tube sheet. They are hard to roll and shim and are very inconvenient for the machinist when he is putting in the steam pipes. The tubes should extend outside of the front tube sheet for only about '4 ^^- ^r'd when rolled a quick taper mandrel and pin should be used for all tubes. This will give better holding power to the tube sheet and it EYE FORMING MACHINE BY J. H. CHANCY Foreman Blacksmith, Georgia Railroad, Auguata, Ga. The machine shown in the illustration is used for ijendin' eyes on brake hangers of various descriptions, rake handles, etc. It is made from bar iron and can be easily constructs i in most any shop. A brake cylinder is used to operate it, the air being taken from the shop Ijhe. A crosshead on the en 1 i-Jr?-f--^{-^. T tT^^H^V ^ ?r^ T-^^. ~f\tW I I i-.A^ ^f^^2^ ^^n- -7'0^ Machine tor Forming Eyes on Rods will save beading the tubes on the front tulje sheet in high pressure boilers. The prosser is the best tool to use when working old tubes in roundhouses. A tul)e mandrel can also be used. The calking should be done with a })neumatic hammer. The beading tools should not be allowed to Ijecome flat. They should be kept in good condition so that they will keep the bead raised up and compact. .\ roundhouse which has no pneumatic hammer for beading the tubes should be furnished with two prosser expanders, one for )/>-in. sheets and one for ^-in. sheets as a good many tube sheets become worn and a prosser for ^-in. sheets is needed. A number of round- houses use the tube roller, but where this is used the tubes become weak after a short time and cause failures. When tubes are removed from a boiler 1 2 of the tube holes in the front tube sheet should be enlarged to 2 5/16 in. in diameter where 2-in. tubes are used. Tiiis would enable the roundhouse boiler makers to take out the tubes easily when necessarj' as tulies which have run for some months have a heav>' scale on them. A piece of 2]^-\n. tube \% in. long will make a good bushing for the enlarged holes. A stretch piece of 2-in. tube 1]/^ in. long, large enough to go over the 2-in. tube, can also be used. of the brake cylinder piston rod carries two arms, both of which are attached to the crosshead by a single bolt, being free to swing. The upper arm shown in the plan slides be- tween a guide fixed in the frame of the machine and a former which bends the rod in which the eye is to be made, around a pin fixed in the bed of the machine. The lower arm then comes in contact with the rod, completing the bend. This arm slides on a guide fixed to the frame of the machine, which is so formed at the further end as to make this ami close the eye. The machine greatly expedites this class of work. Mixture of Acetylene and Oxygen for Welding. — Theoretically 2^/1 volumes of oxygen are recjuired for the com- plete combustion of one volume of acetjlene, but in practice the best welding results are obtained with 1^ volumes of oxygen to one volume of acetylene. The flame at the burner has in its center a small white cone, at the ajjex of which the temperature is about 6,000 deg. F., and consists almost en- tirely of CO, which is being converted at its extremity to COj. — Institution of Mechanical Engineers, Advantages of Electric Locomotives. — In a paper be- fore the New England Railroad Club recently, W^ R. Stine- metz of the Westinghouse Electric & Manufacturing Co., enumerated the advantages of electric locomotives as follows: "It eliminates practically all standby losses, the turntable, the delay at water tanks and coaling stations, and its avail- ability for service is much greater, while its maintenance is considerably lower. Its capacity is increased with cold weather, while the reverse is true with the steam engine. Its simplicity of control relieves the crew from many duties neces- sary on a steam engine, and permits closer observation of track and signals. When properly designed, it is very much easier riding and can have a more uniform distribution of weights with less nosing and track pounding; all of which features tend to lower track maintenance. The one great in- herent advantage which the electric locomotive possesses is its ability to concentrate large amounts of horsepower under single control. This locomotive may be in one cab or ma} be composed of semi-units permanently coupled together. It may have as many motor-driven axles as track structures will permit." April, 1917 RAILWAY MECHANICAL ENGINEER 211 AIR VALVE FACING MACHINE In overhauling the valves of air compressors it is difficult t( file the tops of the valves exactly square when adjusting f,)r the valve lift. To take each valve to the lathe requires considerable time, so hand work is often resorted to. The inaccuracies resulting from this practice many times result in the valves failing to give satisfactory service. With the device shown in the illustration the work can be done at t!ie bench satisfactorily, thus saving time without sacrificing accuracy. The valves are held in position in the base of the tool, Machine for Facing Air Valves which is shaped like the seats in the air valve cages. The wings of the valve are held in slots, thus preventing their turning while being faced. The brass cap which fits over the valve carries a disc reamer held in a brass feed screw. By screwing the reamer down against the valves before facing, and measuring the distance between the feed screw and the cap the desired amount can be removed from the valve in one operation. SPRING SUPPORT FOR PYROMETER BY M. K. Where pyrometers are used in blacksmith shops to deter- mine the heat of the furnaces, it is sometimes difficult to get an accurate reading on account of the vibration caused by working the heavy machines such as steam hammers. Vari- ous methods have been tried to overcome this, such as alter- Pyromefe r^ /g//. ^7 "^ mnf^a^^^^^^^ Concrete Base f^Spr/ngr^ L 1 u^._ -Felf /v7?y-/>^-^^.?^^^^^^^^ which is attached a spring as shown, which supports the pyrometer. This spring is made of 3-16-in. round spring steel. It is fastened to the wooden base by one lag screw and to the pyrometer by two /4-in. bolts. A back rest of wood covered with felt serves as further support for the pyrometer. This arrangement has been found to be entirely satisfactory and there is no quivering of the indicator when the heavy hammers are working. TOOLS FOR TURNING AND THREADING SMALL SCREWS BY W. S. ANDERSON In a shoj) not equipped with turret lathes, the turning and threading of small screws is a ver}- slow and expensive oper- ation. The drawings show two tool holders which have been developed for making a }.'-in. brass cap screw. One of the holders is fitted with two self-hardening steel bits and is used to turn the bodv of the screw. The dead Die forz Ski. Thread g SefScnetr -y if. Diam. Turn ■lO'f- T T ! - \ I 19 \Bore /' I _^ 24 ^ l-lolder for the Threading Die center of the lathe is made with a 3^ -in. turned extension, just long enough to serx'e as an accurate guide for the tool holder. The screw is made from a y%-\xv. round brass rod which is chucked in the spindle of the lathe. The turning tool is then placed against the projecting end of the rod and fed forward by the tailstock spindle until the rod has been turned for a length of 1 .S/16 in. to a diameter of ^ in. |< io%'_ :^ z'. »| i ^ 3" Q Sef^Scretr, -l^trip- per pins C. Outside the punch B is placed a stripper ring D, which is supported and guided by the fillister head screws E. The springs used with the stripper ring should be made of J^-in. diameter spring steel to insure forcing the sheet off the punch. The lower punch is built up on the plate F, which carries at its center a bushing G. Above this is a block K, on which the die H, into which the punch A works, is set. The die is held down on the block by screws which extend into the base for a short distance. The outer edge of the punch B works in connection with the die /, which is secured by short fillister head screws sunk flush with the face of the upper block K. Between the dies E and / is a stripper ring L, connected bv the studs 3/, with the ring A^, which sets on a Die for Forming Feed Pipe Strainer Brasses the inner portion is crimped up between the punch B and the die //. As the dies separate, the ring L raises the finished strainer base until it is flush with the block K, and can read- ily be removed. The stripper pins C and the stripper ring D force the base and the strip from which it was formed off the punch B. Only sufficient clearance for the sheet should be left between the die B and the ring L when the upper dies are at the lowest point. The strainer bases are formed by this device at a very rapid rate and with no variation in size or form. PORTABLE TRUCK WHEEL GRINDER BY F. OSBOURNB After Ijuilding up flat stops on tires by the acetylene weld- ing process, it is necessary to chip and file the weld to fit the tire gage. The weld in most cases is very hard and it takes a great deal of time to chip and file it and also a large number of files are worn out. The sketch shows a portable grinder which is used for this purpose. It is free c^:all)dfex::x) Portable Truck Wheel Grinder to swing up and down on the brackets, .4.4,- it can move forward or backward, and it can be turned slightly about both the vertical and horizontal arms by virtue of the slotted holes BB. This device is belt driven and power is supplied by air or electric motors. When not in u«e the arms rest on stops CC. New Devices aa5Bfau.fj'ju>^j^jW)jy)XJ^4tf juuuywyuyw^#ijyyyytfu^ n lyyi ii « ■ ■ HEAVY SERVICE PLAIN GRINDING MACHINE I he plain grinding machine shown in the illustration, built li\ the Brown & Sharpe Manufacturing Company, Provi- dence, R. I., embodies several improvements in design, chief among which is the emjjloyment of quick change gear me- chanisms in the drive for the work spindle and the table traverse. This gives a smooth, positive drive, and permits the speeds or feeds to be changed quickly. The application of chain drive from the work spindle gear case to the jack shaft and again in the head stock eliminates the slipping of Ijelts when running at the low speeds necessarj- on work of large diameter. The machines are designed to embody all the power to the driving plate on the spindle. The pulley K drives the change gear mechanism controlling the table traverse when the clutch P is engaged. The work spindle and table may be stopped independently of the wheel and the pump by the operation of the lever L. The lever a and the index slide b control the quick change gears. To obtain the desired speed the lever a is dropped, the index slide b is moved to the desired speed, as indicated on the plate above it, and the lever a, is again raised. A jjlunger pin in the lever a locks the gears in position. The lever c controls the fast and slow speed gears and other change gears are operated relative to them. The quick change gears for the table feed are operated in a similar manner, the lever f controlling the fast and slow Fig. 1. Plain Grinding Machine for Heavy Work tie features necessary in a plain grinding machine designed J< r heavy work. The }X)wer is transmitted from the countershaft to the 1< )se })ulley B (Fig. 2) on the shaft .4, which runs at a con- ^tmt speed, operating the work spindle, table traverse, and pump. When the lever L is thrown over, causing the clutch I' to engage with the pulley B, the pulley C which revolves \v th the friction clutch P, drives the pulley D in the change lit ar case. From the pulley D the power is transmitted tl rough the change gears and the chain G, to the jack shaft '■ at the rear of the machine, and then to the overhead drum Ji :m the pulley //. From the overhead drum a belt leads If a pulley on a small jack shaft in the headstock and a re- placing sprocket and chain in the ratio of 1 to 3 transmits speeds, while the lever d and the index slide e govern the other gear changes. The table may be traversed by hand with the handwheel g which can be disengaged when the automatic feed is used. The operation of the reversing mechanism is such that the machine may l)e used for grind- ing close to shoulders. Tapers are ground by swivelling the table on a stud. A scale graduated to indicate the taper in inches per foot, in degrees, and in percent is located at the end of the table to facilitate setting for any taper. The feed of the wheel is controlled from the front of the machine either by hand or automatically and may l)e ad- justed to give a feed varying from .00025 in. to .004 in. at one or both reversals of the table. The table mav be locli.d 213 Jl. KAIl.W.W MKLHANICAL ENGINEER \<.v 91, No. 4 this kind are rKjuirtd. tlir-t il> an- ot" ijrtat advaiitaui-. \\ In n the turiiiriLi and thriadini; i> doni- in an cnuint- lathe, willuait iht u>c of >urh sjhh ial t()ol> an i\|Hrit.nn(l lathe hand would Jind it (lilYuult to turn out more than riLrht or ten in an hour. W \\\\ tlu-se t(M)l> a l-oy is alilt- to turn ra«.liad> In -crap air tompri'ssor .«tullin.i: hoxcs wIkii ihf threads are worn slichtiy small, us a ureal deal of tnailile is (aused \>y the patkini: nut> working off. unh-ss the Iio\ i- up to the •\/x. B\ the u-^e of llu' roller expander illustrated I.elou, the stuffint; hoxcs of either \\'istint:hou>e or .\e\v \'(irk air M»ni- prt'«.«or.s may J)t- rvfhiinied if tin thread- are worn -mall, l.ut ruhlier Ituniper .S'. The l(»\\er dies are held together by the <( rew- /' and the punches and die- are kept in alinement b\ the pins R. In the operation of the die.> the riniz D i lamps the sheet to the lower dies. The circular punch .1 (.uts out the centc portion, then the outer [)unch B cuts a rinii from the sheet .\- the dies descend the rinu is held in the annular space an< ^nl ^Jffcs^ '•■•IT -rr -i . . ','■ ->-- . ^ ■ :;? 'f ...... {UJ •■ ■ »s ^'-".'llOO — !*• 1 .lA F ;S::-; :;• p tr-. Ai C^ -■■"..•■jr-- ^ '' y -■'• . 1 . \^ - J-i. 4i -t---^- - : K i^jv/ ^ P.' 7/0 AH !hi- ts Hardengd and Pe>.''s'va ■U~ ^ i/i »- 3S Expander for Reclaiming Air Compressor Stuffing Boxes the hcix is other \vi>e in i^iiod kondition. The tool of the dinien- '■ion- •^hown in the drawing,' i- u-ed on the -tufhnij Ixixe-- of W e.-tinuhou-e '>'.. in. (ompre--or>. It is only nices.-ary to expand the box a slitrht amount ami then revhase the threads uilh a die nut. The rti laimed parts give as tiiMxl .•>ati>fattioii as new ones and a con-iderable -avinj; is effected by thi- metlxKl ::;, FORMING STk AINFK I5KASSFS ' ' I In die -how n in the illu-tration IkIhw lia> lutn u-ed for si'ine time ft)r forminti feed pi|>e -traiiur lia-i-. The |tart- are punched out and formed in one operation, thus eftectinp a con>iilerable -aving in the < o-t of production. Ilu nuur [luneh .1 is held in |)o»«ition by the ainiular |>unili and former H. Ihe outer punch is secured by t*dli.-ter liea. In the (enter of the lower annular surface of the |>uneh H are hole- in uhiih art titted tlu' -trip j)er pins ( '. Out-ide the pundi />' i- phued a -tr:|iper rini; IK whit h is supjiorted and i:uitled by the rdli>ter head -crews E. The -prints usetl with the -tri|>per rini; >hould l>e made of l}<-in. flianiett r -prinu ^wA to in-ure fon inu tin- -he* t oft the punch. Ihe lower pundi is built up (^n the j)lale /•. wliiih carries at its center a bushinij (»'. Above this is a block A', on which the die //, into which the punch A works, i.«i set. The die is lield down on the block by .screws which extend into the base for a short distance. The outer edue of the punch B works in connection with the die J. which is .secured by .'^hort t"ilH.=ter head .-crews sunk t1u.-h with the face of the upper block A'. Between the die- // and J is a stripper rint^ J.. connected bv the -tud- 1/. with tin- rintr A', which >-els on a ',,• .;*■■'' -. Die for Forming Feed Pipe Strainer Brasses •■.■,•,■•■ \_ ""_ I ^*/ ilu innt r portion i> < riinped up iutwecii the punch B and tlu die //. As the dies .se|)arate. the rin.u /. rai.^es the finisheri -trainer base until it is tlush with the block A', and can read- ily i»e removed. The strij>|)er pins C and the stripper rini^ V i"orcf till lia-e and the -tri|» from which it was formed oft the punch />'. ( )n]y suifuient clearance for tlie sheet shoul«' he left between the die B and the rini; /. when the upper die- are at the lowe.-t point. The strainer ba-i- are formed b> thi- device at a very rapid rate and with no variation in -i/< or fonn. .' pv ••. Ocl'td S*r«!. JK PORIAHLF TRICK WUFFL GRINUFR in \ OSBOl R.M- After building uj* llai .sto|».- on tires by the ac^etylenc wild inji process, it is necessary to chij) anci file the weld to in till tire tia.ue. The weld in most cases is ver}' hard and i! take- a urc-at deal of time to chip and t'lle it and al-< a larsje luimber of l'il<> are worn out. The sketch show- a pctrtalile izrindcr which i- u-ed for thi.- purj>o.plied li\ air or electric motor-. When tiot in use the- arms rest on stops CC. .. fl; • . . New Devices Jii/^MJJ^J^JJiMt^Ji^MJUMtJiJJ^J^J^I^did^^Ji^JldidJ^dJ^iSkSd^IiAJiM^J^AfiA^ \{\i.\\\ SER\ ICH PLAIN GRINDING MACHINH i- Hh' plain uriiiiliiiL; in.u liiiir >li()\\ii in tlic illu>trati«)n. built Iiv.iIr' Hniuit \; SJuiriK- Maiuit;u turinu ("ompaii} , Prdvi- ilriH**. Iv. I.. t.inli(i -^ivciiil ini]ir<)VinHni~ in (h~i^'n. » liief .i!V''»n't: uiiuli i- tlu- iinplnv imiu ot (luitk ihanuc mar nio- .baiii>ni- ill ilic ilrivf for ihe work >|iin uivi< a >niooth. jm-itivc drive, and permits :';a -pK'd- or liid- lo In' rhaiiuH-d t|uitkl\. I'hv a]>|)li< atioii 1.! 1 liain drJM' I'roni tin- work ~pinto( k eliminates the od\ all the j>q\ver to the drivini: plalr <»n tlu' <]iiiHlK-. 1 he pulKv A" drives the chanm mar mt»hajii>m * dnirollini: the tahle traverM- when the eluteh P i- inL'am'l. 1 he work spindle anti lahle may he r-topjied iudejn.iid(.nil\ of lh«- wlntl and the pump 1)) the f>j)eration of the levtr />. •'Jlu' kwr <; and the indvx slide /» vontrol the . '!<» oKtain the desired spei'd the levir lide /' is nioved to the di>ired ^iteed. as indicated on the plate above it. and the lever (/. i.> ajzaiji raised. >\ plunjLier pin in the. lever ./ lo< ks tlu' j*ears in j»n>ition. The k'ver (■controls the fast and >1(>\\ -jK-ed iii"*'''^ -'Hd oilier elianmiiears are operated relative tu tluin. The i]ui(k i haniie m'ars for the table feed arc opcratetl in a >imilar nianin r. tlir 1» \tr f ul -low Fifl.. 1. Plain Grinding Machine for Heavy Work UaUirt~ iumilt(il frdin the ( oiintershaft to the -I' piilliy />' I li'j. 2) on tlu- >liafl .1. whidi runs at a (on- •' nt -ptfd. operatint: the work spindle, talde traverse, and np. \\ lull ilu levrr /. i- tiirown over, tausiim tlu- . the |)ulley (' which revolvo • ill tlu- fritiioii ( Uiu li /'. drivr- tlu- pulU-y P in tlu- cliaiit:c- -; ir ia~i-. l-'roin tlu- pulKy l> the power i> transmitted ' ouiili the iliaiim' uear- and llie ehain (/. to the jack shaft / at the rear of tlu- machine, and llu ii to the overhead drum "in the pulli\ //. From the overhead drimi a belt leads .1 jiulley (11 .1 -m.ili jack -haft in the lu-adstock atul a re- • int; -pneket and ehain in tlu- raiio| of T to .^ transmits >pee(l.-. while the lexer c/ atui the iiulex >lidi » yovern flie other L^ear chaniie-. The tal>le may Ik traversed b\ h;ind with the handwheel ji^ wliieli eaii be di>eni;amd when the automatit fee«l is usetl. Ihe operation of the rever-inij meiliani>m is >ui h that the maehiiu- may be u>ed fur griiid- ini; I lo-e to -houlderSv^ :•■ - ■ ^.v- .• •/;•"< 7 ' lajier- arc- lirtiund by swivellim; the table on u stu\ hand or automatically and r.iav be-a.j- ju-led to uive a leed varying; fnmi .(»(»(»2.> in. to .(MM in. at one (ir both reversals of the table-, ilu- table mav lie h-ci: ci 21.? 214 RAILWAY MECHANICAL ENGINEER Vol. 9L No. 4 positively against longitudinal feed and the wheel fed in when grinding narrow surfaces. The wheel spindle runs in self-alining bearings, and is constructed to support a heav\' wheel running at a high rate of speed. There are four wheel spindle speeds, varying from 1,000 to 1,700 r. p. m., which are changed without removing the belt by loosening a lock nut and changing a split pulley on the wheel spindle. Water Fig. 2. Sectional Plan of Plain Grinding IVIachine is forced to the wheel at the cutting point by the centrifugal pump which, with the tank, is inside the bed of the ma- chine, yet readily accessible. The pump is belted from the pulley / on the shaft A, and runs at a constant rate of speed, irrespective of the speed of other parts of the machine. This type of plain grinding machine is manufactured in three sizes, of which the one shown in Fig. 1 is the largest. It will accommodate work 10 in. in diameter and 72 in. in length, while the next smaller size can be used on work 10 in. in diameter and 48 in. long. The smallest size will take work 8 in. in diameter and 36 in. in length. JOURNAL BOX WASTE CHECK The illustration shows a simple and effective device for keeping the waste in journal boxes in position where it belongs on the under side of the journal. It is made by the Ideal Waste Check Company, Box 487, Philadelphia, Pa. By its use the oil saturated waste plug which is ordi- Journal Box Waste Check narily used to hold the waste in position underneath the journal, is eliminated and with it a source of hot box troubles. This device is of simple construction, being made of pressed steel with a wooden strip which bears against the end of the axle. Its application does not interfere with packing the journal box, nor does it have to be removed for inspection of the journal. The waste packing can be ad- justed with the waste check in place, and it holds the wa te where it is most needed. Where this waste check is u-ed there is less liability of waste being removed from the joi;r- nal boxes for lighting fires, etc., while cars are on sidin.'s, which is an item to be considered, as where this is done not only is the waste lost, but the journal bearing suffers. With the high cost of waste and oil, the use of this device will save expense as less waste and oil will have to be us. d. This device has been used on a numl^er of railroads with success. BOILER TUBE TESTING MACHINE A new testing machine for subjecting boiler and other tubing to internal hydrostatic pressure, has been placed on the market recently by the W^atson Stillman Company, N, w York. The machine is designed to be used either with a hand or power driven pump, so that it is adaptable to large and small shops. The machine consists of a frame with two rectangular tie bars, at one end of which is a stationary abut- ment; at the other end there is a moving abutment in the shape of a carriage mounted on rollers, which can be adjusted to the length of the tubes to be tested and then secured to the side frames by pins. A high pressure hydraulic pump is used to provide the hydraulic pressure. The tube to be tested is placed in the machine with one end against the fixed abutment, the moving abutment is then brought to bear against the other end of the tube, and is Boiler Tube Testing Machine pinned to the frame. The tube is then made pressure tight by turning the hand wheel. Two intermediate clamps oper- ated by small hand wheels prevent the tube from buckling while under pressure. The tube is filled from a water main, overhead tank or by low pressure pump. A high pressure hand or power pump is used to raise the pressure to the de- sired test, as shown on the gage. A pan is provided under the bed of the machine, to catch the waste water which will .ar and there is a clutch with a thread of similar form that can l)e made to close al)out and catch on the threaded end of the bar by means of one of the control levers on the outside of the saddle. This feature eliminates the rack and pinion drive with its consequent chattering. The gear shifts shown in Figs. 2 and 3 are all of the en- closed, sliding transmission type, somewhat similar to the transmission of an automobile. There are 12 changes of speed and 12 changes of feed and a combination of these changes gives a total of 144 actual feed speeds. Xo two changes of gears can be engaged at the same time, thus elim- inating any possibility of stripping the threads. The gear.rtivtiy .iLZ>iiii-t liniLiitudinal iCcd and tlic wlu-tl kd in ulan uriiulinii narrow -urfari-. I lu' wlutl >iiin(llc runs in >clf-alininpivd. I'lurL' an- tour wlioi'l >pindlt.' >|ueds, varyini: from 1. (•()() to 1.7(»0 r. p. m.. whitli an- ilianuctl without rfinoviiiii: the lull liv IixiMiiinu a loik nut and i lianuinii a ^plit jtidltx on tlu' wlu'-.l >[>indl(.'. \\'att.T ^mi-; ' ^,1J}- Fig. 2. SectionnI Pl.in of PInin Grinding Mnchine i'-; forccil to tile wind at tin' ciittinir point li\ tin- niilritimal pump wliitli. uilli tile lank, i- in-idi- tlu' IkiI ot' iIk' ma- I.iIikI from tlu- pullry / on tlu' shaft .1. anil i^n> ut a fon>tanl rati- of ■•iHH-d. iiri>jRvtivi' |»t.rd of other jtarts of tlu- m.K hine. riiis type of plain lirindinu machine is mainifaitured in three si/(e>. of wluih the oik- sIkjwii in Fii^. 1 i> tlu- largest. It will ai rommodate work 10 in. in diameter and 72 in. in h litzth. whilf the next >maller si/.e ean he used on work !'• in. in diametiT aiul 4.S in. lonsi. Ihe smallest -i/.i- will take Work > iji. in diameter and .>(> in. in length. JOIKNAL BO.\ \V ASTK CHKCk 1 lu- illustration shows a simple and effective device for keeping the waste in journal ho.xes in |)osition where it helonii- on the under >ide of the journal. It is made li\ tlu" Ideal W'a.-ite Cluvk (\)mpan\-. Box 4.s7, !Miila(kl|)hia. Ta. Hy it- u.-^e tlu- oil saturated waste pluii whidi i- ordi- Journnl Box Waste Check nariiv u^«d to hold the wasti- in position undenuatli ilu- j<»urnal, is eliminated and with it a source of hot hox troul)lc«;. This device is of simple construction, bein.u made of [)re>-ed >teel with a wcxxlen strip which l>ears against the end of the axle. It~ apjiliiation d it have to lie removed - in>pection of the journal. I he wa>le patking can he . ;- ju?ted with the wa>te iheik in phue. and it holds the wate where it is most needed. W lu-re this waste check is u.- -d there is less lialtility of waste heing removeil from the \( ■. nal ho.xes l"or liuhtinj.; fires, etc., while tars are on >idii, ~. which is an item to he considered, as where this i> done oidy i> the wa>te lo>t. iait the journal i»iarinti sufl"er>. \\ the high i()>t of wa>te and oil, the u>e of this device v -ave expen-e a> le-- wa>-ti- and oil will have to l>e Us .] 1 hi> devil i' ha- l»een u-ed on a numlier of railroad- w Ij success. •.'_. V-' •• •■ ■^" .' ■ ■/;■ x BOILHK TUBE TKSTING \I.\CHIM: .\. new te>lint; macliini for ^ulijeitinu hoiler and otter tuiiinu to internal hy(lro.-tati< jire— ure. Iia< heen placed n the market recently Ia the W at.son Stillman (dmpan\ . X w \'ork. rile machine i- di-iuned to l»e u-ed either witii a liaiul or power driven pump, so that it i> adaptaiile to lai.:ie md small -hoj)-. The madiine lonsi-ts of a frame with tvo' ret taniiular lii' liars, at one end of which is a stationary ahi'.tr iiuiit: at the other i-nd there is a movinu aliutmenl in tiie: -liape of a larriaijc inounteide fraiiu- hy jtin-. .\ hiL[h pre-^uri- hxdraulic [)uini> I- u-ed to provide the hydraulic pressure. - . . The tiilii- to he tested is placed in tlu- niarhiite with <.iie etui again-t the tixed ahutment, tlu' moving ahutnient i- tlun linjUL'lit to Inar against the other end of tlu' tulte. and > Boiler Tube Testing Machine _.. . , pinned to the franu-. The tuhe i> then madi' |ire.->.-urt' tigiit liy turning tlu- liaiul wlu-el. Two intermediate d.iinp- o|ii - .ited hy >mall hand wlu'el> |irevent the tuhe from Imt-kli; .; while under j)ressure. The tuiie is tdled from a water inaiu. ovtrlu-aij tank or \>\ low pressure pump. .V high pre-sur!.- iiand or power pump i> u-ed to rai-e the pre-^-ure to the d ■- -in-d te-i. a> >liouii on the gage. .\ pan is provided und r the lieil of tlu' OKuhilu-. to ( at( li the wa-te water which W"jl- >erve al-o as a rc-er\(>ir if a jiump i- u-e- i an We; huilt. u-iiii: ' " -anu- u'ciur.il de-imi. ■ •'■ \^ I-'.\ I'W-ioN ion in a -team Ti (/. X 12) / \i —ly max lie fouiul l»\ the rule. /: '=- . ,. ■ "■ , — -^ — ..^vh'^ r:- ■ ]>i>j)nO' '.'0 '.;"■■■ 'r I. the expan-ioii in inches. /. the length of tin- liiu feet, whiih is multiplied hy 12 to reduti- to indie- or ( /. 12). T ^; the tem])erature of the j)ipe when heated. / — i original tetnperaiure of the pipe. — I'oiier,: '.. ". ■Kll. vn7 RAILWAY MECHAXTCAT; EXGTXEER 215 TWENTV-INGH CRANK SHAPER . .-lia|»iii.u mailiiiif which ha- an adual >trukc of 20 '4 in. TW; ri'tiniiy l)Oc-n phutd on tlic market l»y ilic Ilcnile} Ma- oii/u- ("oni|)any. lorrinmon. ("onn. This machine ha> a >p.v.d of ram ranuiiiLi from S to 1 15 strokes per minute. The ta' ie has a top face 16 in. In- 20 in. and a side face of I0I4 in Tn 15 in., and a horizontal travel of 24'.. in. and a ver- tif. I travel of 15 in. Tlie vise is provided with a lijraduated and ha> an openini: of l.-i in. It is held to the table hy .l. A luu is ea>t on the under side of the vise t*; ijive it additional -uppori when heav\ cuts are taken. j"he tal)le has an atai)le Itottom sup[)(jrt which slides V»}i-a t iiannel-shaped lra(k so arranged as to protect it from 'thirchip.- and dirt from tln' mat him-, whidi is liable to throw die table out of alinemenl. It ha> a ])()wer c ross feed uivint: J 'US to .200 in. feed per stroke. The frame and ba.se of the machine are cast in one jjiece. .Am oil pan is provided on the inside of the base, which catches ;di the firip from the Ijearin^s and keejis the tloor surroundinij Herdey 2C-ln. Crnnk Shaper i.'H' macinm- clean. I hr bull near hub i> (ast stilid with the ■ ranie. and it i> amj)]y proportioned to with-tand all >lrain- . risini; from hea\y cut~. I'lie irank \)'u and crank |)in i)lock <• hardened and t^round on tlie wearinu' -urfaces. and the ink pin blo( k i- bii-lied with a la-t iron >leeve for the • ink pin biarinii. Ilie way> for the ram in the frame have 1 an^le of 5 in motion or idle, llu lenLrtli of the stroke mil: -hown on tlu' index. . ■. ' v.. ■; ■:; r. ;f ;/-.<* :.? v.-~..." I he < ro-- fi-ed mechani-m is oju-rated entirely at the nid' tile ( ro-- rail. .\ dial wiiii an indicator controls the amount ' r" fei-d. and it < an be varied while themachine is in motion. he liall le\cr at llu' top of thi' ram ta-tinL: throws the ivcd or out and in eitlier bound to the lu-ad " the ram b\ a -in-jle x rew. it i> pro\ ided with a mi« rom- ' i-rdial nadint: to thou'^ands of an iiuh and is provided with ] lower feed. riie madiine may l)e operated either by belt or motor drive. lien belt driven it is jirovided with a drivinii cone having ur .-teps. The driving cone shaft ha.*^ an outboard bearing the end of tlu ca-^tinc. which also forms a t^uard for the Ix'lt. The machine i>- thrown in and out of iiear b\ the long hori/(»nial lever >liown at tlie >ide of the frame, which oper- ates an e.vpandinu: friction clutch of lar^e diameter. Ihe shaper is back-ueared. whiih with the four >teps on the cone i,nves eiyht ^peeds. \\ hen motor driven, an adju-table >peed motor Qf al>out five horsepower running from 4i>0 to 1,200, r.]).m. can Ije used. The traiiMuission from the motor to the l»ower shaft is by >ilcnt chain drive. The machine has a net weight of 4,1ual de>i«:n for heavy borinti. millini? and drillinLT i> -howji in the photoi^rapU. A> will be n«»ted in I-iiZ. 1, a m<^tor is mounted on the main column for dinct motor drive and is conncc ted to a main driving -haft runninu vertically in" the main column. .\ l>oring bar. together with the necessary gearing and control is hnated rn a saddle, anci the 1 lower is transmitted from tiie vertical drive -haft or -pindle in the saddle through a pair of friction cone clutche-. Icxated at the l»ack of the -addle, which makes it acres-ible for adjustment. This machine, de-igned by the T.andis TckjI Company of, \\'a\ nesl)oro. I'a.. i- e<|ui|»jted with rapid p<»wcr traver-e, in- (le}iendent of regular feed-, that will move the colunm at right angles to the bed i)late and also move the -addle up and down on the <()lunni. The feed gearing i- all contained in. the saddle. Horizontal travel of the l»oring l)ar i- -icurc-d li\- what i- tailed a c one '.'ntrit -crew feed feature. Worm Fig. 1 — V ;ew Showing Motor Drive on Main Column. Also Independ- ent Col'.in.n with Sliding Rest tliiiadw avs have bcvn cut in the ehd of llu- lhown in l"ig-. 2 and .-i are all of the en- « lo-ed, -licling tran-mis-ion type. niotives Freight Cars Passenger Cars Domestic 29« »,2i2 572 Foreisn 4 2,050 Tr.tnl 3CJ 10.282 572 The total of 572 passenger cars includes, among other orders, 477 subway cars ordered by the Interborough Rapid Transit Company, 50 cars ordered by the Philadelphia & Reading ;;nd 41 ordered by the Southern Pacific. ARTICULATED TENDER TRUCKS A pedestal truck that has all the advantages of the co: mon pedestal truck and eliminates the wear on the pedest and journal boxes has been developed recently by the Eci omy Devices Corporation, .^0 Church street, Xew York Ci It also permits the use of the standard M. C. B. journal b I'his truck is made in two tyj)es; one is designed for p senger and fast freight service and the other for freight ;i switching service. Both are shown in the'illustrations. J journal box and pedestal wear is overcome by pivoting ; boxes to the side frame. Triple coil springs placed direc over the journal boxes suj)port the side frames and reli. them from a large amount of shocks to which they are su jected when they rest directly on the box. This design a! bring>^ a larger amount of the truck weight on spring su ports. The spring seat for the triple coil springs is a di Il- ls .1- V. \. s- id :ie lie ly ve ti- >o P- Articulated Truck for Passenger Locomotive Tenders shaped casting, which is designed to transmit the lateral thrust of the truck to the journal box and thus relieve the pin connection of the journal box yoke from undue strain. This casting has an ample bearing in the side frame and is the part that bears the most wear. A lug with a hole is cast on the ui^per c(\ge of the spring seat casting. It may l)e seen in the frame opening above the journal box. When the wheels are to be removed, a rod is passed through this hole to keep the spring seat in position in the side frame when 1 i ' 1 i n E3rr^ if . ( , WjsbLq '-^H Articulated Truck for Freight Locomotive Tenders the frame is being jacked up. To remove the wheels, tl.o frame is lifted until the spring seat is free from the joum ;1 box. The journal box yoke pin is removed and the whei s are rolled out. This journal box pin must be removed f ro n the inside, and as an additional safeguard the brake hang r must be moved in order to get the pin out of the fram • Thus, while in service, if for any reason the cotter key whi< 'i holds the pin becomes lost, the pin cannot work out of rs hole. The journal box with the yoke attached is remove! from the axle In- removing the wedge and brass from tl - journal i>ox and pulling the parts off in a horizontal dire - tion. In no case is it necessary to remove the journal b< '^ from the voke unless either become broken. April, 1917 RAILWAY MECHANICAL ENGINEER 217 The side frames are made of cast steel in channel sec- tions. The journal box yokes are also of cast steel. The trucks are designed to use either lateral motion or rigid bolsters of standard design. The passenger and fast freight t.ucks are provided with a triple elliptic spring under the lolster and have a spring plank 22 in. wide by 6 in. deep. Jhe trucks for freight and switching ser\'ice are of the same design and construction as the passenger truck with the ex- ception of the elliptical springs and the spring plank. In this case the bolste'r is supported directly on the side frames. ROD PACKING AND SWAB HOLDER The Paxton-Mitchell Company, Omaha, Neb., has made a slight change in its rod making, to insure the spring which holds the packing segments against the rod being applied in the proper manner. As shown in Fig. 1, a recess is formed Fig. 1 — Improved Type of Paxton-Mltchell Packing in the outside of the packing segments for the spring, thereby making it impossible to misapply them. The general form of segments has not been changed and they operate the same as before. It is claimed that the segments for superheater locomotives are made of a material that will stand over 1,000 deg. F., and further, that the wear on the rod is no greater than that with saturated steam packing. This company has also developed a new air-cooled swab holder that has been found to give especially good service. It is shown in Fig. 2. It is made of brass and was designed primarily for superheater locomotives where the high tem- perature is liable to destroy the lubricating qualities of tlie swab. The new holder has fins on the outside face as shown in the illustration, which increases the radiating surface and thus carries away the heat from the swab. Lugs cast on the back of the holder provide a ->^-in. air space l)etween it and the gland. This also assists in dissipating the heat. With this swab holder on a superheater Mikado locomotive it has l)een possible to keep the swab in use for two months with satisfactory results. HANNA PNEUMATIC RIVETING MA- CHINE In the illustration below is shown a new type of Hanna pneumatic riveter sold by the Vulcan Engineering Sales Company, Chicago, which is designed especially for opera- tions where the space for the stationary die is limited. The lower stake or nose is removable and can be shaped to what- ever form is best adapted to the work being handled. The mechanism is of the regulation Hanna tyj)e, which Fig. 2 — Swab Holder Designed Especially for Superheater Locomotives New Type of Hanna Riveter employes a combination of toggle and lever movements of the dies. This has the advantage of permitting a large open- ing of the dies with a gradual increase in the amount of pressure applied as the dies close until the desired amount is secured, the pressure through the remainder of the stroke remaining practically constant. As the rated maximum pressure is exerted through a relatively large space, the neces- sity for adjustment to take care of ordinary variations in rivet length, diameter of hole or thickness of plate is done away with after the machine has once been set. This machine exerts a maximum pressure of 30 tons, and 218 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 4 is adapted to driving ^i-in. rivets in structural work, or Yz- in. rivets where steam tight joints are required. It has a 12-in. reach and 12-in. gap, with a die travel of 4 in. The cylinder is 10^^ in. in diameter. The machine is intended to work with an air pressure of 100 lb. per square inch. It is designed to be suspended from a crane and can be balanced so that rivets can be driven at any angle. Vari- ous sizes are built to meet the requirements of boiler, tank and structural work. SWANSON AUTOMATIC FLANGE LUBRICATOR A number of niilroads in Colorado are now using a flange lubricator which is manufactured by the Swanson Automatic Flange Lubricator Company, Denver, Colo. The illustra- tion shows the method of application. The body of the lubri- cator is pivoted near the center to allow the feed shoes to follow the lateral movement of the wheels. The reservoir is filled at the end of each run with car oil, and the device will then require no attention over the division. The amount of oil fed is regulated by a plunger in the feed shoe, which is operated by the vibration of the wheel against it. When the engine stops the feed of oil is practically shut off. If Swanson Flange Lubricator Applied with Heater Pipes it is desired to stop the flow of oil entirely this can be done by closing a small valve near the outlet. Sediment spaces are provided in the oil passages, and these can readily be cleaned by removing plugs. A heater which utilizes steam from the air pump exhaust is provided on each lubricator. The feed .shoe is the only part which is subjected to wear, and it is claimed that the cost of replacement is very low. This device has been applied to engines of various types, and can also be used on cars if desired. \A'.AR Si'KAP. — An article in a recent issue of the Com- pressed Air Magazine calls attention in a striking manner to the vast amount of steel which is l)eing consumed in the mili- tary operations of the warring European nations. Taking the contested area in front of Verdun, and assuming that an average of a million shells per week were used by each of the opposing armies during the battle, which raged for some 30 weeks, a total of some 60,000,000 shells were thrown. On the basis of an average weight per .«;hell of 100 II)., this means that a total of 3,000,000 tons of steel were thrown upon a disputed area estimated to be about 100 sq. miles, or 64,000 acres. Therefore, an average weight of steel of about 47 tons is somewhere under the surface of each acre of ground, which may have a scrap value as high as $20 per ton. ROLLER LOCK NUT A new type of lock nut of unique construction has been placed on the market recently. It has a small roller which operates in the annular space on the outer face of the nut, be- ing held in position by a band, as shown in the illustration. This roller acts between the threads on the bolt and against the cam-shaped surface in the annular recess of the nut. It is cov- ered by a tool steel retaining ring, part of which is cut awav in the illustration to show the construction of the nut. As this nut is screwed on to the bolt, the roller will ride between the threads, offering no resistance whatever. As the nut turns in the opposite direction, however, the roller will jam in between the threads and the cam in the nut, preventing it from working off the bolt. To remove the nut, a sharp, quick twist is given the nut by an ordinary WTench. This Roller Lock Nut forces the roller over into the recess just ahead of the cam. With the roller in this recess, the nut is easily removed. .\s soon as the nut has been removed from the bolt the roller returns to its original position and the nut is ready for re- aj)plication. The principal advantages of this type of lock nut are tliat with any vibration or working in service it is free to tighten up, but cannot turn Ijack, and therefore tends to become tighter with recurring vibration. The bolt to which it is applied does not need to be any longer than one used with an ordinary nut without a washer or nut lock. This device has l)een in test service for a period of over two years. Two railroads have made extensive trials of the nut in track and on rolling stock. Tests are now in effect on the New Haven, the New Vork Central, the Centrail Railroad of New Jersey, the Pennsylvania, the Lehigh Valley and the Erie. This lock nut is manufactured by the Roller Nut LcK'k Company, New York. Kii.LKD KY Carbon Monoxidk. — An instructive case of doing things the way they ought not to be done was that of a boiler maker and his helper at Goulburn, N. S. W. Ac- cording to a report in the Australian Mining Standard, they entered the water tank of a locomotive tender through the manhole, and as the weather was cold, they took a drum of live coals with them. Some hours later both were found lying dead at the bottom of the tank, having been killed by carbon monoxide. — Tower. (Formerly the RAILWAY AGE GAZETTE, MECHANICAL EDITION tvith which the AMERICAN ENGINEER was incorporated) Pi:blished ox the First Thursday of Every Month by the SIMMOXS-BOARDMAX Pini.lSHIXG COMPANY I'.DWARD A. Simmons, President L. B. Sherman. Vice-President IIexrv I.ee, Vicc-P ,000,000, MEETINGS AND CONVENTIONS Tool Foremen's Association. — The 1917 convention of the Railway Tool Foremen's Association will be held in Chicago, August .>0 to Septeml)er 1, inclusive. Car Inspectors' and Car Foremen's Association. — The 1917 convention of the Chief Interchange Car Inspectors' and Car Foremen's Association will be held in St. Louis, Mo., September 25, 26 and 27. The June Mechanical Conventions. — At the first assign- ment of space for the Railway Supply Manufacturers' As- sociation exhibit at Atlantic City, June 13 to 20, 70,000 sq. ft. of space was assigned to 200 companies. This amount is already almost as great as the total space used last year. Several new exhibitors have taken space, a large number of regular exhibitors have enlarged their booths and the machine tool builders will have a large representation. There is, therefore, every indication that the exhibit this year will be a record -lireaker. Several important improve- ments have been made on the pier. Machinery Hall Exten- sion has had a ceiling put in it, and the north side of the Annex in front of the cottage has been fitted with glass panels. The following list gives names of secretaries, dates of next or regular meetings and places of meeting of mechanical associations: AiB Brake Association. — F. M. Nellis, Room 3014, 165 Broadway, New York City. Convention, May 1-4, 1917. Memphis, Tenn. .American Railroad Master Tinners', Coppersmiths' and Pipefitters' Association.— O. E. Schlink, 485 W. Fifth St., Peru, Ind. American Railway Master Mechanics' Association. — ^J. W. Taylor, Kar- nen Building, Chicago. Convention, June 13-15, 1917, Atlantic City, N. J. .\meri( an Railway Tool Foremen's Association. — R. D. Fletcher, Belt Railway, Chicago. Convention. August .50. 31 and September 1, 101", Hotel Sherman, Cliicajto. American Society for Testing Materiai-s. — Prof. E. Marburg, University of Pennsylvania, Philadelphia, Fa. .American Society of Mechanical Engineers. — Calvin W. Rice, 29 W. "Thirty-ninth St., New York. Association of Railway Electrical Engineers. — Joseph A. Andreucetti, C. & N, W., Room 411, C, & N. W, Station. Chicago, Car Foremen's Association of Chicago. — Aaron Kline. 841 Lawlor Ave., Chicago. Second Monday in month, except June, July and August, Hotel La Salle. Chicago. Chief Interchange Car Inspectors' and Cab Foremen's Association. — W. R. McMunn, New York Central, Albany, N. Y. Convention, September 25, 26 and 27, 1917, St. I.ouis, Mo. International Railroad Master Blacksmiths' Association, — A, L. Wood- worth, C, H. & D., Lima, Ohio. Convention. August 21, 1917, Hotel Sherman, Chicago. International Railway Fuel Association. — ^J. G. Crawford, 547 W. Jack- son Blvd., Chicago. Convention, May, 1917, Chicago. International Railway General Foremen's .Association. — William Hall, 1126 W. Broadway, Winona, Minn. Convention, September 4-7, Hotel Sherman, Chicago, 111. Master Boilermakers' Association. — Harry D. Vought, 95 Liberty St., New York. Convention. May 22-25. 1917. Richmond, Va. Master Car Builders' Association. — J. W. Taylor, Karpen Building, Chi- cago. Convention, June 18-20, 1917, Atlantic City, N. J. Master Car and Locomotive Painters' Association of U. S. and Canada. — A. P. Dane, B. & M., Readiner, Mass. Convention, September 11. 1917. Hotel La Salle. Chicago. Niagara Frontier Car Men's Association. — K. N. Frankenberger. 623 Bris- bane Building, Buffalo, N. Y. Meetings, third Wednesday in month. New York Telephone Bldg., Buffalo. N. V. Railway Storekeepers' Association. — J. P. Murphy, Box C, Collinwood, (ihio. Convention, May 21-23, 1917. Chicago, 111. Traveling Engineers' Association. — W. O. Thompson. N. Y. C. R. R., Clevflaml, f)hio. ■,"'-~-:',-im-~'i>. y^WV' E R so NsA-:l:5.M^e-n;^ n- H. R. Pennington GENERAL H. R. Pennington has recently been appointed super- visor of electrical equipment of the Rock Island Lines. H s duties in this position will cover the supervision of electridl equipment in shops and roundhouses, loco- motive headlights, car lighting and electric and gas welding equip- ment for the entire sys- tem. Mr. Pennington entered railway service on the Frisco Lines at Ft. Smith, Ark., in 1909. He was made division electrician of the Illinois division of the Rock Island Lines with headquarters at Rock Island in July. 1910. He occupied this position until May, 191.^, when he was pro- moted to the position of traveling electrical in- spector for the system, the position which he occupied at the time of his appointment above noted. Amos Wilson has been appointed supervisor of fuel serv- ice of the Delaware, Lackawanna & Western with head- quarters at Scranton, Pa., succeeding M. C. M. Hatch, re- signed. Mr. Wilson was born in England in 1875, coming to Duryea, Pa., in 1880. After graduating from the public .schools he ^^^^^^-•-. employed in and ^^^^^VS9 around the Lacka- ^' wanna coal mines, where he learned the trade of mine machin- ist. In 1899 he be- came a fireman on the Scranton division of the Delaware, Lack- awanna & Western and in 1903 was pro- moted to engincman on the same division. In February 1913, he was appointed special in- A. Wilson RAILROAD CLUB MEETINGS Qub Next Meeting Canadian .April 13, 1917 Central | May 11, 1917 Cincinnati May 8, 1917 New England I April 10, 1917 New York April 20. 1917 Pittsburgh .\pril 27, 1917 Richmond ! April 9. 1917 St. Louis April 13. 1917 South'n & S'w'rn. .Mav 19. 1917 Western ; April 16. 1917 Title of Paper Railway Operating Efficiency as Influenced by Material and Supply Accounts Lubrication of Freight Car Equipment... High Pressure Steam as Applied for Motor Car Service Railway Water Supply Wanted — .\ Box Car Steel Gondolas vs. Composite Gondolas. Author W. Symons T. J. Burns W. H. Belnap... F. O. Stanley... C. R. Knowlcs. ., .■\. M. Schrover. Wm. Oueenan. . . Secretary {ames Powell.... larry D. Vought H. Boutet Wm. Cade. Jr. . . Harry D. Vought J. B. Anderson.. F. O. Robinson.. B. W. Frauenthal A. J. Merrill Jos. W. Taylor... Address P. O. Box 7. St. Lambert, Que. 95 Liberty St., New York. 101 Carew Bldg., CincinnalS, Ohio 683 Atlantic Ave., Boston, Mass. 95 Liberty St., New York. 207 Penn Station, Pittsburgh, Pa. C. & O. Railway, Richmond, Va, Union Station, St Louis, Mo. Box 1205, Atlanta, Ga. 1112 Karpen Bldg., Chicago. III. April, 1917 RAILWAY MECHANICAL ENGINEER 221 structor in the motive power and equipment department, also having charge of progressive examinations of firemen, serv- ing in that capacity until his recent appointment as super- visor of fuel service. T. H. Hamilton*, heretofore master mechanic of the Canadian Pacific, on the Trenton division, Ontario district at Irenton, has been appointed assistant superintendent, with office at Havelock, succeeding E. J. Melrose, transferred. I. C. Hicks, master mechanic of the Atchison, Topeka & Santa Fe at San Bernardino, Cal., has been appointed me- chanical superintendent of the western district of the Eastern lines, at Topeka, Kan. F. T. Huston, general car inspector of the Pennsylvania Lines West of Pittsburgh, at Ft. Wayne, Ind., has been ap- pointed assistant engineer of motive power, with headquarters at Ft. Wayne. D. P. Kellogg, superintendent of shops of the Southern Pacific at Los Angeles, Cal., has been appointed superin- tendent of motive power at Sacramento, succeeding T. W. Younger, resigned. J. H. McGoff, mechanical superintendent of the Eastern lines of the Atchison, Topeka & Santa Fe, at Topeka, Kan., has been transferred to Fort Madison, Iowa, as mechanical superintendent of the eastern half of the Eastern lines, which have been divided into two districts. MASTER MECHANICS AND ROAD FOREMEN OF ENGINES A. G. Armstrong, master mechanic of the Arizona di- vision of the Atchison, Topeka & Santa Fe, Coast Lines, at Needles, Cal., has been transferred as master mechanic to the Los Angeles division, with headquarters at San Ber- nardino, succeeding I. C. Hicks, promoted. W. Y. Cherry, enginehouse foreman of the Pennsyl- vania Lines West of Pittsburgh at Allegheny, Pa., has been appointed master mechanic of the Grand Rapids & Indiana, with office at Grand Rapids, Mich. J. W. CuYLER, master mechanic of the Chicago, Rock Island & Pacific at Armourdale, Kan., has been transferred to Herington, Kan., as master mechanic of the Kansas di- vision, succeeding R. J. McQuade, transferred. George L. Ekmstrom has been appointed road foreman of engines on the Yellowstone division of tlie Northern Pacific, with headquarters at Glendive, Mont. F. H. Hardin has been appointed master mechanic of the Adirondack division of the New York Central, with head- quarters at Utica, N. Y., succeeding C. F. Deaner, assigned to other duties. J. J. Karibo, master mechanic of the Cleveland, Cincin- nati, Chicago & St. Louis, with office at Mattoon, 111., has been appointed master mechanic at Bellefontaine, Ohio, suc- ceeding W. J. Frauendiener, resigned. L. A. Mattimore has been appointed master mechanic of the Arizona division of the Atchison, Topeka & Santa Fe, Coast Lines, with headquarters at Needles, Cal., succeeding A. G. Armstrong, transferred. D. J. McCuAiG, general foreman of the Grand Trunk, at Ottawa, Ont., has been appointed acting master mechanic of the Ontario lines, with headquarters at Toronto, succeeding W. G. Scaly, assigned to other duties. George Moth has been appointed division master me- chanic of the Canadian Pacific, with office at Edmonton, Aha., succeeding A. E. Dales, transferred. T. H. Roomey has been made fuel supervisor of the East- em division of the Texas & Pacific, with headquarters at Marshall, Texas. F. W. Rhuark, master mechanic of the Baltimore & Ohio at Garret, Ind., has been appointed master mechanic at Cleve- land, Ohio, succeeding J. F. Gethins. A. Roesch, acting master mechanic of the Colorado & Southern, with ofiice at Denver, Colo., has been appointed master mechanic of the Atchison, Topeka & Santa Fe, with the same headquarters, succeeding J. M. Davis. A. R. Ruiter, general foreman of locomotives, Chicago, Rock Island & Pacific, at Chicago, 111., has been appointed master mechanic of the Kansas City Terminal and St. Louis divisions, with headquarters at Armourdale. Kan., succeed- ing J. W. Cuyler, transferred. J. R. Steed has been appointed assistant supervisor of fuel service of the Delaware, Lackawanna & Western, with headquarters at Scranton, Pa. CAR DEPARTMENT J. M. Borrow DALE, superintendent car department Illinois Central, with headquarters at Chicago, 111., has resigned, and the office will be abolished temporarily. SHOP AND ENGINEHOUSE G. Hickey, heretofore boiler shop foreman of the Grand Trunk at Toronto, Ont., has been appointed general fore- man at that point, succeeding E. Logan, resigned. Arthur W. McLean has been appointed general fore- man of locomotives of the Chicago, Rock Island & Pacific, at Haileyville, Okla., succeeding Samuel Tolley, resigned. J, D. MuiR, heretofore locomotive foreman of the Cana- dian Pacific at Winnipeg, Man., has been appointed gen- eral foreman of the locomotive shops, at Vancouver. B. C, succeeding G. H. Reed, superannuated. A. P. Neff, general foreman of locomotives of the South- ern Pacific at Los Angeles, Cal.. has l^een appointed superin- tendent of shops at Sacramento, Cal., succeeding O. B. Schoenky, transferred. PURCHASING AND STOREKEEPING J. A. Best has Ijeen appointed acting purchasing agent of the Atlanta & \\'est Point and the Western Railway of Alabama, with headquarters at Augusta. Ga., succeeding Robert T. Pace, relieved to devote his time to other duties. E. Langham, purchasmg agent, of the Canadian Northern for the lines west of Port Arthur at Winnipeg, Man., has been appointed general purchasing agent for the system with office at Toronto, Ont. His former position, and that of purchasing agent for the eastern lines have been abolished. Robert T. Pace, has been relieved of his duties as pur- chasing agent of the Atlanta &: West Point and the W^estem Railway of Alabama, at his own request. W. J. Stukgess, heretofore storekeeper of the Grand Trunk Pacific at Transcona, Man., has been appointed acting assistant purchasing agent at Winnipeg, Man., succeeding \. H. Mulcahey, transferred temporarily to the Imperial Munition? Board. OBITUARY Ch.arles B. Ac'KER, general car foreman of the Pittsburg, Shawmut & Northern, died at his home in St. Marv's, Pa., on F'ebruary 21, 1917. J. F. Keegan, sujierintendent of motive power of the Grand Rapids & Indiana, at Grand Rapids, Mich., died on March 9. W. C. Walz. division master mechanic of the Chicago, Burlington & Quincy at Hannibal, Mo., died at that place on March 23. 222 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 4 w^ J. N. Hansen has Ijeen elected president of the Middle- town Car C'onij)any, succeeding Arthur King, deceased. F. L. Gordon has been elected assistant to the vice-presi- dent of the .\merican Brake Shoe & Foundry Company, with headcjuarters at Chicago. Luman R. Dewey has been appointed western sales man- ager of the American Brake Shoe & Foundry Company, with headquarters at Chicago. The Titanium Alloy Manufacturing Company has moved its New York office from 15 Wall street to the Citv Investing building, 165 Broadway. Arthur King, president of the Middletown Car Company, died at his home at Middletown, Pa., on January 31 of heart disease. He was 75 years old. S. S. Shields, formerly general road foreman of the At- lantic Coast Line, has been appointed mechanical expert of the Galena Signal Oil Company. The Mott Sand Blast Manufacturing Company, Inc., of New York, will (Kcupy its new plant in the borough of Brooklyn, N. Y., about April 1. The McCord Manufacturing Company of Detroit will move its New York office from 50 Church street to room 1416 at 165 Broadway, about April 15. Marburg Brothers, Inc., manufacturers of several railway specialties, will remove its New York office from 1790 Broadway to 90 West street, on April 1. William C. Dodd, president of the National Lock Washer Company, Newark, N. J., died suddenly at his home in East Orange, N. J., on Monday morning, March 12, 1917. He was 46 years old. Mr. Dodd had been con- nected with the Nation- al Lock Washer Com- pany since 1886. He was secretary and treas- urer of the company for manv vears and sue- ceeded his father as president of the com- pany upon the death of Mr. Dodd, senior, 12 }ears ago. Henderson Weir, sec- retary of the Harlan & Hollingsworth Corpo- ration, W i 1 m i n gton, Del., died s u d d e n ly Sunday, Marh 4. Mr. Henderson had been connected with this company for about 21 years, during the major part of which perifKl he acted as manager of the car department, looking particularly after the sales end of the business. The (^ & C Company, New York, has opened a branch office in St. Louis, Mo., No. 1942 Railway Exchange build- ing, under the direction of John L. Terr}-. After March 15 the Louisville branch of the H. W. Johns- Manville Company will, be located in a new building at the corner of Fourth avenue and Guthrie street. M. B. Meyers, assistant to the vice-president of the W. C. Dodd American Manganese Steel Company, has been appointed sales manager, with headquarters at Chicago, 111. W. H. Wood has severed his connection with the Balti- more & Ohio, to enter the employ of the Comljustion Engi- neering Corporation as engineer of tests and research. L. P. Alford has resigned as editor of the American Ma- chini.st to open an office as consulting engineer, and has been succeeded by John H. Van Deventer, managing editor. William Leighton, formerly with the O'Malley-Beare \'alve Company, Chicago, has resigned to take a position with the Oxweld Railroad Service Co., Railway Exchange building, Chicago. Harlow A. Vamey has been appointed manager of the railroad department of the Paige & Jones Chemical Com- pany, of New York City, witli headquarters at Chicago. Mr. Varney was born at Spencer, la., Sep- tember 9, 1887. After leaving high school at Spencer he attended the Iowa State College at Ames, la. He began his career in the rail- way supply field with the Julian L. Yale Company in 19 7, leaving this concern in 1910 to enter the em- ploy of the National Boiler Washing Com- pany as general sales manager. After five vears with this latter company he was ap- pointed manager of the railroad department for th*^ Smith-Totman Companx. later becoming secretary and treasurer of the company. He now becomes manager of the railroad department for Paige &: Jones Company, his terri- tory covering the United States and Canada. The Burdett Oxygen Company will complete the erection of its Salt Lake City, Utah, plant on March 1. The capacity of the Los Angeles, Calif., plant has also recently been in- creased 50 per cent. James McNaughton, wlio recently resigned from the vice- presidency of the American Locomotive Company, has been appointed assistant to the president of the Eddystone Am- munition Corporation. The Independent Pneumatic Tool Company, Chicago, 111., held its annual sales convention on February 28, and March 1. The first day's meeting was held at the company's fac- tory at Aurora, 111. Alexander P. Robinson, formerly vice-president and treasurer of the Cambria Steel Company, died at his home in New Y'ork on February 16 from hardening of the arteries, aged 53 years. Frank N. Grigg, of Richmond, Va., several years repre- sentative of the Harlan & Hollingsworth Corporation in southern territory, has been elected secretary of the corpora- tion, succeeding Henderson Weir, deceased. F. Lloyd Mark, who for the past year has operated a sales engineering business in Chicago, 111., has been appointed western sales manager of the Stroh Steel-Hardening Process Company, with headquarters in the same city. E. P. Dillon, formerly assistant to manager of the rail- way and lighting department of the W'estinghouse Electric & Manufacturing Company at East Pittsburgh, has been H. A. Varney April, 1917 RAILWAY MECHANICAL ENGINEER HI W. S. Rugg appointed manager of the power division of the New York office. William T. Thompson, superintendent of the car depart- ment of the Harlan & Hollingsworth Corporation, has been made manager of the car department. Mr. Thompson has . been connected with the company for many years. The Jerome-Edwards Metallic Packing Company, Chi- cago, on March f, 1917, discontinued its offices in the Rail- way Exchange building. Its general offices are now located at the factor}', .520-328 North May street, Chicago. W. S. Rugg, formerly district manager of the New York office of the Westinghouse Electric & Manufacturing Com- pany, has been appointed manager of the railway depart- ment, with headquar- ters at East Pitts- burgh, succeeding Charles S. Cook. Mr. Rugg was born at Broadhead, Wis., and is a graduate of Cor- nell University. His connection with the Westinghouse company dates back to the early days when the com- pany had its plant at Garrison Alley in Pittsburgh. He was later transferred to the Chicago office, and in 1901 was again trans- ferred to the New York office as a special engi- neer. In 1909 he be- came district manager of the New York office, which posi- tion he has held until this time. Mr. Rugg has been promi- nently identified with the work of the American Institute of Electrical Engineers, serving for a time as one of its man- agers. Cyrus H. Loutrel, factory manager of the National Lock Washer Company, Newark, N. J., for the past six years, has been elected president of the company, to succeed the late William C. Dodd, who died suddenly March 12. C. E. White has recently been appointed Chicago branch manager of the U. S. Light & Heat Corporation, Niagara Falls, N. Y. Mr. White has for several years past been oaanager of the Detroit Battery Company of Detroit. H. A. Waldron, of the selling force of the H. W. Johns- Manville Company's general railroad department, at Chi- cago, has resigned to become sales manager of the New York office of the Stromberg Motor Devices Company. Robert L. Arms, for several years connected with the sales ■department of Manning, Maxwell & !Moore, has become asso- ciated with the Sherritt & Stoer Company, Inc., 603-604 Finance building, Philadelphia, as assistant to the general manager. At a recent meeting of the stockholders of Harrison Brothers & Co., Inc., of Philadelphia, the stockholders agreed to accept an offer made by the Du Pont Company of Wil- mington, Del., and the paint firm has become one of the Du Font's subsidiaries. Ernest H. Weigman, formerly general supervisor of master car builders' billing on the Atlantic Coast Line, with head- quarters at Wilmington, N. C, has been appointed assistant secretary of the Master Car Builders' Association, with office in the Karpcn building, Chicago. L. E. Hassman has been appointed representative in southern territory for Brown & Co., Inc., of Pittsburgh, Pa., with headquarters at New Orleans. Mr. Hassman since February, 1912, has represented the railroad department of the H. W. Johns-Manville Company in New Orleans. The De Laval Steam Turbine Company, Trenton, New Jersey, announces the opening of a district sales office in the Smith Building at Seattle, Washington, in charge of William Pullen. In addition to steam turbines, the company's prod- ucts include helical reduction gears as well as pumps and compressors of the centrifugal type. J. L. Bacon has been apix)inted mechanical representative of the Economy Devices Corporation in charge of eastern territory, with headquarters in New York. For the previous five years Mr. Bacon was employed in the mechanical de- partment of the New York Central, and leaves that company to take up his new duties. Blake C. Hooper, district sales manager of the O'Malley- Beare \'alve Company. Chicago, 111., has resigned to become the head of a department, which the Paul J. Kalman Com- pany, St. Paul, Alinn., has created to represent the Oxweld Railroad Service Company, the Boss Nut Company and the National Car Equipment Company. Chas. P. Williams, who has l)een appointed western repre- sentative at Chicago, for the railroad department of the \Vest Disinfecting Company, graduated from the Minneapolis, Minn., high school in 1893 and immediately entered railway service with the Chicago, Milwaukee & St. Paul as an ap- prentice in the locomotive department at West Milwaukee, \\'is. He entered the railway supph' business as sales engi- neer and eastern agent of the Chicago Railway Exjuipment Company, with headquarters at New York City about eight years ago. He was special representative at Chicago for the National Lock Washer Company at the time his present appointment became effective. Paul Judson Myler, whose election as president of the Canadian Westinghouse Company, Ltd., of Hamilton, On- tario, Canada, was announced last month, was bom in Pitts- burgh, April 24, 1869. He was educated in the public schools of Pittsburgh, graduating from the Pittsburgh Central High School. He began his business career as bookkeeper in a Pittsburgh produce commission house. In 1886 he entered the employ of the West- inghouse Air Brake Company as bill clerk in its Allegheny shops, and advanced rapidly through the several bookkeejMng and au- diting positions of the company. In 1896 he was appointed secre- tary' of the Westinghouse Manufacturing Company, a cor- poration then being organized with a capital of S500,000 to do a general manufacturing business in Canada, at Hamil- ton, Ontario. In 1897 he was made secretary-treasurer. In 1903 the company was reorganized as the Canadian West- ingjiouse Ccmpanv, Ltd., capital $5,000,000, to take over the Westinghouse Electric & Manufacturing Company's electric business and the air brake business of the Westinghouse Manufacturing Company. Mr. Myler was made vice-presi- dent and general manager in full charge of the Westinghouse interests in Canada. Mr. Myler is also a director in a num- ber of other financial and manufacturing companies. p. J. Myler 224 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 4 B. A. Hegeman, Jr. THE NATIONAL RAILWAY APPLIANCE COMPANY In the March Ruilxiay Mechanical Engineer announce- ment was made of the incorporation of the National Railway Appliance Company for the purpose of selling railway sup- plies, and to take over the entire railroad de- partment business of the United States Metal & Manufactur- ing Company of New York. The new com- pany has temporary offices at 165 Broad- way, New York City, but it will move about April 1 to new offices on the eighteenth floor of the building at 50 East Forty^ second street, New York. The company's offi- cers are as follows: President, B. A. Hege- man, Jr.; first vice- president, Charles C. Castle; vice-])ri.'sident and treasurer. Harold A. Hegeman; assistant to prtsidcnt, F. C. Dunham; secretary and engineer, Edward D. Hillman. The company, as noted previously, has estalj- lished a branch office in the McCormick building, Chicago, un- der the immediate management of Walter H. Evans, and a branch office in the M u n s e y building. Washington, D. C, un- der the management of J. Turner Martyn. Both managers were formerly connected with the railroad de- partment of the United States Metal & Manu- facturing Company. Mr. B. A. Hegeman, was formerly in the railroad business. He started in 1878 with the Delaware, Lacka- wanna & Western, and was at one time general manager of the Lacka- wanna Live Stock Transportation Com- pany. He left that position to go into the railway supply field as eastern sales agent of the American Car & Foundry Company, and in 1901 he was selected as the presi- dent of the United States Metal & Manu- H. a. Hegeman facturing Company, which position he has occupied for the past 16 years. Mr. Hegeman is also vice-president of the New York & North Shore Traction Company, vice-president of the Damascus C. C. Castle Jr., president of the new company F. C. Dunham Brake Beam Company of Cleveland, and president of tht Anglo- .\merican Varnish Company of Newark, N. J. In 1914 he was president of the Railway Supply Manufacturers' Association. Charles C. Castle, ^ first vice-president of the company, has been in the supply busine.ss for a long time. He was for many years vice-president of the Hildretli Varnish Company, and became associated with the United States Metal & Manufacturing Com- pany in 1910 as man- ager of the railroad department. He is vice- president of the Anglo- .\merican Varnish Company of Newark, and secretary and treas- urer of the Genesco Corporation of Rochester, and was president of the Ameri- can Electric Railway .Manufacturers' .Association in 1911. Harold A. Hegeman. vice-president and treasurer of the company, has also been coimected with the United States Metal & Manufacturing Com- pany for the past nine years as salesman, antl is well known through- out the New England territory and New York state among steam and electric rail- way officials. F. C. Dunham, as- sistant to the president, has been with the United States Metal S.- Manufacturing Com- pany for the past l.S 3'ears as special sale«- agent, and during thai |)eriod he has made a wide ac(|uaintance among railroad officials through the promotion of the sales of the Dunham hopper door device. F,dward D. Hillman, .secretary and engineer, graduated from Lehigh University in 1898, with the degree of mechan- ical engineer. He was connected with several manufacturing concerns as engineer during the next four years, entering the employ of the New York Central in February, 1902. From 1902 to 1905 he was in the motive power and rolling stock department of the New York Central, going to the electrical department in December, 1905, where he remained until Fel»ruary, 1906, when he entered the employ of the United States Metal & Manufacturing Company as mechanical en- gineer. Albert Clark Stebbins, a vice-president of the >iiles- Bemcnt-Pond Company, New York, died February 28 at his home in Plainfield, N. J., at the age of 73 years. He was born in Monson, Mass., and in the year 1865 he became an apprentice in the machine shop of Lucius W. Pond, Worces- ter, Mass. He remained with that company during its existence and with the organization of the Niles-Bement- Pond Company he was elected vice-president and manager of the Pond Works. E. D. Hillman April, 1917 RAILWAY MECHANICAL ENGINEER 225 J. Leonard Replogle, who, with his associates, recently purchased control of the Wharton Steel Company, has been elected chairman of the board. Other officials are: H. S. Endsley, president and treasurer ; I. Townsend Burden, vice- p-esident; Ernest Hillman, vice-president; H. C. Wenner, secretary, and F. B. Button, general superintendent. J. G. Piatt HUNT-SPILLER MANUFACTURING CORPORATION J. G. Piatt, sales manager of the Hunt-Spiller Manufac- turing Corporation, Boston, Mass., and Frank M. Wey- mouth, assistant to president, have been elected vice-presi- dents of the company. Mr. Piatt has been sales manager of the Hunt-Spiller Manufac- t u r i n g Corporation, Boston, Mass., since June 1, 1912. He was born at Zanesville, Ohio, February 1 1 , 1874. His parents moved to Baltimore in 1879, and he was edu- cated in the public schools of that city. He entered railway service when he was not quite 15 years of age as a messenger for the Baltimore & Ohio. In January, 1890, he became an apprentice in the locomotive de- partment of the same road, later entering the drafting room as a locomotive draftsman in 1894. On February 1, 1901, he was transferred to Newark, Ohio, as chief draftsman of the Lines West, but on December 20, 1902, he left the Balti- more & Ohio to accept the position of assist- ant to the master me- chanic of the Erie at Jersey Cit>', N. J. He was transferred to Meadville, Pa., April, 1905, as engineer of tests. On February 1, 1907, he left railway service and became master mechanic of the Franklin branch of the American Steel Foun- dries, with which com- pany he remained un- til June 1 of the same year, when he accepted a position with the Hunt-Spiller Manu- facturing Corporation as mechanical representative, later becoming sales manager, as noted above. Mr. WejTiiouth was born in Boston, Januar>', 1873, and was educated in the public schools of that city, after which time, until 1913, he held various pxjsitions in manufacturing industries. In February, 1913, he accepted the position of assistant to the president of the Hunt-Spiller Manufacturing Corporation, and will continue in that capacity, in addition to being vice-president. E. D. Kilburn, manager of the power department of the New York office of the Westinghouse Electric & Manufac- turing Company, has been appointed district manager of F. M. Weymouth this office, to succeed W. S. Rugg. Mr. Kilburn is a grad- uate of Cornell University. Immediately after leaving col- lege he became identified with the Westinghouse Electric & Manufacturing Company at East Pittsburgh. A. H. Ackerman, formerly vice-president and general man- ager of the United States Light & Heat Corporation, Niagara Falls, N. Y., and C. C. Bradford, formerly sales manager of the same company, announce the formation of the Brad- ford-Ackerman Corporation, with offices in the Forty-Second Street Building, New York, to represent various manufac- turers of railway and electrical supplies for domestic and export trade. The Dodge Manufacturing Company, Mishawaka, Ind.. announces the acquisition of properties and products of the Oneida Steel Pulley Company and the Keystone Steel Pulley Company of Oneida, N. Y. The Dodge Steel Pulley Cor- poration was formed to control the two Oneida companies and will be a subsidiary- of the Dodge Manufacturing Com- pany. The sale and distribution of products of the corpora- tion will be under the supervision of the Dodge Sales & Engineering Company, Mishawaka. Ind. The Vanadium-Alloys Steel Company, of Pittsburgh and Latrobe, Pa., announces that arrangements have been CMii- pleted whereby the following firms will represent the com- pany in the sale of its high speed steel and its alloy and carbon tool steel : E. T. Ward's Sons, Boston. Mass. ; George Nash Company, New York and Chicago; Field & Co.. Inc.. Philadelphia. A large stock of high sp)eed steel in the most generally called for sizes will be carried at the various ware- houses. These stocks are in addition to the stock carried by the Vanadium-Alloys Steel Company at its mill at Latrobe and its Pittsliurgh warehouse. The McGraw Publishing Company, Inc., and the Hill Publishing Company of New York have consolidated as the McGraw-Hill Publishing Company, Inc. The new com- pany acquires all the properties and interests of the two constituents, including the Electrical \\'orld. Electrical Merchandising, Electrical Railway Journal, The Contractor, Metallurgical and Chemical Engineering, American Ma- chini.st, Power, Engineering News, Engineering Record. Engineering and Mining Journal, and Coal Age. The En- gineering News and the Engineering Record will be con- solidated as the Engineering News-Record, with Charles Whiting Baker as editor. The officers of the new company are: James H. McGraw, president; Arthur J. Baldwin, vice-president and treasurer; E. J. Mehren, vice-president and general manager. It is said that by the consolidation the new company will be the largest engineering publishing house in the world, Frederick E. Reed, founder of two of the units of the present Reed-Prentice Company, Worcester, Mass., died at his home in Thompson, Conn., Feb. 18, after a short illness from paralytic shock. Mr. Reed, who was nearly 70 years old, had been active in machine-tool building from 17. He was first employed as a bookkeeper for the Wood & Light Machine Company, Worcester, in which his father, John Reed, had an interest. Later he became chief draftsman for the same company. In 1875 he bought the interest of Ver- non Prentice in the firm of A. F. Prentice & Co., and in 1877 became sole owner of the business which, as the F. E, Reed Company, became one of the best known manufac- turers of lathes. In after years he organized the Reed- Curtis Machine Screw Company and the Reed Foundry Company. He retired from active business in 1912. when all three of the enterprises in which he had been most prom- inent were absorbed into the Reed-Prentice Company. Mr. Reed was also heavily interested financiall} in other Worcester industries, notably the Mathews M:inufacturing Company and the Worcester Lawn Mower Company. 226 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 4 , ;-.'-:?^^.f^^^^f-5 - '■■ '■■ " -■- V.ALVES. — The Mesta Machine Company, Pittsburgh, in Bulletin D describes and illustrates the Mesta automatic plate valves (Iversen patent). I'<)\>ER Hammers. — Beaudry & Co., Inc., Boston, Mass., have recently issued a 20-page booklet 6 in. by Q in. in size, illustrating and describing the line of Beaudr\' hammers. Tube Exp.anders. — Catalogue No. 11, recently issued by A. L. Henderer's Sons, Wilmington, Del., describes and illus- trates that company's line of expanders, punches, pumps and jacks. Belt F.asteners. — The Crescent Belt Fastener Company, New York, descril^es and illustrates its devices in a pamphlet entitled "A Little Selling Talk." Crescent belt fasteners are adapted to use with all kinds of belting. Taps and Dies. — Bulletin No. 1, recently issued by the Greenfield Tap & Die Corporation, Greenfield, Mass., is en- titled "How to Measure Screw Threads." and describes the G T D thread limit gage, which the company is making for this purpose. . High Speed Steel. — The Vanadiuni-.Alloys Steel Com- pany, Pittsburgh, has issued a folder descriptive of Vasco- Marvel, a semi-high speed steel. The folder contains much information of interest, together with the high speed steel standard classification of extras adopted July 22, 1915. Gun-Crete. — The Cement Gun Construction Company, Chicago, has issued a 16-page booklet, covering the composi- tion of Gun-Crete, its application and the advantages of its use. The booklet is illustrated with photographs, showing its use in structures for rust and fire protection, in dams for waterproofing and in repairs to old and defective structures of all descriptions. R(K)F Vent and Leader Connections. — The Barrett Company, New York, has issued a 20-page l)ooklet describing the "Holt" roof connections. It contains descriptions of five types of roof connections, with illustrations and detailed drawings of each device. It also contains a drainage table, showing the size of leader outlets required for roof areas and for different slopes and roofing materials. PoRT.ABLE TotiLS. — H. B. Underwood &: Co., Philadelphia, have recently issued a catalogue covering their extensive line of portable tools. The catalogue not only shows illustra- tions of new tools, but also covers many new and interesting features which have been added to the older types. The booklet contains much useful information>^nd is of especial interest at this time because of the rapid development which has recently taken place in the design of portable tools, and also fjecause of their increased use in railway shops during the last few years. Condenser Cleaners. — Bulletin 0-2. recently issued by the Lagonda Manufacturing Company, Sj)ringfield, Ohio, contains complete descriptions of air, steam and electric driven cleaners for cleaning the small tubes of condensers, heaters, evaporators and similar apparatus. Graphic illus- trations show the existing relationship between the vacuum tind steam consumption. The bulletin is illustrated with views of Lagonda condenser cleaners at work in different types of condensers, in power plants and ice plants. A spe- cial cleaner for evaporator tubes is also described. Cochrane He.\ters. — The Harrison Safety Boiler Works, Philadelphia, has just issued catalogue No. 710, a 100-page booklet relating to the company's Cochrane heaters for steam power plants. The book takes up open feed-water heaters for atmospheric service; heaters and receivers for use with exhaust steam heating systems; valve-stack heaters (combined heater, separator and valve); metering heaters for determin- ing Ijoiler capacity' and efficiency, and heaters for use with water softeners. It is well illustrated with pictures showing the details of the heaters and the heaters in actual operation. Long Life for Wood at Low Cost. — The Barrett Com- pany, New York, has recently issued a 14-page booklet with the sub-title "Where and How to Use Barrett Carbosot;. Grade 1, Liquid Creosote Oil."' The booklet is illustrated with views, showing decay in various structures where un- treated wood was used in contact with the ground or with concrete, brick or masonry. Two pages are devoted to a description and a detail plan of a simple and inexpensive wood treating plant, and several pages to the various uses and application of creosote oil, together with the directions for using. Grinding Wheels. — The Star Corundum Wheel Com- pany. Detroit, Mich., has issued Catalogue No. 9, describ- ing the various types of grinding wheels made by that company and showing the various grinding machines for which they are adapted. The catalogue contains 98 pages, is well illustrated, and gives the list price of the various sizes and types of grinding wheels. It also contains infor- mation regarding vitrified, silicate and elastic grinding wheels, together with the uses to which these wheels should be put. Other information is given concerning the general safety requirements in handling grinding wheels, the proper grinding wheel speeds for the various sizes, the method of mounting and other information of interest to those handling grinding wheels. \\'ooD Blocks. — The Barber Asphalt Company of Phila- delphia recently issued an 18-page booklet describing its Non-X-Ude wood blocks, and illustrating their use in various kinds of service. Four pages are devoted to specifications covering the kind and grade of wood used, the size and treat- ment of blocks, the preservative used, the inspection at the works and the laying of the blocks. Several pages are de- voted to telling why the blocks do not bleed, why they are durable and why they are used in various places. The book- let contains a table showing the weights of the different size blocks under treatment varying from 12 to 20 lbs. per cu. ft., and a comparative table compiled by the United States Forest Products Laboratory showing the average absorption of oil in lb. per cu. ft., the per cent of bleeding and the per cent of increase from swelling of blocks treated with water gas as compared with other treatments. High Speed Steel. — Catalogue No. 33, recently issued l)\- the Midvale Steel Company, gives very complete informa- tion relative to the com[)anv's alloy and tool steel. The book is in five sections, dealing respectively with the following subjects: I, Midvale carbon tool steels, sj^ecial alloy tool steels, high speed steels and Steelite. II. Midvale tool steel specialties, steels for hot work, miscellaneous steels, ma- chinery steels, etc. Ill, Midvale alloy steels. IV, Forged shear Idades, forged die blocks, steel rolls, etc., and forgings. \', Tables and useful information, and curves showing critical temperatures and physical properties. Under the various sections information is given as to the characteristics of the steel, its working, the grade numliers and uses of the various temper grades, the list of brands and the purposes for which each brand is best adapted, and the list of extras, etc. The booklet contains 144 pages, and has an 18-page index. The Midvale Steel Company has also recently issued a separate booklet giving information as to Midvale high speed tool steels. This booklet has 22 pages and a number of illustrations of machines on which high speed steel is i^eing used. Volume 91 May, 1917 Xo. 5 Shop Equipment Number The June number of the Railway Me- chanical Engineer, while giving the usual attention to the various activities of the mechanical department, will be very considerably enlarged by the addition of a section re- lating especially to the more efficient and economical use of railway shop equipment and machinery. A number of spe- cial studies are being made and several special contribu- tions have been arranged for covering various improvements which are being made not only in the installation of better equipment and machine tools but also in improved methods of shop operation. A special number of this sort is of particular value at this time, when the problem of main- taining power and rolling stock is acute. The railroads have just passed through a rather severe winter and equip- ment has been worked under especially heavy pressure and the prospects are that this will not be relieved for a con- siderable time to come. Usually at this time of the year a breathing space is experienced which allows the roads to get the equipment back into first-class shape, but there is very little possibility of this being experienced during the coming months and effective measures must be taken at once to rem- edy this condition and be prepared for the still heavier traffic which will undoubtedly tax the railroads to the very limit of their capacity next fall and winter. Mechanical Conventions Postponed The Grain Car Situation Although a marked improvement in the car shortage situation has been brought about in the last few weeks, the con- ditions are still serious and it is almost certain that when the wheat crop begins to move, the west- ern roads will find it verj' difficult to obtain cars suitable for loading with grain in sufficient numbers to supply the demand. The present high price of grain makes it more important than ever to keep the loss in transit down to the minimum. Last year much difficulty was experienced in getting a supply of coopering materials. The present indications point to similar conditions this year, so it will be necessary to have cars in condition to carry grain without much special prep- aration if the situation is to be met satisfactorily. Although car builders have been working their plants at full capacity, the number of cars built for export has been very high, and for that reason the number of new cars available this year will not be much greater than in previous years. Aside from this, there is such a great demand for cars that they are not apt to be sent to the repair track until their condition is such that they are hardly fit for lading of any sort, and a smaller percentage of the total number of cars will be found suitable for grain. The combination of conditions which has l^een mentioned will undoubtedly make the grain car situation un- usually serious this year. The railroads should realize the facts and in order that they may be prepared for the great de- mand for cars, which is to be expected when the crops start to move, they should begin at once to put as many cars as possible in condition to carry grain. The Master Mechanics' and Master Car Builders" Associations, following the example of the American Railway Association, have postponed their an- nual conventions indefinitely. The Air Brake Association had gone so far with its plans that it was not advisable to call off the meeting which is being held this week at Mem- phis. Undoubtedly all of the other mechanical associations will follow the examples of the two large associations. The railways have a tremendous problem before them in taking care of the traffic which must be handled in the coming months. Nothing must be allowed to interfere with their effectiveness during this period of national crisis. While facilities of various kinds are greatly needed, it will be practically impossible to do very much in supplying them because of the scarcity of material and high prices; labor is also scarce. Wonderful results may lie accomplished, however, if all the men serving in various capacities in rail- road service will put forth their very best energies and give freely of their time and strength in serving the nation through a more economical and efficient oj^eration of the railways. Experience during the past two years and a half of war in Europe has demonstrated that the transportation system forms the ver}- backbone of the army, whether it is near the front in handling the fighting units, munition and supplies, or whether it is far away from the scene of ccm- flict, gathering together and distributing the various sup- plies upon which the nations depend for their existence. Let ever)' man in the mechanical department give of the very best that is in him. _. „ ., . As a nation, we have entered upon a The Railroads ^ . ■,■.- ^ • - j • . . great enterprise. \\ e have joined m ^ the most gigantic struggle in the his- tory of civilization to defend a great ideal — the ideal of human liberty. In many respects this will be the severest test to which we have ever been put as a nation. On our conduct in this struggle may depend our right to be considered the chief exi)onent of freedom and democracy. In this crisis every loyal .\merican citizen has a duty to perform. The importance of everyday activities as a factor in the conduct of war is evident today as never before. .\rmie> and navies are but the two clenched fists of which nations themselves are the bodies. Unless the body is healthy and normal in all its functions, the striking power of the fists will soon be impaired. That the railroads play a vital part in the normal activities of the nation hardly need be called to the attention of railroad men. Events of the past few months have brought this fact into strong relief. Appar- ently taxed to the utmost for months past and operating under handicaps, for many of which they cannot Im? held responsible, they will he called to redoubled effort to play their part in the co-ordination and concentration of the nct'on's resources upon the prosecution of the war. To the 227 228 RAILWAY MECHANICAL ENGINEER Vol.. 91, No. 5 officers and men of the mechanical department falls the task of keeping cars and locomotives in serviceable condition to move an extraordinary volume of traffic and to do this with facilities already heavily taxed. A national crisis such as we have entered upon always causes considerable excitement and some hysteria. No doubt, the duty of .some men from ever\- industry will lead to the tiring line. That those who remain may be prepared to meet the extraordinary demands which will be placed upon them, the utmost calmness is essential. The every- day tasks of the machine shop, the boiler shop, the erecting shop and the car shop must be faithfully ju-rformed and ever\- move must l)e made to count. No more patriotic duty can be performed by tlie men, tlie foremen and the officers of the mechanical department than to .see that ever>' locomo- tive and every car is in shape to meet the demand to come. This is essential if the railroads are not to fail in the per- formance of the great task before them. They must not fail! locomotive capacity, an avenue that can be easily followed. To those roads which have a large number of brick arches in service, these tests should indicate the importance of keei)ing the arches in first-class operative condition. Routing Work In Railroad Shops Locomotive Brick Arch Tests While there have l)een reports of road tests showing various degrees of econ- omy derived In the use of a l)rick arch in the firebox of a locomotive, there never have been made what might l)e called scientific tests until those which were made Ijy the I\>nnsylvania Railroad on its testing i)lant at .\ltoona. These tests, which are de- scribed elsewhere in this issue, were made under like con- ditions and show definitely the advantage a locomotive has with a Ijrick arch over the same locomotive with no arch, operating under like conditions. The results of these tests, which are distinctly favorable to the arch, would have been still more favoralile had the arch tubes in the firebox been removed with the fire l)rick when the "no arch" tests were made. It is well known that arch tul)es play an important j>art in the economy of the arch. For this reason, there- fore, the results shown by the tests may well be considered conservative. There were three important points disclosed bv these tests. First, the value of the arch as a fuel saver; second, the increase in boiler capacity made possible by the arch, and third, that even with more complete combus- tion the superheat temperature of the steam was not mate- rially increased. These tests sliow that more steam will be generated than when no arch is used. The long flameway the gases are made to travel and the mass of heated l^rick which aids the combustion of the gases are responsible for this. While thir does not mean more power in the cylinder, it does mean that the cylinders have a greater supi)ly of steam from which to draw. This greater supply, or increase in boiler capacity, may be used in either of two ways. The cylin- ders may be enlarged and the {)ower of the locomotive thus increased, or the additional supply of .steam may he used in hauling trains of the same weight at faster speeds than if no arch were used. The tests showed that the drawbar pull was greater at speeds al)ove eight miles an hour when the locomotfve was equipped with an arch, than when the arch l)ricks were removed. \t 29 miles an hour this increase in drawl^ar pull was 6.4 per cent. Terhaps the most instructive dia- gram shown in connection with the article on these tests is Fig. 5 which gives the relation between the amount of coal fired and the horsepower at the drawbar of the locomo- tive. This chart shows that with 4,000 lb. of coal fired per hour, the drawl)ar horsepower for the locomotive equipped with the arch was 16.7 per cent greater than when the loco- motive had no arch. At the higher rates of combustion, this percentage increase was not so great. When 7,000 lb. of coal was fired per hour, the increase was 11.5 per cent. This shows clearly what the arch means to the locomotive and should indicate to those roads seeking to increase their To secure the maximum output in a shop and to facilitate the work of super- vision it is essential that there be a def- inite method of handling all routine work. The problem of grouping tools to secure a satisfac- tory routing of parts is a difficult one in a railroad shop and the output is often materially reduced by faulty arrange- ment. In handling a diversified line of work, as most railroad shops did 15 or 20 years ago, when they made a large num- ber of parts for all departments of the road, it might be advisable to group machines by classes, placing lathes in one section, planers in another, milling machines in a third, and so on. There are still a great many special jobs which must be taken care of in railroad shops, but the principal work is repairing and replacing worn parts of locomotives or cars, and for such work the location of machines should be de- termined by the path which it is intended to have the parts follow from the time when they are removed until they are rejjhiced on the e(|uipment. In a locomotive shop tools should be arranged so that wheels, driving lx)xes, shoes and wedges, pistons, crossheads and the other parts to be worked on can be kept moving, as far as possible, in a direct line from the point where the locomotive is stripped to the point where it is again assembled. 1 he arrangement of too many shops has been made on a hit-or-miss plan, similar machines being grouped in one sec- tion without regard for the movements necessary in perform- ing the oj)erations on the parts which the machines handle. In all large shops one planer or shaper is kept busy prac- tically all the time finishing shoes and wedges after they have iK'en laid off, yet how many shops have a machine locat- ed convenient to the erecting pits for that purpose? The illogical and uneconomical location of machine tools is to be found in some shops which have been built quite re- cently, but for the most part it is due to the attempt to re- build or rearrange old shops to meet present demands. Some of the costliest errors in shop layouts are the results of at- tempts to make extensive additions to existing shops, still retaining the old machines in their original locations. In adding machine tools the prime consideration usually is to detemiine where the machine can l>e placed with the least trouble and expense. The cost of the extra handling wiiich this method of location makes necessary may be small for the individual parts, but repeated over and over the amount grows to such proportions that it is almost always cheaper to put the machine where it belongs in the first place, even though it necessitates considerable expense and trouble. In one locomotive shop where it had been the practice to finish the shoe and wedge fit on driving boxes on a planer, this work was transferred to a horizontal spindle milling ma- chine. This fini.shed both faces with one setting, and re- duced the cost of the operation materially. Shortly after the change was made the shop was called upon to deliver a much greater output. The machine tool equipment was suf- ficient to take care of the demand, but the crane service be- came overtaxed. The milling machine was some distance from the planer and boring mill on which the other operations on the boxes were performed and great difficulty was ex- perienced in getting driving boxes finished when they were needed. The milling machine was finally moved next to the boring mill, although this necessitated the relocation of three large machines. The congestion was at once relieved, and the desired shop output was secured without difficulty. This is an extreme case, of course, but many shops are suffering, in a minor degree, from poor machine tool grouping. May. 1917 RAILWAY MECHAXICAL ENGINEER 229 A logical arrangement of machine tools alone will not en- sure efficient and economical operation, but it is an important factor in attaining that end and deserves much study wiien changes or additions are to be made. The Railway Equipment Situation The railways of the United States and Canada in the first four months of 1917 placed orders for 1,288 locomo- tives and 29,592 freight cars as com- ]»ared with 1,315 locomotives and 45,397 freight cars in the rir^t four months of 1916. During the same four months of 1917 orders have Ijeen received from overseas for 454 locomotives and 14,550 freight cars ;is compared with 604 locomotives and 15,275 freight cars in the same period of 1Q16. It is a source of gratification that even with the ijreat uncertainty that has characterized the past few months the purchases of equipment have kept up so well to last vears exceptionall}' good records. But it is a fact that the purchasing of cars and locomo- tives is being retarded by the uncertainty- of the present situation. The railways, however, still need cars and loco- motives as much as ever. The aggregate shortage of freight cars on the railroads of the United States on April 1 as reported to the American Railway Association was 143,059. This was an increase of 12,977 over the shortage on March 1 and was not onl\- the largest reported since the present freight congestion and shortage began last September but the largest shortage e\er reported by the railroads. The American Railway As.>iociation points out that some of this shortage may re|)resent duplications, for shippers frequently file identical orders for cars with all railroads that can take duir shipments. Hut there is no reason to l)elieve that there will be much improvement in the near future. The United States, having now joined the Allies, will become more than fver tlieir bast- of supplies, and that can only mean that the railways will be called upon to carry greater shipments to the seaj)orts. What demands there will be made upon the railwa>s for troop movements does not yet appear, but if such demand should be made within the next six months or a year it will tie up cars and motive power worse than ever. The railway mechanical departments are not in a par- ticularly envialjle position under these circumstances and there is not much reason to believe that there will be im- provement until after the close of the war. For one thing. the\- are short of laljor now and will have more and more difficulty in securing labor as the new American armies are gathered together. There will be increasing demands for repairs op cars and IcKomotives, and there is not much chance under present conditions that there will be new equipment to be looked forward to. The railways are feel- ing the uncertainty of financing, and, no doubt, the demands of the government for steel and similar materials will hinder the ready building of equipment. There is no doubt, either, that the allied countries will discontinue their foreign buy- ing. There has been a lull for some time to be sure, but now comes the cable rejjort that the Russian Government niay buy 2,000 locomotives and 40,000 cars in America, iind the more substantial information that the Baldwin Loco- motive Works has recentl}- received orders for 113 more Russian engines. The car and locomotive plants may also he called upon for the manufacture of munitions. They are i'lready being called upon to build armored cars and may f\en be given orders for narrow gage cars and engines for American armies in the field. These things will certainly (ielay deliveries and they won't reduce prices. I he mechanical officers, however, need not look forward \vith feelings of fear and trepidation. They are going to be •'Me to play a big part in helping America in this war. They are and should be already setting their house in order ^w the big things to come. Every car and locomotive should be put in the top notch of efficiency or in as good condition as the present conditions will allow, for the chances of making up deferred maintenance are daily going to liecome less and less. The demands upon railway shops are going to increase immeasurable If the car and locomotive plants are to be handicapped the railway shops may have to build cars and locomotives themselves; many roads have already placed large orders for cars with their own shops. They will also be called upon to convert equipment to military uses. We may soon see them using some of that ingenuity for which the American railway man is famed in converting passenger equipment to ambulance trains, to commissary cars and what not. o .• . . Ihe mechanical departments of the Keadjustment -i ■ r ■ i T D . railroads are now facmg tremendous To Present , , .... , * , , ^ ..^. prolWems m Ijrmiimt' al>out the read- Conditions '. .- 1 • 1 111 justment ot their work which the re- cent unusual advances in the cost of lalxjr and materials have made necessar}-. During the past three years the roads have e\|)erienced unprecedented increases in the cost of nearly all of the supjilies the\- use. Furthermore, there have already l)een large increases in the wages of shopmen during the same time and, stimulated b}- the passage of the .\damson act, man\ of the employees are now demanding even more. It is inevitable that the cost of maintenance of equipment should rise ver}- materially under such conditions, but a careful study should be made at this time in order to make the increase as small as possible. At the time when the large increases in the cost of materials Ijegan, railroad mechanical men started to take energetic measures to offset them as far as possible by economy in the use of supplies. The advance in wages resulted in attempts to secure greater efficiency in the shops and the recent rise in the price of coal is now calling forth increased efforts for fuel economy. Fhe indications are that the present high prices of materials and the present high wages will continue for a considerable length of time. While up to this time much has been done to combat the individual increases, the railroads should now look at' the changes as they affect the cost of transportation in order to take the most effective steps to reduce not the individual items of expenditures, but the cost of operation as a whole. To save wages and materials wherever possible it is es- pecially important under the present conditions that the rail- roads provide sufficient equijmient in shops and engine houses. The increased cost of wages justifies greater expen- ditures for new and improved tools, for special fixtures and tor the redesigning of shops and terminals with a view to saving labor. The Ijest of facilities for reclaiming parts should also be furnished in order that the exi)enditures for new material ma\- be kept at the lowest possible figure. In sj)ite of the high cost of shop equipment and of construction at the present time, the possibilities of savings along these lines should be carefully considered. •Attention has already been called to the necessity for the mechanical department to use ever}- measure in its power to reduce fuel consumption, and it is not necessary to point out the various ways in which this can Ije accomplished. It may be that if the present high prices of fuel continue for a considerable number of years it will result in the extensive adoption of compounding combined with sujjerheating. At the present price of coal the saving in fuel would probably offset the higher cost of repairs of the compound locomotive. The Adamson law necessarily imposes a great burden on the railroads. To keep down as much as possible the amount of the increase in wages which the new schedule will cau.se it is necessary to have locomotives of high capacity. It is not enough that the locomotive be able to drag a train over the division without delays. It must have sufficient power to bring the train up to a considerable rate of speed if it is 230 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 5 to be an economical unit in the transportation system. Fur- thermore, the power must lie kept in the t>est of condition to prevent delays which will he more expensive than ever. Car department officers should appreciate the increased importance at this time of reducing the weight of cars wher- ever it can l)e done without an important sacrifice of strength. The cost of hauling dead weight is no inconsiderable item and a marked decrease in expenses can be made by judicious reduction in the weight of the cars. The possibility of saving empty haul by the use of cars adapted to various classes of lading should not be overlooked. Last and most important of all, the mechanical department officers should co-operate with the officers of other depart- ments of the railroad organization to solve the big prol)lems now confronting them in a l)road and thorough wa}- and to take such measures as will secure the highest over-all effi- ciency from the railroad system. NEW BOOKS Proceedings of the Traveling Engineer!!' Association. Illustratceri- mental stage and its commercial value has yet to l>e deter- mined. It is unfortunate, therefore, that the association should give its official approval by publication in its pro- ceedings to this product, the merit of which is still un- determined. In this particular case there is further cause for regret because of the method which this company is using in exploiting its products. P>om its circulars and advertising matter it appears to l)e more interested in in- fluencing people to buy its stock by means of extravagant theoretical claims for its product, than in developing and selling its fuel burning system. Ox\acct\lei'c Welding uiiti Ciittnif:. l!y E'. F. Willis. Bound in cloth: 180 pages: 4 in by 6 in. Illustrated. Published by P. F. Willis, 2305 Xorth Eleventh street, St. Louis, .Mo. Price 50 cents. In the introduction to this l>ook the author states that his purpose in pul^lishing it was to smooth the way for those who are starting to use the oxyacetylene process of welding and cutting. It is quite frankly the expression of the author's views on the subject, together with general information per- taining to the materials used and their production. The chapters are devoted to torches, the apparatus and its in- stallation, preparing for welding, the welding of different metals and the welding of parts which require special treat- ment. While written from the standpoint of the general welding shop operator, railroad shop men who are using the oxyacetvlene process will find in it much information of value to them. WHAT IS AN ENGINE FAILURE? Chicago, 111. 1\) THE Editor: In reply to the inquiry of "W. J." of Boston, publisiied in the March issue, asking what an engine failure is, I quote I)elow the instructions governing engine failures on one of the Western railroads: DEL.AVS TH.AT ARK EX(;INE FAILURES Delays caused at initial terminals by waiting for locomo- tives, shall be considered an engine failure, except where an engine which must be turned does not arrive at the round- house in time to be despatched and j)roperly cared for before leaving time. Delays at a terminal, at a meeting point, at a junction, or delays which are resj)onsible for delays to other traffic, caused by the locomotive breaking down, running hot, not steaming well, or by having to reduce the tonnage as a result of defects in liie locomotive, shall be considered engine fail- ures. DELAYS TH.AT ARE NOT ENGINE FAILURES If a locomotive loses time and afterwards makes it up without delaying other traffic, or being late at connecting points, no failure shall be charged. If a pas.^enger or scheduled freight is delayed by an en- gine failuie and other causes, the failure shall not be con- sidered if the locomotive makes uji more time than it lost on its own account. An engine shall not be charged with a failure if it is given excess tonnage and stalls on a hill, providing it is working and steaming well. Delays to scheduled freight trains which make them les> than 20 min. late at terminals or junction points shall not be considered failures. Delays on extra dead freight trains .shall not be con- sidered if the run is made at an average speed of greater than 10 miles per hour. A locomotive shall not be charged with a failure if it is delayed on account of its steaming badly or on account of leaking tubes where the locomotive has been held on side tracks lor other reasons thun its own defects, or where the engine has Ijcen on the road for an unreasonable length ot time such as 15 hours for a run of 100 miles. Rea.-^onable delays caused by cleaning fires and ash pans on the road shall not be considered as failures. A failure on a locomotive coming from an outside point to the .^hop for repairs shall not be considered. Where the transportation department is informed that a locomotive will not be ready until a .stated time on account of needed repairs, failure to provide that engine Ijefore the time at which it was promi.^ed, that time shall not l^e considered an engine failure. If the draft rigging on locomotives or tenders is broken on account of a sudden application of the air brakes caused b}' a Ijursting hose among the cars, or a break-in-two the acci- dent shall not be counted as a failure. Where a Uxroniotive is working and steaming well, no failure shall be charged to it when it is handling fast scbeo- uled trains under weather conditions which make it inipo^' sible to run on time. Delays caused by locomotives running out of coal am' water on account of being held l^etween coal and water sta- tions an unreasonal>le length of time, shall not be considered an engine failure. A. B. C. New Power for the Lehigh Valley Pacific Type and 2-10-2 Type Locomotives of Large Tractive Effort for Fast and Slow Freight Service THE Lehigh Valley has reduced its train-miles in freight service on the Wyoming and Seneca divisions by the addition of 30 Powerful Pacific type locomotives and forty 2-10-2 type locomotives, built by the Baldwin Locomo- tive Works. The Pacific type locomotives are used in fast freight service between Manchester, N. Y., and Coxton, Pa., which is near Pittston, a distance of 175 miles. They haul 50 loaded cars, both eastbound and westbound, and make the run in 51/2 hours. By the use of these locomotives two fast freight trains which were previously hauled by heavy 10-wheel locomotives having a tractive effort of 31,000 lb., have been consolidated. From Co.xton to Summit, N. Y., about 120 miles, there is a respects the latest design of the Lehigh Valley Mikado loco- motives, 20 of which were built in 1916. The 2-10-2 type locomotives are used in slow freight service ()etween Manchester, N. Y., and Sayre, Pa., a distance of 88 miles, with 0.4 per cent grades. These locomotives exert a tractive effort of 72,800 lb. and will haul 4,000 tons, making this run in 6^ hours. They bum a mixture of fine anthra- cite and soft coal. Each locomotive replaces two heavy Con- solidation locomotives, having a tractive effort of 36,000 lb. each. The boilers of the Mikado, Pacific and 2-10-2 t>'pes are all of the same diameter at the front end and have the same numljer and diameter of tul)es. The Mikado and the Pacific Santa Fe Type Locomotive for the Lehigh Valley steady up-grade with many curves, the gradient running as high as 0.4 per cent. From Summit there is a down-grade to \vithin seven miles of ^Linchester, where there is a steady rise with a 0.4 per cent grade 4.26 miles long. The Pacific type locomotives are also used for heavy express passenger traffic on the Wyoming division which extends between Pitts- ton and Athens, Pa., with a maximum grade of 0.2 per cent, i hese locomotives are among the most powerful of their type, exerting a tractive effort of 48,700 lb., or 55 per cent greater than the tractive effort of the 10-wheel locomotives which they replace. They are designed for burning bituminous < oal and differ in this respect from the greater part of the motive power on the Lehigh Valley. They resemble in many type locomotives have tubes 17 ft. 6 in. long, while the 2-10-2 type engines have tubes 21 ft. long. The fireboxes of the Slikado and Pacific type locomotives are different, in that the Mikado locomotives use a mixture of anthracite and soft coal and have 100 sq. ft. of grate area, as compared with 75 sq. ft. grate area for the Pacifies, which use soft coal. Both the 2-10-2 and the Pacific type locomotives have combustion chambers. That in the 2-10-2 is 60 in. long and that in the Pacific type is 48 in. long. The boilers for both the Pacific and the 2-10-2 type loco- motives have a conical ring in the middle course, which in- creases the outside diameter from 83^ in. to 94 "g in. The seam of the smokebox ring is welded along the top center line 231 2M) K\ll.\\\^ MKniAMLAi. i:.\<.im:kr \oi.. 91, X... to 1)0 an rioiK.init.il unit in tlir tran>|tortati()n >\ -ttin. I iir- tlicrniun-. the |«»\\it inu-t \tv kt-pt in tlu- liot of londition to prt-wiit lVi >1i(ju1(I appn-j iatc tin- inrna-rd inijM)rtai)ir at tlii> tinu- of n-diu iny tlir wriu'lil of lar- uIkt- fVLT it airilui' of >trrniitli. Ilk' K>»t of liaulini; dead wriiilii i> no iimmsidiTaMc itiin and a marked di'trcas*- in i>\pfnsi> lan l»r niadi' l)\ judii inu- trduition in ilu- \\i'ii,du of ili«tar>. I lie po,-«-«il)iIity of -avinu tmpty haul l'\ tiu- u.-r of < ar> adapted to variou- < Ia-:-i> of hulinu >Iioiild not ho overlookctl. La*t and in<.»t iinp<;rtant of all. tlu- inn li.ini< al dhould (o-o|Hr.itr with tin- (ilYitir- of other (h|iarl nients of the railroad oryani/ation to -olve tlu' hiu' prol.Kni- now ( <:nfri;ntinu tlum in a broad and thoriiiu'li wa\ and to lake -u« h niea-ure^ a> will seen re the hi.uhe-t ovir-all elVi- .rit>nr\ troni the railroad >vstcm. .. " . ■ — ^■,.,, .,^ , ^■'- ;-.,'/■■: ':':.. NKW BOOKS > • I'^tn.iffiU'HXi- of i'lii/.c /-".iMiU'i'' <' ,'f>.li«lu-(1 liv ilif .-o.nij.ti'in. \V. ( >. ^■i: '; ' '. 'J'hoin'|>-<>u, SfcVftJtrv.'N'rvv Y.nk < \'iil|i:!l l.ilKS, < '!« vi-Iiimi. * >liii>. rile I'ronidiim^ of the I'ravelinii I'.n^ineir^" (oineiition. uhiih \va> held in the Hittel Sherman, (hitauo. <)etolKr _M. 25. 2(> and 21. l">lo. i ontain> papir-> and di~eu~-ion- on tlit- follow ill!:; -ul>ieit>: I'he llfft-tt of Meihanieal IMat iim of I- uel Ml l,o(omoti\( l- ir'l.o\i'< on tlu- ( o^t ot ()peration; Advantai,'e> of Siiperheater>. liriik .\n he> and Other .Modern .\p|tlianee> on l.arye l.oeciiiotive-: DiftMultie- A» eonipaiiyini^ tlu- Elimination of Di-n-e Hhu k .*^moke; Reeomim-nded l*raiti»e in tlu .Make-lj) and Handlinii of .NfodiTn l-'ri-ii^ht I rain> on hoth Level and Steep (Jrades to Prevent Damam- to Draft (Jear; A<--ii:nment of I'ouir from the Standpoint of l-".ft'u ieiit .Serviee and l-",i tmomv in 1- uel and Maintenanei'. and Hou He>t to I'.dueate the Road l-Oreniaii. tlie Kni^iiu'i-r and the Fireman. In ((imieition with tlu- remark-" on lirinir with powS of the |iro« eedint;>. i on^ideraliK- wa- >aitl in exploitation of the Pow-dered ("oal I'.nninierin'j &: K<|uipment (dmpan\"> "( arhuri/ation" |)nm'-*. Wliili- the hurninii of powdered • oal i> ft'a.-»ild(- and lia> ht-eii in >ui » e»- ful u>t- for a numlier of \ears in metallur^it .d furnaee*. the aj»paratu> of this ]>artieular t<»mpanv i- ~till in the experi- mental .-taire and it> eommi-n ial value ha> \et to l>e d< ti-r niined. It i^ unfortunate, tlu-refore. that the a.-«MK i.itioii >li prixlud. the merit of whiih i- -till un- determined. Ill tlii- particular easi- tlu-re i> further ( au-i for rei^ret l pHnkut-. I- nun it- ( ireular- and adverti-inu matter ii .ip|iear> to Ik- mere inti-re-t(-d in in lluoiu inu Jieoph- to huy its sttnk hy nn-an> of i\lr.i\aLiani theoretieal i laim- for it- produtt. than in dtvelopiiiL' and .^elliiiL' it- fut I hurninu' -\>tcni. m 'if a 11 r' l i " i .^ ii\- I'. I- Willi. f^'rra,(^yt,'^if l^t'JMtii: iit: I L ■■ I . IJ\- I'. I- Willi-. i:..iiii.l in il..th: 1)^0 f.OV«.-i 4 iiv V ♦». '»'• niii-M;ite-c|. l"iiMislu. Si 1 "iti,. M.. I'ri. 1 ^11 1 1I1I-. In the intruduttioii to thi- l>ook tlu- author -tale- that his pur]>ose in pul)li>hin'4 it wa- to -m(M)th tlu- way for those who are -larlim; to u-e the ox\a< t'tylem proee-s of wildini; and iUttiniT. It i- <|uite frankly the e\pn--ion of the author's view- on the -ul>jet 1 AVS !TI\I \kl I VCIVI: "FATI.fl^FS ■':'•/.. •■ I)c-la\- c.iu-id .il initi.d U-rm nal- l>y waitiiiL; t'or loc in •(». livi--. -hall in- (on-iderecj an enuiiie failure, except where .ii. eiiiiine whi-li iiiii-i lie turned doc- not arrive at the rou; (]- hou-c- ill linic- lo t'c de-[ialchc-d and properly eared for licf irt leaviiiL' lime-. l)ela\- .ti .1 ti-rminal. at a nieetinij po'iu. at a junction or delav> which .ire re-pon-ihle for dc-lays to other tra ;ii caii-c-d i»y tlu- locomotive KriakinL; down, runninti hot. .<,: -te.iininii well, or i»y havinii lo icdiuc- the tonnaue as a n u: of (ieleii- in iIk' Kicumotixc. shall he coii-ideri-il eniiiiie fil ure-. - DII.Wn III\I mm \.r| I \(.l\!v lAII.fkKS ■ • •■'■ If .1 lo((;moiivc- lo-e- lime and afterward- make-- it u; without dc-lavinir otlu r traffic, or heini^ late- at connciMii. pc»int-. n;> failure -Ii.ill lie eiiarue-d. . If a p.i--e-ni:c-r or -» iieduled freiuht is delayed liy an ■ n uine failuie ami other tau-e-. the failure shall not l»e cnii -idired if tlu Icctiinoiive- make- u|i more time th.in it lo-t <.ii it- own aceouni. ... ..:..::■■ ■:■;,;;-.;•■. .\ii limine -h.all not he- diarized with a failitre if it is «jivc'n exee--- toiiii.iue ,uid -taJU oil .i hill, providing it is workin.: .iiid -icamin'4 well. '.■""..'..•'..;■•. • . IVhiV- to -thcdulc-d freight train- which make tliem K- ill. Ill -?<• mill, late .11 tc-nnin.il- or iuiiition jioints -hall n> '. I.c- c on-idered f.iiluri--. I)ela\- on e-\tr.i dead freight train- -^hall not he mn- -idc-red if tlu run i- m.ide at an ave-raue -|iec-d of greater than 111 mile- per hour. .\ 1(,< emotive- -hall not lie eharced with a failure if it i- (lelayed on account of it- -teamini; hadly or on aceouni e- wiu re the- locomotive has heen held on -mK ira' k> lor other ria-oii- than it- own defect-, or where the cii'^inc- ha- heen on tlu- road for an unreaxHiahlc lenutli ft liire -ui h as 1 .> hour- for a run of KM) niiles. Pt a-oii.il)Ie delay- c au-cd hy < icaiiini,' tire- and ash jian- cii the load -h.dl not l>c- < tin-idercd a- failures. .\ f.iilure on a locomotive cctinini; from an outside poin; t" till- -hop for repair- -hall not !«■ eoii-idere-d. Where- the transportation dc-partnu-nt is informed tli ; ■ loc (. motive- will not he ready until a -t.ited time on acccaiii' "t nc-eded repair-, failure to jmivide that enuine U^fore the tniu ai whiili il wa- pmini-cd. that time- -hall not. Ik-, (oiisidi rcil an cimine failure. ' >--' ■'■ ' .-. • ' ' -■'•^*' .^./ •-;, If the draft ri'.;^im: on h <-omotivcs or tenders is hrokoi' <•" .u count of 1 -iiddcii application of the air brakes causcci 1'.^ I i.ur-lin'4 iii;-e anvnu tlu- car-, or a lireak-in-lwo the :i''<'' dent -hall not he counted as a failure. '.K' ' ■" ■" \\ lure .1 h.eoniotive i- working and steamint^ well ' failure -hall \>r .harmed to it wlu-n il i- handling fast .-c ei' uled train- undi-r weather condition- which make it in^ '^^ -il'le to run on tinv. l)ela\s cau-ed hy locomotive- runninu out of coal -iD'' wider on account of heinij held between coal and water -ta licit- an iiiiria-onai'lc- lenu'th of time, shall not be c on.^id red •in enijine f.iilure. A. B. ^ • New Power for the Lehigh Valley Pacific Type and 2-10-2 Type Locomotives of Large Tractive Effort for Fast and Slow Freight Service TU]\ Lehigh Valley ha> reduad its train-niiks in frt-isihi stTvice on tlie W'voniinu and Sentra divi>i()ns l»\ tin addition of SO PowiTful I'acifu tvpr Ich oniotivi^ and forty 2-10-2 t\|>c" locomotives, built Ia llie Baldwin l.otonio- tivc Works. ..;,;. , .;.-..-•>:: Tilt- I'ai ific ty|)o Uxomotivc? are used in fast frciirht ?erviee iK'tween Maiuhester, X. V., and ("oxlon. I'a.. which is near l*Lttston. a distance of 175 miles. Ihey haul 5(i loaded car-. Koth castl)ound and westliound. and make the run in 5 ' _> liours. liy the use of these ItKomotive- two I'ast freiizht tra'n> V liich Wen previously hauled iiy heavy lO-wlR'tl locomol.vt- havini; a tractive effort of .>1.(H)(( Ih.. havi' l.een const ilidated. 1 rfim(o\t(.'n to Summit. X. \ .. alioiu 12(i mile.-, therein a re>|iict> the latest desiijn of the Ltliiiih ValU\ Mikado Uxo-^ m<)tivt>. 2(» of whi< h weii' Iiuilt in IVU). I he 2-10-2 tyj)e locomotives are used in -low freijiht serxice iictwiin Manchester. X. V.. and Sa\re, l*a.. a di>tancc of 6S mile>. with 0.4 per cent ijrades. 'l"he>e KKomotives exert a traclivr tffort of 72.N()0 ]\>. and will haul 4.000 tons, making this run in (>' _> hours. They l»urn a mixture <)f t'me anthra- cite and soft coal. Kach hwomotive ri[ daces two heavy Con- solidation locomotives, havinii a tractive effort f>i .^6.(M»0 ]\>. eai h. The lioiler- of the Mikad(». raufu anp«- .ire all of the sianie diameter at the front md and li.iw tlif -an>e; lunnl vv .md diameter of tul>es. I he Mikado and tin- r.Mitic Santa Fe Type Locomotive for the Lehigh Valley t-ady up-uradi' with inan\ aiiw-. ihr uradiint luniiiu': a- i'^h as 0.4 p( r t int. 1 rem .Summit there i^ a dowii-u'rade e; itliin >rvcii miles of Manchester, where tlicrc is a -tcaciv H' with a 0.4 pi-r cc-nl lirade 4.2o mile- lonii. 1 he I'acitiv pe locomotives are also used for heavy e.Xjtres- |ia--ent:i.r aftic on the Wyomint; division wiiich extends lictwccii I'iit-- 'it and -Vthens. Ta.. with a maximum urade of 0.2 per cent, hese locomotives are amoni: tlie mo>t powerful of their 1} po. crtinir a tractive effort of 4.S.700 Ih.. or .^5 per cent greater lan the tractive effort of the lo-uluel loconiotivis whiiii ley replace. They are de-iu'ned for tiurninii hituminou- •al and differ in this respect from the- L'reater part of tlu totive pctwcr on the I.eliiuh \ allew I he\' rc>emliU- in man\ . t\pc- 1(.( (;m< live- iiavi-tulie- 17 i'l. o in. 1«iiil'. while tin- _' 10-2 l\pc- engine- have' tulic- 21 ft. lonii. Ilu- hreUoxe- of ilie Mikado and Pai itu type- Imomotives art- diflcri-nt. in that the Mikado locomotive- um' .i mixture of anthracite and -oft Kial .md have- lOO -«|. ft. of grate area. a> ee)m|iarecl with 75 -i|. fl. i:r;ite area for thi i'acitks. which u-c- soft coal, liotii tilt 2 10-2 and the Pacilic type liHomotives have comiiustion (h.imlier-. ri4at in the 2-10-2 i- OO in. loni: and that in the I'ae itu type is 4.S in. long. The hoiler- for i>oth the i'aeitic and the 2-lo 2 t\|K' lo*.. motive- have a conical ring in the middle tour>e. which in- i rea-es the cHit-ide diameter from N.> V4 in. to <>4^s in. I hc .-eam of the smoke! M>.\ ring i> welded along the- top » enter line 232 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 5 TT .JL m > o « > o E o o o a. >» I- o a. u <0 c (« c > u -/i-^/^ May, 1917 RAILWAY MECHANICAL ENGINEER 233 of the boiler. The first ring has a diamond longitudinal seam on the left side center, the conical ring has a diamond longitudinal seam at the top center and the last course has a longitudinal seam on the left side just under the dome flange. The thickness of the first ring is ^ in. and of the second and third rings 13/16 in. The front tube sheet is ^ in. thick and the back tube sheet 3^ in. thick. A dash plate, which also supports the steam pipe, is located in the middle course of the boiler. It is 12 in. wide by ^ in. thick. One of the interesting points in the construction of both types of these locomotives is the fact that all the seams in the firebox, including those in the combustion chaml>er, are welded. The side and crown sheets are in one piece, being ^ in. thick. The door sheet is ^ in. thick. Tate flexible staybolts are used extensively throughout the firel30x in both locomotives. In the Pacific type locomotives there are AS 13^-in. Tate expansion stays, 420 rigid \y^-\n. radial stays, 1,534 1-in. Tate flexible staybolts and 537 1-in. rigid staybolts. In the 2-10-2 type locomotives there are 56 13^-in. Tate expansion stays, 546 l^^-ii^-. rigid radial stays, 1,820 1-in. Tate flexible staybolts and 491 1-in. rigid stay- bolts. In the Pacific type locomotives all the stays in the combustion chamber below and including row 1' are flexi- ble, as are the first four rows of the crown stavs. All the Piston for Lehigh Valley Locomotive Staybolts in the sides are flexible up to and including row B. All the staybolts in the throat are flexible. Super- heaters, brick arches and Street mechanical stokers are used in both types of locomotives. The firedoor opening is 14 in. by 26 in. and is welded the same as the other seams in the firebox, and they are equipped with pneumatically o|)er- ated firedoors. The reciprocating parts are made of special steel to reduce their weight. The piston heads are made of rolled steel of light section, being 1 in. thick at the piston rod hub and 11/16 in. thick at the outside of the web. Hunt-Spiller bull rings are held in place on the piston head by a retaining ring which is welded to the piston head. The packing rings are also of Hunt-Spiller metal. Hollow extended piston rods of Nikrome steel are used. They are held in the piston head by one nut which is provided with a special type of nut lock. This nut lock is made from a disk 5/16 in. thick in the body and y% in. thick at the circumference. After the nut has been drawn up tight, this disk is cut and bent over on to the faces of the nut, as indicated in the illustration. These nut locks are made of dead soft steel and are not used mwe than once. Three J/4-in. dowels set in the hub of the piston head keep the nut lock disk from turning. The crank-pins, con- necting rods and stub straps are also made of Nikrome steel. The cylinders are bushed, and are designed with outside steam pipe connections, and with exhaust passages of liberal 234 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 5 cross sectional area, free from abrupt bends. The steam chests are fitted with vacuum relief valves. When drifting, saturated steam may be admitted to the cylinders through a small pipe which leads from a shut-off valve tapped into the steam turret. This pipe is provided with a line valve con- veniently placed in the cab. The Walschaert valve gear is used on 20 of the Pacific locomotives and the Baker valve gear is used on the remain- PotvB 2S4, 2'^'Tubes 4S. Sk' Flues booooooooooooo ^° lOOOOOOOOOO o o o o o o o o o oj Section Through the Firebox of the Pacific Type Locomotive ing ten. The Ragonnet power reverse mechanism is applied. The valves are set with a travel of 6 in. and a lead of 5/16 in. The steam lap is 1 3/16 in., and the e.xhaust clearance is 3^8 in. Thirty of the 2-10-2 locomotives are fitted with the Walschaert valve gear, while the remaining ten have the Baker valve gear. The piston valves interchange with those Baldwin Mikado type locomotives built for the The reciprocating parts are similar in design Pacific type locomotives. The following general dimensions and ratios for both t}'pes General Data iyi'e 4-6-2 Service Fast freight and heavy passenger ' Soft coal Fuel Tractive effort Weight in working order Weight on drivers Weight on leading truck Weight on trailing truck Weight of engine and tender working order Wheel base, driving Wheel base, total Wheel base, engine and tender... 48,700 lb. 301,500 lb. 197,200 lb. 51,000 lb. 53,300 lb. 458,700 lb. 13 ft 8 in. 36 ft. 1 in. 68 ft. 10J< in. Ratios Weight on drivers — tractive effort 3.9 Total weight -j- tractive effort 6.2 Tractive effort X diam. drivers -> equivalent heating surface* 639.2 Equivalent heating surface* -r- grate area 74.3 Firebox heating surface -=- equiv- alent heating surface,* per cent. . 6.6 Weight on drivers -r- equivalent heating surface* 34.5 Total weight -f- equivalent heating surface* 54.1 Volume both cylinders 18.6 cu. ft. Equivalent heating surface* -r- vol. cylinders 300.6 Grate area -r- vol. cylinders 4.0 Cylinders Diameter and stroke 27 in Vahes Kind Diameter Greatest travel Wheels Driving, diameter over tires Driving, thicknes of tires Driving journals, main diameter and length Driving journals, front, diameter and length Driving journals, others, diameter and length 11 in. by 14 in. Engine truck wheels, diameter 33 in. Engine truck, journals 7 in. by 12 in. Trailirg truck wheels, diameter.... 51 in. Trr.ilinK truck, journals 9 in. by 14 in. Lehigh Valley. to those of the is a list of the of locomotives: 2-10-2 Freight Hard and soft coal nii.xed 72.800 lb. 370,000 lb. 289,000 lb. 29,000 lb. 52,000 lb. 540,000 lb. 22 ft. 6 in. 41 ft. 8 in. 74 ft. 6 in. 4.0 5.1 685.0 66.9 6.6 43.2 55.3 ^4.5 cu. ft. 273. 4.1 by 28 in. 29 in. by 32 in. Piston 14 in. 6 in. 73 in. iVi in. 13 in. by 20 in. Boiler .^tyle Conical Working pressure 205 lb. per sq. Outside diameter of first rinis 83 -^4 in. l-irei)ox, length and width (ins.)... 120A by 90 Tubes, luiniber and outside diameter 254, 2'/i in. Flues, number and outside diameter 45, S'A in. Tubes and flues, length 17 ft. 6 in. Mc.''tinK surface, tubes and flues.... 3.734 sq. ft. Heating surface, firebox 369 sq. ft. Ileatinu surface, total 4.103 sq. ft. .Sui>erhfatcr lieating surface 980 sq. ft. in. Piston 14 in. 6 in. 63 in. 3H in. 13 in. by 20 in. 11 in by 20 in. 11 in. by 14 in. 33 in. 7 in. by 12 in. 51 in. 9 in. by 14 in. Wagon-top 200 lb. 83}^ in. 126yi by 114;4 254, 254 in. *5, S'A in. 21 ft. 4.485 sq. ft. 438 sq. ft. 4,923 sq. ft. 1,179 sq. ft. ■i-H' Boiler for Lehigh Valley Pacific Type Locomotives of the Pacific type locomotives, and the valve setting is the same, except that in the 2-10-2 locomotives the exhaust clearance is reduced from % in. to 1/32 in. The Economy front truck is used in the 2-10-2 design, in combination with the Economy lateral motion front driving- box. The rear truck is of the Rushton type, with inside journals. This design of truck has been applied to all the Equivalent heating surface* 5.573 sq. ft. Grate area 75 sq. ft. Tender Weight 157.200 lb. Wheels, diameter 36 in. Journals, diameter and length 554 in. by 10 in. Water capacity 8,000 gal. Coal capacity 12^ tons 6.691.5 sq. ft. 100 sq. ft. 170,000 lb. 36 in. 6 in. bv 11 in. 9.000 gal. 15 tons * Equivalent heating surface — total evaporative heating surface + 1.5 times the superherting surface. Locomotive Brick Arch Tests Comparative Test Plant Results Show That Brick Arches Increase Drawbar Horsepower From 12 to 16 Per Gent THE importance of the brick arch to locomotive operation was never made more apparent than by the extensive tests recently conducted on the locomotive test plant of the Pennsylvania Railroad, the results of which are pub- lished in its Bulletin No. 30.* While numerous road tests have been made on different railroads showing a saving of fuel, an increase in boiler capacity and a reduction in smoke by the use of the brick arch, there has nowhere been available as complete and definite information regarding the advantages of the brick arch on modem locomotives as contained in this bulletin. The tests were made on a Mikado locomotive (Class Lis) of the following general dimensions: Weight in working order 320,700 lb. Weight on drivers 240,200 lb. Cylinders (diameter and stroke) 21 in. by 30 in. Driving wheel diameter 62 in. Heating surface, tubes (water side) 3,713.8 sq. ft. Heating surface, tubes (fire side) 3,372.0 sq. ft. Heating surface, firebox (fire side) 305.97 sq. ft. Heating surface, superheater (fire side) 1 ,233.24 sq. ft. i / r- J 0,000 i / / k sz.ooo t 1 i f /< 1 i WitbArch^ y / 48,000 I , li / / r i 1 "SI 1 1 i A ^ 1 ; / 7 WifhoofArch « ■ • / J /y ■ K 36.000 // / / 1 I ' k ZB.OOO 1 w * 1 '' 24. 000 y 1 r /' ZO.OOO / « 1 1 zooo leooo 4000 6000 aooo 10000 sooo I4000 Dry Coal Fired. Pounds Per Hour. Fig. 1 — Coal Fired and Water Evaporated Heating surface, total (fire side) 4.911.21 sq. ft. Grate ai ea 70.27 sq. ft. Boiler pressure 205 lb. Small tubes, number and diameter 236 — 2Vx in. Large tubes, number and diameter 40^5^ in. Tube length 18 ft. 11 in. Ratios Total heating surface -r- grate area 69.00 Fire area through tubes -f- grate area 0.12 Firel)ox heating surface H- ^rate area 4.35 Tube heating surface -^ firebcv heatiiiR surface 1 1.02 Five tests were made with a Security sectional brick arch in the firebox and six were made with the arch brick removed to show the evaporative range of the locomotive in both cases. Of the five arch tests, two were made at a speed of 14.5 m. p. h., one with a 30 per cent cut-off and the other with a 50 per cent cut-off; two were made at 21.7 m.p.h., one • Copyright, 1917, by the Pennsylvania Railroad Company. with a 50 per cent cut-off and the other with a 60 per cent cut-off, and one was made at 28.9 m.p.h. with a 65 per cent cut-off. In the tests without the arch the same program was followed with the addition of a test at 28.9 m.p.h. with a 60 per cent cut-off. The brick arch was supported on four water tubes, 3 in. in diameter. It extended 6 ft. 4 in. from the tube sheet, or to a point 4 ft. 4-54 i"- from the rear water leg of the firebox. The minimum distance between the crown sheet and the top of the arch was 20^4 in. \\'hile the tests were made to determine the effect of the brick arch on the boiler, the engine and the locomotive itself, no consideration was given the arch tubes, which were left in the firebox for both sets of tests. This must be kept in mind throughout the following discussion as it has been demonstrated that the arch tubes play no small part in the increase in efficiency attributed to the brick arch. Other experimenters have found that the arch tubes alone by their added heating surface and the increased circulation of the water are responsible for a saving in the lx)iler efficiency of approximately one per cent per tube. The advantages shown for the brick arch in these tests would undoubtedly have been greater had the arch tubes been removed with the bricks in the "no arch" tests. All of the tests were fired by hand with Jamison coal, which had passed over a screen having 1'^ in. openings and both series of tests were fired with coal from the same car. This is a Pennsylvania high volatile bituminous coal from the Latrobe region, Pittsburgh vein and, except in l>eing screened instead of run of mine, it is fairly representative of the coal used in freight service on Pennsylvania locomo- tives. An approximate analysis of coal used in the tests follows : Fixed carbon, i>er cent 54.00 Volatile matter, per cent 31.00 Moisture, per cent 0.92 Ash, per cent 14.08 Total - ........ ..... 100.00 Sulphur, separately, per cent i .......... . .1.14 I'aloritic value, 15. t. u. inr Ih. of comlnistiblc 1 5,258 Calorific vahu', U.t.n. per lb. of dry coal 1 3.088 The fact that the fuel used was not run of mine is another feature which should be considered, especially from the fuel consumption standpoint. With run of mine coal and no arch there is a loss of fuel because of a certain percentage of the fine particles passing out through the tul)es unconsumed. With the arch a large proportion of these particles will doul)t- less be consumed during their passage over the brick work. noiLER I'ERFORM.AXCK From the standjwint of the boiler, the tests show that with the arch there was an appreciable increase in the draft, es- pecially at the high rates of combustion; that there was an increase in firebox and smokebox temperatures; an increase in evaporation at all rates of combustion; a decrease in smoke density; an improved equivalent evaporation per pound of dry coal and a material increase in boiler efficiency. Dra^t. — The nozzle used was common to Pennsylvania practice. It had four projections which might l>e considered partial bridges and its area was equivalent to a round nozzle of 7 in. diameter. Draft readings were taken in the ashpan, the firebox and both l)ack of and in front of the diaphragm. The arch had but little effect on the draft in the ash pan, but the difference in the firebox was noticeable. At the dia- phragm the difference was still more pronounced, being 25 per cent greater in front of the diaphragm and 30 per cent 235 236 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 5 greater back of the diaphragm when the rate of firing was 100 lb. of dry coal per square foot of grate per hour. The reason for this increase is due to the longer path for the products of combustion when the arch is used. It was also found that the draft was increased at all rates of equivalent evaporation per square foot of heating surface. Firebox and Smokebox Temperatures. — The temperature in the firebox varied between 2,363 and 2,820 deg. F. with the arch and between 2,050 and 2,610 deg. F. without the arch for the different rates of combustion. Through the average rates of fuel combustion, the increase in firebox tem- perature due to the arch was 100 deg. F. This difference for the smokebox was about 30 deg. F. The smokebox tempera- ture varied from 456 to 609 deg. F. with the arch and 426 to 529 deg. F. without the arch. Evaporation. — Fig. 1 shows how the arch increases the amount of water evaporated for all rates of combustion. At combustion rates between 4,000 and 6,000 lb. of dry coal per hour, the percentage increase in evaporation is nine per cent. Had the arch tubes been removed and run of mine coal used instead of screened lump, this difference would have been greater. There is shown in this chart a point corres- ponding to a fuel rate of 13.000 lb. an hour. This was made I 14 IZ \ k Ai. JO -» 8 - I- r " ■ T ■ ' ■ T 1 1 ; \ \ 1 1 \ ■ '. 1 1 m 1 ^hA tA i^-' f>i 1 ^ o^ \ w r ^^. ■^ ,^^ 1 WithoufAKh\ ^ *^ ^1v ! 1 1 i X 1 A . 1 1 ^ 1 ! 1 1 X 1 1 I i ' t ' ■ ■ — A - ' \ - \ \ ! Fig. 2 4 6 3/0/2/4/6 /a Equiyale/tf EyaporaHon, Pounds f^rHovrf^r Sq. F^. o-f HeaHr70 Surface . 2 — Rate of Evaporation and Evaporation per Pound of Coal in test 5,015, the data for which is shown in the table. Dur- ing this tfst the locomotive was driven far l)eyond its true or normal capacity without an arch; in other words the fuel was fired at such a rate that the efficiency of combustion fell off greatly. It i.s interesting to observe tliat the locomotive evaporated 54,000 11>. of water per hour at a fuel rate of about 8,000 11). with the arch, while without the arch a fuel rate of 13,000 lb. was required to evaporate the same amount of water. It will be seen that at this high rate of combustion in the no arch test, it was only possible to maintain a boiler pressure of 185 lb., that only 4.1 lb. of water was evaporated per lb. of dn,' fuel, that the l)oiler efficiency was only 40.6 per cent, that 76 per cent smoke was produced and that 5.4 lb. of fuel was required per drawbar horsepower. This is again shown in Fig. 5, which gives the amount of coal fired per drawbar horsepower. By referring the data to an etjuivalent evaporation from and at 212 deg. basis, the results show a saving for the arch of from six to ten per cent as the firing rate is increased from minimum to maximum. By plotting the equivalent evapora- tion of water per hour per square foot of heating surface against the equivalent evaporation of water per pound of coal (Fig. 2) it is found that the arch effected an increase in the evaporation per pound of dr>' coal ranging between 7.4 and li8 per cent a« the evapoisition per square foot of heating surface was increased from 5 to 14 lb. Boiler Efficiency. — The increase in boiler efficiency by the use of the arch is illustrated in Fig. 3. It is plotted against the rate of combustion. The variation is very nearly constant throughout the range of combustion shown, but the percentage increase varies between 6.9 and 11.6 per cent as the rate of firing is increased from 35 to 120 lb. of dry coal per square 100 90 ^ BO 70 ^ 40 "" i 1 *** --4 v*_ 1 1 >u. o ^ ■v VfifhArch 1 1 ^ ^ X I / ''^. ^ WffhouMrch ■^N N. Sj to "^V i Y- i I 1 ZO 40 60 80 /OO /do I40 /60 /&0 Dry Coal Fired Per Hour Pounds PerSq. Ft. of Orofe. Fig. 3 — Rate of Firing and Efficiency of Boiler foot of grate surface. Comparing the efficiency on the basis of water evaporated per hour, the arch shows a higher boiler efficiency at all rates of combustions. ENGINE PERFORMANCE Since, as stated above, the degree of superheat is not in- creased by the use of the brick arch, it has no direct effect on the engine economy. It does, however, produce an in- crease in power on account of the greater evaporation, which 1 J , X 1 ' \h kV %\, WithoufAfch J ^ -»-1 ^Jf^ H , i r""^ .--' - > ^ ... — — — "» — "* .1— i— ^ --- h 1 Wifli'Anh \ 1 •^ / 1000 izoo 1400 1^00 /800 zooo szpo Z100 seoo teoQ Indicated Horsepoiver. Fig. 4 — Indicated l-lorsepower and Coal Rate means that a train of a certain tonnage can be hauled at greater speeds than if no arch were used. It will also permit of increasing the size of cylinder if greater hauling capacity is desired. Further, the use of the arch will decrease the fuel consumjition for the same train load operating at the same rate of speed as compared to the locomotive without the arch. Fig. 4 .shows the relation between the indicated horsepower and the rate of combustion. The increase due to the arch varies from zero at light loads, to 12 per cent at maximum power. May. 1917 RAILWAY MECHANICAL ENGINEER 217 The mgixjfldum indicated horjepowjer pbtaioQ^ wUh ti^e arcji was 2,790 at the 28.9 qi.p.h. and with 63.5 per cent cut-off, while with the arch removed but 2,603 indicated horsepower was developed at this speed with a 60.1 per cent cut-off. In test No. 5,015 in which the locomotive without an arch was lired at an excessive rate which reduced the efficiency of combustion, but 2,551 indicated horsepower was obtained with a 64.2 per cent cut-off. In this case the arch test for different rates of con^ustion taken from the curv.e ^ Fig. 5 is as follows: I / <> 2600 / / ,/ WifhArch . i / / / Z400 y / / f ( f ZZOO 1 !< ^ zooo WithoufArch / lOOU f i ' 1600 1 1 1 1 1 1 u < I'tOO n 1 1 IZOO 11 1 1 1 1000 BOO 11 1 1 ZOOO 4OO0 eooo eooo loooo izooo /aooo leooo Dry Coal Fi'red, Pounds Per Hour. Fig. 5— Coal Fired and Dynamometer Horsepower showed an increase in indicated horsepower of 9.4 per cent over the test without the arch ; at the same time the test with- out the arch required 39.5 per cent more coal fired per square foot of grate surface per hour than the test with the arch. LOCOMOTIVE PERFORMANCE The effect at the drawbar of the use of the brick arch is to decrease the coal consumption per drawbar horsepower Drawbar horsepower * DiflFere^jce Percentage Coal fireer of years ago with an improvised form of arch without water tul>es and with a similar grade of coal, and also a coal having less volatile combustible, indicated that the advantages of the arch were not so great with low volatile fuel. In lx)th these tests and the tests described above, it was found that the e.xcellent results obtained with the arch are due principally to the mass of the heated brick in the firebox and the long passage the heated gases are made to travel. In both cases more complete combustion is obtained before the products of combustion reach the tubes than when no arch is used. A brick arch placed in the firebox of a locomotive is, there- fore, of considerable advantage as less fuel is required per unit of work done and the capacity of the boiler is increased. SAVING EFFECTED BY BREAKING SCRAP Although the management of ever}' railroad attempts to produce transportation at the lowest possible cost and great care is taken to secure the maximum efficiency in shop opera- tion, in the complex organization of the railroad, the minor factors are apt to l>e slighted and there is a tendency to overlook the possibilities of securing increased revenue from those sources which might l>e called the by-products of transportation. An interesting instance of saving effected in an unusual manner is the practice of breaking scrap liefore disposing of it which has recently been instituted by the Buffalo, Rochester & Pittsburgh. So far as we have l>een able to ascertain there are ver}- few roads which are follow- ing this practice, but the method is so profitable that it will, Te^t number 5.006 iJrick arch ? Vcs Revolutions jier itiin 80 Cut-off (per cent) 30 Duration of test ( hours i 2.00 ?peed (m. p. h. ) 14.5 Hoiler pressure (lb.) 204.6 Dry fuel fired (lb. per br.) 2.179 Dry fuel fired per hr. per sq. ft. of grate... 31.0 Water delivered to boiler (lb. pei hr.) 19,493 Water evaporated per lb. dry fuel 9.0 Kquivalent evaporation: Per hr. per sq. ft. heating surface 5.1 Per lb. dry fuel 1 1.4 ■ ■oiler horsepower 722 Kfficiency of boiler 84.8 l^TV steam to engines (lb. per hr.) 17.513 Indicated horsepower 926 Dry fuel per i. hp. hr 2.11 Drv steam per i. hp. hr 18.93 l>rawbar pull (!b.> 21,602 Drawbar horsepower 834 '>ry fuel per d. b. hp. hr. (lb. ) 2.4 ! 'ry steam per d. b. hp. hr. (lb.) 21.0 \fachine efficiency of locomotive (per cent).. 90.0 1 hermal efficiency of locomotive (i>er cent).- 8.3 5.017 5.007 5 012 5.00^' 5.013 5.009 5,014 5.010 5.016 5.01s No Yes No Yes No Yes No Yes No No 80 80 80 120 120 120 120 160 160 160 29.6 47 47.9 47.2 47.3 58.3 57.6 63.5 60.1 64.2 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 0.75 0.50 14.4 14.5 14.5 21.7 21.7 21.7 21.7 28.9 28.9 28.9 205.2 205.2 205.0 205.3 205.4 204.6 204.4 204.3 202.5 185.0 2,304 3.391 3.758 4,309 4.922 5.999 7,175 9,332 8,624 13.018 32.8 48.3 53.5 61.3 70.0 85.4 102.1 132.8 122.7 185.3 18.991 29.661 .•0.150 35,138 36.676 46,370 47.570 58.227 50.395 53.898 8.2 8.8 8.0 8.2 7.5 /./ 6.6 6.2 5.8 4.1 5.0 7.8 8.0 9.1 9.7 12 4 12.8 15.6 13.6 14.5 10.7 11.3 10.4 10.6 9.7 10.2 ^.1 8.2 7.8 5.S 711 1.112 1.133 1.325 1.384 1.767 1,818 2.226 1,936 2.062 79 83.9 77.1 /8.7 71.9 75.4 64.8 61.0 57.5 40.6 16.931 27.861 27.360 34,976 34.516 46.260 45.598 58.163 49,701 53.898 938 1,486 1,491 1.918 1.866 2.364 i.m 2.790 2.603 2.551 2.19 2.14 J 99 2.25 2.48 2.53 2.95 3.34 3.27 5.10 18.06 18.74 18.35 1S.23 18.50 10.56 19.55 20.84 19.10 21.13 20.936 35,907 36.120 31,004 30.193 39.362 37,586 34.284 32,218 31.070 803 1,386 1,394 1,795 1,748 2,279 2,176 2.646 2,487 2.398 2.6 2.3 2.5 2.4 2.7 2.6 3.2 3.5 3.4 5.4 21.1 20.2 19.6 19.5 19.? 20.3 21.0 22.0 20.0 22.5 85.6 93.2 93.5 93.6 93.7 96.4 93.4 94.8 95.5 94.0 7.6 8.5 7.9 8.1 l.:i: ^.4 6.2 5.5 .">./ 3.6 and to raise the maximum drawbar horsepower. Both of no doubt, be adopted wherever scrap is handled in con- these results are well illustrated in Fig. 5. The percentage siderable quantities. increase over the no arch locomotive in drawbar horsepower Large castings, such as cylinders, driving wheel centers. 238 RAILWAY MECHANICAL ENGIXEER \ oi.. 91, No. 5 deck castings, etc., cannot l>e sold to foundries and are usu- ally bought by scrap dealers, who must unload the castings, break and reload them, also paying freight charges. As un- der ordinary conditions the broken scrap brings about $14 a ton and tlie unbroken castings only $8 a ton, the business of breaking up the castings is profitable for the scrap dealer, but it is still more profitable for the railroads, who do not have the cost of the extra handling and the freight charges to meet. The road above mentioned is now making a practice of carrying all large castings to a pit, where they are broken by dropping a large weight on them, a 15-ton locomotive crane being used to raise the weight and also to handle the castings when necessar}'. About 26 tons of castings may be broken in a (lay, the cost per da\' for operation of the hoist being as follows : Engineer, 10 hrs. at 34 cents $3.40 Coal, Yi ton at $1.25 63 Valve oil. one pint at 48 cents per gal 06 Engine oil, 1 qt. at 28 cents per gal 07 Miscellaneous supplies 10 Ki'pairs, including general repairs 91 $5.17 Interest and depreciation are not included in these figures and if they were added, the cost of operation would be hc- tween $8 and $10 a day. The locomotive crane is, of course, used for general service and the only special e(|uipmcnt required for breaking scrap ^m J^l\7 i IHHI^K^T".^: -T^.f' Locomotive Crane Breaking Large Scrapped Castings is two weights, the larger weighing 8,000 lb. and the small'r 3,500 lb. These have convex bottoms for breaking the cast- ings, while the tops are flat to enable the magnet to catch them readily. Taking the maximum figure of $10 a day as the cost of operation of the hoist, the cost of breaking .scrap is as fol- lows: Cost of hoist per day $10.00 I-abor, oni' helper at 20 cents prr hour 2.00 $12.00 The value of the scrap is: Broken scrap. 26 tons at $14 per ton $364.0n I'nhroken scmp, 26 tons at $8 pir tim 208.00 Increase in value $156.00 Cost of breaking 1 2.00 Net gain hy hrcakinij scrap $144.00 Of cour.«ie this saving is not made every day, as it is only about once a month that a carload of large scrap accumu- lates, but the gain in a year's time is a considerable item. It would seem a measure of economy for all railroads t ) break their large .-icrap castings, even though circumstances required the use of a much less efficient method than that herein described. PROMPT ACTION BY THE RAILWAYS IN THE WAR Plans for the co-ordination of activities of the railways of the United States so that they will be operated practicallv as a single system in meeting the transportation needs of the country were adopted at a meeting of more than 50 railway executives held at Washington, April 11, at the call of Daniel W'illard, president of the Baltimore & Ohio, and chairman of the Advisory Commission Council of National Defense. General authority to formulate the policy of op- eration was placed in the hands of a special committee on National Defense of the American Railway Association, of whicli Fairfax Harrison, president of the Southern Railwav, i- chairman. This committee consists of 28 railway execu- tives and it is divided into six dejjartments, each to corres- pond with one of the military departments of the army, and its work will be supervised by a central executive committee to sit at \\'ashington, comj)rised of Mr. Harrison; Samuel Rea, president, Pennsylvania Railroad; Howard Elliott, chairman. New York, New Haven & Hartford; Julius Krutt- schnitt, chairman executive committee. Southern Pacific: and Hale Holden, president, Cliicago, Burlington & Quincy, with Mr. W'illard as a member ex officio. At this meeting the following resolutions were adopted: "Resolved, that the railroads of the United States, acting through their chief executive officers here and now as.sembled, and stirred by a high sense of their opportunity to be of the greatest service to their country, in the present national crisis, do hereby pledge themselves, with the Government of the United States, with the governments of the several states, and with one another, that during the present war, they will co-ordinate their operations in a continental railway system, merging during such period all their merely individual and competitive activities in the effort to produce a maximum of national transportation efficiency. To this end they hereby agree to create an organization which shall have general authorit}' to formulate in detail and from time to time a policy of operation of all or any of the railways, which policy, wiien and as announced by such temporary organiza- tion, shall be accepted and earnestly made effective by the several managements of the individual railroad companies here rej)resented." For s(;me time past, the Special Committee on National Defense of the American Railway Association, which was appointed at the request of President Daniel Willard of the Baltimore & Ohio as chairman of the committee on transpor- tation and communication of the Advisory Commission of the Council of National Defense, has been working in co- operation with the office of the (luarterma.ster general of the army of the United States, making plans to promote, in ca.'^o of war, the effective use of the country's transi)ortation facilities. These preliminary plans have now been com- pleted and the general jjrinciples on which they have been based are explained in a statement issued by Fairfax Harri- son, i)residenr of the Southern Railway, and general chair man of the Special Committee on National Defense, as fol- lows : "The ])lan of operation worked out here is in distinct con- trast to that adopted in England at the outset of the war. I'here the government immediately assumed the responsi bility for the operation of the railroads and exercised it> authority to that extent through a committee composed of tin' heads of the principal lines. The government guarante*-'^'. that the net earnings of the companies would continue to '»!' what they had been before the war started. 'Tn this country the plan is that the government shall advise the railroads what service it requires and the responsi- bility will be upon the railroad managers to provide that service. When working to that end the railroads of the country will be operated practically as one system. "It is planned to place the responsibility upon experienced May, 1917 RAILWAY MECHANICAL ENGINEER 239 railroad officers for producing results and the government's cnly function is to determine what the requirements are. It is the belief of railroad companies that this will not only work for efficiency of service but for economy in cost as well. I he above plan of co-operation between the government and the railways is most desirable as the latter are keenlv appreciative of this opportunity to demonstrate to the coun- try at large the value in time of war of railroads with elastic management. "It is believed that the transportation companies will be able to afford to the government expeditiously all the service it may require without sulistantial interference with the com- mercial interests of the country. The government's business will receive preferential movement. Ijut it is not anticipated that ordinary traffic will experience aljnormal delays." Sub-committees have been appointed from various branches Young, mechanical engineer, Chicago, Burlington & Quincy. One of the important studies to be made by this committee is that of adapting existing cars to meet the needs of military service. McGLELLON WATER-TUBE FIREBOX A water-tube firebox designed primarily to reduce the cost of maintenance and which also increases the firebox heating surface, has been in the process of development for a numl)er of years by James M. McClellon, of Everett, Mass. A few years ago one was built and applied to a Boston & Maine locomotive. From the experience gained by that installation another design has been made and two have been applied to locomotives on the New York, New Haven & Hartford. It lias been the aim of the designer to eliminate the use of stay- J. T. Wallls General Superintendent of Motive Power, Pennsylvania Railroad C. E. Chambers Superinteiiileiit of Motive Power, (. eiitral K.K. of New lersev C. A. Lindstrom Assistant to President, Pressed Steel Car Company F. W. Mahl Director of Purchases, Southern Pacific Peter Parke Chief Engineer, I'ulhiian Coiniiany R. E. Smith Gen Superintendent of Motive Power, Atlantic Coast Line C. B. Young Mechanical Engineer, Chicapo. P.urlinRton & Quincy of railway service. They are as follows: Military Equip- ment Standards; Commission on Car Service; Military Transportation Accounting; Military Passenger Tariffs, and Military Freight Tariffs. J. T. Wallis, general superintendent motive power, Penn- sylvania Railroad, is chairman of the Military Equipment Standards sub-committee and associated with him on this sub-committee are: C. E. Chambers, superintendent mo- tive power. Central of New Jersey; C. A. Lindstrom, assist- ant to president, Pressed Steel Car Company; F. W. Mahl. director of purchases, Southern Pacific; Peter Parke, chief engineer, The Pullman Company; R. E. Smith, general superintendent motive power, Atlantic Coast Line; C. B bolts and to divide the firebox into individual units which may better resist the expansion and contraction forces in service and which may be renewed with but little difficulty. The only staybolts used in the firebox are in the throat arid the foundation or mud ring, which is a chamber 7J/^ in. by 6 in., extending along the sides and back of the firebox. The sides and back-head are made up of 6 in., 5^4 in. and 5 in. water tubes, and the crown is made up of three drums. Its construction is clearly shown in the illustrations. The tubes connect the drums with the foundation ring. The boiler is provided also with a combustion chaml>er 44^/2 in. long, the sides of which are made up of tubes. These tubes follow the inside contour of the shell and extend from the outside drums 240 RAILWAY MECtt^ANICAL ENGINEER Vol.. 91, No. 5 to a circulating chanrt)W, which cxteWds between the tube sheet and the throat. Throughout the con.^truction of the firebox, autogenous welding plays an important part and without it this type of firel)ox would not have been possible. The drums are shown by themselves ready for application The outside drums are 148 '^ \/. in. in one of the photographs. lon^. 2.> in. outside diameter and ) _• in. thick, with the excep- tion ol a bo.ss 6 in. wide and 1^ in. thick, into which the side water-tubes are fitted. These drums were made from a . _ Combustion Chamber for McClellon Firebox 1^ in. j)lale, being planed to Ij in. in thickness, the boss alone remaining the full thickness of the .sheet. This lx)ss may be obtained by a less expensive method and was only made in this manner because at the time the firebox was made no other suitaljle method was available. The front end of these drums is shai>ed to fit the barrel of the boiler and to make suitable connection with the tube sheet. The two side drums are butt welded for 1 2 ' 4 in. back from this end to facilitate ametet, and Yz in. thick. It has a flat surface 8>4 in. wide on both sides, where it is riveted to the side drums. The back drum head is -\s m. thick and is reinforced by a ^ ii;. liner 16 J/2 in. wide at the openings for the cab turret and injector checkvalve. This drum has a single riveted butt seam similar to the side drums, being welded for a distam • of 11'/. in. back from the front end. The front ends of all three drums open directly into the barrel of the boiler, whic!'. is of the same design as the regular t\pe of locomotive lx)iler and is equipped with a ."sujierheater. The whistle and safety valve o})cnings are located in the middle drum. The sides of the firebox are made up of fifteen 6 -in. tubes. General Arrangement of the McClellon Locomotive Firebox equally spaced for over a distance of 91 in., which gives sufficient space between each tube to allow for expansion. These tubes are expanded and belled into both the foundation ring and the side drums. They are '4 in. thick and are swaged to 3 15/16 in. at each end. Four of the tubes on each side have two lugs of 2 in. diameter and 1 in. high welded to them to support the lagging and jacket. The corner tubes have two tul)es of the same diameter spliced on to them in welding, to give the necessary slope to the back-head. Three 2y> in. holes drilled in these tubes at each splice form the water connection between them. There are eijjht S^'s in. tubes in the I)ack-head — four each side of Bottom view of a Locomotive Boiler Equipped with the McClellon Water-Tube Firebox shapini; and tor the remainder of their length have a single riveted butt .«;eam with 5J/<^ in. by 7/16 in. inside and outside welt stripes. They are round in the central portion, with the exception of a flattened surface 8J/2 in. wide, where they are riveted to the middle drum. They are slightly defonned at the back end to receive the back head water-tul>es. The middle drum is 148^4 •"• long, 32 in. outside di- ihe firedoor. Four 5 in. tubes connect the upper firedoor iieader with the middle drum. This header is formed by flattening a by^ in. tube and welding it to the long liack- head tul>es on each side of it. A 0^2 in. hole is drilled in each ol these tulles to make a water connection be- tween them and the header. The short tubes are rolled into this header through 2^2 in. plug holes in the under side of May, 1917 RAILWAY MECHANICAL ENGINEER 241 the header. The bottom door header is made up of two flat- tened tubes connected to each other and to the foundation ring by four 27^ in. thimbles. The two sets of thimbles are in line and are rolled into the headers through the plug holes in the bottom of the foundation ring. The top one of the two is connected to the long back-head tubes in the same manner as the uj)per header, and the lower header is closed at the ends in- welding in a plate, simply acting as a filler. Lugs are also provided on the back-head pipes for supporting the lagging, firedoor and other parts. The foundation or mud ring is 107^ in. long and 7II4 in. wide on the inside and e.xtends along the sides and back at the top and to the cast steel ring which forms the front of the foundation ring, at the bottom. The inside sheet is screw riveted and welded to the inside of the side foundation ring. The sides of the throat are made by flanging the sheets and fastening them by a single riveted lap seam. The throat sheet outside of the foundation ring, is the only [—24-- liL -H /ez 2!^ Tabes 30. S^' Flues Steam Drums for the McClellon Firebox i'l "^ i'i A lAi<-- 7l!^' Inside Fiheboi M*^ l< 87% H » . : , v -i^ OuHnFrvnfof/fing Seciion A-B. Throaf Sheet Bujaed nino Sections Showing General Details of the McClellon Firebox of the firebox, terminating in the throat sheet. It is made uj) of a rolled jjlate 1 ' _> in. thick, {)ressed to the .shajje of a channel willi inside dimen>ions 7)/ in. h\ 6 in., the legs extending outward. The bottom of this channel or the inside wall of the ring, is planed to 1)^ in. thick. A cover plate member of the firelxjx that has any sta}lx)lts. The passage i> attached to the outside legs of the ring by Js in. screw of the water through this part of the boiler is rapid. Water rivet> and it i.-^ welded to the channel at the inside corners. is fed to it through the circulating chaml)er into which the This ])late is further supported l)y 1 in. Falls Hollow stay- combustion chamber tul)es pass. In addition to this, there is Side and End Elevation of the McClellon Water-Tube Firebox bolts through the center. The water-tubes are expanded and ijelled into the ring through 3^j in. plug holes in the under- side of the ring. The front portion of the ring, to which are rivetcni the throat sheets, is a steel casting similar to the usual mud ring, to which are bolted the expansion sheets. The throat sheets are y'2 in. thick and have a 6 in. water >])ace. The sheets are flanged and riveted to the boiler shell a 12-in. feed pi[)e extending from the middle of the throat forward into the bottom of the last barrel course. The throat also is connected at the top on both sides with the barrel by a .1-in. pipe and to the drums b\- four 3-in. arch tubes. The combustion chamber is 44^ in. long and contains from the front to the back, two 2^ in. tubes, eight 4 in. tubes and one 5 in. tube, on each side. These tubes extend Ijetween 242 RAILWAY MECHANICAL ENGL\EER Vol. 9L Xo. 5 the side drums at the top and the circuhitiny chamber at the bottom, being curved to the shape of the boiler shell. They are expanded into the drum and the circulating chamber. The circulating chamber con.>^ists of a ?.s in. flanged plate. A second flanged plate, located on the outside of the shell and .similar in ."Jhape to the one which receive? the tubes, is provided with plug hok.s oppo.truction, but accomi)lishing the same purpose. The firebox is lagged with a layer of high temperature cement, which is filled in around each tube al- most to the center and for a half-inch outside of it. This cement is also reinforced l)y steel-crete expanded metal and on the outside of this is placed 134 in. Thcrmofclt lagging, on which the jacket is applied. The 12-in. feed pipe extend- ing l;ctween the last lioiler course and the throat is lagged with asbestos cement and jacketed. 1 hese fireboxes were applied to two of an order of 15 Mikado locomotives, weighing a little over 250,000 lb. The firel)ox heating surface of the ordinary boiler was 229 sq. ft. and of the McClellon boiler M)S sq. ft. There was al.so a little larger amount of heating surface in the fire tubes in the McClellon boiler and the total scjuare feet of heating sur- face, including the superheater flues, was 2,827 sq. ft. for the ordinary boiler and 2,937 >([. ft. for the McClellon boiler. The locomotives have not been in .service long enough to de- termine the benefits to Ix: derived from the McClellon firebox. FIRING ENGINES AT ENGINE HOUSES* BY A. E. LANGRECK General Foreman, Terminal Railroad Association, St. Louii, Mo. For some years we have experimented and tried in various ways to overcome black smoke, when firing up engines, but it may be said at the outset that on account of conditions peculiar to St. Louis, the total elimination of smoke is an im- possiljility. Methods of firing up locomotives, which have proved successful with non-volatile coal are not applicable here, as we are restricted to bituminous coal. For the pur- p)Ose of combating the smoke evil our locomotives have been equipped with a smoke eliminating device, but as it is oper- ated by the steam of the kKomotive, it cannot l^e used until steam is generated in the boiler. Its successful operation also dej>ends on the heat of the bed of fire in the firebox, and it does not really become effective until a good fire has been kindled. It is a well-known fact that forced draft wastes fuel and produces smoke. While firing up does not require a man of high intelli- gence, it does, however, require a man with some experience. In the larger cities such as St. Louis, where opportunities for employment are many, this class of labor is a mobile one, and for this reason we frequently have to use inexperienced men. Much depends on the way the fuel is placed in the fire- box, as well as upon the way it is ignited and the draft used. Experience has shown that the best way to teach these men is by actual demonstration; verbal explanation and instruc- tions generally are not understood by them. In experimenting with variou.*; forms of kindling, we found that oil re- quired more attention and Idowing and made more smoke than any other kindling material. We have tried kindling by .spraying oil on to the fuel through the fire door, bv inscrtirig a burner under the grates or through the fire * From .T p-iper prfstntcd at the convention of the Smoke Prevention Association. door, and in every case we made smoke. However, if enough oil is used and the coal is thoroughly kindled, a quick fire can be obtained, and the steam will be generated quicklv, quicker, perhaps, than with wood, unless a lot of oil is used to kindle the wood. Oil soaked shavings are not quite as objectionable as a smoke producer, probably because they can be made to kindle the coal slower. Perhaps the best re- sults in firing up bituminous coal, where time is no particular object, have been obtained by using dr}- shavings, properly placed and lit with a handful of greasy waste. By manip- ulating the blower ver\- good results were ol^tained. At our terminal, shavings not being readily availaijle. we use old ties, chopped up by means of an air driven chojjper. We have found that the inverted fire gives the best results. We spread the coal all over the grates about 4 in. deep in the middle, sloping up to a height of 12 in. or more along the side .sheets, making a kind of a trough in the center, in which the wood is placed lengthwise, the layer of wood extending from the door to the tulje sheet. From 1 16 to 34 of a cord of wood is u.sed, depending on size of the firebox and the time the engine is wanted. If given sufficient time, a very few sticks of wood will suffice. The wood is ignited by means of oil soaked waste, which has been used j)reviously in wiping engines. If the engine is cold, the house blower is used; where the engine has 40 lb. or more of steam, its own blower is used. The blower is used gently at first, and gradually in- creased as the coal is ignited. About 15 minutes elapse be- fore it becomes necessary to increase the blower and about 30 minutes jjefore it is put on wide open. On a boiler filled with cold water steam will be generated in al)Out 40 minutes, and 100-lb. pressure is secured in from 70 to SO minutes. We found that one great factor in smoke elimination in firing up, was to avoid adding coal to the already thoroughly ignited fire. We place enough C(jal in the box not only to generate the amount of steam required to take the engine out of the house, but also, if possible, to hold the steam pressure until the engine crew takes charge of it and gets it ready for service. Where an engine is fired up from two to four hours before departure from 1.200 to 1,800 lb. of coal is required, de- pending on the size of the firebox and the l>oiler. This refers to engines fired up with cold water. Where the boiler has 50 lb. or more pressure a little less coal is necessary. Weather conditions have a great deal to do with the smoke problem. W'hen the weather is murky, or the barometer is low, smoke hangs low with a tendency to spread after leaving the stack. Just a few words on the cleaning of fires. We clean about 80 fires a day, principally on yard engines, as most of the road engines recjuire that the fire be dumped. Generally it is found harder to clean a fire without making smoke than to build one, where plenty of time is available. Our rule is to clean one-half of the box at a time, shoving the live fire over to the other side, the grates being bared by shaking and the removal of the clinker. A sufficient amount of coal is then jdaced on the grates and the live fire from the other side is raked over this coal. The other half of the grates is handled in the same manner. Only a blower is used while cleaning, but immediately on closing the fire door the smoke eliminating device is put to work. The time used in cleaning fires varies from 6 to 25 minutes, depending on the size of the firebox, the condition of fire, and the construction of the grates. We find that when road engines come in from long runs it pays to knock out the fire, when neither the condition of the firebox nor repairs would make it necessar}'. A marked im- provement has been made in the elimination of smoke in the engine terminals at St. Louis. All of the engine house fore- men in this vicinity have shown an interest in it and \ye exchange experiences and compare results. By keeping in constant touch with the men that actually do the firing and cleaning we may do better in the future. May, 1917 RAILWAY MECHANICAL EXGINEER 243 ECONOMICS OF THE SHOP POWER HOUSE BY V. T. KROFIDLOWSKI I A large percentage of the machine tools in locomotive npair shops are now driven by electricity, and electric drive i- almost entirely used whenever new shops are built. With liie development of this situation, public utility companies have begun to see in it a good opportunity for building up a power load capable of utilizing the extra daytime capacity required to meet the night lighting load, and are 1 (.coming active in bidding for this business. One of the claims most frequently made by the central station representatives is that the power can be produced much cheaper in the central stations than it can possibly lie produced in the shop power plant. Although it is true in many instances that the private plant is extravagant, due to local conditions sometimes unavoidable, there are many instances in which the private plant is producing energy as economically as it could be supplied by the central station. When taking into consideration the utilization of exhaust steam for heating, a well designed and managed shop plant is capable of producing energy cheaper than it can be pur- chased from any outside source. It is the purpose of these articles to consider the merits of the shop power plant as opposed to the central station, as a source of power supply for use in railroad repair shops, nn the basis of the availalile facts. It is not the intention to discuss the question of supplying energy for railroad elec- trification. Whether a railroad should possess its own plant for this purpose, or purchase its energy from a central station, is a prol)lem involving entirely different elements. The subject will be treated in three articles. The first will be a general discussion of shop electrification and the factors entering into the cost of power; in the second, these factors will be discussed more in detail and the data on which the assertions in the first are based will be presented. The third will be devoted to an analysis of the cost of construc- tion and the cost of operating an actual shop plant. The cost of power produced by this plant will be compared with the price at which this power could be obtained from a public service plant. ADVANTAGES OF ELECTRIC DRIVE Opinions as to the advantages which the electric drive has over the old system of line shaft and l)elt drive may be divided roughly into two classes: those which are held by the central station representatives and those expressed by disinterested engineers. To facilitate the comparison of these two sets of claims, thev have been tabulated l)elow. Adv.\ntac.es Claimed Central Station Solicitor's Claims Advantages Reduction of losses from shaftinR friction, belt racing and belt troubles. More flexibility ar.d better machinery arrangement. More reliable power and steadier speed, littter light, through absence of belting. Cheaper insurance due to separated power house. Small power house anelt-sl!p do not exceed 20 ]5er cent of the total power required, except in a few lines of manufacture, and generally are nearer 10 i:>er cent. On the other hand, electric line losses are seldom less than five per cent. Placing the average working efficiency of the motors at 85 per cent, it can readil} l»e seen that the power output of the motors is but slightly above SO per cent of the electric power required at the switchl)oard. This is a conservative statement of the situation. The writer knows of shop installations using line shaft and l>elt transmission, where the machiner}-, shafting. Inciting, etc., have been laid out properly and are properly maintained, in which the loss from shafting and belt friction does not exceed 12 per cent. In another case a large amount of heav}' shafting and countershafting was removed and the electric drive substituted, but the actual friction loss was not diminished. In order to keep down the first cost of the installation and because of the low head room available, the motors were of the highest speed obtainable, making the ratio of driving and driven pulley diameters ttni great for economical transmission. Owing to the exceedingly small motor pulleys and the short centers, heavy belt tensions were required, deflecting the shafting and consequently producing heavy bearing pressure and high friction losses throughout the installation. Reliability of Electric Po'u.er. — It is questionable whether electric power is more reliable than the old system of line shafting and belt transmission. The writer's experience, as well as that of others, indicates that in the case of a shop power plant, where the electric power transmission and dis- tributing system is comparatively simple, the two forms of transmission are about equally reliable. Where there are long, high tension transmission lines and a network of dis- tributing systems, as in the case of the public service power plants, it seems reasonable that the chances of interruption due to such causes as severe storms, electrolytic troubles, operating troubles, etc., are increased. Minor Advantages. — The other claims made by the solic- itors which are not upheld by the disinterested engineer may all be grouped under the one claim of ''greater con- venience and cleanliness." An electric plant, to require a smaller power house and machinery foundations, must be et|uij)j>ed with steam turbines, otherwise the electric generator demands practically the same size engine as would be required to drive the shop directly through belt and line shaft. On the contran.- the engine room must be larger to accommodate the generator and switchboard. In case the power is purchased, of course, the powerhouse may be .<;omewhat smaller, but not materially so, for the switchboard, transformers, motors for driving air compressors, and other auxiliaries will take up practicallv the space required for the stationary engines. There is no propriety in the claim that it is easier to find machine trouble with the electric drive. There are no troubles, aside from those due to the electrical apparatus, wliich can not be detected and located with the naked eve or with one of the other senses. Steam Transniissioii Losses. — There is one notable jjain that can be derived from the installation of electric power which evidently has been overlooked. It is the elimination of condensation losses in steam lines in the manv instances where the .^^team must be conveyed for considerable distances to small steam engines scattered about the plant. Such steam engines could be replaced by electric motors and trans- mission los.ses reduced at least 5 per cent. It is not unccrni- nion to suffer a loss of 10 per cent of the total power deliv- ered at the point of supply where the steam is distributed to .several points of consumption through open air or under- 244 RAILWAY MECHANICAL ENGINEER Vol. 91, No. ground pipe lines', say unthin a radius of about 700 or 800 ft. Considering the mechanical efficiency of a small steam engine to be about the same as that of an electric motor — which is e.xtremely improbable as small steam engines are known to be verv- extravagant and not at all comparable with electric motors of e(iual size — and allowing a loss of 5 per cent for the electric transmission line, a saving of 5 per cent would be realized in favor of electricity. In many cases an actual saving as high as 10 to 15 per cent might be realized. I'lKCH.ASKD POWER The central station .^^olicitor naturally charges against the isolated plant everything that he possibly can. He charges the j)lant with rent, part of the manager's salary and subjects it to quick de])reciation. making it put aside from 1/10 to 1/20 of its cost each year tor renewal, uliile continuing to charge interest on tiie full investment. He does not concede that the use of the e.xhaust steam from the engines of the shop plant has any material bearing upon the cost of the power. If reminded that the exhau.-«t steam is needed for heating the .•^hop, etc., he tries to prove that the back pres- sure of the heating system will neutralize any saving thu> effected. While most of the above charges should enter into tlie cost of power from the shop plant as well as the central station, they are exaggerated when applied to the accounting of an i.>iolated plant. Let us then analyze them. I' i.xcil i'lhiri^cs Comparrd. — The sho|) plant is subject to the same charges as is the central station, with the exception of the expenses of soliciting business, maintaining meters and taking meter readings, the clerical expense of rendering bills and keeping accounts and the heavy cost of distributing lines. The central station necessarily must have the be.-^t and the most expensive machinery in its plant, as the service to be rendered is more exacting. The machiner}' is harder worked, and owing to the keen competition and the con- tinual development of more economical and improved ma- chinery, it is scrapped earlier. As a consequence the amount to be set aside annually as a sinking fund reserve to cover physical depreciation and obsolescence, must be much greater than for the isolated plant. According to the reports of the public service commis- sion of an Eastern State, the actual operating expense of a certain large central station forms only 26 '/S per cent of the total cost of production, the remaining 73 ^^ per cent l)eing made up of overhead and distribution charges. Fur- thermore, this same company is capitalized at over $400 per kilowatt capacity. Of course this is an abnormal case of capitalization, but such concerns are capitalized at the rate £>f $250 per kilowatt and higher, whereas an up-to-date shoj) plant can l)e installed complete for $75 to $100 per kilowatt. Exhaust Steam Heating and Back Pressure. — The asser- tion that the back pressure imposed on the engine by the heating .system neutralizes the gain derived from the utiliza- tion of the exhaust is not justified. Any fair minded ob.<^e^ver acquainted with steam engineering practice will concede that a plant such as a railroad repair shof), re(|uir- ing a boiler plant for heating and other purposes, can put in an engine, run it as a reducing valve between the high pres- sure l)oilers and the heating system and make what electrical energy is needed more cheaply than it can be produced and delivered at a profit by a central station. The capital invested for this purpose of course must pay a dividend, if the company is on a dividend paying basis. Since the heating plant, and the same thing is true of the fKJwer plant as a whole, is not a producing agency, this dividend must be met by the revenue-producing depart- ments. For example, if a company paying an average of seven per cent on the capital invested can obtain heat, light and power from an outside source at a price equal to the operating cost for production in the shop plant, plus depre- ciation, interest, taxes, etc., plus less than seven per ctnt on the money which would have to be invested to equip the shop plant, then it would be economy to buy heat and electric power as some portion of the income from the revenue bear- ing departments which would be required to pay the seven per cent on the capital invested in this non-revenue earnirg department would be available for other purposes. Other- wise the shop plant is a good investment. Electric Power Contracts. — Power contracts are usuallv of a most peculiar construction. The purpose of the extra- ordinary wording of these instruments is to provide for u scale of prices differing for various conditions of power service, all into one agreement. The actual prices in mo-t of these contracts depend upon the amount of j)ower usetl. allowances for discounts, etc. In some of them the price > based U})on the maximum demand, a fixed charge per horst.- power of connected load, or on a sliding scale. Where the price of ])ower is fixed (;n the basis of maximum demand. Cither a lixed charge i !iiide fiT each kilowatt uf maximum demand, and the actual kilowatt-hours of power consumption is charged for at a fixed rate, a sliding scale of rates may lie used, the rate em])loyed depending ui)on the amount of the maximum j)ower demand. The actual operati(;n of the maximum demand clause varies considerably, dei)ending on the time element pro- vision. Some contracts are ba.sed on a maximum demand for a time limit of half an hour, others for 15 min., and ethers for the extremely short period of two minutes. The last figure may mean a serious injustice to the purchaser. The limiting period should l)e at least 10 min., preferaljl} half an hour. The fixed price, or, as it is sometimes termed, the readi- ness-to-serve charge, may also be based on the horsepower of motors installed. This method, in some plants, works a hard.ship upon the consumer, while in others it may lie a fair one. Take a plant, for instance, where there is a very large connected load, but only a small portion of it is being used at any one time. In this case the readiness-to- serve charge may often amount to more than the total power bill for the month. In another shop, where at certain months of the year practically the whole connected motor horsepower is in demand, this method is a fair one. The power companies employing this system uphold it on the ground that it is only fair that they earn interest on the money invested in the plant equipment, which they must have in readiness to furnish the full connected power whenever the customer wills to use it. But it often burdens the individual user with many times over his fair proportion of the total amount required. There remains but one solution to the problem of secur- ing the most economical power, and that is to determine the comparative cost of purchasing it outside and generating it in the shop. In determining what is the cost of power generated in the shop plant, care should be taken not to overlook all legitimate charges to the power account. If the addition of power generating equipment to the plant necessary for heating and other auxiliary purposes, requires new l)uildings, the additional investment only should be charged again.st the power. If more or higher paid men must be employed, this additional expenditure should be al.so charged. If the manager gets more salary because he has to supervise the generating station, then the additional expense thus incurred should go to the power account. The cost of the power ."^hould also include an amortization charge sufficient to replace the capital invested in the equipment at the end of its probable life, interest at the rate which the money could earn and such taxes and insurance as the addi- tional investment requires. If, with all these charges, the investment promises a profit when credited with the cost of power at the central station rate, it is justified. AIR BRAKE LEVER COMPUTATIONS* BY LEWIS K. SILLGOX Mechanical Engineer, Illinois Central Ihe average man on the line has not the time to figure air l)rake leverage and he is often not conversant enough with matliematical computations necessary to arrive at the proj>er locati C(|ual 34 in.', floating l«ver W, to I-, (Fig. 1) or U -i- C (Fig. 2) to iqual 17 in. Total braking power = .60 X 40,000 = 24.000 lb. A X .60 X WI" 1. Power re<|tiiriii on top c<:niu-ctioii rrr X =: 4 X PF 40.000 X .60 X 6 or — — Proportions of cylinder lever = MX = 4 X 24 S X ux 3. Proportions of floating levtr = \V,Pi = X -F S 4,000 X 34 or 1,500 X 4,000 S X W,F, 1,500 lb. = 24.74 in. X -f- s 4.000 X 17 = 12.37 1 .500 -I- 4,000 4. In place of following method (3t tin- following proportion mav be used: QX _ W,F, QM ~ pH^ QM =r QN — N r= 34 — 24.74 = 9.26 P,F, = TV,F, — WiP, = 17 — 12.37 = 4.t Substituting in the above equation we have 34 17 .63 9.26 4.63 157.42 = 157.42 Which shows that the calculations are correct. S X QM xPl" A X .60 5. = =i\\ or force ai>t)lied to each brake beam MN X WF 4 4,000 X 9.26 X 24 4,000 X .60 = = 6,000 lb. 24.74 X 6 4 Air Brake Arrangement. — Locate the cylinder so that the cross tie will not interfere with the removal of the piston, View from End of Car Fig. 3 V/ew from Ki'ghf Side of Truck •From a paper presented to the Car Foremen's Association of Chicago. which requires a minimum distance of 13 in. Check the clearance between the push rod and truss rod strut. See 245 246 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 5 that the levers do not interfere with the cross ties or truss rod struts when the brakes are applied, figuring a travel of the live lever of about 15 in. maximum. Minimum push rod travel with new shoes should be 4 in., the maximum with shoes removed, should be 12 in. Check the live lever guide and see that it will allow plenty of travel for the lever, and see tliat it does not interfere with the application of the top connection. Truck levers should stand at an angle of 40 deg. from the vertical and should incline towards the bolster at an angle of 15 deg. when the brakes are released. To find the actual length of the lever the following practice will be observed: Lay out on the end elevation the center line of the lever at an angle of 40 deg. from the vertical, and intersect the center line of the car at the center of the brake beam. The measurement line is then laid at an angle of 55 deg. from the vertical, or 15 deg. more than the lever, inter- secting at the same point. Measurements are made on this line and projected to the lever at right angles to it. See Fig. 3. The following is a method of obtaining the height of the dead lever above the center line of the Ijrake Ijeam when the length of the lever is assumed: The line drawn from point O to the center line of brake beam=:L Sin. 50°. Height = L Sin. 50° X Cos. 15°. The following table can be used for locating the holes in the cylinder and floating levers for cars having a truck 7/' ?' 6 tiaximun Depfh of Brake Lever for Thickness of Lever naximun Fibre Stress 18000 PerSq/nch ^i ! I I Net Section of Lever ai Pin hole Noie- TtttTe 783 10 /I ej5UI5t 1718 IS?0a??F33l?5?6F7?8P3X3l JPS5MSMJ7J8J3 ienO't^ H'ln Inches Fig. 4 — Proper Sire of Brake Levers lever ratio of 3 to 1 in. as shown in Fig. per cent of the light Light weight of car 20,000—21.999 22,000—23.999 24.000—25,999 26.000—27.999 28.000 — 29,999 30,000—31.999 32.000—33,999 34,000—35,999 36,000—37.999 38,000—39.999 40.000 — 41,999 42,000 — 43.999 44,000 — 45.999 46,000 — 47.999 48.000—49,999 50,000—51.999 52,000—53,999 54.000—55.999 56.000-57.999 58,000—59,999 60,000—61.999 (that is, 6 in. to 18 in. or 7 in. to 21 2) and a braking power based on 60 weight of the car: Hoi es for Holes for cylind er lever floating lever Brake Cylinder ever size Floating lever size A A cylinder iiameter A B^ c d\ in. in. in. in. in. in. in. S^ibyl 2j4by 1 7% 26^A 3H 13A S 3 '/J by 1 2j4byl 8-/, 2^Vz 4!4 12^ 8 3^4 by 1 2y2 by 1 9 25 4V2 12 V4 8 3^byl 3f2by 1 3^byl 2V2 by 1 9A 24A 4H 1214 8 2^by 1 2j4byl lOA 2i\\ 5 12 8 10^ 23^ 5A IIH 8 3j4by 1 3j|by 1 3J4byl 2^byl 2||by 1 214 by 1 2>iby 1 2%hy\ 11 23 5'/. 1U4 8 11^ 22Vi SH U'A 8 IIH 22\k 6 11 8 iV* by 1 9i? 2l^A. 4A 12A 10 3>4by 1 24y^ *H 12^ 10 4 by 1 3 by 1 2AH 4H 12A 10 4 by 1 3by 1 9« 24A 5 12 10 4 by 1 3by 1 10'4 2314 syi nn 10 4 by 1 3 by 1 IC-Hi 23 H 5A IIH 10 4by 1 3 by 1 11 23 S'A ny2 10 4 by 1 3by 1 ll'/J 22)4 !^ nU 10 4^by 1 3'4 by 1 wA 22H 10 4J/2 by 1 3'/Jbyl nj4 22^4 SH n% 10 4V2 by 1 3 '4 by 1 12 22 6 11 10 4^ by 1 3;4 by 1 \2% 21J4 6^ lOJi 10 The proper size of brake levers is shown in Fig. 4< GO-OPERATION OF ALL ROADS NEEDED TO REDUCE HOT BOXES* BY JOSEPH DALZELL Foreman Car logpeclor, Pennsylvania Railroad. Pitcairn, Pa. Hot boxes on freight cars, what really causes them, and how they may be avoided, are vital questions. We all are agreed that they are a source of great annoyance and ex- pense in taking cars temporarily out of the service and ia holding up traffic, and each one of us should be a party to their elimination. If we insist on following old time methods of lubrication these hot bo.xes, like Hamlet"? ghost, will al- ways come back to plague us. If we are to avoid hot boxes we must get after them in a systematic manner, and when the trouble is reduced we must not relax our efforts, as hot bo.xes are persistent and must be given persistent treatment. First, we must have a sufficient number of car oilers — men who have had .some experience at car oiling and who will take a personal interest in their work. A competent car in- spector should have charge of these men and instruct them in their duties, accompanying them on the trains, and seeing that the work is properly performed. Car oiling, as carried out by the rules of the Pennsylvania Railroad, may be divided into three parts: Preparation of sponging, packing of journal boxes, and examination of journal boxes. Preparation of sponging. — The waste must be separated into small pieces and not rolled in bunches, and must not be cut. It must be submerged in car oil for 48 hours. Before using it must be placed on a rack and the surplus oil drained off until it contains approximately three pounds of oil to one pound of waste. It is then ready for use. Packing of journal boxes. — The car oilers should go over the trains, examining each box carefully to see that a thor- ough back wall of packing has been set up to assist the dust- guard to retain the oil and keep out dirt. The sponging, if disarranged, should be set up to the centre line of journal — not too tight — and if the packing is dry a little oil should be used, placed well back to the rear side of the journal ac- cording to the direction the car is to be moved. The packing must be flush with the end of the journal and must not be connected with the plug in the front end of the journal and inside face of box. Cars given this attention should be marked, with chalk, with the month and day directly over each bolster, thus 9-26, as a guide to other car oilers that the boxes have been given attention on that date, and do not nec- essarily require attention for a period of 10 days. The inspector having charge of these men should see that no cars are marked in this manner that have not been given the proper attention, as it is our experience that it is not the journals that have been given attention that cause trouble, but the journals that have not been attended to, or those carelessly marked. It is understood that this inspector is held responsible for the work of his car oilers and the eco- nomical use of oil and sponging. E.xnmination of journal boxes. — Car oiling or setting up of the sponging to the journals does not, however, remedy all of the trouble. There are other defects that cause boxes to run hot, no matter how well they may be lubricated, such as worn out or cracked bearings, second-hand bearings ajiplied to new journals, bearings not hearing equally on journals, or rough or cut journals. It is therefore necessar}- to jack up all hot journals to determine the exact cause of the trouble, and those that cannot be remedied by the application of new journal bearings must be sent to the repair shop for neces- sary attention. With the proper care and supervision all of these defects can be remedied and hot boxes very materially reduced, if not altogether eliminated, but this practice must be followed up, not by one road, but by the concerted action of all. 'Entered in Hot Box Competition. Resistance of Passenger Cars* Relation of Resistance to Speed for Gars of Various Weights Found by Dynamometer Tests BY E. C. SCHMIDTi and H. H. DUNNt DYXAMOMEIER cur tests to determine the resistance of heavy passenger trains have recently been made by the department of railway engineering of the Univer- sity of Illinois on the tracks of the Illinois Central between Champaign, 111., and Centralia. The tests were made in regular through passenger service. It was found that the specific resistance is materially affected by the weight of the cars composing the train, and that it decreases as the average weight of the cars increases. The Trains Tested. — The trains experimented upon — 18 in number — were all passenger trains, which varied in total weight from ^.^S to 727 tons. The number of cars varied from eight to twelve. The train make-up was not uniform and is shown for each train in the table. The average gross weight per car in the various trains ranged from 48.7 to 71.1 tons. In l.> of the 18 trains the dynamometer car was coupled with its measuring drawbar toward the rear, and in these cases its own resistance is e.xcluded from the test car records; its weight is consequently likewise excluded from the train weights listed in the talile. In the five remaining trains, on the other hand, the resistance of the dynamometer car itself is included in the records and its weight is therefore included in the train weight. Since the test car weighs only 29 tons, the normal average car weight is somewhat lowered in these ^ " ■ -w - " ^~ ~i "^ ■^ ~ n n ~ - n 1 ^' 1 « ^ . ♦§ ' * n I 1 ; u i6 ^ f . l» f% i I 1 i 1 d • y j . 1 -j-»-. y i i ! i • •"•1 y^ , j 1 1 ^ ! ! ! 1 i i 1 [^ 2 :• 1 1 1 ^ ' h ' ' f 15<^ f « 1 1 i r L! ' , «. /^ ] 1 '■ ' ^ 1 1 *^%^f ^ m* ' i ! ^ j *■ k ^•* i -f ' i ' $ ' 1 i i^ ng * t I i 1 ; 1 • I J 1 ^4 ' kr^ ^ ■" p »••;• 1 1 c- 1 J— _ 1 — c> — * 1* 1 ' ■ 1 1 ; 1 § i V 1 1 ! ! i ' 1 j .^-^ t^ , i . 1 1 1 i SJ ; 1 ~-\ -V _±_ ■; ' ! 1 1 — 9-1 ! 1 \ \ ■ J- 1 1 L". .„ 20 , 3 u u L_j « u _ 5 Uj _j _ J l£ u __ L^ _ lL u Speed- Miles Per Hour. Fig. 1 — Relation Between Resistance and Speed for Test 44B five instances. All but .>2 of the 187 cars included in the 18 trains had six-wheeled trucks. Other data defining the train make-up are given in the table. The tests were made on trains running both North and South. The nortiibound trains had a scheduled running speed of 47.5 m. p. h. and the southbound trains had a sched- uled running speed of 4.S.7 m. p. h. Track and the Weather Conditions. — The roadbed on which the tests were made was in good condition and the drainage, in general, was excellent. Except on a few short stretches through station grounds, where cinders and screen- ings are used for ballast, both tracks are ballasted with broken limestone. The cross-ties, 6 in. by 6 in. by 8 ft., are spaced about 20 in. between centers and are of treated red oak, treated soft wood or untreated white oak. Sixty -one miles of the southbound track are laid with 85-lb. rail of American Societ} of Civil Engineers section, while the remaining 63.5 miles are laid with 90-lb. rail of American Railway Associa- tion section. Practically all of the northbound track is laid with 85-lb. rail of American Society of Civil Engineers sec- tion. All rails are laid with broken joints supported on two ties. During eight months of the year there is employed in maintaining this portion of the road, a force of men aver- aging one man per mile of track. During the remaining four montlis this force is reduced to one man for each two miles. The tests were all made on fair summer days, the air tem- perature which prevailed during the tests var}ing from 69 degrees to 9.5 degrees Fahrenheit. The wind velocity varied up to 25 m. h. p. Test Methods. — The apparatus within the dynamometer car used produces continuous graphical records of the gross Trains 'Jsed for Resistance Tests •row . > S Kind of Cars '~~ N X 0*T- c.> •- i c =1 E M n H c in . of Cars r Three r Truck c cn C 1 5 ?! u > n >, U O n o «u u re X o 3 H rought together in Fig. 2. An inspection of Fig 2 shows that at 20 m. p. h., the values of resi.'^tance var}- from 4.1 to 6.3 lb. per ton, and at 70 m. p. h. the values of resistance range from 8.0 to 11.4 lb. per ton. This variation is chiefly due to the differences in the average weights of the cars CMnposing the different trains. Those trains composed of relatively light cars have the higher resistance (expressed in pounds jier ton), whereas trains of U IS 3 ^ i 10 ^ ^^ y'A 1 ^'"''^ ,Y ^ V^ 1 8 ^ ^ ^ ^ p" 1 1 ^.*= =^ ^ !> ^ ^ ^ y^ 6 i ^ ^ '0^ P^ 1 1 p ^ ^ ^ --^ 4 r^ "^ 10 20 30 40 SO ... 70 Speed- Miles Per Hour. Fig. 2 — Relation Between Resistance and Speed for the 18 Trains Tested. heavy cars have a low specific resistance. This fact is bet- ter established by the process described below. If in Fig. 2 at the point corresponding to 20 m. p. h. a perpendicular is erected, it will cut the curves in eighteen points, each of which pertains to a particular train and de- fines for that train the average value of resistance at a speed of 20 m. |). h. If each of these resistance values are plotted 1 ' . \ . ' ' -I— \ 1 : ~~ 1 '~ ' : 1 , ! 1 1 1 ; I .^ 1 1 \ 10 1 1 1 \ ^ 1 1 1 i ' T 1 ! 1 i 1 1 1 1 • ( 1 1 ! 1 — 1 1 [ «■ \^ ! 1 1 ! ' 1 , 1 6 _ _, UX ^ ht X [ [ i ->r -f — 1 -\ _^ _ _ _ ■fi -|- — — — ^ ii-^" ^ ff > h- — 1 - - -^ 2 1 y \ ■ -T r* « - -^ k- .^ $ 4 1 t < c 4 ^-^-' . . 1 ' 1 ^ § 1 k-|- ^ 1 iS 40 41 1 . 1 i 1 ^ > 1 k I I Bu I ■ : •• \ 1 1" D I |. 7 u » ' ^ 1 Average Height Per Car- Tons. Fig. 3 — Relation Between Resistance and Average Car Weight at a Speed of 20 m.p.h. with respect to the average car weight of the train to which it pertains, the diagram shown in Fig. 3 is obtained. It is obvious that as the car weight increases, the specific resis- tance decreases. The average rate of this decrease is shown by the straight line. By a similar process, six other such straight lines have been determined defining this relation at speeds of 10, 30, 40, 50, 60 and 70 m. p. h. These six lines, together with those from Fig. 3, are all l)rought together in Fig. 4, which shows the average relation between resistance and car wei^t for each of eev^ different speeds. This figure, however, presents the relations in unusual form and Fig. 5 has been drawn from Fig. 4 to show a corresponding group of resistance-speed curves. The relation between the two figures will be made clear by explaining the derivation of the upper curve in Fig. 5 — 7 "p "F" "" " "I i r 1 — 1 1 X^ 1 ^11 ■ ■ \- .. .,- 1 r^i •S '• ' ri i; i~|-- ^ -i- 1-- ^ " 9. ■■ t ■ Y 1 ' 1 '" ± Je±.:;-::: :^±::iru I a i u y Si (J; ■= ~ . »J ■ ^^== =tZ--- """Tl^ 44^ 1 :::-^e3-::;:::: ^--. ______ L__r|::r-= 60 "1 - - -i_ _. ' " — — "f™""""— — ^ nn "S « _ 1 $ " -"^ h 4!" c- ~ ^_. ,s fii 4 _ _ I 40 41 KO SK Ayerage kfeighf Per Car- Tons. Fig. 4 — Relation Between Resistance and Average Car Weight at Various Speeds the one applying to a car weight of 40 tons. In Fig. 4 the ordinate corresponding to an average car weight of 40 tons cuts the seven lines there drawn at seven pwints at which the mean resistance values are 5.5, 6.7, 7.5, 8.5, 9.7 and 11.5 lb. per ton, corresponding to speeds of 10, 20, 30, 40, 50, 60 and 70 m. p. h., respectively. These values are the co-ordinates of seven points on a resistance-speed curve applying to a ~ ~ — ^ T- I '"T"^"^ ■ AVERAGE WEIGHT f 1 ' t ' ^CR CAR — TONS 1 "I ; 1 i ; 1 , . i i ! 40 60 60 70 12 ' i , 1 1 . y. .^ / i K ^ ^ ^ / y 4 y J^ 10 ^ ^ / L 1 ( ^ ^^ ^ ^ . r J ' ^ > y ^ r ^ ' r^ > > y ^ ■y 8 > 1* ^ V^ r •* -J 1^ ^ -* is ^ ~^ f -^ ■" t^ ^ . ** (^ 6 " — ■ k^ r- \>- r- ^ ' 1 ^ >-* r "^ :V- r* —■ ■ -r- -H ■^ ,- *~~ .1: ^ -^x^ H- ' .^ 4 ^ c: -^^ ! r *~ ^ 1 _ \ ^^ ~ 10 t^ If If- ' ...: 1 u u ^ ^ H _ 1 6(" H I. /U Speed- Miles Per Hour. Fig. 5 — Relation Between Resistance and Speed for Cars of Various Average Weights car weight of 40 tons. These seven points have been plotted in F"ig. 5 and define there the upper curve. As these results are all derived from curves such as that drawn in Fig. 1, one must expect to encounter as much varia- tion from the average values as is indicated in this figure. It .-'hould l>e borne in mind that they apply to trains running on level track at uniform speed in warm weather, and under favorable conditions. Cold weather and high winds will both operate to increase the resistance above the amounts .•^hown. O.xv- Acetylene WeldIxM;.— The speed at which work can be welded by the oxy-acetylene process varies with its nature. In the following table is given the speed per hour on iron plates: Tliickmss of plate 3/64 in. ^ in. }i in. V2 in. Length welded |)er hour 30 ft. 14 ft. 6 ft. 4 ft. These figures were obtained when the plates on which the welding was done were cold. By preheating the parts near to the weld in >4 in- plates and upwards, the time and cost can be reduced. — Institution of Mechanical Engineers. May, 1917 RAILWAY MECHANICAL ENGINEER 249 PREVENT HOT BOXES BY EDUCATION* BY W. S. CLARK Or .Fereman. New Yock CentriJ. £Mt Syivfiwie. N. Y. The greater number of hot boxes are due to lack of proper attention by what are termed "car oilers," but who should be called "journal box caretakers," as no free oil should be used in properly taking care of journal boxes. When in- specting cars you will find swne journal boxes overloaded with packing, while others do not have sufficient. Both of these conditions make hot boxes. Brasses worn thin are in many cashes not removed until they have started trouble and you have hot boxes and cut journals. To eliminate these conditions and have perfect running cars it is necessary first to see that the journal bo.\ packing is mixed and properly proportioned with waste and oil. This re(|uires mixing tanks and a "prepared"' packing tank, the sizes of tanks to be in accordance with shop or yard capacity. These tanks should have drainage racks in the bottCMn and be equipped with 1^-inch faucets. The waste should be pulled apart, placed in the mixing tank and then submerged in oil, and allowed to stand for 24 hours. An exact record should be kept of the number of pounds of waste and the number of gallons of oil used. Then drgiw off the oil, leaving four pints of oil to one pound of waste. Transfer this packing into the "prepared" tank. Twice daily draw oft" the oil that has settled in the bottom of the tank and pour it over the top of the prepared packing. By so doing you always have a mix- ture which is standard. The treating of journal boxes has become a science, and is not an "everyman's" job. Employees may be educated to be- come scientific at their work by proper supervision. They should be furnished with books of instruction on the lubri- cation and care of journal boxes. Journal boxes which are to be repacked should be handled in the following manner: A uniform size roll, say 2 in. in diameter by 10 in. long, should be made of dry waste and be submerged in oil. Place this roll in the back of the journal box. Then pack the box under the collar of the journal at the front. Force back with the packing iron until it is within one- fourth of an inch of the center line of the journal, making sure that all packing is back of the collar of the journal. Then place a piece of packing by hand in the front of the box, not spudded and having no strings of waste hanging out of the box. Do not pack the box too tight. The foreman in charge should pack a few boxes for each man assigned to this work, and explain to him why the roll is placed in the back and the piece in the front of the box and why these three operations are necessary. He should then watch the man repack 10 or 12 boxes and correct him each time he makes a mistake, never snatching the packing iron from his hand, but demonstrating to him in a mild manner. When a man has gone over a few boxes you can determine whether he will make gcxxi or not, for not every man is fitted to do this work. In caring for cars in trains in the yard, if the packing needs rearranging sufficient waste should be pulled out of the box and then "spudded" back. Be sure to keep the pack- ing within the one-quarter inch of the center line of the journal; then place the front piece. Xo packing should be placed at the side of the journal. If the box requires addi- tional packing, it should be placed in the front and '■■spudded** back under the collar of the journal. A good man at this work will always detect a cut journal or a brass worn thin that will cause trouble. By following these instructions hot boxes may be reduced 98 per cent. Our inspectors al- ways ask the conductors if they have had any troul)le on the last trip out, or the trip in, and just what the trouble was. Men educated in this line of work will always be interested in these results. Ever>' car that comes in on a repair track should be Icwked after, all surplus packing jeraoved and the packing rear- ranged. Cars that need con^plete repacking should be handled as outlined above. AU jcnirnal boxes should be thoroughly cleaned out before repacking. All new boxes should be free from rust and scale. The journals should be cleaned when the wheels are changed. In changing wheels see that the brass fits the journal and that the journal bearing wedge fits the brass and box properly. A foreman in charge of inspectors should always keep in touch with the conductors and train crews to ascertain the running condition of the cars. Find out the side of the train the trouble was on. Then go over the matter with the car ciler. In many cases the ccMiductor or one of the train crew has already told the oiler. Gcxxi results follow such co-oper- ation. We hold monthly meetings with our oilers, the same as we do with our inspectors. They all understand that the care of journal boxes is an important factor in getting cars over the road without delay. THE CHILLED IRON GAR WHEEL* BY GEORGE W. LYNDON President, Assocuuion of Manufacturers of CbUied Car WbceU, Chicago The methcxl of manufacture in so far as the formation of the wheel is concerned, is practically the same tcxiay as when first intrcxiuced. Fig. 1 shows a section of the mold in which the chilled iron wheel is cast. The tread, or running surface of the wheel, is formed by an iron ring or chiller against which is poured the molten metal, the sudden cecause while the guaranteed net cost to the railroads is based upon six, five and four years' service, respectively, the actual service is often twice as much. During the last two vt^ars the prices of all commodities have reached their highest figures. Nevertheless, the price of the chilled iron car wheel has practically remained constant. We have not yet reached the capacity of the chilled iron car wheel and to-day we have in service wheels Weighing 950 lb., which are 225 lb. heavier than the heav- iest M. C. B. standard. These wheels are carrying a burden of 26,500 lb. per wheel and they have given such satisfactory service under engine tenders of 12,000 gal. capacity that no other type of wheel is considered by the user. IxsoLUBLE Impurities in Oil. — Insoluble impurities in oil can easily be detected (although the nature of them can- not be determined) by mixing a quantity of oil with gasoline sc» that it will filter through blotting paper. Any such im- parities are deposited on the paper, and can be seen. — Power. DERAILMENTS DUE TO DEFECTIVE EQUIPMENT* BY WILLIAM QUEENAN Aasistant Superintendent Shops, Chicalo. Burlington & Quincy, Aurora, lU. During a period of 21 months, beginning December 1, 1914, and ending September 1, 1916. one of the western rail- roads had 350 derailments caused by defective equipment. These derailments had 44 different causes; lh9 of them were on equipment owned by the railroad and lol on foreign equipment. The table shows a list of the causes and the number of derailments from each cause, divided according to the ownership of the cars. The derailments recorded un- der the last four items in the table, were each the result of a separate cause and have been roughly grouped in four classes. Cars , A ^ Defects Owned Foreign Total Brake beam down 35 36 71 Broken wheel 21 15 36 Coupler pulled out 17 16 33 Broken journal 10 17 27 Burst air hose 21 5 26 Burnt journal 11 12 23 Loose wheel 9 11 20 Broken flange 16 4 20 Broken arch bar 5 5 1© Broken axle 3 6 9 Broken oil box bolts 445 Broken truck sides 4 3 7 Broken brake rod 3 3 6 Sharp Flange 3 2 5 Broken brake hanger 2 3 5 Broken knuckle 5 . . 5 Broken truck 1 3 4 Brake rod down 2 2 4 Draft timbers pulled out 3 3 Worn knuckle 2 . . 2 Broken train line 1 1 2 Broken equalizer 2 . . 2 Miscellaneous truck defects 5 6 II Miscellaneous undcrframe defects 5 16 Miscellaneous brake rigging defects 2 16 Miscellaneous coupler defects 2 2 Total 189 161 350 The 71 derailments caused by the dropping of brake beams are a little more than 20 per cent of the total number of derailments recorded. This is entirely too many acci- dents tracealile to one cause. That this particular cause of derailment is not confined to any one railroad, however, is well brought out by the statement contained in the 1915 Proceedings of the blaster Car Builders" As.«;ociation, show- ing that about 37 per cent of the derailments of one eastern road resulted from this cause. The most frequent cause of dropped brake beams is the loss of brake hanger pins. These pins are secured in several ways; the most common practice is to use a cotter or split key, or a common nut with a lock nut. No matter which of these fastenings is used, its security depends entirely upon the care with which it is applied. Frequently the nut is not turned up on the bolt sufficiently, or the nut lock is left off entirely, or the cotter key may not be split i^ufficiently to prevent it from working out of the hole in the pin. What is needed is a device by which the pin l»ecomes automatically locked in place when it is inserted. 1 Ix-lieve that such a device can be developed and when it is it will do away with a great many derailments resulting from dropj^ed brake beams. The accidents from broken or defective wheels and axles emphasize the fact that cars cannot receive too careful in- spection. In many railroad yards car inspectors are bur- dened with other duties, such as taking seal records, open- ing the doors of box cars and examining the contents, which frequently interfere with their primary duty of inspecting freight cars for mechanical defects. It is much oetter to employ other help to secure seal records and the many other records which car inspectors are sometimes asked to get, than it is to allow this class of work to interfere with the principal duty of the inspector. The derailments caused by the pulling out of couplers and •prom a paper read before the Car Foremen's Association of Chicago. 252 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 5 draft timbers are mostly the result of operating old, low capacity cars in heavy trains. Derailments caused by bursted air hose are difficult to prevent. The ordinary inspection of air hose is not likely tc detect hidden defects in the hose. The outer casing of air brake hose checks from different causes; this allows mois- ture to penetrate to the inner fabric, causing it to decay until it is unable to withstand the pressure and it bursts. A lietter quality of air l^rake hose should reduce these derailments. BOX CAR SIDE DOOR In a paper on Freight Car Repair Problems presented be- fore the Car Foremen's Association of Chicago by Lewis K. Sillco.x, mechanical engineer, Illinois Central, the drawings of a box car side door were shown. This door has Ijeen applied to several thousand cars and has given excellent serv- ice. It is shown with its details, in the illustrations. The body of the door is made up of 13/16-in. matched boards, ^Clearanci Sechon Y-K Section Z-Z. Defa'ilof/ronPhfe. Phfefobe/^pp/iedfoBof/} Front and Back Door Pi»t. FlosffobeFrvmedto Suit I H Q F E D c B /f Class of Car CarNoi 2/OJ^ 2'i z'a* >^i' l'4' M ^'< se' 7'lS 3f>-40Sifia(tf33miJiiJ t'i >'^% m ^ » m m aiooi-oiscc m m zaU '4' >'4- m ^ 7/Sk M • n ?S00hZiS3l ^'4' H' z'^t /3' '4- M SOU eV ai' 40'-S0Ton i4ooo/)i3oa. M , is- 4' 'H' zsX 29^ s'e' 74' 4C'40. WOI-ZHM m m • • m • • ^ M m - woiimi • ' - - ' - .. . .. 3}OOI-33l(X> ^i^-i-^^ ^ Clearance ^^^ I'Solfs Application of New Ooor Hanger. Ttteie door tKmgens ckrne^ need fhe^ ' hangerphfes. Details of Box Car Side Door \<-^'—-I- May, 1917 RAILWAY MECHANICAL ENGINEER 253 reinforced at the back by 10-in. by 13/16-in. boards at the top, middle and the bottom, and by diagonal braces extend- ing between these members. At both ends there are vertical strips of the same material eight in. wide. On the front, two longitudinal oak braces two in. thick, located as shown in the elevation, give additional stiffness to the door. A 5 -in. by ^-in. steel plate is fastened to the back door post for its full length, forming the weather strip. A 23/2-in. by 2^ -in. by 3/16-in. angle on the back edge of the door over- laps this weather strip when the door is closed. The door is hung on rollers at the top. Three door guides are used to hold the door in place when it is closed. The two end guides are riveted to a ^'2-in. by 4-in. by 12-in. plate which is bolted to the side sill and door posts as shown in section Z-Z. With this construction it is impossible to remove the guides from the outside of the car when the door is closed, without cut- ting the rivets. A strip of steel plate 1 in. by % in. along the lx)ttom of the door protects the body of the door while it is being opened and closed. THE CAR DEPARTMENT APPRENTICE* BY FRANK DEYOT. JR. Chief Draftsmaa, New York Central Lines, East Buflfalo, N. Y. From experience with car department apprentices I have found that it is a hard problem to keep up their interest in the work because of the seeming lack of inducements and the laborious work they are called upon to do in repairing freight cars. It has also been difficult to convince a boy that the carpenter's trade could be taught thoroughly in a freight car repair shop. However, first class car men can be obtained through a combined system of training both in the shops and classrooms. The boys should be instructed by expert car men who can exert the proper discipline. They should l)e trained in all branches of the work at a car shop, especially where new work is done as well as reconstruction work. The boys should be about 18 years old and should have a fair grammar school education. They should be required to pass a suitable examination before being allowed to enter the apprentice course. The length of the course should be three years and the boys should be started in the department where the work is most likely to appeal to them. They can then be advanced into each department as they become qualified. Problems which constantly arise in the course of shop train- ing should be taught in the classroom and a sufficient amount of car drawing should be taught to enable the apprentice to read a drawing, make such free-hand sketches and perspec- tive drawings as are often found necessary in car work. If the boy is given to understand that he is not there to become only a car repairer, but that he is expected to qualify himself for something !)etter, there will be no trouble in getting a good class of men and keeping them. There is another obstacle confronting the car department aj)prentice and that is the wages paid. The time has gone by when you can get a young man of intelligence to work for a meagre salary just l^ecause he is learning a trade. This fact has been found to be true by the smaller concerns who em- ploy apprentices at nearly a journeA-man's rate to induce the young men to learn the trade in order that they may be developed into foremen and other official position*^. Another way to make apprentice work attractive in the larger shops, and where there is a sufficiently large number of apprentices, is to organize an apprentice club. Quar- ter? can be fitted up in some part of the shops, or close bv, where the boys can asseml)le in the evening and discuss papers on the different classes of work and play game5 suitable to young men. A baseball club may be organized also and managed by those interested in the apprentice work. * Entered in the Apprentice Competition of the Chief Interchange Car Inspectors' and Car Foremen's Association and presented at the annuaj convention, Indianapolis. Ind.. October 3. 4 and 5, 1916. STEEL GONDOLA VERSUS COMPOSITE GONDOLA* BY WILLIAM OUEENAN Assistant Superintendent Shops, Chicago, Borliogton A Quiocy In the last few years many articles of interest have been written with regard to the steel gondola car. These writings touch on the probable life, cost of repairs, proper care and detail of construction. In a review of the subject it would appear that the gondola of composite t\pe has not received the same consideration given the all steel car. The Chicago, Burlington & Quincy has over 18.000 all steel gondola cars in service. These cars range in age from tv.o to thirteen years and compare very favorably, as to con- dition, with those of like construction owned by other roads. They are all 40 ft. 50-ton capacity, drop l)Ottom cars, having from 12 to 16 doors, with an average light weight of 38,800 lb. and are of different designs, seven car companies partici- pating in their manufacture. This road also owns 1,000 com|X)site gondola cars. COST OF REPAIRS A record of the cost of repairs to individual classes of freight cars has l>een in q^eration upon this road for alxxit two years and scwne very valuable information obtained. In the year 1903 the 1,000 composite gondola cars be- fore mentioned were built. These cars are 40 ft. in length. 50-ton capacity, vrith steel side stakes and underframing, \vooden sides, ends, floors and drop lx>tt(Mn doors. Fhe lum- ber used was 2^4 in. and the light weight of one of these cars is 39,700 lb. In the same year 1,000 all steel gondolas were built. These cars are 40 ft. in length, 50-ton capacity, and have drop bottom doors. The side sheets and door plates are '4 in. thick. The light ^veight of these cars is 37,800 lb. During the 12 months ending August 31, 1916. 167 of the composite gondola cars as described were repaired at one of the company's largest shops, at an average cost of $21.82 per car (truck repairs not included). Of this amount $2.53 was spent on the draft rigging. $11.28 on the underframe and S8.01 on the body of the car. During the same period 332 of the all steel gondola cars Ijefore mentioned were repaired at the same shop, at an aver- age cost of $29.77 per car (truck repairs not included). Of tins amount $3 was spent on the draft rigging, $10.18 on the underframe and $16.59 on the body of the car. Repairs to the draft rigging include couplers and attach- ments, draft castings, uncoupling devices, short draft sills or plates, buffer blocks and all other parts of draft gear. Re- pairs to the underframe include all sills, body lx>lsters, l)ody center plates, body side bearings, cross l^earers, dump doors, and operating mechanism. Repairs to the Ixxly cover all parts of it including the floor. It is the aim of this road to keep its cars well painted and during the period of one year 14 of the composite cars were repainted at one shop at an average cost of $3.81 per car, and 42 of the before described steel cars were painted at a cost of $2.83 per car. Records show that the total repairs on the entire svstem which includes trucks to the composite gondolas cost as follows per month : Average per car repaired $5.25 Average per car in service 3.08 Number cars repai red 600 Number cars in service . . . . 999 This compares with cost of repairs to the all steel gon- dolas before mentioned as follows per month : .\ verage per car repaired $6.7J .\verage per car in service 4!80 Number cars repaired 710 Number cars in service 9^7 STEEL GONDOLA CARS In 1911 after eight years of serN-ice the drop doors on the steel gondola cars before described had Wcome wbm ;.nd dis- •.Vbstract of a paper presented befdre the Western Railway Club. 254 RAILWAY MECHANICAL ENGINEER V(.i.. 91, No. 5 tortetl considerably and on account of a faulty door operating mechanism the operating mechanism was removed, the door straightened and closed permanently. Four years later, in 1915, these door sheets had rusted to such an extent tliat they were unsafe, and after going into the matter thoroughly to determine whether new steel doors should be applied or not it was finally decided that new steel doors would outwear the sides and that the economical thing to do was to put in solid wooden floors, which is being done. The wooden floor will give good service for five years. A year ago the work of reinforcing the doors on steel gon- dola cars built in 1906 and 1907 was begun. These doors are rusted and worn so badly that a new door plate is required. It is also found that some of the doors are not worth repairing in this manner and new doors must be made complete. The center cover plate and end floor sheets in all of these cars are worn verj' thin and will soon have to be renewed. As will be seen, corrosion is the greatest enemy of the steel car. A great deal toward the prevention of outside rust can be accomplished by taking care of the small rust spots when they are first discovered. They should be thoroughly cleaned and painted. While the outside of the car body may be kept in good con- dition as regards the rust, it will be found that on all steel cars corrosion on the inside usually starts within a few months after the cars have gone into service, and within two years the inside of the body, floor, drop doors and under- frame will show ver}' materially the effects of the rust. Experiments have been made as to painting and oiling in- sides of steel gondola cars, but it has been found that this paint or oil is rubbed off so quickly that it does not pay. Good results can be accomplished by sand-blasting of steel cars, but few roads spare the time and outlay of money that this practice requires. Most roads are endeavoring to keep their steel cars well painted, for if the outside corrosion can be stopped the life of the side and end sheets will be pro- longed. It would appear that steel cars operated in low damp re- gions are more susceptible to corrosion than those used in higher and dryer climates, and cars used in bituminous coal hauling are undoubtedly affected by corrosion more than cars used in hauling anthracite coal. The practice of loading cinders in steel gondolas is very objectionable; when wet the acid in the cinders will attack the steel, and if they are not wet down good before loading they are often so hot tliat the\- will burn off the paint. The practice of unloading coal from gondolas with a clam .shell bucket is bad; if the o[>erator is not a careful man a large amount of damage will be done to the floors and sides cf the cars. The practice of loading freight car trucks in gon- dola cars with drop doors in bottom is bad and does a large amount of damage. COMPOSITE GONDOLA CARS The composite gondola cars built in 1903 before men- tioned and described are still in very fair condition. A lars^e portion of the original lumber is still in them. Repairs out- side of that to the draft gear and trucks consist principally of renewals of the end and drop door planking. Floors in some places also need attention. The steel parts where thev are protected by the wood-work are in good condition. These cars have given very good service. Owing to the small number of composite cars as compared with the large number of all steel cars, the writer will not try to say which of the two t}pes are the l)est, but rather try* and point out some of the good points of both types. CONCLUSIONS IN FAVOR OF THE ALL STEEL CAR Some of the repairs to all steel cars can he made without removing the defective parts from the car. Outside of extensive damage, defective parts can be straishtened and used again, thus reducing material cost, v If the floor and drop door sheets, cover plate and the bot- tom of the side sheets where they are riveted to an angle were reinforced or made of heavier steel than the main portion of the side and end sheets, the cost of repairs would be reduced, and the life of these parts lengthened so that they would last as long as the side and end sheets. The salvage value of the all steel car is much greater than the composite type of car. For the first three or four years the cost of repairs, barring accidents, to the all steel cars is very light. CONCLUSIONS — IN FAVOR OF THE COMPOSITE C.\R The initial cost of the composite gondola with the present price of steel should be less than the all-steel gondola. The composite tyj)e of car costs less to maintain than the steel gondola. The sides of the composite car do not bulge as do these of the steel car. Records show that while the composite car costs more to repaint than the steel car, it does not recjuire painting as frequently. A large portion of the repairs to composite cars can ]k taken care of at other than steel car shops. Certain properties in coal cause corrosion to steel but do not affect the wood. INTEREST THE MEN IN HOT BOXES* BY C. S. TAYLOR General Foreman, Atlantic Coast Line, Wilmintion, N. C. Some time ago we were annoyed considerably with hot boxes. In each case the inspectors stated that the "boxes ap- peared to be in good condition leaving the terminal."' I found, by personally following them up, that such was the case. I noticed also that cars would get quite a distance from the terminal before the troulile developed. I finally came to the conclusion that the difficulty was of a very small nature, to overcome which it would be necessary to examine and repack all of the boxes before leaving the terminal. This would have proved most expensive and could not be done with the forces on hand. We have ven' few through cars at the terminal, as all of the business either originates there or is for export. Cars come into the terminal and are placed at the export wharves or at some industry and probaljly stay in the yard for several days. Of course, the inspectors examine all boxes when the cars start out. The adoption of the following plan reduced our hot-boxes practically more than 50 per cent: The inspectors arc instructed to go over a train on its ar- rival and feel the boxes; if they are the least bit warm they mark them with a piece of blue chalk. Nobody is authorized to rub this chalk mark off except the car oiler, and when trains are made up to go out the car oiler goes over them. If a box lid is marked with l)lue chalk, his instructions are to examine the brass and pack the box. Quite frequently he finds a hard spot in the brass or the packing is dry; the boxes from a casual observation or inspection, however, would ap- pear to be in good condition. Under the former practice the inspector would raise the l)ox lid and if the i>acking and brass appeared to be in good condition he would only stir the packing up, getting the saturated dope in the i)()ttom of the box up next to the journal. Under the new method, when he sees the blue chalk mark he knows the box came in a little warm, indicating that there was some hidden trouble which must l)e remedied. After giving attention to the ])Ox he rubs the blue chalk marks off. This method, as ])efore stated, has reduced our hot boxes about 50 per cent. I followed up personally the attention that inspectors and car oilers were giving boxes and got them enthused with the handling of this matter, showing them the sav'ng that we would effect by the proper and economical use of oil, as well 'Knttretl in the ITot T'o\ ( nnnietitioti. May. 1917 RAILWAY MECHANICAL ENGINEER 255 as how expensive it is in the locomotive fuel consumption and delays to have to stop trains to pack boxes. It has been my experience that the best method to get re- sults is to work with the men who are actually doing the work, instead of driving them; show them that the dollars saved by them for the company will finally revert back to them in increased wages and Ijetter working conditions. Or in other words, work up a better interest in the company's business by trying to teach them that they are just as much a part of the company as the foremen. CO-OPERATION BETWEEN YARD AND CAR REPAIR FORCES* BY R. H. DYER Norfolk ft Western Co-operation between the yard and car repair forces is essential for the promotion of business, as well as the economical handling of terminal yards. Freight will be delayed and cars await repairs, attended by much loss of time and efficiency, when the two forces fail to work in har- mony with each other. While the car repair forces by holding up cars for repairs may interfere with routine terminal move- ment of the trains, they are as much interested in the preven- tion of delays and keeping the number of bad order cars down to the lowest possible figure as the operating depart- ment. The trouble, work and anxiety of a car repair force really begins with the appearance of defective equipment. Many times, to their sorrow, they see the fruits of their labor terri- bly abused, and their days of labor and the expense for which they are responsible and must account for, torn asunder in one shifting movement Ijy a yard crew. Unfortunately it is often felt by some repair forces that such destruction is attended by indifference on the part of those in charge of the yard. There may be, and undoubtedly is, an economical speed at which the cars should be shifted, time and damage to the equipment considered, and the humble car repairers who wit- ness the damage and are rerjuired to explain why there are so many bad order cars and why there is an increase in the cost of maintenance, are not uninterested parties. In the days of the link and pin coupler the train crews instinctively regulated the movement of the cars and made couplings at moderate speeds not solely for their convenience but for their personal safety as well. Equipment under such treatment receives the least abuse, but since the introduction of the automatic coupler which j)ermits more severe practices without danger of personal injury there seems to be a lack of interest in the preservation of equipment. Personal safety that accompanies the introduction and development of the automatic coupler, application of air brakes, etc., is having its reward. Still the number of injuries which are the result of carelessness and the unnecessary taking of chances is appalling. It matters not from the shopman's point of view whether the cars are destroyed by jerking or buffing, al- though the latter is the more serious. The thought naturally arises that greater team work could Ije obtained if the yard forces could be made to appreciate the losses from the rough handling of equipment. In the interest of co-operation the yard forces and in- spectors should, in the handling of loaded cars requiring transfer, decide as soon as possible what cars are to be so handled in order that the yard forces may move the car direct to the transfer track, and avoid any delay incident to a shift to the repair track for further inspection. The yard forces should work, in such cases, in harmony with the repair men and expect as much in return. Ordinarily, the open hand • From a paper read before the annual convention of the Chief Inter- change Car Inspectors' and Car Foremen's Association. Indianapolis, Ind., October 3. 4 and 5, 1916. must first come from the yard people with their assurance of support and co-operation, and they should also encourage a free exchange of views for the common efficiency. W'hen car foremen select cars for certain classes of lading they should endeavor to give the yard people as little switching to do as jx)ssible. The handling of box cars at terminals where such equip- ment is extensively used is a most important matter, and one offering many opportunities for the exercise of good judgment. Inasmuch as it is generally the rule that these cars are not kept up to a high standard of physical condition, the yard people are confronted with a task of handling cars to the best advantage, disposing of them at the least cost and loss of mileage. Hence cars not serviceable for the highest class of freight must be utilized as the conditions permit. This in- cludes the disposition of the foreign box car equipment having more or less defective superstructure and where a prohibitive length of time will be requircxi to get repair material from the home road. The yardmasters can be of great assistance to their repair forces by giving them advance information concerning the cars desired for delivery. Ordinarily the inspectors do not know what is in contemplation until the work arrives. As a result the cars will have to be inspected and repaired hurriedly and in many cases the train will be delayed. The handling of perishaljle freight and livestock is also of im- portance. Yard forces usually obtain due notice of such ship- ments, but very often the information is slowly handled, or not given to the repair forces at all. Hence they are left in more or less ignorance until the cars are discovered in the yards. L'nder such circumstances delays, often more or less serious, occur, whereas, if a little information had been given this might have been prevented. The car foremen should require the car inspectors and repair men to furnish prompt information to the yard forces regarding the cars that should be shopped out of a train, giv- ing them the initials and the numbers of the cars in order to assist the crews in switching them. In the larger yards where bad order cars are classified on special tracks, much has been accomplished by the inspectors indicating the light and heaN-y repairs by attaching a small red or white card to the side of the cars. This enables the switching crews to tell at a glance, and at some distance, where the shop cars are located and also where they should be placed so that the repairs may be made to the best advantage and with the least loss of time. The yard forces should be told of and be made to appreciate the importance of properly classifying the bad order cars on the shop tracks. These tracks should be laid out with respect to the classification yard, for the convenience of all concerned. There is always some advantage to be gained in keeping repair organizations together, so that the material and facili- ties may be close at hand and not spread all over the property. At the same time car repair foremen will generally prefer to separate the car repair yards in preference to increasing the amount of shifting to be done to the bad order cars, unless possibly the shifting engine is under the car repair foreman's charge, in which case the work is always handled to the best advantage and with greater care. When cars are once dam- aged, particularly the draft gear, end or center sills, additional handling means that they are often subjected to further serious damage. It is believed by some car men that the shifting question is probably responsible for three-fourths of the damage, and many car repair forces which are given the opportunity to express their views on the layout of yards will, in a general way, advocate carr\'ing the material to the point or place in the yards where bad order cars naturally assem- ble, or where they are taken out of the trains, as against de- pending on shifting the cars any distance to reach the common yard. Another matter which should be given the most careful 256 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 5 consideration by both the yard and car repair forces is the blue flaji. The yard forces, Ijoth mechanical and transporta- tion, should hold the l)lue flag in the highest respect and keep in mind that it is put on a car or a string of cars not to handicaj) operation but to jirotect the life of the cnii)loyees. Again the car forces should remember that repairs should be made as (juickly as possible and never allow the flay to remain longer than is absolutely necessan' to protect themselves. It is evident that the car repair force is an imj)ortant factor in the transportation ])rol)lem as through its efforts it is possi- ble to keep the equipment moving with safet\. At the same time it is only by the closest co-operation between the yard and the repair forces that it is possil>le economically to handle the movement with despatch. If co-operation does not exist to the highest degree and the car rei)air forces are not given the l)est opportunities for doing their work, the work can only be done at a greatly increased co.st and with possibly a serious delay to the traftic. Good yard management should regard the car repair forces as truly assistants and offer them every means (|uickly to repair and return to service ecjuipment taken out of the trains. \\'hile the car repair work may appear to be a necessary evil it is one of the normal conditions in rail- roading and it should be recognized that any delay to the rapid execution of the repairs to cars is expensive in many directions, viz.: in the cost of repairs itself, in the delay to the cars, in the value of the car, in the loss of revenue and, last but not least, in that it may cause embarrassment to the shij)pers. So imi)ortant i> this (juestion of c()-oi)erati()n be- tween the yard and repair forces that the general offices should assi.st in its encouragement ttt the greatest degree. RECENTERING CAR AXLES BY E. A. .M. It is difticult and expensive to recenter a car axle on a lathe, especially where a large number have to be recentered. With tlie device shown in the illustration this can be done at a .small cost. It consi.sts of an old man made from 1-in. by lyj-'m. material, twisted as .*hown to form a back rest for a .small air motor. One end of the old man is clamped to the ^-^y SM % Bolts m^^^ .1 S Holes ,yo^e : Square llhrk ¥vifh Recen*ering Tool and fnd of^x/e i' 25 To bt attached fo Old Man -I8l— --»/ "T ii A i t:t| QHohs 3- 71 r ^ V- Horse Tap«r ^- No.3 u TFIule. ^Z^ , ^_ 4— H Arrangement for Recentering Car Axles journal of the axle by two j^-in. bolts. The surface of the old man on this end is slightly rounded to prevent it from sliding. The bottom of the clamp is made from a piece of 2J/2-in. by ^-in. material. The construction of the drill used for this purpose, has a point f}< in. in diameter and 3-16 in. long with a fluted bevel for countersinking the holes. Ihe bcxly of the drill is 1^ in. in diameter and the shank is j)r()vided with a No. 3 Morse taper. The drill is squared as indicated in the illustration l)y .squaring the body of the drill with the face of the axle. The feed screw is then set on the back rest of the old man. This tool has Ijeen found entirely satisfactory and saves a lot of time in recentering the axles. INTERCHANGE INSPECTION PROBLEMS* BY W. H. SAGSTETTER Matter Mechanic, Kansas City Southern, Shreveport, La. To Study and interpret properly the M. C. B. rules, as improved each successive year to meet the changed conditions, is the paramount duty and ambition of this organization. The present day inspector must have a good education and must l>e in a position not only to read, but to memorize the rules, whether they be the interchange rules, loading rules, safety appliance regulations, or special instructions issued by the company for which he is working. He must protect his company when cars are interchanged. He must be unbiased and conservative. He must l)e able to judge as to when a car is in safe condition to proceed, and he mu.st expedite the move- ment of cars as consistently as |X)ssible. The work of this organization has been such that these men are able to de- termine difficult cases more quickly, clearly and accurately. It lies within the power of the association to expedite the movement towards a systematic interchange of cars which will result in a tremendous saving. The jiroper step in this direc- tion is, I believe, the establishment of joint interchange and inspection bureaus at every point where two roads interchange cars. Where there is a chance of difference of opinion, one man should handle the interchange, if possible to do so. If this is done it will be one of the greate.st factors in the better movement of both loaded and emf)ty cars. Another subject that should receive consideration is the rules governing the transfer of loads. There is much un- necessary transferring done, sometimes through ignorance and sometimes through fear, and a great deal through the s[)irit of reciprocity. The latter condition usually prevails at jwints \\here more than one inspector is located. One inspector feels that a certain car has been transferred on technicalities, and he compels a transfer on technicalities to get even. In both cases the railroads hold the sack and pay the mone>-. One of the principal cau.ses for transfer of loads is elongated holes in draft sills. Why not recommend that the holes be worn 2 in. or 2'2 in. l)efore transfer authority be given? .Another matter that needs consideration is the technical carding of cars. This is brought very forcefully and fre- ([uently to our attention on carding for raked siding. Why not recommend that before a card be given for raked siding it must be raked into the tongue and groove of the siding and that the roofing raked on the ends must l)e split inside the facia board before a defect card is given. We must depend Upon such an organization as this eventually to work out the undesirable features that are found in connection with the interchange of cars today. HrAfAs Ei.KMEXT IN AcciDKM PREVENTION. — Railroad and industrial .statistics indicate that only about 10 per cent of all accidents to employees are of a character which mechan- ical safety devices, or the previous correction of unsafe con- ditions, will prevent. The other 90 per cent are largely of a character which can only l)e prevented by the exerci.^e of greater care on the part of the human beings involved in the accidents. Therefore, the principal avenue in which our accident prevention effort must be directed is in the educa- tion and supervision of the human forces. — Marcus A. Dow before the New York Railroad Club. * From a paper read before the annual convention of the Chief Inter- change Car Inspectors' and Car Foremen's .Xsisociation, Indianapolis, Ind., October 3, 4 and 5, 1916. SHOE AND WEDGE JOB BY ARTHUR J. HUMPHREY New shoes and wedges are usually planed in large quan- tities at a time; they are planed all over except the face and placed in stock until needed. The face is planed to the required thickness as the shoes are needed. Fig. 1 shows a method of planing new shoes and wedges. A long casting i? bolted in the center of the table, and the shoes and wedges ,;re clamped on both sides. Both planer heads are used. The shoes are first clamped with one side up and planed. Thev are then turned over and the other side of the shoes Fig. 1 — A Long Table Planer is Used for Planing Shoes and Wedges is finished l/.>2 in. narrower than the driving box channel within which they go. They are then clamped face down and a roughing cut is taken over the bottom. Two rough- ing tools may be used for doing this work, clamping them in the tool block about half as far apart as the inside width of the shoe; they are fed down to depth, then fed across. After the bottom has been roughed out, both sides are planed complete and the bottom is finished in one cut with ;i wide forming tool. A fine feed is used in taking the cut. Fig. 2 shows the wide forming tool. It should be made 1/S2 in. wider than the pedestal jaws over which the shoes are to fit. This illustration also shows the method of clamp- ing the shoes with tool steel pins and cupped set-screws. I'he wedges are planed in the same manner as the shoes, wcept that when the bottom is planed a block is placed under the thin edge of each wedge and adjusted till the inside face of the wedge is level with the planer table. The next operation on the shoes and wedges is to lay them out and plane them so that when they are properly set up on the engine, the driving axles will not only be square with the engine but the distances between axle centers will '>e the same as the length of the side-rods. There are several methods of laying out the shoes and \\edges. The practice in some shops is to run a line through the center of one or both cylinders and to lay off the shoes and \vedges in such a manner that the axle will be square with the line. Another method is to square the axle with one or both frames or with an imaginary line drawn central between the frames. Of course, if the bore of both cylinders are parallel with each other, and with both frames (as they should be) it would be immaterial which method was used. A line square with one cylinder or frame would be square with them all. If the cylinders and frames are not parallel, the shoes and wedges can only he laid out square with one of them. I prefer the method of laying them out so that the axles will be square with an imaginary line central l)etween the frames, and will describe that method. The binders should be bolted up, and the shoes and wedges should be put in place and held there by a light jack A, Fig. 3. In the two main jaws of the engine place the jacks just below the center of the wedge and equally distant from the top of the frame. The wedges should be raised ^4 in. above the l)inders by placing under them a piece of iron '4 in. thick. Chalk or paint the frames and the shoes and wedges where lines are to be drawn in order that the lines may be seen easily. Then scribe four lines across the front main ped- estal jaws, both inside and outside, equi-distant from the top of the frame, and about midway the length of the wedge. This line is shown at B in Fig. 3. Place a prick-punch Fig. 2 — Method of Planing the Inside of Shoes and Wedges mark midway between the frames on the cylinder castings; or if it is impossible to tram back from the cylinders to the main jaws, place the mark on a frame brace, or a piece of wood wedged between the frames. Place one end of a tram in this prick-punch mark, and with the other end of the tram (this end should be bent at right angles with the tram), scribe lines intersecting the lines B on the inside of the front main jaws far enough ahead to clear the flange of the shoes. Prick-punch the intersection. Place a straight edge C across the face of the shoes and with a pair of her- maphrodite calipers adjust the straight edge till it is equally distant from the prick-punch marks on the inside of the front main jaws. With one leg of the hermaphrodite calipers against the straight edge, scribe this same dimension on the outside of each front main jaw intersecting the line B a.t D and prick-punch the intersection. Scribe a line E F on the engine frames above the jaws, and parallel with the top of the frames. Then scribe the 257 i>:\ii.\\\N .\ii.( li.wh Ai. i:.\(.i.\i:i:i«: \<.i. <>1. No. < ■iii~ukT.iluiii l>\ iioili tlu \.inl .m»l i.ir npair fom- i> the i'luf t];ii:. I ill- \;ini t"(int>. Imlh im-t liaiiii ;il and traii^inirta- tiuii. -Imulil hold the liliif llaii in tlu- liiulu-t r(.-«|)i«t aiul knp in nvhvil that it''i>''inrt;.'nh .;i Ciir j)r a >irinu of tar- not '.o lKindi»aj> o[K:rUtHVn Initio ]'r«iUHt tln' liu- of tlio omjtl. A!::a.in ^lll^^ ar f(»ricsvr«litiulil n nu-nilirr thai ripair- >houhl \>v lUiulf a> ».|U.i. It i> cvhjoiit ihal Uu' » ar ri'|>a}r f<»n»- i- an iin|iorlaiit fa< tor in till' trau.-j»iiirl;rtHiia |>rohl« ni ;i< throin^'h it> rft'nrt- it i- |>ti--i F<1l' to ktti> the ujiMfiinrnt nio\in!: with -afitv. At thr -aiiic tinuvit-iii-.imJv Ia- tin ilt.-t-i kioik ration iKlwitii tin \anl and tht; ;Ti'f»aiT fOrf.f-^ that it i- |io--il.lf < t ononiii all\ to handle the ino\-eivitnt with dr-patt h. If . o-o| >eration dui> not t\i-t to tin- hiylivl dii^Tie and tlu tar repair fon e- are not iziven lIU' l>est oj»f«urtunitie- for do'iiL; tin ir work, the wtirk i an only hi- done ;it a iircUtty: tiU'^ri'asiHi t"<>>|t and with |)o>-ihly a -eriou- d(la\ lt> tlte trafllv.' (rood \ard niaiia-^enient -Imuld regard the lar repair for\e>^a> truly a.->i-lant- and offi r them ever\ niean^ MIMA kly iK- a lUAe>^Hry e\ ii ji ;i> on.i- nf the normal loudition- in rail rdadTlts; and . il .-InMLiId l>e reiouui/een-ive in man\ direetii:^*.^^!/-.;: iii ibt: tt)>r'c»f r)|'pairs"its(.'lf. in the iltli\ to ihe'eitrs. iit.tiu- vaUtO.nf jhe tar,' in the !»»>> of rewnue and. •l.t^r'lnitm*} ha^l. /in tjiyt it niay':»/:iu-.e emharra-«ment to the -hi|ipi-r>.;, S«v inypjrrtupt i> ihi> ^|.ue>iit;n •>f mroperation lu- :\vieh the y^irdraiu! rejiair forev* tjuit tlu- yener;'.! ofhee- -houhl i-'«r-t nirivVenoiuraiitnuiu.i^rtliei ^n^de•^^^^ deirni'. ; ^ RICFNTFRING CAR Wl.FS It i- tlilU' iih and e\pen-ive lO ret enter a turaxle tui a lailie. v-pe«ially win re a lariie lUiniluT hav*- \o l.o reeenteritl. With ihe deyited as shown ti» form a liaek re>l for a -mall uir.nuiior. One.entl of the ohl man i- ilamptd to the /J S*d- i'Bd/^s Todl and £nd of jSr/a £1^ ,8^- --;-- >./ ■''')■ '^Hcks \Hr>!'C 1 lie Ittitly of the drill i- 1 ' _• in. in iliameter and tiie -hank i- provided with a Nti. .^ Mor-e taper. The drill is -i|uarei; a- indicatetl in the ilhi-tratii:n l>y -(juariiii; the hotly of tli. tlriil willi tlie fai e of llie a\li-. The fenl -( rew i- then - <.n the hat k re>t of iht.' old man. This tool ha^- iieeii I'oiiiie tntirely -ati-fai tt.ry and -ave- a ltd W- time \\\ reeenieriii'^ the a\lt>. " .• • ' - .• - . ' • IM I.KCII ANGi: INSPPX/IION PKOBI.IMS HV w H sAc;s!i-rrKK :;.-.? Maslii- \Kclijnii-. Kaiis.i> ( ;ii\ Smilht-rn. Slircvcport, I.a." ' •• Iti -ludy and interpret pro|)trly the M. ('. I>. rules, a* improved lai h -Utt t— ive year to meet the t handed eondition-. i- the paramount duty and amitition of ihi- orent tlay in-|iettor mu-t have a liood eihitaiit.n and mu-i he in a po-ition not oidy to reatl, hut to niemori/.e tlu rult-. whether ihty he tlu; iiiten han^e rule-. lt)adinu rules, -afety a|»pliante reiiulalion-. t he ahle to jutli^e a- tt>im where iwti ro.ul- interthuiJUe car-. Wlurt there i- a ehaiut' of tliffennee of opinion, one man -houhl handle the interehan.Ui'. if p.. If thi- i- rjone it will he one of the •.rnate-t f.u lor- in the hitter niiAinunt of hoth loaded and empty ear-. .Vnother -uhjeit that -houhl reteive t t»n-ideration i- the rule- Lrovtrnini: the tran-fer of loatl-. I here i- mueh lui- nete--ary tran-ferrimz done, sometime- throULih i^noranet and .-onielinu- throu>.'h fear, and a i,'reai rleal through the -pirii of ret iprtnily. The latter umiliiioii u-uall\ prevaiN at jioint- where more than one in-pet tor i- lot .ited. ( )ne in-peetor feel- that a tertain ear ha- heen tran-l'erretl on teehnii alitie-. anti he (iimpel- a tran-fer on teehniealitie- to yet even. In htith ta-e- the railroad- hold the -ai k and pay the mone\ . ( )ne of the |irineipal iaii>e- for tran-fer of load- is eloni^ated hole- in draft -ill-. Why not rettMnmeiul that the holes he wtirn 1 in. or J' _. in. hetore tran-fer authoritv he Ljiven j- .\iiother matter that need- t tm-iileration is the teehnii al Cardini: of tar-. Thi- i- hrouu'hl \ery foriffulh ai'd fre- <|Uentl\ lo our attention on eanlini,' l"or raked -idim:. W hy ruit rei omnund that I.efore a « anl he ui\en for raked -iiiiiiL,' it mu-t he r.iktd into tin- tongue aiul Ljrouve of the -idim; and that the root'inu' raked utt the .ud- mu-t he -plit in-ide tlu' latia hoard hefore a defet t e.ird i- u'iven. W f mu-t depeiul U|ion -ueh an or<:ani/ation a- thi- e\entuall\ lo work out the uiule-irahle fe.iture- that are found iu eoiuieelioii. with the inlen hanu'e of I ar- toda\ . -■■ • .-' •.'" :■•..'■. -'■ ," ' "': ^- No.i. r-rf/^ i^ .>. Arrangement for Recentering Car Axles journal of the axle hy two \i-in. holt-. Ihe -urfaie of the old man on thi- end is sliirhtly roundid to iinveiit it from -lidin«i. The hoilom of the ilamj) i- maile from a ])ie(e of 2'S-in. hy 'i-in. material. The eon>triution of the drill u-ed for this purpo.-e, ha- a point \s in. in diameter and .>-]() in. loni; with a fluted hevel for t luintersiiikini,' the holes. HfMAN 1.1.1 MINI IN .\e( n.i \ I iVi \i\iio\.— Raiiroati and iiulu-trial -tali-tit- indii ate that only al«)Ut 10 per i ent ol all at t idem- to employee- are of a t liarai ter whii h met han- ii al -altly ilevites, or the previou- eurrettion of un-afe mn- dition-. will jirevent. The other •>() per lent are laruelx of a iharatler whith tan only he prevented h\- the e\erci-e of U'nater lis, In. I., «iciol)cr .^. 4 .-;nd 5, 1916. Ibpi « . MK-V Shop Practice SHOH AM) WFDGr: JOB H\ AKTUl R J. HIMPHKK"* -V \. w >li()c> and uccluc-s aro usually plaiuil in lariio ijuan itii - .it a tinii-: tlu-\- arc |)IaiU'(l all ovrr r\o s<|uare with thmi all. If the lylinder- an an- not j»ar.ilK-l, liut:-< in a re with one viiiiired thiekne-> a> the shoe> arr needed. Ti-j. 1 -how.- a ,.\ them. I prefer the method of la\ in-i them out .-(» that lli^" :iidii(id of planinti new shoe- and wedue-. A Uhm: ea-tinu' -hoi ted in the center of the talp](.'. and the >hide-. lioth jdaner head- ari' u-ed. The shoe- ;ire tlrsi iile uj) and |»lane(l. nir\- ari' then turned civer and the other >ide of the -Ikk- ■ y. 1 — A Long Ttible Planer is Used for Planing Shoes and Wedges - iini.-iu'd 1 '.\2 in. narrower than the drivintj lio\ ehaiuiel ;;!iin whiih they i^o. llKy ari- then elamjied faie down 111 a rouyhint,' cut i- taken over the hottoin. Two roULjh- :l: tools may he u-ed for doini; this work. cl.im])ini; them 1 liie tool hloik al/out half a- far ajiart as the inside widtii ! dir shoe; tluy are \\-<\ down to de[)th. then fed aeross. Vfter the hottom has heen roughed out. lioth >ides are ned t()m|)lete and the- bottom i- rmi-lu-d in one rut with ide forminii; tool. .\ t'ine tied i- u-ed in takinu the eut. . 2 shows the wide formini,' tool. It should !)e made J in. wider than the pede-tal jaw- o\er whiih the shhow,- llu- method of elani])- the sIkk's with tool .^^teel i)ins ami iup])ed set-screws. i he wedm- are planed in tlu' -ante nianiur as tin- shoe-. e|it that wlu'ii the l)ott(/m is ]>laned a Idoek is |)laceil under thin I'dt^e of eat h wed-je and adjusted till tlu' in-ide fate lie \\i-(li,'e is level with tlu- planer talde.. , : . : ... The next openition on the shoes and wedges is to lav them and plane them so that when the\ an- pro|)erly set up the eniinie. the driving axles will not onl\- he .<(|uare !i the engine hut the distaiue- lietweeii a\U- (X'liter- will ■.lu' -ami- a- the leiiL'th of the -ide-rod-. There are several methods of laying out the shoes and l.ucs. The pradice in some sho|)S is to run a line throui^h center of one or hoth < \linders and to la\ off the shoes and Ities in such a manner that the axle will ho scjuarc with line. Another method is to scjuare the axle with one or li frames or with an imaginary ]ine drawn central hetween -U. axle- will l;e S(|uare with an imauinar\ line leniral l.elween.. the frame-, and will descril)e that inetluxl, .:;. rile hinder- should he holted u|». and the -hoe- and Avedtie* •. -hould he })Ut in i)la(e and held there h\ a liirht jack .1,' liL:. .•>. In thetwo main jaw- of the eiiL'ine pia< e the jaiks iu-l helow the center of the wedge and e:cd. ^' 4' iiJ;, ■ ahove the l»i?ider- Ia [tla« Mig under theivi a pi<.ve.i>f Irrtn •-'■4. ' in. thick. ' : ■ ( halk or paint the frame- and the -hoc> and wcdge.- where Hnis are to he drawn in order that the lines niay lie >c*cii la-ily. Then >cril>c* four line- a» ros- the front main p.-fU e-tal jaw-, hoth in-ide and out-iiK-. ei]ui-di-tant frum the top of the frame, and ahout midway the length of tiie wedire. Tliis line ir- -hown at Ji in Kig. .>. Place ^pfick-|tiru:s: or if it i> impo— ilile to tram hai k fmm the cylinders to the main jaw-, place the mark (»n ;i frame hrace. or a i>iece;Qt' wood wedged hetween the frame.-. Place one end of a tram in this priik-])unih mark, and with the other end of the tram (this end should he hent at right angles with-the tram), scrihe lines intersecting the lines />' on the inside of tlu' front main jaws far enough ahead to clear the tlange of the shoe-. Prick-punch the intersi-ttion. Place a -traiirht edge ( acro.-s tlii' lace of the >hoi> and with a jiair of her- maphrodite calipers adjust the straight edge till it is cHjuallv distant from the prick-punch marks on the inside of the front main jaws. With one leg of the herina|)hro. Howevt-r, if the jaws have not become worn enough to require much filing or milling, scribe a line across EF true with the face of the front jaw, and from the point /, its inter.>;ection with the line EF, lay off on the line EF, a distance equal to one-half the standard width of the driving box, plus the standard thickness of the shoe. Prick-punch this center, which is L. Another method to l)e used when the jaws are worn, is to locate the jaw centers midway between the points / and K. The point A' is obtained by scribing perpendicular to the line EF from a point on the face of the l)ack jaw three inches from the top of the jaw. Whichever method is Fig. 4 — Finishing the Face of a Shoe used to get the main jaw centers they both should be equally distant from the line GH ; if they are not, make them so by bringing the jaw centers nearer the line GH on one side of the engine and farther away on the other. If the driving boxes have been bored central with the shoe and wedge faces (and they usually are), caliper the box, set the dividers to one-half the distance between the shoe and the wedge faces of the box, plus one inch, and with L as a center lay oft" this dimension on the line EF. Prick-punch this intersection }[, then on the outside face of the shoe, locate a point near each end of the shoe; these two points A"" and O, should be in a line drawn square with the line EF at M. To locate these two points use A/ as a center, and with the trams set any convenient distance scribe two arcs intersecting the line EF at P and Q. Then with P and Q as centers scribe intersecting arcs on the shoe near each end and lightly prick-punch the intersection of the arcs. Set the dividers from either A^ or O to the line Gil, and using as a center the prick-punch first made on the inside of the front jaw, lay off this dimension on the inside of the shoe, and lightly prick-punch. The shoe is now laid off, and it should be planed to within 1 in. of these marks, a gage being used to test the work after planing. Aftt r the finish cut has been taken, the point of the gage should enter the prick-punch mark without crowding. The shoes on the other jaws may be laid off by traminini: from the main jaw centers on each side of the engine, with the trams set to the length of the side rods and proceeding as with laying out the main shoes. If the firelj(jx or some other obstruction prevents doing this, tram from a center located in the jaws. The most accurate method of laying off the wedges is to tram across from the shoe in three places with a tram set to the width of the driving box plus two inches. In the above discussion it has been assumed that the shoes and wedges were new, and that the driving boxes were all bored central with the shoe and wedge l^earing faces. This is not always the case. If old .shoes and wedges are to be laid off and it is found there will not be stock enough to true up the face when they are planed, it will be necessan' to rivet liners on the inside of them i)efore laying them out. These should be riveted with five rivets, two on each end and one in the middle. If the boxes are not bored central, scribe lines on the hub face of the driving box with a driving-box gage, in the same plane as the shoe and the wedge bearing surfaces, then find the distance from these lines to the center of the bore of the box and lay out the shoes and wedges accordingly. The usual method is to plane the shoes and wedges one at a time in a shaper or small planer. Fig. 4 shows a shoe held in the fixture made for planing it. After the finish cut has been taken the corners are rounded with a radius tool, and they are then complete and ready for the engine. REDUCING WEAR IN DRIVING BOX CELLAR BOLT HOLES BY H. C. SPICER The holes in driving box cellar bolt lugs are always sub- jected to considerable wear and usually wear so rapidly that the lugs must either be replaced, or the holes filled in several times during the life of the box. This is caused by the weight of the cellar together with the constant vibration to which the bearing of the cellar bolts in the driving box lu2S is subjected. A method of supporting the cellar, which relieves the bolts © a-f< I ^f^^ JO g Shjdor Cap Bo If — © Suggested IVIethod of Eliminating Wear In Driving Box Cellar Bolt Holes of the weight is shown in the drawing. This is suggc?tea as a means of eliminating the excessive wear. The cellar supports are attached to the bottom of the driving box bv means of cap screws. They merely support the weight oi the cellar and it is held in place in the box in the u-ua' manner. Boiler Patches for LocoiMOTives Strength of the Diagonal Seam Compared With the Longitudinal Seam, Typical Patches Illustrated BY M. J. CAIRNS AN article appeared in the July, 1897, issue of "The Locomotive," which is published by the Hartford Steam Boiler Inspection and Insurance Company, that covered broadly the diagonal joint winding spirally around tlie boiler, and attention was called to the adaptability of diag- onal seams in patch work. As diamond patches, or patches with diagonal seams, are being universally applied instead of duplicating longitudinal seams, which would in most Ccises require welt strips, and as various methods are used in their computations, the following being an extract from the above mentioned article, is offered for consideration: "As the strain on a longitudinal seam acts in a girthwise direction, while that on a circumferential seam acts in a lengthwise direction, usually considered as equal to one-half of the strain acting in a girthwise direction, it is apparent that a seam falling between these two seams is subjected to a strain compounded of the girthwise and lengthwise pull." Referring to Fig. 1, let P be the pull exerted circumfer- entially upon a section of the shell one inch long. Then Having found how the actual stresses are disposed, several problems present themselves. In the first place, it would be well to know the direction in which the resultant stress X acts. For obtaining this, the diagram. Fig. 2, furnishes: tan B= {y2 P cos A) -h (P sin A) =^ j/z cotan A. If B be found from this equation, then (.4 -j- B) is the angle that the resultant force X makes with the diagonal joint. For example, if .4 =60 deg., cotan A =■ 0.57735. Therefore, tan B = 0.28867, and B = 16 deg. 6 min. Hence: {A -\- B) = 60 deg. + 16 deg. 6 min. := 76 deg. 6 min., which is the angle the resultant force acting on the diagonal joint makes with the direction of the joint. Another problem is to find the force that acts perpendicu- larly to the direction of the joint — the "normal force," as it may be called. To solve this problem, take the sum of the normal components of the two main forces. The normal component of the horizontal force is found by multiplying that force by cos A ; and the normal component of the ver- tical force is found by multiplying it by sin A. Perform- >. 2 Pec s A Fig. 2 F,'g.3. Yi P will be the pull exerted upon an equal length of the girth joints. The total strain on the joint Z is made up of the total horizontal pull on the length X, and the total vertical pull on the length F. The stresses acting on Z may, therefore, be summed up as follows: First: — A horizontal pull equal to 3^2 PX, and Second: — A vertical pull equal to PY. These stresses act along the whole length of Z; so to find the stress per unit length of the diagonal joint, divide them ')oth by Z. Hence the horizontal and verticaL stresses, on PX PY each unit lengtli of Z, are and , respectively. From the geometry of the figure If these substitutions are made, each unit length of the diagonal joint is subjected to the following forces: First: — A horizontal stress of 5^ P cos A, and Second : — A vertical stress of P sin A. This is indicated in the diagram shown in Fig. 2. 2Z z X Y - cos A, and — sin A z Z ing these multiplications and adding the results, the total force that is acting upon each unit length of the joint, and at right angles to it, is found to be: P Yz P cos- A -^ P sin- A = — (cos- A -\- 2 sin^ A). 2 by a trigonometrical transformation this becomes reduced to: >4 P (1 + sin- A), which is the desired expression for that part of the stress which acts perpendicularly to the joint. In a similar way the component acting parallel to the joint may be found by multiplying by sin A where we multiplied by cos A before, and by cos A where we used sin A. It will not be necessary to give the details of the operation. The result is, that the force acting on the joint parallel to its own direction is: 54 P sin 2 A, upon each unit length of the joint. Finally, the total stress X, which comes upon each unit length of the joint, is to be found. This is made up of the perpendicular and parallel stresses, which have already 259 I^\Il.\\\^ Mi:( ii wicAi. i-:\(ii\i:i-:R \i»i. VI. liriL- (/ // ihrouuh iIk- priik-iuuuli mark /> tlu- full k-n^th of the jaw and j»er|Hn(li«.ular to tin.- line K I'. To clraw this line perpendicular to E /•. take a pair of short trams set to a distance ijreater than from D to the line EF, and with D as a center, scrihe arcs < rossinu the line J:I'. With the dividers, t'ind a point on the line /','/• midway between these arcs, and draw the perpendicular line throujih this point and />. After doiiiii this on Ixitli >-i(k-s (»f tin- rnuini'. fiml tlie centc-r of the main pedestal jaw-. A- the main-rods are ':,(or at ha-t -hiiild l>e) kept t(» -taiidard liiiu'ili. a vi-r\ L,'ood metluxl of liHatinii the main jaw icnters wouhi Ik- to make- the iav\ 'irr- I -riiulard di>lauce from the fate of the ZIL7SL. •jjr,. Fig. J .cvlinfhr-. lloweveo'V ?f thi- jaw- haxc not liLHtnic worn enough to rc'ju ire much liliiiiz or millin.u'. scrilie a line acro>^ LI- true with the fa. t.- of the front jaw. and from the |>oint J, it- uiter-e. tion with the linr /-.A, lay off tin tlu- line J:J- . a tli>tanie et|ual to om -half tiif -tanthinl withh of thr drivint: l>o\. plus the -lantlanl thiikness tif the >ht)r. I'rit k-|iuiit li Llii> center, which is /.. Atitdher methtMl tti lie u-cd when the jaw- are wtirn. is to Wate the jaw i onter- mitiwa\- l>etwiin tlic point- ./ antl A.'. Ihr pt)int A,' i- i>l)taineil liy -crihini,' jierpendit ular to the Imr /•/• from a pi>int on the fate tif the l)atk jaw three int III- fr hy lirinu'iiiii the jaw contrr- marcr the line (.7/ on OHL* jiitle of the vniiinc and fartlier away on ihr tither. If the 'Irivim: 1 >t»xes iiave heiii litiretl uritral with the -hoe and wedne fate- (and thc\ u-ually are), lalijier the liox. Set the divitKr- to one-lialf tlu- di>tance lietwien the -hoe and the wedire faces of the hox. plus one incii. anil w ith/- as U center lay off tlii- ilimen-ion on the line JiF. J'rit k-pun< h thi- inur-i* tion .1/. tlii-n on tlif out-iile fat i- tif the shoe, bxate a jHiinl niar each end of the -hoe; tlu-e two point- A' and hoidd lie in a line tlrawn st(uare with the linr /•/• It .1/. To l.uati.- tlu-e two points use .1/ as a center, antl with tlu- trams set any tonvenicnt distance -trrjlje two arcs interstrtin.i,' the line /•./' at /' and O. 'I'hen with /' and {) as centers scribe intersectinti arcs on the sIuk- near each entl antl lightly prick-pundi the intersection of tlu arc? Set tlu- tlivitkrs from either A' tir (^ io the line C/7/ anti u>ini: as a center the prick-puiuh t'lrst made on the i>i(]^ of the front jaw. lay off this dimension on the inside of the shtif. antl li^htlv prick-jiuiu h. i he -Iuh' is now lai(} off. aiul it shoidtl be planetl to within 1 in. of the.se nva-k.s. a .tra.^e beinii U"^etl to te-t the work after planini?. Aft. r the t"mi-h t lit ha- li-fii takrii. the point tif the .^aLje shtadd ;-nicr. the priik-punt h mark without crtiwilinu. .• . - The shoes on the otiur jaws may be laid off i)y tranioin^ frtim the main jaw t nUers on eat h side of the eni^iui- Villi tlu- ir.im- -it tti the leUL'th of tlu- -iiK- rod- ami proiiA:»hii" ;.- with laying out the main .-lu)es. If the firi-bi \ or -time titlur t)b-truttit>n prevents dt)ini; this, tram frlm a t inter locatetl in the jaws. The mt)St accurate metliv/ti of layini: off the wt-dyes is to tram across from the diiK? in three jilace- with a tram .-it tti the witlth of the been assumetl tli;. tii- shoes aiui wedtjes wen- new. and that the driviny boxes were ;;ll btintl central with the shiR' and wetlm- bearinir I'his is not always the ca.^c. If cltj -ht)es atid wetlu. - ar,- to be laitl off arul it is found there wdl jiot be sttuk eiinu^h to true up the face when the\ an- pl.iniii, it will be neee-Siirv tfi rivet liiu-rs on the in-'t!e t:{ them bffore la\inii thenv'jjui. I hesi- tanie frt)m these lines to the center of the '"!■ of the box and lay tail the sIkx's and wedges acct)rdini,d\ the u>ual methoil i- tt) plane the sluies antl wedm - <■:. .It a time in a sha|ier or small ])laner. Fiq. 4 shows a .-lux- heltl in the t'lxture made for planing it. After the lini^h t ul ha> been taken the corners are rounded with a radiu- totil. and they are then complete and ready for the en must eitlur be rfjihuetl. or the holes fdled in >;evvnil timr< tlurini: the life of the box. This is i au.sed by tho weiLrht tjf the lellar tt>uelher with the tt)n-tant vibration to whit h the bearing tif the cellar bolls in the drivim; bo.v iuil; i-; -ubjecUtl. ' ' -" , • - ' ■ • ^ .\ nutliod of -upportini; the tellar. which nlii-ves the boltv 3:^ 4 X f4if2 .o g Shidor CapBolf Suggested MethocJ of Eliminating Wear in Driving Box f "3' Bolt Holes of the wiiLdit is shown in the drawing. This is sutci: i^'- a< a nu-an- of ebminatin|n: the excessive wear. The lik^^ -upport- are attachetl to the bottom of the driving; bt> ^'^ means of tap strews. They merely .-upjiort the weiiil "' the tellar antl it is held in jilaie in the box in the i '•^i-^ manner. • ' • • • .■:■.' _■ ■ Boiler Patches for Locpniotives -. . ' Strength of the Diajlishcd by the Hartford Steam lioiler Inspection and Insurance Company, that 'wred hroadly tiie diagonal joint winding spirally around ' f boiler, and attention \va^ called to the adaptability of diag- uil seams in patch work. As diamond patches, or patches ith diagonal seams, are being universally applied instead I'f duplicating longitudinal seams, which would in most ise.*5 require welt strips, and as various methods are used in ■heir computations, the following being an extract from the ibove mentioned article, is offered for consideration: "As the strain on a longitudinal seam acts in a girthwisc iircction, while that on a circumferential seam acts in a i'Ugthwise direction, usually considered as ecjual to one-half r the strain acting in a girthwise direction, it is api)arent that a seam falling between these tw'o seams is subjected to -train compounded of the girthwise and lengthwise pull." Referring to Fig. 1, let P be the pull exerted circumfer- riuially upon a section of the shell one inch long. Ihen Having found how the actual stresses are disposed, several proldems [present themselves. In the first place, it would be well to know the direction in which the resultant stress -V a« ts. For obtaining this, tlie diagram. Fig. 2, furnishes: /.;w B -- ( ■ ;. /' cos A) -^ ( P sin .1) = j {• colan A. If /)' l)e found from this e(|uation, then (.1 -f- B) is the angle that the resultant force A' makes with the diagonal joint. For example, if A :=■ 60 deg., cotan A = 0.57735. I hcrefore, /<7M B = 0.2S867, and B ^= Id deg. 6 min. Hence: (.1 J- 5) = CO deg. -f 16 deg. 6 min. - 7o deg. 6 min.. which is the angle the resultant force acting on the diagonal joint m;ike.> with the direction of the joint. .Another proldem is to find the force that acts perpene called. To solve this problem, take the sum of the normal components of the two main forces. The normal (omjHHient of tlic liori/.ontal force is found by multifilying that force by cos A ; and the normal component of liu- ver- tical force is found by multiplying it by sin A. Perform- ititution= are made, each unit Icngtli of the liagonal joint is subjected to the following forces: Fir.-t: — .\ horizontal stress of //j P cos A, and Second : — ^^A vertical -itress of /' sin A. Thi- is indicated in the diagram rhown in Fig. 2. ing the>e multiplications and adding the results, the total force that is acting upon each unit length of the joint, and at right angles to it. i.- fnund to be: ; -. P y^P C0s:-4:47T siJr A -^ — {cos- A -f -^ ^m' A). b\ a trigonometrical transformation this becomes reduced to: jj P (1 -r sin- A), which is the desired expression for that part of the stress which acts per])endicularly to the joint. In a similar way tlie component acting parallel to the ji.int may be found i^y multij^lying \)\ sin A where we multiplied by cos A \n.'{uTe, and by co^ .4 where we used sin A, It will not be neio--an- to give tlie detaib of the operation. The result is. that the force ^acting on the joint parallel to its own direction is: - ■ ;. -l.PsivZ.l. upon each unit length of the joint. Finally, the total stnv< A", which eonies upon each unit K^ngth of the joint, is to be found. This i« made up of tiii;' perpendicular and parallel sires-i-^ which jiave .already nz.o 260 RAILWAY MECHANICAL EXGIXEER Vci. 91, No. 5 heen derived, and it acts more or less ol)li(|uely — in fact, it has already been found that its direction makes an angle of 76 deg. 6 min. with the joint, in the special case in which the joint makes an angle of 60 deg. with the girth seams. The easiest way to find the total stress X is l>y adding the squares of the two forces indicated by dotted lines in Fig. 2, and then extracting the square root of the sum. This gives: -V - V'^f- ,-o.i- A P-- sin- A - Vi P V .0^=^ A 4 sin' A. TvBi.F I — Ft'RCE KArii.s F'lR DiAcoxAL Seams AiikU- (./) )>etwctn K;itio of force 1.^1 JO 0.66J 70 54 .<3 0.705 70 .12 40 0.748 70 47 45 0.790 71 iA y. n.«30 72 46 55 0.868 74 18 60 0.902 76 00 6=; O.o.lf, 7S '17 Comiioncnt Force Ratios r«ri'einlicnlar to joint (4) 0.6 J 5 0.664 0.707 0.750 0.793 0.8.16 0.875 0.911 Parallel lo joint l5t 0.216 0.235 0.246 0.250 0.246 0.235 0.216 0.192 This may l)e simplified l>y noting that cos- .1 =: I — .vi«- A. Sul)Stituting this in the foregoing e(|uation: X — ;.. P \' \ ^ 3 shr .1. which is the desired expression for the total stress acting upon each unit length of the joint. These various forces have l)een calculated hy the formulas given alx)ve, and are presented in Table I for reference. The unit of force in each ca.^^e is the force acting upon an imaginary longitudinal joint of the boiler. For example, in a diagonal joint which makes an angle of .>5 deg. with the l.'?^ 1^ 4*'- ^ l'n0.6 M|. in. This gives a stress of: 226,027 -^ 20.6 = 10,972 lb. The area of the rivets is equal to: ic> X 0.7854 = 25.9 sq. in. This gives a shear on rivets equal to 226,027 -^ 25.9 = 8,726 lb. Likewise the efficiency may be found with the assistance of Table II as follows: V-D .S-1.06 Efficiency of plate ^ = = .646 X 1.27 = ^2 |)er cent. p x A:^S .7854 X 2 X 44000 Efficiefitv oT riVets = F/f 1.35 X i.27 = 171 per ceiit. In which P = Pitch of l-iv^els. t) = Diameter of rivet hole. A =^ .\rea of rivet. N =: Number of rivets, t ^ Thickness of plate. S =^ Shearing strength of rivets. T ^ Tensile strength of plate. Of the two method? the latter is preferable, as it is shorter and allows the designer to coni'pare the efficiency of the patch seam with that of the longitudinal seam. In case the efficiency is equal to or greater than the longitudinal seam the Government alteration report can then l)e marked "Stresses not changed." ()uoting further from the previous mentioned article, we are advised that "There is still much to be learned about diagonal joints. We heed tests of them, made on a large scale, so that we may know exactly how the plates will behave under the oblique stresses to which they are subjected. The only published experimental data that we recall at the present writing are those relating to a test made in England, about twenty-five years ago, by Mr. Kirkaldy. He made up two single-riveted joints of iron plate, .38 in. thick, and having a tensile strength (with the grain) of 39.,^80 {)ounds per square inch. One of these was an ordinan square joint with six 13/16-in. rivets, pitched 2 in. from center to center. The other was a similar joint, except that it con- tained 8 rivets, and was inclined at an angle of 45 deg. to the direction in which the stress was applied. In the tests, the square joint gave an efficiency of 48 i)er tent., while the diagonal joint gave an effective efficiency rtion of 64 to 48; that is, it was 1.33 times as strong. Table II indicates 1.27 as the theoretical ratio in this ca-^t-. This is as good an agreement as could l)e expected: but more exten- sive data would be very acceptable." Figs. 4, 5, 6 and 7 show patches designed in d«.ct»rdance with the foregoing, in which Figs. 4. 5 and (> .-how j>atches covering pitted jwrtions, while Fig. 7 shows a patch applied on account of cracks around a washout plug hide Fig. 8 .-ihows a liner applied around the first course of a crown bar boiler, on account of pitting completely around the tul>e Nofe-- iV^L' Crc:c/: cr uefecf fo Fmrenr LeakoffC- Pa^ch Scar fee ^nder Pahch same fhici(ness as Thtoaf Sh^f No'^e: Run patch up fo fhroaf s^rn as ■sho¥Yn ifdlsibnce from crack ia not foo^ri'af. O'^Fier'wiie pfa^ pafeh ifc7/77 tkhw buf tn^lkM* ihrtyOf Mam. «jj^.. -e* o Thesfi Stams O O O O O "^ r^r-r.^ ^°' O I O I ^ I O \ IJO o c ' o » 3 Fig. 9— Throat Sheet Patch sheet, in which the liner .«;eams duj)licate the first cylinder course circumferential seams, t'ig. 9 gives instructions for applying throat sheet seams. In the application of patches, it will l^e well to clean out all pits and cracks and fill them by welding, thereby check- ing the defects from spreading. The patches should l)e applied on the inside if possible. For the patch, small cracks that develop while the engine is in service, a patch similar to that shown in Fig. 7 can be designed to bie applied with patch bolts, which can later be replaced with rivets when the tul>es are renewed. To save duplication of reports, it is suggested that the l^adge plate be stamped with the letter R when all of the patches then on the boiler are reported. Future patches would, of course, be handled as they are applied. .\ttention might also be called to the fact that some .«hops are using firebox steel instead of l>oiler steel for patches, 262 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 5 which practice should be discontinued as the firebox steel is more expensive, besides usually running lower in tensile strength. The drawing room can work up seams adaptable to various patches on the different classes of locomotives arranged in such a manner as to be perfectly clear to the boilermaker, so that he can apply a patch without having a drawing of the particular patch that he is to apply. This will reduce the work in the drawing room to a large extent. WORK DISTRIBUTION IN THE ROUND- HOUSE BY JOHN F. LONG As an engine arrives at the terminal the usual means of arriving at its condition is tlie engineman's report, which is made out in a work report book. This is supplemented by the roundhouse inspector's report. The work required by these reports is then copied on slips, one for each job, if the terminal is a large one, or one for each class of work if the terminal is small. These slips should always be dated. In a large terminal the time of the foreman will be taken up very largely with the purely routine work of seeing that these slips are properly distributed, unless a well organized system for handling them is worked out. The following system is one which serves this purpose successfully. An oblong box should be located on the foreman's desk, divided into three compartments, one marked "Work," one "Hold" and the third "O. K." When the foreman gets the slips out of the "Work" compartment where the clerk has placed them, he goes over them and decides just what should be done. If he intends to do all the work reported, he or his assistant begins distributing the slips. If, on the other hand, he finds various items which he decides should be done later, he places these in the "Hold" box. In addition to the box, a board should be provided on which is placed the number of each engine handled at the ter- minal with a hook under the number. All uncompleted work slips should be distributed on these hooks. For instance, if the traveling engineer or the master mechanic writes in from the line calling attention to certain work that should be done on engine 999, the foreman may receive the letter while the engine is on the road. He then immediately hangs it on the hook under number 999, and should this engine come in, either during the day or night, the report is not so likely to be overlooked as if it were placed in an open file. On the other hand, suppose the foreman desires engine 999 held. He places an order on the hook under 999, specifying the work necessar\' to be done. If the engine arrives at night, the night foreman knows immediately that it should be placed over the drop pit in readiness for the day men to begin work. In the roundhouse flat blackboards should be placed near the men's lockers, one for each class of work or gang. These should each have three hooks marked "Work," "Hold" and "O. K." To distribute the work slips they are hung on the "Work" hooks, each group to be taken up by the men assigned to that class of work. If a gang leader is unable to do a certain piece of work to-day, but can get out the material by the time the engine returns from its next trip, he places the slip on his "Hold" hook. By this method a job once reported is never lost sight of until it is finished, and the amount of attention required on the part of the foreman to follow it through is reduced to a minimum. When a job is completed the man who did the work signs the slip and hangs it on the "O. K." hook, to be collected by the foreman and turned in at the office, where the job is marked "O. K." on the work book, and the slip filed. By means of this system the foreman is saved the time which would otherwise be spent in looking for men about the roundhouse when distributing the work slips. Each man or gang foreman, as the case may be, comes to his board whenever he has finished a piece of work and, taking the slips which he finds there, proceeds to the next job. The foreman is thus free to give his attention to his more impor- tant duties. This system also makes it possible to locate the men in the roundhouse when they are needed for hurry-up jobs. As each man takes up a new job he hangs the work slip on the "O. K." hook without signing it. It is evident, there- fore, that each unsigned slip on the "O. K." hook of anv gang indicates the location of the particular member of that gang. BABBITTING VALVE ROD GROSSHEADS BY J. A. JESSON The device shown in the illustration is used for babbitting valve rod crossheads. With it the surface can be obtained so smooth that machining is unnecessary, and this materially cuts down the labor cost for this work. The device consists of two wedges, A and B, having a tongue and groove fit. They are adjusted to position in the crosshead by four ad- m ^ ac ,3' "T^ B -h4V ■t. Y ■^^1 |«__4--He- /4- .► Method of Babbitting Valve Rod Crossheads justing screws, C. After the wedges have been set to give the proper clearance, they are driven in tight against the sides of the crosshead. The lug marked D is used for separating the wedges after the babbitt has been poured. This device was designed by W. J. Young, machine shop foreman of tlie Louisville & Nashville at Corbin, Ky. Electric Drive for Battleships Colorado and Wash- ington. — Contracts totaling approximately $2,000,000 have been placed recently with the Westinghouse Electric & Manu- facturing Company by the New York Shipbuilding Com- pany for furnishing the necessary electrical equipments for the propulsion of the new super-dreadnaughts Colorado and Washington. The equipments to be furnished are practically of the same design as that contracted for by the Navy De- partment for the U. S. S. Tennessee now building at the New York navy yard. The four propellers, as in the case of the Tennessee, instead of being mechanically connected to driving- engines or turbines, are to be driven by individual motors The current for the motors will be furnished by two turbine generators. May, 1917 RAILWAY MECHANICAL ENGINEER 263 ASSISTING SHRINKAGE IN AUTOGENOUS WELDING BY MECHANICAL MEANS BY E. S. NORTON The greatest difficulties to be overcome in autogenous weld- ing are produced by expansion and contraction and they are especially troublesome in welding locomotive firebox sheets. Welding vertical cracks through several staybolt holes in Lad sheets will invariably start trouble in the next parallel row, the cause being checks on the water side that develop and extend when contraction strains are set up at the adjacent row. It is generally supposed that the electric welding pro- cess with its small area of heating and limited amount of expansion takes care of all work of this kind. While there is no doubt about its success in a good sheet, it may fail if the sheet is checked on the water side. In the job which was finally handled as shown in the sketch, a vertical crack was found which extended con- tinuously between nine staybolts. This was electrically welded, and on cooling the next row of parellel bolts showed a crack eight bolts in length. On welding this row the next one cracked for a length of four bolts. The sheet had one Fight Side- ginning of each section is made on cold metal and finished on metal which has had time to cool. The left side is welded in the same manner, but as the weld proceeds pull the dish out of the patch with the middle line of bolts. If necesary, the completed weld on the other side should be reheated. The parallel bars are removed after the vertical welds are completed, and the ends finished. This method of applying the patch leaves the sheet without tensile strain after the weld has been completed. m,a^,tt^,a>..tp.^fp.|g>.|g\ II II II 1 1 1 1 J" I ' I ^ 1 1 M I ® II II I M ^1 10 1 li II II II I 1 h r I ' I I Li LL VAPORIZER FOR BURNING KEROSENE By CHARLES N. COONS By means of the device shown in the illustration kerosene is being used very successfully to remove and replace loco- motive tires. With suitable burners it can also be used for other classes of heating operations, the flame being much the same as that produced by gasolene. Tlie equipment is mounted on a small four-wheel truck and can easily be moved from place to place. At the back is placed a reservoir 12 in. by 33 in. On top is shown a hose connection for air and a funnel for applying oil. Standing upright in front of the reservoir is a piece of boiler steel ]/% in. by 18 in. and two feet high, in front of which is located an oil burner. Beyond the burner is a drum, inside of which is a coil of ^-in. pipe 10 in. across and li in. long. The end of this coil extends through the outer end of the drum and to it the tire hoop is coupled with a union. The oil pipe leads from the bottom of the oil reservoir and is fitted with a ^-in. check valve. The air line extends across the top of the reservoir and is fitted with a -^^-in. check valve. Just above the bottom check are two needle valves. One controls the oil to the burner and the other controls the oil to the tire hoop. Above the needle valves are two globe valves, one '^^"^'^7T7gnT^l | ?Tg^//Q I Q " "^'^ *"~^^ Cross SecHon a'f' Pu/ting Bo//s. Method of Applying Firebox Patch to Remove Mechanically the Shrinkage Strains riveted patch, and with this additional trouble, it was slated for the scrap pile. There was only one thing to do: weld in a patch and finish the sheet without leaving any shrinkage strain. In the sketch, row A was the first one welded, B the second and C the third. These three lines of bolts were cut out and a box patch placed as shown. Rows A and C were flexible bolts and screwed in position to hold the patch in proper relation to the side sheet. It will be noticed that the patch is dished about ^ in. towards the water side which allows y^ in. for shrinkage when the patch is brought out flush with the sheet. Over row B and extending the width of the sheet were placed two parallel bars one inch by four inches, riveted together one inch apart. Between these bars and extending into the holes of row B J^-in. bolts, supported by straps, were screwed tight. The upper ends of the bars were supported by a plate which extended horizontally along the sheet for a distance equal to about five rows of staybolts; the lower ends were supported by the sheet and mud ring. The sheet was thus protected from a concentration of the load on the bars. A patch of this kind should not be tacked unless abso- lutely necessary. The weld was made with oxy-acetylene, beginning at point D on the right side and working up to the comer, then dropping to E and workmg up to D, and so on, finishing the right side at F, This method of drop- ping down by eight-inch steps equalizes the strains and keeps the work at a more uniform temperature, as the be- Equlpment for Vaporizing Kerosene for l-ieating Tires controlling the air to the burner and the other the air to the tire hoop. When the device is to be placed in operation, the burner is lighted, throwing a steady blue flame into the drum. This heats the vaporizing coil through which the air and oil for the tire hoop passes. The result is a steady blue flame, which entirely encircles the tire, making it possible to remove or replace the tire in the shortest possible time. These ma- chines can be operated by any handy man with perfect safet}', 264 RAILWAY MECHANICAL EXCilXEER \'oi.. 9L No. 5 making the cost of operation very low. Four of them are now heinn u^etl at various points on the Illinois Cenrlal. NOVEL USE FOR GAR WHEEL BORER It is -eMoin tliat a tool designed especially for work on one particular part is well adapted to operations on other parts. A car wheel borer was, however, converted into a verv efticient inach'ne for horinij and facinij driving boxes l)y the addition of the devices shown in the illustrations l)elow. The general arruiii^enient of tlie liorer with the special appliances and some of the details of the special head for the facing bar are shown in the illustration. The center of the table was bored to receive a brass l)ushing. and a special boring bar extending into the bushing was provided. It was also neces- sary to design a special head for the facing bar to give sufficient clearance between the table and the facing to Tool Holder. Car Wheel Borer, Arranged for Machining Driving Boxes of the tool wu^ secured b}- a screw controlled by bevel gears and a handle carried in a bracket on the head. The tool was held in the >lot l»y two set screws. As the special head brought the cutting point of the facing tool closer to the axis of the bar than the original arrangement, the rigidity of the bar was not impaired. The boring bar, supported l)y tiie bushing in the table, was very rigid and the results obtained with the machine were highlv satisfactory. CuTii.Vi. Steei. with O.wt.en'. — The following examples of goixl average cutting are from experiments with a hand oxygen cutter, which was only altered as required for the gas pressure ci;rre.-j)onding to the thickness of plates: Pressure Thicknes< of pi ite Met.nl cut O xvKen consiitne d of OxvRen Mild Steel. per hour. l>cr hour. (atmospheies) 'A in. 60 ft. 60 cu. ft. 9 1 in. 40 ft. 90 cu. ft. 2.S I Vi in. 30 ft. 103 cu. ft. 3 2 in. 25 ft. 120 cu. ft. 3.5 The o.\}gen hand-cutter has been found valuable and economical "n cutting up all kinds of .steel work. — Institution of Mechanical Engineers. STAYBOLT HOLDERON WITH AUTO- MATIC RECOIL BY PERRY J. SWEZEY When a sledge or solid l)ar is u.sed for holding on .stay- bolts when riveting them witli a pneumatic hammer, the ham- mer strikes so fast that the holder-on cannot keep his sledge or bar up to the head of the bolt to receive all of the blows that the hammer delivers. At least .>5 per cent of the blows are not only useless but a detriment to the boiler. With the tool shown in the sketch an experienced man can hold on .staybolts just as long as the man with the hammer * 3 ' 3 " Welded on Cy finder Seciion A-A. ^Z' A \ ,, Handles % W.I. Pipe IVelded on Cylinder '2r*-^^s2 //I - "»T^ •^' 18 s- { PinlVefded in Plunder i' ^S Pla'e Welded in Pipe To*J>l Weighf^ 2S "oo-^ds Cjmp/e'e. 3' K « Plunger Made O'fAji.'e 5 fee I. fbin* Handened. Weigh* 17 "eitnds. 4 Spring£fee/. Staybolt Holder-On for Use with Pneumatic Hammer wants to drive. It eliminates the constant jar of the ordinarv- bar, thereby making it easier f(jr the operator, and is always back on the stavbolt read\ to receive even* blow from the hammer, thereby increasing the efficiency of the pneumatic hammer. The piston bar weighs 17 lb. and rests on a 6-in. coil spring of '4 -in. sj)ring steel. Both are enclo.sed in a cas- ing of 3-in. pipe lllj in. long which is closed at the bottom with a /^-in plate welded in place. On opposite sides of this cylinder, 7 '4 in. from the bottom, are cut two slots "^s in. wide and 2, '4 in. long. These .>;erve as guides for "^s-in. pins welded in the plunger, and are clo.sed l)y dished patches of .>/.>2 in. plate welded on the outside of the pipe after the parts are as.sembled. The plunger is thus always kept in the casing, in which it has a maximum movement of 1~8 in. The device is provided with convenient handles of ^-in. pipe welded to the casing. The tool complete weights 28 lb. and is operated in the same manner as an ordinary' bar, except that the piston bar inside of the casing must be held down on the spring al^out one inch to get the desired result. The plunger will then recoil as fast as the i)neumatic hammer .strikes. Anyone who is familiar with the operation of driving stay- bolts with a pneumatic hammer can readily .see the improve- ment which will result from the use of this tool. Loss OF Head Die to Bends i.n Pii'E. — The loss of head due to curves and fittings is usually .stated in terms of the equivalent length of straight pipe of the same size that would cause the same or ecjual loss. Experiments show the radius of minimum resistance for right-angle curves to be from 2 to 3 diameters of the pipe. For 6-in. water pipe the minimum loss is about the same as 8 ft. of .straight pipe, and for 30-in. pipe about 40 ft. of .straight pipe. Intermediate sizes vary l)etween the.se limits aj)proximately as their diameters. — Power. "Cleaning Up" Muncie Roundhouse Rebuilding a Demoralized Organization; How Tom Garleton Handled His Foremen and the "Old Man" BY HARVEY DE WITT WOLCOMB it A NU- r.uu just cnj word of tauiion,"* said Mr. An- /\ dreu-i. the master mechanic, a.'* he sat in his office. I'.oldini: his first conference with Tom Carleton. the newly upjwjinted general foreman at Muncie. "Vcu are prohaoly aware of the fact that man\- men imagine it neces- sary to tire every last man about the plant — I believe you call it 'dean n>i house" — but I do not like thos« tactics and feel that ,\out success should be measured by the good work }ou can secure from our present force, therefore I wish to caution vuu not :•> take any hasty action. Before you make any deci- sive mtjve. just >tojj and think that perhai)s the very man you want to diM.harge has worked for us a Icng time, and that he knows i>is business very well although he may have l)ecome la.\. By taking a little interest in his case, you may be able to straighten liim out so that he will do much better than a new man would." "All right. Mr. Andrew.s," replied Tom. "but if after going thorough!) into a case, I find there are no good grounds on which to re-con-truct, I trust you will stand with me in every dei.i-^ion 1 make." "if it >ec^imes necessary to go that far," continued Mr. Andrews, "we will look into the case and advise you what- ever action you may take.'' "But can't you see I am here to run this place?'" quickly spoke uj) Tom. "And believe me, I intend to run it first, last and ai! the time. If I have to take up every little thing with your office, you will have me writing letters all the time; therefore my methods will be to get results first, and then confer with you afterwards. Mr. .\ndrews, I am in the habit of doing things, not ju.st talkmg about them, so leave it to me till I have fallen down on something and then we will arbitrate," lamely added Tom, for he saw that he had made a grave mistake by showing his temper at the very first conference with the master mechanic. He got away from the conference as soon as he could and arrived at his office in anything but a pleasant frame of mind. For. aside from the fact that he thought he had made a fool of himself, he had discovered at the very outset thatJn-.tead of being permitted to do all the big things he had planned, the management intended to tie his hands so that in reality he would be simply a "go between." If he wanted to call a man down, it would l)e necessar}' to first talk the matter over with the higher officers, for sometimes a man won't stand the "gaff" of a genuine "call down" but will talk right back so that the upshot is that one or the other of the parties must quit. After the talk he had just had with the master mechanic he realized that there probably would I)e some unpleasant questions asked it any one of his men should resign. Tom could see that he was in a tight place. Knowing the nature of railroad men in general, he had made up his mind to whij) his force into shape by holding that dreaded demon "discharge" over their heads, for he knew that many good men who are slow to anger, will take a "call down" to heart so seriously that they will resign; but talk "discharge"' to them and they are soon persuaded to do what is expected of them, ^^'ell, there was no use of locking the barn after the horses had been stolen, so he thought he might as well get on the jol) and do the best he could. Tom's strongest argument in the past had been that no man can tell what he can do until he has tried, so he might as well try some of his own medicine. In taking u[> his mail, he could not helj) noticing the sharp contrast between the light and clean office of the master mechanic and the dingy hole he had to call his headquarters .\s he would probably spend his l>est hours in this ver> office, why should he not have the place fixed up a bit. In the master mcchanic*.-> office there was a clean wash IkiwI with hot and cold running water; in his own office there wa> an old bucket always about half full of dirty water. The windows were ver\- dirty and the j)aint was almost black with .soot. Many si)ots showed where men had come in and leaned up against the walls. In order to make a .start in fitting up his office .emble the abode of a human being he sent for his paint .shop foreman, intending to have him wash out the jdace and then give it a fresh coat of paint; but he was ver\ much surj)rised and irritated to have that worthy person inform him there were no men he could spare just then to put on the job. Though disappointed in not being able to have the work started at once, Tom said nothing more about the matter to the foreman. On going out in the roundhouse, he noticed several steam leaks in the overhead pipes, and as a steam leak always appealed to Tom as a needless waste of money, he sent for his pipe shop foreman intending to have the matter given immediate attention. Again he was to receive a shcKk, for the pipe foreman readil} admitted that he had known for some time about those leaks but had been unable to get around to them becaur^e his men were so busw Now to any man but Tom this might have .sounded all right, but he had noticed during the past few days, that there weren't many men around the house, yet there were just as many carried on the pay roll as before. Tom, l>eing a past master in the ins and outs of roundhouse work, surmi.'^ed where the men were, and decided to teach his foremen a good lesson at the fir.«it opi)ortunity. This o])portunity .soon held out l>oth hands to him. His ash ])it foreman came up and asked for more men, saying that he was tied up on the pits. "Will twent\- gocxl strong men for the balance of the day help you catch up with your work?"' asked Tom. "They certainly would," replied the ash pit boss, feeling elated at having "slij)i)ed something over'" on the new l)oss. "All right," replied lom, "come with me and I will get vou the men." Starting for the turntable pit, they turned at right angles when they reached the dcwrs of the house and then going around three or four pits, Tom turned in between two engines and came back toward the outside of the house. In the ver\ first cab to which they came, they found a good husk} workman sitting on the fireman's seat, smoking his pipe. When he spied Tom l(X)king up at him through the gangwa\- he acted as if he wanted to swallow pii)e, tol)acco and all. But it was too late, for he was caught fair and square, and there was nothing to do but oljey when Tom said curtly, "Report at my office at once; I have a special job for you. If I am not there when you get there, remain till I come.'" Before reaching the next engine, the a.sh pit foreman volun- teered the information that the fellow whom thev had just .sent to the office wa- the be.-t jnpe fitter at Muncie, but as Tom did not seem to be in a mood for conversation there was no further talk. In the next cab they dug out three workmen, and, after directing them to report to his office, Tom con- tinued on the way through the house till he had secured the twentieth man. Then turning to the ash pit foreman whosi* face showed his astonishment at what was going on. Tom 265 266 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 5 asked if that would be enough men. Receiving an affirmative answer, they both started for tlie office. On coming up to the gang there assembled, Tom said simply, "Men, the ash pit boss is short of help today, and as none of you fellows are working, I guess we can spare you to help us out on the pit for the balance of the day." Now the very tirst man whom Tom had kicked out of a cab was the leader of the local grievance committee. He immediately assumed the dignity fitting one of his exalted position by making a protest against any such action, saying that he was a pipe fitter, not an ash shoveller. "Thanks awfully for telling me," said Tom, "for from what I saw you doing, I did not know whether you was a good pipe fitter or a good ash shoveller. You have first to prove to me that you are a good ash pit man before I will believe you are a good pipe fitter. You can go with these men or get off the place." There was no argument against this state- ment. The men, sensing the weakness of their position and the determination of the new foreman, followed the ash pit boss out of the roundhouse. Tom knew what to expect from the foremen and he went into his office to await developments. The boiler foreman, with blood in his eye, was the first one to come in ; then the pipe shop foreman came along, and soon most of the foremen about the place were there. As each man came into the office, Tom told him to wait a few minutes, as he wished to take up some important matters with them. The foremen noticing that apparently all were there thought that the new general foreman was going to hold a staff meeting, so they made themselves comfortable. It had been the custom to hold occasional staff meetings of the fore- men, which usually settled into discussions among two or three foremen, while the other men either slept or drew pic- tures on the Ijacks of their work order pads. Tom's predecessor had been a vain, self-conscious me- chanic who thought himself a very wise man. His foremen had early discovered that they could handle him as they pleased by the judicious use of flattery. In fact, the boiler shop foreman made his open brags that the boss did not know anything about boilers and could be made to agree to any- thing, so that he had everything his own way. Other fore- men had developed their own methods of handling the boss, and all in all, there was a general feeling about the place that a general foreman was a joke. Right here, however, they were to wake up to the fact that they had a real man to deal with and that they would have to play ball or get off the team. As soon as everyone was settled, Tom said, "Gentlemen, this is evidently some kind of a meeting which is a surprise to me but as you are all here, I wish to say that the next time I catch another workman up in a cab loafing or smoking, I will discharge his foreman. I have noticed for some time, the scarcity of men about the place but when I look in the cabs, it does not take very long to find 20 extra men. I have taken the first twenty I came to and put them to work on the ash pit for the balance of the day, where they will earn, at least, a little of their pay. From now on, I will depend on you gentlemen to see that your men are on the job all the time. If they do not have an\- work, tell them to remain at the work benches so that we can see if we have any great surplus of workmen." The boiler shop foreman spoke up: "But IMr. Carleton, it is not the policy of this company to discharge its foremen without first taking the matter up with the higher authori- ties." Tom inwardly groaned, for he could see the influence of the policy established by the master mechanic, supposedly in the interest of a square deal. He could see how his pre- decessor had lost all hold on the men by working constantly in fear of making a wrong move. There isn't a man living who does not hate to back up after he has once taken a decisive stand. With Tom it was a horse of another color for he had always been trained to act first and then to receive the support of his master mechanic, who had always placed the greatest confidence in him. Well, if he wasn't going to be able to handle this job he might as well find it out now as later, so squaring his jaw he came right back at the foremen. "Let me tell you one thing right now," said he. "It is the policy of this company to get its work done, and I am here to see that it is done. That is the only policy I am interested in. If any one of you came here to question me about taking your men and sending them out to the ash pit, I believe you have been sufficiently answered. Now, I guess you can get on your jobs." The next morning, Tom's office was being cleaned out preparatory to receiving a coat of paint, and the steam leaks were fast disappearing all over the house. Besides, the place seemed to be full of workmen. Shortly after this, as Tom sat in his office looking over his mail, he was annoyed by the humming of a pop on an engine just outside his office. Now Tom, like every other mechanic, really enjoyed the many noises that are always present in a bu.=y roundhouse, but the pop on the engine outside his office was a discordant note because he realized that it was caused by a leiky valve. On going out of liis office, he came across the man who looked after cab work and asked him what was the matter with the pop valve on this particular engine. "Oh, that pop leaks a little, I guess," replied the mechanic, "but not enough to hurt anything, for the inspectors haven't reported it yet, and I guess what is good enough for them is good enough for the old N. & O." This remark "got Tom's goat," for of all the things he detested, it was the excuse of a half-rate mechanic for a poor job. In his mind there were just two ways of doing a job — the right way or no way at all — so he waded into that machinist in a manner both forcible and instructive. "Why, man alive," said Tom, "don't you know or realize that every report turned in by an inspector is simply a re- flection on your ability and good judgment as a mechanic? Don't you know, or pretend to know as much about your trade as one of the inspectors? This engine was repaired only a few days ago and now you tell me that you are wait- ing for some inspector to condemn your work before you will make it right. Haven't you any pride in your work? I have as much pride in my calling as any other professional man and you should too. Now will you see that that pop is fixed or will it be necessary for me to get it done myself?" This machinist was a good workman but had fallen in with the slip-shod methods generally prevailing at Muncie. Tom's reproaches made him very much ashamed of himself. "Mr. Carleton," he said, "I am considered a first class ma- chinist and am proud of it. From now on you needn't worr}' about the quality of my work." Instantly Tom shook hands with the man, saying, "With that S])irit your success, my success and the success of the N. & O. is assured." Before Tom had been on his new job long, he discovered that the weakest point in the facilities of the terminal was the machine shop, which was suffering from a lack of suffi- cient machine tools. He knew it would be a waste of time to simply suggest what he wanted, so he dug into the matter with his usual thoroughness, making a careful study of the whole situation. In talking the matter over with his ma- chine shop foreman, he was surprised to learn that it was the general practice about the terminal to order just twice as much as any one needed, for it was the custom of the mas- ter mechanic to cut all requisitions in half. Tom did not like this method of doing business, and as he was serious about what he wanted, he carefully made up his list of new equipment, feeling that if the master mechanic could talk him out of any of the machines he had on his list, he would have to acknowledge a fair and just defeat. Completing his May, 1917 RAILWAY MECHANICAL EXGINEER 267 li;^ he went over to the office to have it out with the "Old Man." Now the master mechanic really knew that the machinery at Muncie was out of date, but like many other officers, he thought he was making a record by not spending any money for new equipment and that the old tools would do so long as they held together. He felt that so long as the shop forces could get along with the old equipment, there was no use of spending money for new and he had "bluffed" every man who had ever made a request for new equipment. But with Tom on the job, he was up against a different proposi- tion. Tom knew what he wanted first, then he developed and tested his arguments so well that the "Old Man" soon realized he had bumped up against a fellow who could not be put off with the old plea of economy. As there was no use in argument, the master mechanic promised he would have a special man from his office look into the matter and make a report with recommendations. Instantly Tom "went up in the air" for all the time and attention he had just given to the subject apparently was wasted. The chances were that the fellow who would be sent down to make the investigation would be some man with no actual experience in roundhouse machine shop requirements, and Tom did not feel like spending any more of his valuable time on the edu- cation of such an individual. With these thoughts running in his mind, Tom asked the master mechanic if he did not think that the general foreman had the ability to select such machinery as was required in his own shop. "Oh yes," he replied, 'T have all the confidence in the world in you, but the regular routine in a matter of this kind is to have one of the young men out of my office make the investigation and recommendations for new machinery. Be- sides I have a new fellow here who is just out of college, who claims to have made a special study of machinery require- ments, and I would like to try him out to see what is in him. You must certainly agree with me that everybody should have their chance." Tom could see that it was useless to argue the matter further for he was up against regular routine and a pet hobby of the "Old Man's," so he reluctantly gave up for the time being, but resolved that he wasn't through yet. There surely must be some way whereby he could secure what he needed. There are several types of men in the railroad world who seem to get along well with their work, yet no two of them go about their duties in the same way. Tom never "cussed" anybody, nor did he drive his men unmercifully, yet he seemed to get results. The men were right up on their toes all the time, although no one ever complained about how hard he was working. Tom always said that if you were first sure that you were right, no man would hesitate to do as requested. He always put a lot of thought on his prob- lems, and wasn't satisfied until he had found a solution that was simple enough to be practicable. Accordingly during the days following his request for the Dew machinery, Tom did some pretty tall thinking. One day a thought struck him like an inspiration and he smiled all over. He immediately laid his plans to get the best of the "Old Man." The master mechanic at Muncie, like many other good railroad men, had overtaxed his physi- cal and nervous strength while a young man with the result that now in middle life, he was not in rugged health. He frequently had to call on the doctor in order to keep up and at his duties. So Tom waited until he knew that the "Old Man" was feeling pretty bad and then he went in the office to see him. On entering the master mechanic's office, he said he had ccme over to talk about some special business, but first Wanted to take up some important matters concerning a couple of engines then in the roundhouse. After this busi- ness had been settled Tom leaned back in his chair and remarked that he did not look very well that morning. Mr. Andrews admitted he was not feeling very well, but thought his doctor would soon fix him up. "By the way, Mr. Andrews," said Tom, "I have a young friend just out of college who has made a special study of the human bodv and I would like to have him tackle your case so that we can see just what is in him. You must agree with me that everybody should have their chance." The "Old Man" looked at Tom as if he wanted to eat him, but as Tom returned his gaze in a straightforward manner, he decided that there was nothing personal in Tom's remarks. It didn't set very well, though, to be asked to offer himself as a sacrifice for some cub of a doctor to practice on. Tom did not give him time to frame a reply, however, before he continued: "Mr. Andrews, plug your heart and you die; plug your machine shop and your roundhouse dies. You did not hesitate to tell me that you would let some young man experiment with the main artery of my work, to give him a chance, yet you are offended even at the thought of placing yourself in the hands of an inexperienced young doctor. I know what my machine shop requirements are. I am the debtor who has had the long experience, therefore can prescribe just the remedy needed to keep my patient alive and healthy. Here is the prescription I would like to have filled." So saying, Tom handed the master mechanic the same list of machine tools the master mechanic had refused to consider a few days before. The boss was beaten and he knew it. He didn't Xx\ to beat around the bush any longer. Calling in his chief clerk, he gave orders for the placing of requisitions to cover the list of tools. Some new machine tools are now arriving at the Muncie roundhouse and the men are wondering why the master me- chanic has taken to calling tlieir general foreman "doctor." LOCATING DEFECTIVE SAFETY VALVES BY F. W. BENTLEY. JR. Due to the close grouping of safety valve sets on many types of locomotives, together with the surrounding arrange- ments of dome casings and other attachments, it is some- Method of Locating Defective Safety Valves times a difficult proposition to locate a leaky valve. The one giving the trouble generally fills the casing with steam and at night it is often an impossibility for machinist or engineer to locate the defective valve without raising the 268 RAILWAY MECHANICAL ENGIXEER Yv. 51. No. 5 casing. Jhe arrangement of other j)arts on the dome fre- (jucntly jjrevents this until the engine is ctxjled down. A ver} simjjle method of (|uickly ascertaining defective valves is .«ho\vn in the illustration. It consists of a common stove j)ii)e which can he dropped down into the casing and over the valves. When it is jdaced over the leaking valve the .«;teani will he carried clear of the casing through the pipe. \\ here the casing cannot he removed ami the work is hampered hy lack of light and weather conditions, the al)Ove method is a very |)ractical way of (juickly tinding the had order valve as well as eliminating the re-ults of what is >ome- times a had guess. AIR HOSE CONNECTION FOR PITS BY R. L. PRESTON The air hose connection shown in the drawing is u.sed in the ]>lace of valves in the pit air line. It consists sim|)ly of a check valve, having a ground .>« seat, allowing tlie air to flow through the pijH?. Previous to the adoption of this tyj>e of check valve, con- / fl'pe Thread Thread -h -fifSfandard Air Hose ConnecHon v-i^-A L 4" J Air Hose Connection for Locomotive Pits siderahle trouhle was e.xperienced with the cut-off cock being broken off or getting out of order while working about the pit. This arrangement causes no trouble and j)revents the loss of air due to broken valves. The stem of the valve is Yf, in. in diameter, filed or ground down to a thickness of 7/16 in. on two sides as shown in the illustration. PORTABLE FLIE CUTTER BY W. S. WHITFORD The portalde flue cutter shown in the illustration has been found to he a serviceable tcxjl, esjjecially in an enginehouse where on account of the three-\ear limit for locomotive tul»es set by law, it is often necessar\- to renew .some of the tul)es. The IkxIv, or upper part of tlie machine is forged from a piece of soft steel 2jX in. wide and \y> in. thick. In the center at the top a boss 4 in. in diameter receives the threaded stem of a yoke which carries at the bottom two 2' S-in. cut- ters. This yoke is free to slide up and down in the frame and is controlled by the handwheel as indicated in the drawing. Between the legs of the main frame extends a bearing for the large cutter which is 9 in. in diameter. This cutter is mounted on a shaft having a Mor.se tajier shank on which is placed an air motor. This remains in a fixed position, lo cut a tube, the }oke is lowered for the tube lo l^e inserted between the two small cutters and the large cutter, ;;nd it i.s, then raised until all three cutters bear on the tube. Ihe large cutter will travel at a high velocity and a» the yoke i? Portable Flue Cutter for Engine Hr.ses raised, the tubes are easily cut. It will be ^em that this ma- chine will easily handle a superheater flue. '\ he whole device is mounted on a framework made of l>4-in. pipe. EMERGENCY REPAIRS TO STRAIGHT AIR BRAKE VALVE BY F. W, BENTLEY. JR. The upi)er or thread portions of the air valves t.f tlie W'estinghouse S-.> brake valve .sometimes Ijreak off when the leather disk holder is drawn down into place on the .^tem. .As the threaded portion is a |)art of the stem itself, the stem is rendered useless when it gives way. As suth ]»reak- ages do not often cKCur, stems are seldom carric'; 'n ^tock. Method of Repairing Broken Straight Air Brake V?,;v€ Stems The sketch shows a method of emergency repairing which enal)les the valve perfectly to perform its function until a new one can be secured and applied. The brc^ken portion i^ filed off flush with the top of the stem and a hole for a fs-in. tap drilled down into the body about -y'^ in. deep. The c<»n- .struction of the lower part of the stem pernn'ts this if tl'.c drill is run in accurately. This may be done with almost any kind of a breast drill if necessary. A common \s-in- tank hose clamp bolt, sawed off to a length of about ''4-in. under the head provides a very convenient taji iolt by mean? of which the valve can again be drawn down firmly on th? stem. The hose clamp bolts are used at all }>o;nts. FOSTER UNIVERSAL TURRET LATHE The wide range of work for which turret lathes adapted to Ixith chuckinif and bar work can be used makes such tools particularly useful in railroad shops. A mahcine of this character, called the type 1-B universal turret lathe, has re- cently l)een placed on the market ])y the Foster Machine Com- pany, Beardsley avenue and Ward street, Elkhart. Ind. The machine is of the gea red-head type with a hollow hexagon turret on the longitudinal slide and a square turret on the cross slide. It has a hole 2^/^ in. in diameter through the spindle, and will handle 2 in. round or LVg in. square Inirs. The swing over the cross slide is 8 in., over the car- riage guides 14 in., and over the bed 15J<^ in. The longi- tudinal travel of the carriage is 20 in. and the cross travel of the cross slide 10 in. The latter is fitted with screw cutting and taper attachments. For bar work it is e(|uip]>ed with a draw-back automatic chuck and for chucking work, with a three-jaw geared .scroll chuck. The head and the bed are cast integral. The bed is short and heavily ribbed with carriage ways of the V-type, having a large bearing area. The head is of the geared type, I)eing Pester Type 1-B Universal Turret Lathe for Bar and Chucking Work 'Irivcn by a single pulley, the shaft of which is mounted in liliosi)hor bronze bo.xes. Twelve speed changes are obtained in either direction, by sliding gears controlled by levers mounted on the top of the head casing. All gears are heat tn ated and hardened. They are of the stub tooth form, \\hich gives strength and ([uiet operation. Tlie gears in the head run in a bath of oil. The friction clutch is designed te changes and the driving pinion which engages with the rack on the ])ed are of heat treated chrome-nickel steel. The drive from the feed rod is through a worm and gear and tlu- reverse and change gears are controlled In- plungers. On the aj)ron is a revolving spool which carries six screw stops. When one of these comes in contact with the adjustable stop rod it causes a longitudinal movement of the spool, which releast-s a catch and causes the horizontal lever to drop and thus releases the feed friction. The friction release for the cross movement is hand-oj)erated. To provide for duplicating diameters there is a dial of large diameter on the front end of the cross feed screw. A number of clips mounted on the dial indicate the setting for the sizes which are to l)e duplicated. A square turret de- signed for holding ^j in. by 1 in. forged tools is mounted on the cross slide. Provision is made for mounting special tools, such as forming tools too wide to be mounted in the square turret, on the rear of the cross slide. .\ special mechanism on the cross slide makes it possible to withdraw the tool between cuts and then reset it and feed forward for the next cut. This is particularly useful when cutting threads. A handle on the carriage clamps it to the bed when desired. The turret en the longitudinal slide is of the hcllow hexa- 269 ?(0< iv \ii.\\ \^ MiA II wii Ai. i:.\<.i.\i:i:i>: t.;i>inL;. I lie .irritiiui nn lit i»t ullur |),ifi- (ui tin li hiu in i|U(iilly prfVint* liii- iiiiiil ilu- rnu'inr i- i imlnl l- ut" .1 (omnmn >J(!Vc j>!]n' uiii(li ..111 I'f (ln'|i|c.i iltiwn iiil<» tin 1 .1- nu .iiid tivrr llu- v;ilv.».-. Winn il i- jila«ir (;irrinl » U;ir of tin- i .i>ini,' tlinmirli llu- [lijtf. Wlurj tin- «'i>im; taninn It runuvnl ;iii(l the umk i< li.mv|nTv»l l>y hirk ui' liijli! ami wiatlur t niiilititiii-. tin .ilxivi* imUiiiil t- .1 vvn.. |»ra«tiral \va\ of (|ii;(kl\ riii'liii'^ ili» Im(1 uniir \,tl\i- a,- \vt.;ll a« vUmiliat iiiL.' tlic ri nil- ni' what i- -tinic-. tinii- .1 had i.'iii'>"i. ' ■ . ' ' i'hutd an air iimlnr. I Iii> rtiiiaiii- in a fixi.! ji&»iv!<«n. ■ ■ I'u ^ut a tulu', till- \(ikf i- li.wcntl fcir tin- uuk- i and tlu' larL:o tAlltfr.. ..rvj ii j*. tluii rai>rd until all tliiii- ( iittrr^ l>».ar uii -t^h, %.;1 1'. . ' I bv lari,'!' « iMtiT will tv.'\il at a liiLdi viIih ityutl^-a*.;!;.'.'' ; -ilvt "j^ AIK IIOSI- CONM'ICIION I()K PUS m K. 1. I'KIMnN 'rite air lu)-i" vuiiimtinji Miown in tlu- in tin- |iit .lir liiu. It < cm-i-t* -miith ai:*. iIk' I OMi- .-iiaj'i d I nd ni tlu- air li(i~»- » ninni tinii. rai-t-> tlu- valve I'rtim il> »tat. alK>uinil tiu: air In flow lliruUL'h llu- pipi-. iVivifUi- til tlu- ad«.: ot" .luik valve. « nn- '■v^- -.',■ .'-' %'i :m •••'V -* .<•• - » 'J-^ ^'h'^' %^':..' •,^- ■•■*-.. . > . J- I I « I «V) I, I ■I. •• 1 . I » t I -^ .1 1 !_ s. V ye C:Ci vV :-^^l ^ V. t Thread t •'■■^S'ct-a'^'d ■^ A'tr Hose Ccnnecf'cn ^". J .s" I I Pcrtnl'le Flue Cutter- foi Engine —::'.«*£ rai--: « liiiic will ra*;I\ liaiidK- a ^u|i(-rln ali-r 'tlut . - .yr--v.-'".\!. 4!(viif i~ nidiinli-d <.n a fraiii-.-wt-rk made of ! -^^■'-'lV;V.;^>t'. J .. i:\ii;k(}fn(:^ ki pairs ro sirah.ht air HKAKH \ AL\ K - ; \\\ F. W, BKNTI l-Y. IK. \ " -, ^ 'Ihi' U|i|nr iir tlirtad |i(iriiim«- of tlu- air .y:.Tv''.< ■•u' lin \\\->tini:Iu.u-e S.> l.raki- \alvi- -»inu-tiim'« I'Tt-ak -..'r! ".hvii tlu* katiu-r di^k ImhKr i- drawn down into jila*;'f .■•!'!. 1;.k^-lvni.- A^ the threaded |Mirti(iii i> a jiari of tin -•• r-.tif. '•.tin- .■«tein i* rendered u-ele*> ulu-n it i^ivi- wa\. A- -..•-h /-reak- ace- «lo Mot often 011 ur. -t-.ni- aie -i-l« k l.einn hrokt-ii off or irettini: out of Dnli r while working aliout the pit. Ihi- arranLreintiit t au-v- no troul'le and prevmt- the 1<>— of air i\\.\\' t»» l>rok«u valve-. Ilie -tt in of the valvt- i> •- s in. in diameter. I'lletj or irround down to a thieknt— of 7 Id in. on two -id< - a- -liown in the ilhi-tratiini. . .- .. . . i. _ • ■ ■ . ^ . . "''.-..;■ - '. ■ . i'()Kr\hi.i{ 1 1 IK criTi-K \ ; .: BY \V >. WliirinKI) I 111- portalih- lluf I utli-r -h.;wn in tlu- illu-tiatioii Ii;i» luiii ft und to !,(■ a -rrvit eahle ItMtl. i--|h-i i.iliy in .in iniiiiirlioii-t wlu-re on aMOunl ot the threi-vear limit tfr li«omoiivi- tuhe- -el l>v law. it i> oftt n iu-ee--ary to n-iu-w -oi-|u of the tul>e-. The l'od\. or upper |>ari of tlu- mai hiiu- i- forLled from a pit-te of -oft steel 2 _■ ill. wide and 1'. in. thi* k. In llu 1 i-niiT at tlu- lop a l>o-- 4 in. in diameter rei eivi- tlu threatled -ttni of a \(ike uhiih larrie- at the hottt-m two 1 _-in. eut- ler-. I hi- voke i- free to -liiU- ui. anwii in the frame and *- is eonintllt-il hy the handwlu-il a- iiulii att-il in tlu- drawimr. li(-rwei-n the leL'> <»)" the main frame exteiul- a KeariiiL' fur the lariie (Utter whi»h i- '> in. in diameter. Ihi- ( utter i- mountrd < 11 a >hafl havin'i a .\Ior-e tapt-r -hank on whiih i- kf-^ ^ Trrri-r.-rs*".- t'-^dz -v=^'^ -^ VA:.^. '. :":'%.": IVIethod of Repairing Broken Str.iight Air Br,Ti<« A .■.'Vt St«n" The >keteh -how- a nuthotl of iiiii ri^i lu \ ]^vp,i:iT;;'.;i"t\-hi.vli t-nal>1e> the \alve pirfi-elly to |nrform il- fur.' l:i«n un*''' '"^ lu-w otu- ean l>e -iturrd and a|>plied. llu- i>ri.ken r/oftion t-r tiled off ilu-h with tlu- top of the -ii-m ami a hole f«fru ■.«<-' ''• ta|i drilled down into the Kody aliout \s in. dtel'i/ ■ lUv •' -tnuiion of the lower part of the stem pirniit- tlii? if t a' drill is run in at«urati-l\. This may l-e d( ne w-iih .a1ni< ■'' an\ kind of a hna-t drill if iK-«r--ar\. .\ . omnion ^.s-rin. tank ho-e (lamp l'<)lt. -awt-d off to a K-niith or" .;i'o\jt V-j-in-. under the iiead jtrovidi- a very lonveiiieiit tai> \ol,l iV mt-;'.'!'' of which the valve tan aizain he drawn down riririy «:n.t- -lem. The ho-e elaiiip holts are'ji.-ed at ail :>f.»^-^>. V ,;:^ New Devices JlMUJUJt^MiJiAtASJiAiJiJiJ^LJ^Jir.lIJ'A CS^J^ m ^ j» •!(*■-■ >fc 'S^*JJ--J:^^!i3fi::^-J'.iSJi£J^-AStAi'^^i6JJ'JidJ^AiASJia lOSTHR I Nl\ ERSAL TIKKKT LATHE ! Ik widr ranm- (if work for wliicii lurift latlu- a(laj>tf(l •,,. -i.lii ( liU( kill!,' ami l.ar \\(irk ran lir u-id inak*.- -lh li tool- parthiilarlx viM-fuI in railroatl -liop-. A maluiiu of tlii- ili;ir:ultr. i alU'd tlii' t\|n' 1-H uii:\rr-al turri't latin-, lia- n- • :1\ luM'ii plat 1(1 on ihv inarkt-t \>y tin- I-"o>tiT Mai him- Com- _,..,, IUanl-]i'\ aviiiuc and Ward -tnrt. I'lkliarl. Ind. 1 111- niacliiiu- i- of tin- marril-luail l\\)v with a hollow 1lf.\;»i,'oti tlirn-t on tlu- longitudinal >lidf and a .-t|Uari- turrit I ;; ilif crn-v - -l:dr i- >S in., nvi-r the lar- fiaiit'.iruidt - 14 in., and o\i r tlu- ln-d 1 .^ ' ,• in. Tlu- l J'» in. and tlu- ( m-- travel of till- n-(i» >li(U' Hi in. I lu- lattir i- fittrd with -t ci-w lUtlini: aiidjajicr attat hnu-nt-. l"or har work it i- i-i|uiji|>cd with a atk autoinatii dunk and tor iliiukinu work, with a ■t--jau iifarcd -ifoll iluuk.. ; '-■.'-.■ v - -.'. Ma- luad and tlu- Ind arc < a-^t iittrural. Tlu ln-d i- -licrt inl lu-avih rililn-d with larria^c- wa\~ of tlu- \-t\|K'. liavini: • [uri'A- liai-'nu' irra. Tlu- li-.-ad i- of tin- m-ari-d ,t\|K', In-in.ti riic- >|iindh- i- niadf from a liiirli «arl<»in iv.i- ...hr. ~ttvl foririiiLr and runs in cvtra lontz l.nni/f iHiXc-j-.:' '.nK-n* iirc twrlvc >|iin(]lt- -jKi-d-* ranu'iim from in l(» 4Si(.>'-f,{».ni..- AylVuii niaki-> it pos.-il.K- t tlu- L^iar- throuiih whi«» (.arrio part of tlu nu-i hani-m .'f tlu- i»uu.»». inaiit ( hiK k for tlu- har Uvd. I lu- \rM^ fjif ihv ^^o^.- >lidt- v,:i\ fn in .'Kilo in. i and tlu- drivini: pinion wliiih fn,iiairo> wjrh iht r.,' k on thk' lii'd an- of luat triati-d thronif-nit kcl >UxTMir driw frouv- tlu- fiid rod i> ilin;ui:h a worni aiul mar and tlu^ r«.vc-r-t' arul diaiiuc lii-ar- ar<- (oiurollrd \>\ plunm-rs. < MV the .;!«nin i~.a ri-volviiiLT >liool whidi iarrir> >i\ m rvw slop-. \\ iu.il i-dU' til" ' tlu'K' (()nu-» in (oinart with tlu' adju^talilc •^Tojj riKl it^uUjHi's a longitudinal nuArnirnt ot thf -poo], whhli nKa^t'-.a ratrli and (au-i- the- hori/i ntal Irvir to dnip aiul lliu.*-. ftlta~»^- tlic' fi-i-d frittion. Tlu- friiliun rvKa-i for tlu- a viuij «•' lariii- diaimli-r on tlk- front t-nd of tlu- i n»s* iViil hTvw. A ^ -ter T>pe IB Universal Turret Lithe for Bar and Chucking nuilll'ir of i lip- niounti'd on tlu- «lial iiuljt aU" ihc" Sittin;? l«ir -.:".••.'"... Work •-..,•.•;-.• till' -i/.i- wliiili an- to l»c duplii;ati«l. A Wjimre turix-.! di-- -iiznt-d lor hold in l: jin. 1.\ 1 in. form-d t(KiK is.niirdnU'il ou - vrn li\ a -iiiiik- pulley the -haft t.f whidi i- mounted in ilu- < ro-- -lidt-. rrovi-;<;n i- nia of the head ea>iim. .\11 mar- ari' heat '■ ated and hardened. I'hey ari- of the -tuh tooth form, liyli niVc- -trenuth and i|uiet < |iirai;< n. 11.;- L'lar- in tlu' -(|uari- turret, on the rear of tlu i ro-* >luU'. " A. spt'cial meehani-m on tlu- ero— -lule m.ike- it possililc T«« withdraAV the tool lii-tweeii eut- and then n--et it and Ui-tl forward for the ne.Nt (Ut. I hi- i- pariii ul '.rly u-. ful v.l.i-n -iuii;n« '''U(t run in .i luth of oil. liie frieiioii dutih i> de.-i<;ned threads. A handle on the rarriam* ilamji- ;* !<> ihe U'd tran.-mit powi-r in e\ie-- of the L'realt -t amount that (an when des'red. \. ■"".;.; d(-liver((l l'\ the hell. . .,,.;. IlK'turni ( ti llit- liiiiiJiitudinal -litle is (»f tiii\ !j< il ov iu-\a- , i 269 270 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 5 gon type with a large Ix'aring surface on the saddle. One lever controls the lock Ijolt and the binding mechanism for the turret, and when it is moved the turret may be indexed by hand. The stop screws, seven in number, are held in a spool, on the saddle and geared to the parts and thus index with it. The feed stop is similar in design to that on the saddle apron. The feed changes provided are also the same as on the cross slide. The pump for the cooling compound is mounted on the rear side of gear box, and is driven by a belt from the main pulley shaft. A system of piping and flexible tubes carries the liquid to each tool. This piping can be arranged for oil tube drills or similar tools if desired. The turret lathe is regularly equipped with overhead countershaft but is also arranged to be driven by a 5 h.p. motor running at about 1200 r.p.m., mounted on the rear of the front leg. An extensive etiuipmcnt of tools and attach- ments can be furni.shed with the machine. AUTOMATIC DRY GRAPHITE CYLINDER LUBRICATOR An automatic graphite lubricator for locomotive cylinders which has been tested in service over a period of about two years, has recently been placed on the market by the United States Graphite Company, Saginaw, Mich. It uses fine powdered amorphous graphite, 98 per cent of which will pass through a 300 mesh screen. The graphite not only acts as a lubricant but it also has a tendency to hold the oil to the surface of the cylinders and prevents it from vaporizing. /J P/peP/oa TV" /g Brass Plug Automatic Dry Graphite Cylinder Lubricator The lubricator is designed for engines using either satur- ated or superheated steam. Its cost is low; it is simple in construction and it may easily be installed. It feeds auto- matically and requires no attention aside from adding the graphite at the roundhouse. There is nothing in the mech- anism which can get out of order and the feed of graphite cannot be tampered with. The construction of the device can be seen from the line drawing. The lubricator may be applied anywhere on the steam chest or the relief valve pipe. The graphite is fed to the cylinders at all times, but the amount fed is greater when the engine is drifting than when steam is being used. It is claimed that this action of the lubricator makes it unneces- sary to work steam on superheater engines while drifting. It is claimed that the use of this graphite lubricator re- sults in a saving in oil and a reduction in the wear of the cylinders, pistons and packing. It also makes the engine much easier to handle. The consumption of graphite is low, one- fourth pound being sufficient to lubricate one cylinder for 500 to 800 miles. ELLIPTICAL GRATE BAR A grate bar that has given noteworthy service in stationary and marine boiler practice and which has been adapted for locomotive use, is made by Thomas Grate Bar Company, Bir- mingham, Ala. As shown in the illustrations, this bar is elliptical in shape and of substantial construction. It has an upper and lower grid; the upper one to support the fire and the lower one to stiffen the bar structure. These grids are connected by lugs and are sufficiently far apart to permit free passage of the air through the grate. Elliptical Grate Bar for Locomotives The rounding upper surface has the effect of dislodging the ashes by an abrasive action, rather than by tearing the fire, as is done with table or figure grates. The ribs in the lower grid, acting as a support for the bar, permit making the upper grid with air openings as high as 66 per cent of the grate area. Reports from users of these grate bars indicate that on account of their substantial construction, they have a long life. The lower grids being below the intense heat of the fire and provided with ample surface for dissipating the Bottom View of the Thomas Grate Bar heat, do not readily become broken. It has also been found that less trouble is experienced with clinker, that the shape of the grates tends to keep them clean and that a uniform distribution of air to the fuel bed is obtained. It is also claimed by the users that less fuel is required and that great- er steaming capacity is obtained from the boiler. Another feature of this grate bar is that when the ribs in the upper grid become broken while in service, the hole can MvY, 1917 RAILWAY MECHANICAL EXGIXEER 271 be plugged by a clinker or other inert substance which will be supported by the ribs in the lower grid. This will give relief until such time as the bar can be replaced, and will prevent a serious hole in the fire. These bars are made of a grade of pig iron high in heat resisting qualities. A CONVENIENT METHOD OF BOILER FEED WATER TREATMENT Boiler compounds for the treatment of locomotive feed water are usually made up either in liquid or powdered form. The required amount must be applied to the tank each time the engine takes water, the effectiveness of the treatment, therefore, depending entirely upon the engine crew. It will generally be conceded that engine crews cannot be relied upon to give proper attention to matters of this kind. A boiler compound, the special feature of which is the form in which it is prepared, has been developed by the Paige & Jones Chemical Company, New York. The chemical constituents, mixed with a suitable binder, are put up in hard balls, each about Syi in. in diameter and weighing one pound. The binder is of such a nature that the ma- terial dissolves slowly in cold water. The material is ap- plied to the tender at the terminal and requires no attention whatever on the part of the engine crew. The required num- ber of balls are placed in the tank by the hostler, the actual number depending upon the total amount of water fed to the boiler during the run to which the engine is assigned. .\s the weight of each ball is one pound, it is a simple matter to count out the required number of pounds and drop them in the tank before the locomotive leaves the roundhouse. The balls dissolve slowly, usually lasting from eight to nine hours. The motion of the engine causes them to roll about the tender, thus facilitating the thorough mixing of the chemicals with the water. \n anti-foam compound which is put up in the same form has also been developed by the same company. The anti- foam balls will last for 20 to 24 hours in cold water, thus eliminating the inconvenience of arranging for the constant application required where compounds put up in liquid form are used. These compounds are in successful use on several rail- roads at the present time. TRIPLE PURPOSE RADIAL DRILL A radial 6-ft. drill that is adapted to boring operations in addition to the usual work of drilling and tapping, has re- cently been developed by the American Tool Works Com- pany, Cincinnati, Ohio. This machine has an unusually wide range of spindle speeds. A distinct range of 16 speeds, from 15 to 81 r. p. m., is provided for heavy tapping and boring and a second range of 16 speeds, from 94 to 500 r. p. m., is provided for high speed drilling and light tapping. These speeds are in geometrical progression and the wide range makes possible the boring and high speed drilling operations. The different speeds are obtained through a quadruple geared head in conjunction with eight gear bo.x speeds and is accomplished with only 15 gears. The machine is provided with a double spindle drive as ^hown in one of the illustrations. The external gear pro- vides the range of high speeds and the internal gear gives the range of Ipw speeds. With this arrangement the wide range of speeds is obtained without resorting to small pinions or operating the gears at high velcKities and without absorb- ini^ too much power. It would appear that with such a wide range of speeds there would be excessive gear velocities, but no gear on this machine runs faster than 1,000 ft. per niinute for any of the speeds mentioned. The internal gear has a double spline on the spindle and is mounted on ball be irings. One of the important improvements in this drill is in the tapping attachment. This mechanism is completely enclosed and runs in oil. The gears are of large diameter and are made of tough steel, being provided with bronze bushings. The friction bands are 8 in. in diameter and are adjusted from the outside. The feeding mechanism is direct-reading, and only one dial is required for its operation. There are eight feeds, ranging in geometrical progression from .005 in. to .04 in. Radial Drill That Is Used for Boring Purposes per spindle revolution. The mechanism is protected against sudden shocks or excessive stress bv a friction connection between the mechanism and the spindle. This friction is of the expanding band type, and is quickly adjusted for any desired tension. The counterweight is completely enclosed by the head casing and is provided with a safety stop which operates /9tfnta/ /^itfft Double Spindle Drive for Triple Purpose Radial Drill automatically should the supporting chain break. The loca- tion of the counterweight near the spindle brings the center of gravity of the head and counterweight close to the head supports on the arm. This facilitates the movement of the head and also gives it a much better balance on the arm. The arm cannot be elevated until the binding levers are 272 RAILWAY MECHANICAL EXGIXEKR Vol.. 91. No. 5 loosened. A safety friction is incorporated in the elevating gears, the slipping point of which is reached long before the resistance of the binders is overcome. This friction also ser\'es another purpose. Whenever the elevating mechanism is engaged, there is a decided shock, which this mechanism absorbs, therel)y protecting the shafts and gears. A "knock- out" mechanism on the elevating shaft automatically dis- engages the meclianism at the e.xtreme upward or downward positions of the arm. With the exception of a few bronze speed gears, every gear in the machine is .steel. The pinions and clashing gears in the speed changing mechanism are heat treated and hard- ened. All shafts in the head and the gear bo.x are made from crucible steel, while the long vertical and horizontal shafts are made from .45 per cent carbon stock. The bearings are bushed with phosplior bronze throughout and are all renew- able. The oil ducts of the various bearings are l)rought to central locations on the head and cap, thus reducing the numl)cr of oil wells which must Ix; given attention to two, and tiius injuring ;i supply of oil to all of the bearings on the machine. S{)ecial attention has l)een given to simplicity in construction and to convenience in operation. The fact that M spindle s|)eeds are obtained with only 15 gears in the speed changing mechanism is especially noteworthy. The regular equipment of the machine includes a plain table, double friction countershafts and cone pulley drive. It may be f)rovided, however, with the sjjced motor drives above described, a universal table, a power tapping mechan- ism, a positive arm support and bases designed to suit special requirements. The spindle has a traverse of 20 in. and the arm a traverse on the column of 46)4 'n. At its highest point the spindle is 6 ft. 6 in. from the base. The traverse of the head on the arm is 63 in. The drill is designed for use with either a constant speed motor and speed box, a variable speed motor connected directly to the horizontal driving shaft at the bottom of the column or a countershaft and cone pulley drive. REINFORCED SHOE AND WEDGE A method of reinforcing cast iron shoes and wedges has l)een patented by J. C. Lyons, McComb, Miss. As shown in the illustration the reinforcement consists of steel plates 3/16 in. to '4 in. thick formed so that there will be about H in. of cast metal between the strips and the engine frame when the castings are finished. Holes punched through the strips tie this metal to tlie Iwdy of the casting. At the corner of l--.\l o II IIIO ^ro'^'t — ^-t Shoes and Wedges Cast With Steel Reinforcing Strips the flange, which is the weak point in the casting, the strips are left solid to insure maximum strength and stiffness at this point. The molding of the reinforced castings requires but a small amount of additional time, as the strips are easily placed in the mold. Since November, 1915, about 100 of the reinforced shoes and wedges have been placed in service on the engines of one division of a southein railroad. The reinforced castings were applied in running repairs in cases where the standad t\pe of shoes and wedges were continually requiring renewal because of broken flanges. So far none of the reinforced shoes or wedges have broken. The reinforcing plates have l^en found particularly useful in tlie top part of wedges which are cut away at the top of the flanges for spring ecjualizers on underhung spring rigging. WESTINGHOUSE "FIFTY-FOUR" AIR STRAINER The demands of modern heavy locomotive and car equi;- ment and the much longer trains which are now liandled, have recjuired a constantly increasing air supply during th- last few years. This has Ijeen met by increased air com- pressor capacity and efficiency. The heavier demand upon the air strainer produced by the increased air compressor capacity has led to the development of a new design of strainer which has recently been brought out by the Westinghouse Air Brake rom|)any, Wilmerding, Pa. The illustrations show the construction and method of attaching the strainer to the conipres.Nor. The prime requirements of an air strainer are adequate capacity and ability to remove all grit or other foreign matter from the air before it reaches the compressor. Without sufti- cient strainer capacity, the compressor works against the handicap of a comparatively high vacuum at the suction and Air Strainer With IVIanifold Attachment Applied to an SVi-'"- Cross-Compound Pump its capacitv is therebv .seriously affected. The desirabilitv of thoroughly cleaning the air, from the standpoint of air pump maintenance, is self-evident. If the air carries du.-^t or other foreign matter into the compressor, it not only cause> undue cylinder wear, but results in choked air passages and overheating. Dirt is carried through the system, and the effect is felt on other parts of the locomotive equipment a- well as the air pump. To insure thorough cleaning in the new strainer, the air passes through a cylinder of pulled curled hair. This pro- vides 54 sq. in. of intake screen area, which is large enough to j)revent the formation of a high vacuum at the intak.' port. The relatively low velocity with which the air passe-^ through the screen also facilitates the cleaning of the air. The strainer will run for a long period before cleaning i^ necessarv. When it becomes desirable to renovate the curled May. I9I7 RAILWAY MECHANICAL ENGINEER ni hair, however, tlie entire strainer is readily removed from The crosshead device is centered in the piston rod fit. till casintj. Before setting; it up, however, a hole is drilled through the Ihis strainer is desi-in. or 11-in. The feed screw is run in and a reamer j)assed through the drilled hole and centered at the top and bottom in the two arms of the device. These arms terminate in hardened tool steel blocks to prevent wear. The reamer is driven by means of an air motor operating at about 250 r.p.m., and the key- way cut by drawing the reamer into the metal with the feed screw. A keyway in a crosshead such as that shown in the illustration can Ije finished in about 12 minutes. The piston rod cutter is centered al>out the body of the rod, the centering sleeve being provided with extension lugs, through which operate the reamer guide rods. The opera- tion of cutting the keyway in the piston rod is performed in the same manner as that in the crosshead. A hole is first drilled at the end of the keywa\- farthest from the end of the rod and the device set up with the reamer through Se:t. 3n Showing the Construction of the Strainer jiunip. The piping is arranged for close connection, but if desired, it ma\ be run off to an isolated and more protected Iwation. The strainer is tapjied for a two-inch pipe, but may !)e fitted with a reducer for use on the smaller com- j)ressors. PORTABLE PISTON ROD AND CROSSHEAD KEYWAY GUTTER A sim[)Ic device for cutting key ways in crossheads and jjiston nxls is shown in the drawing. It is especially con- venient for use in a small shop where machine tool facilities are limited. Two of these tools are required, one for cross- Keyway Cutter Applied to a Crosshead this hole. Aftei the motor has l)een attached and started, the reamer is drawn into the metal by the feed screw, the reac- tion being taken against the end of the piston rod. Piston rod key ways can be cut w.th this device in from six to fourteen minutes, de{)ending upon the material and the size of the rod. This device was designed and has been patented by Emmett G. Detrick, machine shop foreman, Yazoo & Mississippi Valley, Vicksburg, Miss. heads princij >itates \vork. Piston Rod Keyway Cutter and one for piston rods. Both operate on the same )le, but the difference in the shaj)e of the pieces neces- a slightly different construction for the two classes of Mild Stkkl for Ldcomoiive Fikk-Boxes. — Tht Zeit- schrift des Vereines Deutscher Ingenieure of September 9, 1916, contained an article on the use of mild steel for locomo- tive fire-lx)xes, by Dr. Kittel. dealing particularly with tests conducted in the Technical High School at Stuttgart, with a very pure iron, a speciality of Krupp's works. This iron showed little of the critical temperature range, during which steels are apt to fail. In the issue of the same journal of No- vember 25. Director Busse. of the Danish State Railway de- partment, commenting on this article, says that he introduced mild steel fire-bo.xes 20 years ago, taking first American and then Krupj) steel; the latter had answered better than the former. The tubes were expanded into the boxes with the aid of copper ferrules. Visiting the United States lately he had observed that repairs of fire-boxes were tolerated which European practice would hardly pass, and that on the whole, perhaps, the life of a fire-box depended more upon the way in which it was built and treated than upon the material.— Engineering (London). ailw (Formerly tht RAILWAY AQE GAZETTE, MECHANICAL EDITION with which the AMERICAN ENGINEER wat incorporated) Published on the Fiist Thursday of Every Month by the SIMMONS BOARDMAX PUBLISHING COMPANY Edward A. Simmons, President I.. B. Sherman, Vice-President Henry I.ee, VicePresider.i oud '1 rcasurcr M. H. WiuM, Secretary WooLwoRTH Building, New York, N. Y. F. H. Thompson, Business Manager, Chicago. Chicago: Transportation Bldg. Cleveland: Citizens' Bldg. Washington: ITome Life Bldg. London: Queen Anne's Chambers, Westminster. Roy V. Wright, Editor R. E. Thayer Manas'tis Editor C. B. Peck, Associate Editor - "A. F. Stuebinc, Associate Editor Entered at the Post Oflfice at New York, N. Y., as mail matter of the second class. Subscriptions, inchidinK the eight daily editions of the Railway A^e Gazette published in June in connection with the annual conventions of the Master Car Builders' and American Railway Master Mechanics' Asso- ciationF, payable in advance and postage free: United States, Cana(]a and Mexico, $2.00 a year; Foreign Countries (excepting daily editions), $3.00 a year; Single Copy, 20 cents. WE GUARANTEE, that of this issue 8,925 copies were printed; that .f these 8,925 copies, 7,805 were mailed to regular paid subscribers, 111 were provided for counter and news companies' sales, 271 were mailed to ad- vertisers, 156 were mailed to exchanges and correspondents, and 582 were provided for new subscriptions, samples, oopies lost in the mail and office use ; that the total copies printed this year to date were 44,897, an average of 8,979 copies a month. The RAILWAY MECHANICAL ENGINEER is a member of the Associ- ated Business Papers (A. B. P.) and of the Audit Bureau of Circulations (\. B. O. Volume 91 May, 1917 Number 5 CONTENTS EDITORIALS: Shop Equipment Number The Grain Car Situation Mechanical Conventions Postponed The Railroads and the War Locomotive Brick Arch Tests Routing Work in Railrond Shois..**. The Railway F;al Turret Lathe 269 Automatic Dry Graphite Cylinder Lubricator 270 Elliptical Grate Bar 270 A Convenient Method of Boiler Feed Water Treatment 271 Triple Purpose Radial Drill 271 Reinforced Slioe and Wedge 272 Westinghouse "Fifty-four" Air Strainer 272 Portable Piston Rod and Crosshead Keyway Cutter 273 NEWS DEPARTMENT:--^..^^ ., . Notes '. .*.^-t;. J^ ••■■-' 274 Meetings and Conventions ^^'"j-'**^*!: ^^^ Personal Mention ..Y^W^^i^ 277 Supply Trade Notes 279 Catalogues 282 The passenger car shop of the Southern Railway at Merid- ian, Miss., was destroyed by fire on the night of April 15; estimated loss, $100,000. The Baltimore & Ohio, the Pennsylvania and the Western Maryland have combined to provide a hospital train for the use, when needed, of Maryland soldiers. The train is being fitted up at the shops of the Western Maryland. The Boston & Albany has made an advance of 5 per cent in the pay of all classes of employees who are not subject to the Adamson law, excepting those receiving $150 or more monthly. It is estimated that this will increase the annual payrolls about $250,000. The shops of the Pullman Company, Pullman, 111., have just completed a "service car" for the Department of Public Health of the United States government. The car is to be used by chemists who are to travel around the country to analyze drinking water supplied to passengers by the rail- roads. C. R. Richards, professor of mechanical engineering of the University of Illinois and head of that department since 1911, has been appointed dean of the college of engineering and director of the engineering experiment station, to succeed W. F. M. Goss, who recently resigned to become president of the Railway Car Manufacturers' Association of New York. The Great Northern has issued bulletins to its employees stating that all of its men enlisting in the army and navy of the United States will have their positions restored to them upon returning from such service, and also that all seniority and pension rights will be retained. The Northern Pacific has issued similar bulletins from the office of the vice-presi- dent. Instructions have been issued from the office of the presi- 274 May, 1917 RAILWAY MECHANICAL EXGIXEER 275 dtJit of the St. Louis-San Francisco to fly an American flag on each locomotive in service on the entire system. The stars and stripes, in addition, will be put on all station buildings along the line. Flags are to be furnished by the company, although it is stated that the idea originated with the em- pla}ees themselves. ORGANIZATION OF A MILITARY RAILWAY REGIMENT A military railway regiment to assist the army by the con- struction and operation of railways in connection with mili- tary movements is now being organized under the direction of S. M. Felton, president of the Chicago Great Western at Chicago. The new organization will consist of one company each from the following Chicago railroads: The Illinois Central, the Chicago Great Western, the Chicago & North Western, the Chicago, Milwaukee & St. Paul, the Chicago, Rock Island & Pacific and the Atchison, Topeka & Santa Fe. Several months previous to the declaration of war ^Nlr. P elton, who was appointed consulting engineer and adviser to the chief of engineers of the United States Army at the time of threatened hostilities on the Mexican border, was directed to perfect plans for the formation of the new army unit. Simultaneously with the entrance of the United States into the war, steps were taken to form the regiment. Each rail- way is furnishing one company of which the captain will be a division superintendent, the lieutenants a chief despatcher, an engineer maintenance of way, a road foreman of engines, and a trainmaster or master mechanic, and the remaining 164 men will be recruited from all branches of railroad service. Non-commissioned officers will be drawn from men of the rank of track supervisors, bridge supervisors, round- house foremen, assistant engineers, section foremen, bridge foremen, etc. Among the employees desired to fill the ranks are those holding such positions as conductors, brakemen, yard foremen, despatchers, track foremen, electricians, bridge and building foremen, car inspectors, wrecking foremen, storekeepers, traveling engineers, roundhouse foremen, loco- motive engineers and firemen, stationary enginemen, switch- men, oilers, machinists, operators, yardmasters, pumpmen, linemen, locomotive inspectors, boiler makers, blacksmiths, stenographers, surveyors, car repairers, clerks, carpenters, masons, pile driver men, plumbers, agents, etc. In addition to four commissioned officers for each company, consisting of a captain and three lieutenants, the railways will furnish two majors, two captain adjutants, one captain quartermaster, and one captain engineer. The colonel, the lieutenant colonel and his captain adjutant will be regular army officers. Each company will be expected to be capable of taking over a section of railroad of approximately 100 miles in length and to operate it in the same manner that it might handle the work of a division on its o^vn line. The engi- neering officers of each unit are also expected to be prepared to handle expeditiously the construction of any lines that military operations may necessitate. Those enlisting be- come members of the United States Engineer Enlisted Re- serve Corps, while those commisisoned as officers are ad- mitted to the United States Engineer Officers Reserve Corps as provided for in the National Defense Act of June 3, 1916. after such proposed changes have been investigated and ap- proved by the Council of National Defense. It was also rec- ommended that the council urge upon the legislatures of the states that before final adjournment they delegate to the gov- ernors of die respective states power to suspend or modify restrictions contained in their labor laws when requested by the Council of National Defense for a specified period, not to exceed the duration of the war. The labor committee in- cludes Warren S. Stone, grand chief of the Brotherhood of Locomotive Engineers, and Elisha Lee, general manager of the Pennsylvania Railroad. TRADE JOURNALS DECLARE FOR UNIVERSAL SERVICE The New York Business Publishers' Association, composed of the trade and technical journals in New York, unanimous- ly adopted resolutions at its monthly meeting on April 23, indorsing universal military training and service, and pledg- ing its support to the government in the sale of bonds nec- essary to carry on the war. The editorial conference of the New York Business Pub- lishers' Association, Inc., has also pledged its support. An offer to the government by 277 class journals of the United States to give editorial co-operation and free advertising space to support government activities in connection with the war was made last week. The telegrams offering this co- operation were taken to W^ashington on April 17 by Arthur J. Baldwin, vice-president, McGraw-Hill Publishing Com- pany, and A. C. Pearson, secretary of the United Pub- lishers' Corporation. They were received by Secretary Daniels of the Navy Department; George Creel, the recently appointed head of the Board on Censorship and Publicity; Grosvenor B. Clarkson, secretary of the Council of National Defense, and Howard E. Coffin, of the Advisory Board to the Council. The Railway Mechanical Engineer and all other Simmons-Boardman papers are members of the New York Business Publishers' Association, Inc., and of the editorial conference. CAR AND LOCOMOTIVE ORDERS IN APRIL In April this year, as in last, the orders for cars and loco- motives fell off slightly from the level set in the earlier months of the year. That this year's orders have held up as well as they have in the uncertainty following ujxjn the declaration of war, however, is gratifying. The totals for the month were as follows: Locomotives Domestic 240 Foreion 84 Total 334 Freight Passenger cars cars 3,623 40 3.623 40 The locomotive orders included the following: NO LABOR DISPUTES DURING THE WAR The Council of National Defense has adopted a report of its labor committee, of which Samuel Gompers, president of the American Federation of Labor, is chairman, recommend- ing that the council shall issue a statement to employers and employees in industrial plants and transportation systems ad- vising that neither employers nor employees shall endeavor to take advantage of the country's necessities to change exist- ing standards of wages and working conditions. It is rec- ommended that when economic or other emergencies arise requiring changes of standards, the same should be made only Unffalo, Rochester & Pittsburgh 10 Mallet .^me^ican 5 Pacific American 4 Switching American Canadian Government Railways 30 Mikado .\merican 10 Pacific American 10 Santa Fe .\merican Chicago & North Western 50 Mikado American Pere Marquette 15 Santa Fe .\merican 6 Switching American Russian Ciovernment 53 Narrow gage Mallet. . .Raldwin 60 Decapod Baldw in South African Railway-. 8 Mallet American 10 Mountain American Among the important freight car orders was the Philadel- phia & Reading's order for 2,000 cars divided as follows: 500 gondola. Standard Steel Car Company; 500 gondola. Pressed Steel Car Company; 500 box, American Car & Foundry Company and 500 box, Pullman Company. The Chicago. Milwaukee & St. Paul ordered 20 baggage cars from the Standard Steel Car Company and the Great Northern, 20 baggage and mail cars from the American Car & Foundry Company. 276 KAILW.W MECHANICAL EXGIXEER Vol.. 91. Xo. 5 MEETINGS AND CONVENTIONS BoiUr Makers' Supply Moi's Associdlioii. — The executive committee oi the supply manufacturers' origan. zation which meets in conjunction with the Master Boiler Makers' Asso- ciation has decided not to hold an e.\hil)it this year. Railway Supply Manufacturers Associatiou. — E. H. Walker, president of the Railway Supplx Manufacturers' As.-iociatit)n on April 18 announced to the nieml)ers that the convention of that association, which was to have been held at Atlantic City. X. J., June l.> to 20, has been j)ostponed for one year. This action was taken after a general expression of opinion of the members, who feel that their time and re- source- should Ik* con.. The following officers were elected for the cominti year: President, M. O'Brien, master mechan- ic, I'nited Railways of St. Louis; tirst vice-president, \V. S. Williams, division superintendent. Illinois Central. Chicagv), 111.: .-iecond vi. Room 3014, 165 UrQ^dway. New York ("ity. Cnnvrtitioii. May 1-4. 1'>17, Memiihis. Tenn. .\MEmc.'.N RAll.BO^n .M\S1ER riN.\F.R.S. t'nPPKRSMITlls' AND Pi PEF ITTEHs' .NssdCiArioN. — < ). K. Sclil'iik. 4N5 VV. Fifth St., Peru. ln. 1917. Mari|iiet^ein))er I. 1917, Hotel Sherman. ( hicapo. Amerua.n Society K'ir Testinc Materims. I'rof. K. Marhurg. I'nivcrsity of Pennsylvania, rhilai)el|ihii). Pa. American Societv or Meciiankai. Knuineers. — Calvin W. Rice. -'9 W. Thirty-ninth St.. New York. .Associatio.n of Raiiwav Klectrkai. Knc.i veers.— Joseph A. Andreucetti, r. S, N W.. Room 411. C. & X. VV. Station. Chicago. Car F"oremens .V.ssoriATins oi Cim.v.n. — .\aron Kline, 841 Lawior .\ve., Chicago. Secoml Monday in month, except June. July antenil.er 25, 2tt and 27, 1917, .*^t. l.ouis. Mo. Internationai R\iiroao Master Hlm ksmitiis" Association. — .\. I.. Wood- worth, (". H. & !>., Lima. Ohio. Convention. .Xugust il. 1917, Hotel Sherman. C'hica«o. I.NTERNATioxAL Railwav Fiei. .\ss>« iation. — J. ( i. Crawford. .i47 \V. Jack- son Blvd.. Chicago. Convention. May. 1917. C'hicago. I NTERN \TIO.NAI. RAILWAY CiEN-ERM. F"uRE.MEs's ASSOCIATION. William Hall, 11.'6 W. Mroadway. WiMoiia. Minn. Convention. Sei'temher 4-7, Hotel Sherman. Chicago, Til. .Master I'om erm \kers' .\s.<'ici ation. — Harry I). N'ought. 95 Liberty St., New Yr>rk. Convention. May ?J-J5, 1917. Richmond, V'a. .Master Cab l^riinER.s' .Vssociation. J. W. Taylor. Kar|ieii Uuildinx. Chi- cHgo. Convention |io>t|ioiied. Master Car a.no Li>coM()Tive Pmntkrs' .\ssoci\tiox of I'. S. and Canada. — A. P. Dane. I*. & M.. Reading, Mass. Convention. September 11, 1917. Hotel La S:dle, Chicago. Nia<;ara Fro.vtier Car Men's .\sso<-iatic>\-. K. N. F'rankenherger. 623 Rris- bane liiiilding. I'uffalo. \. V. Meetings, third Wedivesday in month, New York Teleplione IJMtr.. I'ulTalo. N. Y. Raiiwav Storekeepers' .\sstKi\Tios. — J. P. Murphy. P.ox C, Collinwood, Ohio. Convention. Mnv ?I-J3, 1917, Chicago, HI. Iraveling Knoixeer.-'' \s.si.( I mi(>\. — W. (). Thompson, \. V. C. R. R., Clevelar'', Ohio. RAILROAD CLUB MBBTINGS Club Canadian j Central Cincinnit! ] New Kngland New York Pitt.-Hburgh : Kichinon j Suuth'n & S'w'rn. We.-tern Next Meeting May 8. Mav 11. May 8 1917 1917 1917 Mav 8. May 18. Mav 25. Mav 14. May 11, 1917 1917 1917 1917 1917 Mav 19. May Jl. 1917 1917 Title of Paper Author Secretary .Xniiual Meeting, Smoker and Kntertainment James Powell . . . . Lubrication of Freight Car E«juipment T. J. Hurts .Harry l>. \'ought. rile Safety .Xpiiliance Standarelna|> II. W. Frauenthal. [A. J. Merrill .\nnnal Meeting i J. W. Taylor Address P. a. Rox 7. St. Lambert. Que. 95 Liberty St.. New York, 101 Carew lildg., Cincii>nati, Ohio. 683 .\tlantic .-Xve., Boston. Mass. 95 Liberty St.. New York. 207 Pcnn .Station. Pittsburgh. Pa. C. & O. Railway. Richmond. Va. l^nion Station. St. Louis. Mo. liox 1205. .\tlanta, Ga. 1112 Kar|)en Bldg., Cliicagp. VA7 M PXHAXICAL IvXCilXEER 277 W. Alexander GENERAL W ALTKR Alkxaxder, chairman of the Railroad Commis- sion of VVisconsin. has been appointed superintendent of motive power of the Chicago. ^Iil\vaukee & St. Paul, with office at Milwaukee, Wis., succeeding A. E. Manchester, promoted to general superintend- ent. Mr. Alexander was born in Glasgow. Scotland, in 1872, and was brought to this country in IST.S. He received a common school education in Milwaukee, and served an apprenticeship as a machinist and drafts- man with the St. Paul, later l>eing employed as a fireman on the same road. He en- tered the University of Wisconsin in 1893, and graduated from the course in mechanical engineering in 1897, receiving a sec- ond degree in engineering the following year. For three years he was an instructor in engineering at the University of Wisconsin, one year at Armour Institute and one at the University of Missouri. He then returned to railway work as assistant district master mechanic of the St. Paul at Min- neapolis. Minn. Two years later he was transferred to Mil- waukee. Wis., to a similar position, and later was promoted to district master mechanic at that point. He l^carae a mem- ber of the Wisconsin Railroad Commission of Wisconsin in February, 1915. and in August, 1916, was appointed chair- man to succeed Halford Erickson. D.\xit.L P. Ki;m.o<.(; has Ijeen appointed superintendent of motive jxnver fcr th.e Southern Pacific, with head(juarters at Sacramento, ( al.. as announced in these columns last month. He was born at Alli- ance, Ohio, April 17. 1869. In June. 1889. he entered railway serv- ice as a machinist ap- j)rentice with the Mis- .'iouri Pacific in Kan- sas. During 1892 he was engaged in install- ing machinery in con- tract shops in Utah and the following year was appointed roundhouse foreman for the Chi- cago, Milwaukee & St. Paul in Wisconsin. From 1896 to 1897 and during part of 1898 he was assistant general foreman of the Duluth & Iron Range at Two 'Harbors. Minn., being then appointed air brake inspector for the Southern Pacific at Oakland, Cal. In the latter part of 1898 he was promoted to general foreman of locomotives for :this company, and in 1904 was transferred to Bakersfield. D. p. Kellogg Cal., with the title of master mechanic. From 1900 to 1910 he was master mechanic at Los Angeles. Cal., and he was then advanced to superintendent of shops with the same head- quarteis. which latter jxjsiticn he continued to fill up to ^larch 1. 1917. when his present ap|X)intment l)ecame effec- tive. R. C. B.WDWKLi , chLmi.>^t of the Mi.«.*ouri Pacific at Kan- sas City, has been promoted to assistant engineer in charge of water treatment of the Missouri Pacific and the St. Louis, Iron Mountain &: Southern, with headquarters at St. Louis, Mo. W. J. Eddy, master mechanic of the Chicago, Rock Island & Pacific at El Dorado. Ark., has been apjMjinted superin- tendent of fuel econoni}-. The engineer of fuel econcHuy and the supervisor of stationary plants will rej)ort to him. ]. v.. Mc'JiTLi.KX, mechanical ."superintendent of the Gulf, Colorado & Santa Fe, with office at Cleburne, Tex., has had liis headcjuarters moved to Galveston. Tex. E. F. Thomsox, chief clerk to the president of the Chicago, Indianapolis &: Louisville at Chicago, 111., has l)een appoint- ed assistant to the superintendent of motive power at La- fayette, Ind. MASTER MECHANICS AND ROAD FOREMEN OF ENGINES D. S. Baals, assistant trainmaster and road foreman of engines of the Chesapeake & Ohio, at Cane Fork, W. Va., has l>een transferred in the same capacity to the Big Sandy divi- sion, with headquarters at Paintsville, Ky., succeeding M. B. Daniels assigned to other duties. A. H. Bixx.^ has l)een appointed acting master mechanic on the Trenton division. Ontario district. Canadian Pacific, with office at Tr-jnton, succeeding T. H. Hamilton, trans- ferred temporarily. E. J. BicKHLK. ma.>ter mechanic of the Cleveland, Cin- cinnati, Chicago & St. Louis at Mt. Carmel, 111., has been transferred to Mattoon, 111., succeeding J. J. Karilx), trans- ferred. Joseph F. Doxellax has been appointed master mechanic of the Pennsylvania division of the Delaware & Hudson, with office at Carbondale, Pa., succeeding George S. Graham, re- signed. W. H. DvER, master mechanic of the Georgia & Florida, at Douglas, Ga., has had his jurisdiction extended over the .\ugusta Southern. J. L. Jamiesox, heretofore road foreman of locomotives of the Canadian Pacific at Medicine Hat, Alta., has Ijeen ap- pointed road foreman of locomotives at Ignace, Ont. Alhkrt H. Kexpall, formerly master mechanic of the Canadian Pacific, Ontario district, has been appointed cap- tain. No. 1 Section. Skilled Railway Employees, recently or- ganized to oj)erate .>00 miles of doul)le track railway which is now completed in the northern part of France. Mr. Kendall's photograj)h and a sketch of his career were pub- lished in the Railway Mechaniral Enghirrr for Deceml>er, 1916. C L. Sharp, general foreman of locomotives, Chicago. Rock Island & Pacific, at Shawnee, Okla., has lieen appointed master mechanic of the I^uisiana division at El Dorado, Ark., succeeding W. P. Edd}-, promoted. D. M. Smith, heretofore road foreman of locomotives of the Canadian Pacific at Kenora, Ont.. has l)een ap|)ointed road foreman of locomotives at Medicine Hat. .\lta., .suc- ceeding J. L. Jamieson, transferred. G. P. Trachta, road foreman of engines of the Chicago. Burlington & Quincy at McCook, Neb., has l)cen appointed 278 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 5 master mechanic at Casper, Wyo., succeeding J. O. McArthur, transferred. A. R. Thompson has been appointed road foreman of en- gines of the Chesapeake & Ohio, with headquarters at Cane Fork, W. Va., succeeding D. S. Baals transferred. CAR DEPARTMENT A. E. Chesterman, heretofore car foreman of the Cana- dian Pacific at Crowsnest, B. C, has been appointed car foreman at Field, B. C, succeeding A. E. Tasker, transferred. James Hall, formerly master car repairer of the Southern Pacific, on the Coast division, at San Francisco, Cal., has been appointed general foreman of passenger cars in charge of repairs and construction, at Sacramento, Cal. C. W. McClear, heretofore coach carpenter of the Cana- dian Pacific at Vancouver, B. C, has been appointed car foreman at Crowsnest, B. C, succeeding A. E. Chesterman, transferred. W. Peat, heretofore car foreman of the Megantic division, Quebec district of the Canadian Pacific, at Megantic, Que., has been transferred to the Western lines with headquarters at Vancouver, B. C. A. E. Tasker, car foreman of the Canadian Pacific at Field, B. C, has been appointed car foreman at Winnipeg, Man. SHOP AND ENGINEHOUSE D. E. Barton has been appointed acting superintendent of shops of the Atchison, Topeka & Santa Fe at Albuquerque, N. M., succeeding W. A. George, granted leave of absence. WiLLL\M R, Downs, formerly foreman boiler maker at the Avis shops of the New York Central, has been appointed assistant general foreman at that point. foHN Eraser has been appointed locomotive foreman of the Grand Trunk at Edmundston, N. B., succeeding C. White, transferred. J. McGowan, formerly locomotive foreman of the Ca- nadian Pacific at Rogers Pass, B. C. has been appointed locomotive foreman at Strathcona, Alta, succeeding G. Pratt transferred. The position of locomotive foreman at Rogers Pass has been abolished, owing to the placeing in operation of the Connaught tunnel. H. E. Oplinger, general foreman of the .\tlantic Coa-^t Line at Brunswick, Ga., has been transferred to Charleston, S. C, in the same position, to succeed M. L. Gray, who has resigned. G. Pr.att, locomotive foreman of the Canadian Pacific at Strathcona, Alta., has been appointed locomotive foreman at Medicine Hat, Alta., succeeding J. Perry, assigned to other duties. O. B. Schoenky, superintendent of shops of the South- ern Pacific at Sacramento, Cal., has been transferred to Los Angeles, as superintendent of shops at that point, succeed- ing D. P. Kellogg, promoted. C. White, locomotive foreman of the Canadian Govern- ment Railways at Edmundston, N. B., has been appointed locomotive foreman at Napadogan, N. B., succeeding W. C. Williams. PURCHASING AND STOREKEEPING Fr.ank S. Austin has been appointed general storekeeper of the Boston & Albany, with headquarters at West Spring- field, Mass. He was born on November 6, 1886, at Lynn, Mass., and attended Ingalls Grammar School, also the English High School of his native city and graduated from Dartmouth College in 1909. The same year he began rail- way work with tlie Boston & Alban}-, and has been in the con- tinuous service of that road ever since. He served as as- sistant to the supervisor of track at Pittsfield, Mass., until 1911, and then for two years in the same capacity at Spring field. In 191,> he was appointed supervisor of track at Wor- cester, and three years later became supervisor of track at Boston, which position he held at the time of his recent ap- pointment as general storekeeper. P. E. Bast, fuel inspector of the Delaware & Hudson at Colonie, N. Y., has been appointed fuel agent, with office at Albany, N. Y. S. G. Den>lax, heretofore assistant purchasing agent of the Canadian Pacific at Vancouver, B. C, has been appointed assistant purchasing agent at Calgar)', Alta., succeeding J. T. H. Ferguson, transferred to Vancouver. J. T. H. Ferguson, heretofore assistant purchasing agent of the Canadian Pacific at Calgary, Alta., has been ap- pointed assistant purchasing agent at Vancouver, B. C, suc- ceeding S. G. Denman, transferred to Calgary, Alta. C. F. Ludixgton, chief fuel supervisor of the Atchison, Topeku & Santa Fe, at Topeka, Kan., has resigned to accept a similar position with the Missouri, Kansas & Texas, with headquarters at Parsons, Kan. F. McDowell, heretofore general foreman of the Win- nipeg stores of the Canadian Northern has been appointed storekeeper, with jurisdiction over all matters regarding Win- nipeg stores. He reports to the general storekeej>er. His office is at Winnipeg, Man. S. W. Save, purchasing agent of the Georgia & Florida at Augusta, Ga., has had his authority extended over the Augus- ta Southern. C. T. ^^'I^■KLESS has been appointed superintendent of fuel of the Chicago, Rock Island & Pacific, with headquarters at Chicago. 111. He will have charge of fuel purchase, dis- tribution and handling. OBITUARY MiCH.AEL J. McAndrew, traveling engineer of the Michi- gan Central, Canadian lines, died suddenly in the office of the roundhouse at Victoria, Ont., on March 20, 1917. George H. Price, chief car inspector of the Nashville, Chattanooga & St. Louis, at Chattanooga, Tenn., died at his home in Chattanooga on March 31, 1917. George \^■ooLLEY Strattan, retired master mechanic of the Altoona machine shops of the Pennsylvania Railroad, died at Easton, Pa., on April 14, 1917. Mr. Strattan was bom in Philadelphia, Pa., on January 26, 1836, but subse- quently lived in New York where his education was com- pleted. He worked as a clerk for a short time, but on May 15, 1858, entered the works of William Sellers & Company as a machinist apprentice. After completing his apprentice- ship he came to Altoona on March 14, 1861, entering the service of the Pennsylvania Railroad. On Januar>' 28, 1863, he went with the Freedom Iron Company at Lewistown, Pa., but on September 22, 1864, he returned to Altoona and again became connected with the Pennsylvania Railroad. Early in 1865 he was made a gang foreman and on March 3, 1867, he was advanced to assistant master mechanic of the Altoona machine shops. On October 1, 1870, he was promoted to the position of master mechanic, which he held until his retirement on Januar\' 31, 1906. When he was made master mechanic he had about 1,000 men under his direct control; when he retired, the workmen numbered about 5,600. In ad- dition to having charge of the Altoona machine shops, he was in charge of the East -\ltoona. Hollidaysburg. Hunting- ton and Mifflin shops, and other points along the Middle division. May. 1917 RAILWAY MECHANICAL ENGINEER 279 m Henry B. Oatley, chief engineer of the Locomotive Super- heater Company, has been called to active duty as a lieutenant in the New York naval reserves. B. John Buell, formerly with the Spencer Otis Company of Chicago, has been appointed general manager of the Read- ing Specialties Company, Reading, Pa. The Pullman Company on May 1 will move its New York offices from the Mills building, 15 Broad street, to room 2612 in the Adams Express building at 61 Broadway. A. C. Loudon, formerly managing editor of the Railway Mechanical Engineer, has joined the staff of the Locomotive Superheater Company, 30 Church street, New York. The Pyle-National Company, Chicago, announces that after April 8, 1917, its general offices will be located at 1334 North Kostner avenue, Chicago, instead of 900 South Mich- igan avenue, as heretofore. K. J. Eklund, assistant to the president of the Pilliod Com- pany, with office at New York, has been transferred to the Chicago office as assistant to Burton W. Mudge, president of Mudge & Co. and vice-president of the Pilliod Company. H. S. Mikesell, assistant manager, mining department of the Chicago, Rock Island & Pacific, has resigned to become vice-president and treasurer of Mikesell Brothers, Chicago, 111., manufacturers of asbestos listing, packings and brake linings. Don B. Sebastian, fuel agent of the Chicago, Rock Island & Pacific, has resigned to become associated with the Bickett Coal & Coke Company, Chicago, 111. Mr. Sebastian will be elected a vice-president of the company at its next annual meeting. J. M. Borrowdale, formerly superintendent of car con- struction for the Illinois Central, with office at Chicago, 111., has been appointed car specialty representative of the general railroad department of the H. W. Johns-Manville Company, Chicago. Leon P. Alford. editor of the American Machinist for the past 10 years, has recently become associated with Industrial Management, formerly Engineering Magazine, as editor-in- chief. He has been succeeded as editor of the American Machinist by John H. Van Deventer. The Rome Merchant Iron Mill, of Rome, N. Y., has been reincorporated under the name of Rome Iron Mills, Inc. This change was made to provide for an increased capitaliza- tion necessitated by a large increase in facilities for the manu- facture of hollow staybolt iron. There has been no change in the management. The Louisville Car & Foundry Company, Louisville, Ky., will soon increase its capital stock to $60,000 and engage in the building of tank cars, besides rebuilding and general re- pairing of railway equipment. The officers of the new com- pany are Charles Schimpeler, president; C. H. Schinipeler, vice-president, and Henry Schimpeler, secretary. George C. Fisk, formerly president of the Wason Manufac- turing Company, of Springfield, Mass., died at his home in Springfield on April 6, at the age of 86. Mr. Fisk began work for the Wason Manufacturing Company about 1852 as bookkeeper, and became president in 1870. This com- pany was absorbed in 1907 by the J. G. Brill Company, of Philadelphia. Elbert H. Gary, chairman of the board of the United States Steel Corporation, announced on March 3 that it had lieen de- cided to increase about ten per cent the wage rates and salaries up to $2,500, of employees of the subsidiary ccmipanies, to take effect on May 1. This makes the fourth advance of ten per cent since the first of 1916, making a total increase of more than 46 per cent compounded. The Keith Railway Equipment Company, Chicago, an- nounces that it has purchased all of the property, assets, busi- ness, contracts and good will of the Keith Car Company. The new company will continue to conduct the business under the same management and in the same manner as in the past. It is stated further that it will broaden its field by handling a line of railway mechanical supplies. W. A. Means, secretary of the B. F. Goodrich Company, has been elected second vice-president of the company and has been succeeded as secretary by L. D. Brown, cashier of the First-Second National Bank of Akron. Mr. Means has been connected with the B. F, Goodrich Company for almost 20 years. He has been treasurer for seven years, previous to which he was assistant treasurer for 12 years. Fire originating in the upholstery department of the Pull- man Company, Chicago, 111., caused approximately $100,000 damage on the night of March 9. The building, which was two stories high, of brick construction, and 250 ft. by 150 ft., was protected by four thick fire walls, two of which were burned entirely through. Besides the destruction of the building itself much valuable material, such as plush drap- eries, valuable hard woods and oils, was consumed by the flames. Detailed plans have been completed and are in the course of execution for rebuilding the burned portion of the plant of the Hydraulic Press Manufacturing Company, on its present site in Mount Gilead, Ohio. The plans also include the erec- tion of two additional buildings which will give more ade- quate manufacturing facilities for the rapidly expanding business. In all, the plans cover the erection of four com- plete new buildings consisting of a machine shop, a three- stor}' stock room, a new power plant and a structural and forge shop. The machine shop and stock room are replace- ments on a much larger scale of the portion of the plant re- centl}' destroyed by fire. It is planned to have the new build- ings in operation by July 1. The Brad ford- Ackermann Corporation, recently formed by A. H. Ackermann and C. C. Bradford, with offices in the 42nd Street building, New York, announces that it has con- cluded arrangements with Ashton, Laird & Co. for the sole selling rights of "Astra" high temperature gas apparatus and oxygen welding appliances, manufactured from the de- signs and patents of E. Raven Rosen-Baum, consulting engineer on high temperature gases. In addition to the ex- tensive line of oxy-acetylene welding appliances, there will be marketed a new and standardized line of oxy-illuminating gas apparatus exclusively manufactured by this company. In this process either natural or artificial illuminating gas, direct from the town supply, is substituted as a supporting gas in connection with oxygen. Robert W. Hunt & Co. has offered the services of its entire l)ureau of inspection, tests and consultation to the government at actual cost in a letter to the Secretary' of War dated April 20. This includes all of the 700 employees in the main office at Chicago and in the branch offices and laboratories in New York City, Pittsburgh, St. Louis, San Francisco, Montreal and London. This offer is made in the belief that this large and highly specialized organization can be of service to the country in a particularly practical manner at less cost to the country than equivalent services can be obtained otherwise. The acceptance of this proposal will relieve government of- ficers from inspection duties for serv'ices of greater value in other directions, and will enable the government to utilize this organization intact without the necessity of gathering together other men into a similar organization which it would take 280 RAILWAY MECHANICAL EXGIXEER 91. No. 5 time to develop. In addition to its work for many of the rail- ways and other laryc private corporations, this company is now and has been performing inspection work lor the British, Russian, Italian, Xetherland and French novernment.><, not only on munition orders, but also on steel rails and their fas- tenings and other railway eiiuipment. The \'apor Car Heating C(;mpan\-, Inc., has taken over all of the heating and ventilating busine>s of the Chicago Car Heating Company and the Standard Heat & Ventilation Com- pany, Inc. The main office and head<|uarters of the con.soli- dated compan\ will be in the Railway E.xchange, Chicago. The following officers have been elected: Egbert H. Gold, j)resident; J. E. Huker and J. .\llan Smith, vice-presidents; Samuel Higgins, vice-president and treasurer; Winthrop Gold, assistant treasurer; Edward A. Schreiber, general man- ager; Arthur P. Harper, secretary and controller, and Otto R. Barnett, general counsel. Branch offices have been estab- lished in New York City in charge of Samuel Higgins and George T. Cooke; Bo.^ton. Mass.. in charge of Erank F. Coggin; Montreal. Can., in charge of E. .\. I'urdy. and S. P. Harriman; Washington, D. C., in charge of Harry E. Low- man, and Atlanta, Ga., in charge of Lewis B. Rh(xles. Frederick C. Blanchard, who was recently elected vice- president in charge of manufacturing for the Detroit Lubri- cator Comi)any. with head(|uarters at Detroit. .Mich., was born in Boston, Mass., October 19. \i>6^. He graduated f r o m the Massachusetts Institute of Technology with a degree in mechanical engineering in 1891. Prior to being elected to the above position he was for four \ears pro- duction manager for the P'ort Wayne Elec- tric Works, Fort Wavne, Ind.. leaving this concern to become works manager of the Ashcroft Manufacturing Company and the Con- solidated Safety \alve Company owned by Manning. Maxwell & Moore, New York City. Later he wa.'' made chairman of the manufacturing committee of the latter corporation, then being elected a member of the board of directors. He has now roigned these •several connecticns to take charge of the manufacturing department of the Detroit Lui)ricator Com- pany. E. X. Eayfield. secretar\- of the Western Society of En- gineers, has resigned, effective May 1. to become associated with W. F. M. Goss, president of the Railway Car Manufac- turers" Association. Mr. Layfield has been .secretary of the Western Society of Engineers for about a year, practicall}' all of his previous exjjcrience having been in railway engineering work. Beginning in 1892 he was employed in mainten- ance of way and construction on the Pennsylvania Rail- road between Philadelphia and Washington. He entered the services of the Chicago Terminal Transfer Company in 1899. serving as chief engineer of that company from 1905 till 1910, when the road was taken over by the Balti- more & Ohio as the Baltimore &: Ohio Chicago Terminal He remained with the last named company one year longer in the capacity of divi.sion engineer, when he resigned to engage in private consulting practice, specializing in grade sej^aration investigations. He accepted the j)osition of assistant secre- tary of the Western Society of Engineers late in 1915, and was appointed secretary on January 21, 1916. Mr. Lay- F. C. Blanchard H. B. Slaybaiigh field's headcjuarters will be with Mr. Goss at 61 Broadwav New York, the headquarters of the association. Harvey B. Slaybaugh, assistant secretary of the American .A.rch Comjjany since 1910, has been elected secretary of thv company. Mr. Slaybaugh was bcrn in K>72 at Wooster Ohio. He was educat- ed in the public schools at Kingsville, Ohio, and Oberlin College. In 189.> he entered the service of the Lake Shore & iNIichigan Southern at Xorwalk. Ohio, and worked in the locomotive depart- ment. He served in various capacities as timekeeper, stenograph- er, accountant and storekeeper to January. 1899, at which time lie was transferred to the office of the sujjcrin- tendent of motive pow- er. In 1908 he was ap- ])ointed chief motive |)ower clerk, in charge of both locomotive and car work. In July. 1910, he left railway service to become assistant sec- retarx of the .American Arch Comi)any. which p«isition he held until his election as secretary. Thomas Dunbar. Sr., who was recently- elected ] resident of the .\cme Supply Comjjany, Chicago, has been -.onnected wth the railway su])ply field since 1885. He entered the .■service of the Pullman Company as a car builder and was later a template maker. In 189,>, he was |)romoted to general foreman, and in 1902 becanii- superintendent. Two years later he was ad- vanced to manager of the works of this com- pany and in 1910 was appointed manager of the mechanical depart- ment. He resigned this latter connection in April. 1916. and spent the interval between his resignation and pre.-ient election recu- |)erating on his ranch in -Arizcna. He succeeds H. H. Schnner. retired. T. Dunbar. Sr. Ax a s})ecial stockholders meeting of the Mihwiukt-e Refrig- erator Transit &: Car Companv, held Saturday. .April 7, a sale of the entire business of this comi)an\ to the Marsh Refrigerator Service Company was authorized, effective May 1. The latter ( (impany was recently incor])orated with a capi- talization of $800,000 for the purpose of taking over the business formerly conducted by the Milwaukee Refrigerator Transit & Car Company. The business will in future be under the active management of H. W. Marsh, who has been identified with the old company for seven years as its vice- l)resident and general manager. The officers of the new com- pany are H. W. iMar.«h, president; Oliver C. Fuller, vice- president, and J. J. O'Connor, secretary. The new company will continue to oi)erate the refrigerator car lines and will manufacture, sell, repair and lease refrigerator cars as well as- rebuild and rei)air all cla.sses of railroad frei^'ht cars at its May. 1917 RAILWAY MECHANICAL EXGlXKhK 281 Mil\vaukee car shojjs. Owing to the increasing demand for refrigerator cars e(iui|)i)ed with steel underframes the new company propcses to invest a considerable sum of money in steel underframes, standardizing and modernizing its entire etiuipment. The general policy and conduct of the business will remain unchanged. J. W. Kelker, who has been appointed mechanical engineer of the Pilliod Company, was I)orn Octol^er 12, 1882, at Den- ver, Col. He was educated in the public schools of that city, and entered railroad service August 24, 1898, as a messenger to the superintendent of motive power of the Denver & Rio Grande at Denver. On Decem- ber 4, 1899, he was made a machinist and J. W. Kelker drafting apprentice in the locomotive dejiart- ment. serving until February 16, 1903, at which time he left rail- road service to enter the employ of the American Locomotive Companx , at Dunkirk, X. V., as locomotive draftsman. On July 7, 1907, he was transferred to the general drawing room at Schenectady as assistant engineer, and it is this position he leaves to take up his new duties with the Pilliod Com))an\-. Frank X. Grigg was recently elected manager of sales for the car department of the Harlan & Hollingsworth Corjiora- tion. He succeeds Henderson \\eir, deceased, in that capa- city, but does not suc- ceed him as secretary, as was incorrectly re- ported in the April issue of the Railway Mechanical liugiucer. Mr. Grigg was born at Richmond, Va., Aug- ust 9, 1876. and was educated in the public schools of that city. He entered the service of the Chesapeake & Ohio at Richmond, \'a., in Februarw 1892, working in the motive power and stores de- partments. He left that road in January, 190.5. to go with the Adams & W'estlake Comi)any of Chicago as sales representative in the eastern territory, with head(|uarters at Philadelphia. In January. 1913, he became district manager of the* Standard Heat & \ entilation Comf)any. with headquarters at Washington. D. C. but in January. 1914, left the .^^ervice of that company and opened offices at Richmond, Va.. representing in the southeastern ter- ritory the .\cme Su])pl\' Compan}, the Hexwood Brothers & W'akefield Company, and the Transportation Utilities Com- pany, which accounts he will continue to handle in connec- tion with his duties as manager of sales for the car depart- ment of the Harlan & Hollingsworth Corjioration. Mr. Grigg's headf|uarters will be as heretofore at 1201 Virginia Railway and Power ])uilding, Richmond. Va. I>eslie W. Millar, fo-merlv sales manager of Fahn-Mc- F. N. Grigg L. W. Millar Junkin. Inc.. Xew Vork City, has been apj)ointtd special railroad representative cf the Mark Manufacturing Com- j)any, ( hicago. He was born at Boston. Mass., March 21. 1879. and graduated fro m the ^lassachusetts Institute of Technology, with the degree of bachelor ot science, in 1902. He was engaged on various engineering works from that time until 1904, when he l>fcame con- nected with the Edison Electric Illuminating Company. Boston, M ass., as assistant erecting engineer. In 1909, he ixxame asso- ciated with the Good Products C o m p a n \ . Chicago. as eastern sales agent, and in 1911 returned to the Edis<>n Electric Illuminating Ccm])any as efficiency engineer. In 1913 he resigned to beccme e.- stern representative of the Barco Brass & Joint C(;mpany, Chicago, which position he held until January, 1917. wlv.n he became sales manacer of Falin- Mcjunkin, Inc. James Buchanan Brady, vice-president of the Standard Steel Car C(.mpan\ and one of the railway -upply field's great sale.-n.en. ded at Atlantic City. .April 1.^. Mr. Bradv was born in Xew Vork City, .\ugu-t 12. 18.>5, and wa> a life-long resident of that city. He wa- eduuited in its puijlic >cho through that ch.tnnel tiiat he grew i n t <♦ national ])romineni.e. .\fter he was with Manning. Ma.xwell & Moore a numljer of years he became identified with the Fox-Pressed Steel Company, >ul'>equentl\ th« Pres.sed Steel Car Ccm])any. He l)ecame associated with the Standard Steel Car (^ompany upon its organization 15 vears ago and was its vice-])resident from its crganizatii n up to the time of his death. Mr. Brady was dUo pre>ideni .md director of the Inde}>endent Pneumatic T(X)] Comi)any. vice-])resident and director of Manning. Maxwell & Sloore. Inc.: presi- dent and director of the Thermoton Com{>anv. director oi the United Injector Company, vice-president of the Ke'tli Car & Manufacturing Company and of the OsgcKxl Bradlex CiXT Companw director of the Consolidated Safetv \alve Company, and he was interested in several other enterprises connected with railroad products. Mr. Brady was known in the railway field as an exceeding- ly keen business man. He had an e.\tremely wide acquaint- ance among the h'gher railway officers and was recc^'nized as an e-'cept'r-vi'l-- succe^^sful salesman of r.iil-.v ;v cars and other ra:'lwa'- sun:?l'es. J. B. Brady 282 RAILWAY MECHAxMCAL ENGINEER Vol. 91, No. 5 Turret Lathes. — A booklet recently issued by the Gisholt Machine Company contains reprints of five advertisements of Gisholt turret lathes from the American Machinist. Flexible Grinders. — The Stow Manufacturing Com- pany, Binghamton, N. Y., has issued bulletins 18 and 33 dealing respectively with its center grinder and its adjustable flexible grinders. Cooling Towers. — A looseleaf booklet recently issued by the Cooling Tower Company, Inc., of New York, describes and illustrates some of the forms of cooling apparatus made by that company. List of Steel and Other Products. — This is the title of a 52-page booklet recently issued by the Midvale Steel Company, the Cambria Steel Company and Worth Brothers Company. The book gives a complete list, alphabetically arranged, of the products made by these companies. B.\ll BE.\RiNrG and Induction Motors form the subject of bulletin 211-A issued by Fairbanks, Morse & Co., Chi- cago. The bulletin gives a short description of the bearing, the rotor with solid metal winding, and a vertical shaft motor. A table of standard horsepowers and speeds is also included. Forcings. — Bulletin 87, recently issued bv the Union Switch & Signal Company, deals with the company's forge plant. The company is able to handle expeditiously any t>'pe of forging made from open hearth, crucible, nickel, chrome, vanadium, l>runze and other alloy steels. The fire on February 10 did not reach the forge plant. Wheels. — The American Steel Foundries, Chicago, 111., has issued a ver\" attractive and artistically illustrated pamphlet on the evolution of the wheel. It is written in the form of a poem, and briefly describes the development of the wheel as the means of transportation, and clo.ses with a description of the Davis steel wheel and its advantages. Spraying Equipment. — .V catalogue recently issued by the Spray Engineering Company, Boston, Mass., gives a condensed summary of the principal Spraco developments. The booklet illustrates and describes the Spraco system for cooling condensing water, Spraco air washing and cooling equipment for electrical machinery, apparatus for paint spraying, sprinkling, etc. Air Brake E' practical patriotic way. The United States offers these bonds in low denominations and on easy payments because it is your subscription it wants. It wants subscribers rather than money. It wants to show that the people are behind this fight for the liberties of mankind. Subscribe and show your fellowmen and the foe across the sea where you stand. Locomotive Feedwater Heating Buy a Liberty Bond Fir>t, they formed the Railroads' War Board: next, they proceeded to form nine engineer regiments for .service in France; then, they made large sub- scriptions to the War Loan, and now, they are going to assist their employees to buy Liberty Bonds. Certainly, the Ameri- can people have reason to be proud of the way their rail- ways have joined the vanguard in the present crisis. It is now up to railway officers and employees to help the railways stay in the first division ; and they can help in two ways, one by doing their level best at their daily tasks of keeping the transportation system at its high notch of efficiency and the other by buying a Liberty Bond. Railwajmen will not easily be spared for service in the field. But, if they cannot shoot leaden bullets they can shoot silver bullets; they can buy Liberty Bonds. Nearly all the railways have offered their- employees op- portunity to subscribe on a partial payment plan. It should not be hard to pay for a $50 or a $100 bond in 5 or 10 or 12 monthly installments and even if his railroad has not yet acted, an officer or an employee can buy a bond from his bank. Secretary McAdoo says that a $50 bond can be bought for 2 per cent or $1 on application, 18 per cent ($9) on June 28, 20 per cent ($10) on July 30, 30 per cent ($15) on At the recent convention of the Inter- national Railway Fuel Association an exhaustive report was presented on locomotive feedwater heating, an ab- stract of which appears elsewhere in this issue. Both the exhaust steam and waste gas methods of preheating feed- water were discussed. For maximum economy, the feed- water must be brought from the temperature of the water in tlie tank to the temperature of the water in the boiler Ijy using the smallest possible amount of steam direct from the l)oiler. A large amount of live steam is required where the injector is used, and the water is heated to about 160 deg. bv the steam with no economv in heat. In this case, there- fore, the saving to be made by preheating with the wasted heat must lie between the heat contained in the water at 160 deg. and the heat in the water when it is raised to the high- est temperature the feedwater heater is susceptible of fur- nishing. Where a steam-driven pump is used, the wasted heat can start its preheating at the temperature of the water in the tank. This will be found to be the more economical thing to do, as locomotive feedwater pumps are provided that will pump five and six times as much water per pound of steam as the injector. The maximum amount of preheat that it is possible to add to the feedwater by the exhaust steam method is lim- ited to the temperature of the exhaust steam, which is about 140 deg. less than that of the temperature of the saturated steam in the boiler. On the other hand, the temperature of the gases passing out through the stack is from 600 to 700 deg., or over 200 deg. higher than the temperature of the steam in the boiler. However, there is about three times as much heat available in the exhaust steam as in the waste gases and further, the heat is abstracted from the exhaust steam far easier than it is from the waste gases and a much smaller amount of heating surface is required to give the same amount of preheat. At the present time both methods are more or less in the experimental stage. The exhaust steam method is being rapidly developed and developments are planned for the waste gas method. Extensive tests are being made on the exhaust steam tyjje of feedwater heater, and from the results thus far obtained it has been shown that a net saving in fuel economy of over 10 per cent may be expected. As the smokebox heater is developed and the two methods are used in conjunction with each other, greater economy in fuel will be obtained. Coupled with this econ- omy, the maintenance problems of the two types of heater must be carefully considered. This, of course, can only be determined accurately after the heaters have been tried out in actual service on several locomotives in regular road work. Feedwater heating in Europe is used to a far greater ex- tent than on this side of the water. Foreign roads have evidently found it successful, or it would not have been developed as far as it has. It remains for us on this side to adapt the problems of feedwater heating to our conditions. A certain amount of experimenting is necessary and the railroads should not hesitate to co-operate to the fullest ex- June, 1917 RAILWAY MECHANICAL ENGINEER 285 tent with the committee of the Fuel Association in develop- ing this new refinement in locomotive construction, which at the present time offers such attractive results. Keeping Cars in Service The '^.ailway War Board in a bulletin issued on ^Iav 9, the text of which is published elsewhere in this issue, has called attention to a number of ways of increasing car efficiency, which if carried out will have the effect of increasing the available number of cars over 700,000, or slightly more than 30 per cent of the total num- ber of freight cars now in existence. One of these sugges- tions is that a reduction of between two and three per cent be made in the number of cars out of service for repairs, thereby increasing the cars available for ser\'ice by about 04,000. Unlike locomotives, which are shopped on a mileage basis, the percentage of cars out of service for repairs is a reflection of previous maintenance policies and of the character of the construction rather than of the service being rendered. In devising ways and means of reducing the number of cars out of service for repairs, less attention, therefore, need be given to increasing facilities and labor than to locating weaknesses in design and correcting them when heavy re- pairs are made. It hardly need be stated that for months to come it is absolutely essential that the maximum of results be obtained from every hour of labor expended in maintain- ing equipment. To maintain some of the rolling stock now in service, as it originally was built, is little short of a sheer waste of effort. Such equipment leaves the repair track only to appear on another one a few days later. In order not only to increase the number of cars available for service, but to avoid serious delays to traffic, it is highly important that such equipment be placed in condition to stay off the repair track. Whenever special effort is directed to reducing the number of bad order cars, there is always a temptation on the part of local officers to make a showing by overlooking certam bad order conditions in the hope that the cars may get off the division or the road before failure occurs. While the immediate effect of such a policy is an apparent improve- ment in the number of cars out of service, eventually the re- sults are sure to be disastrous. In the present congested conditions of many of our roads the delays, if only a few minutes each, while setting out bad order cars which should never have been placed in the trains, causes a loss of trans- portation efficiency far greater than can be compensated for by any increase in the available number of cars effected by such a policy. It is a question whether the car shortage which has been apparent for some months past is not less an actual shortage than a congestion which has reduced the available supply. It must be clear then, that no policy of slighting essential repairs should be tolerated in the present emergency. The efforts of the car department must be concentrated on underframes, draft gears, trucks and brake rigging. That repairs to these parts be thoroughly done and that weak de- signs be strengthened to w^ithstand the severe shocks of pres- ent day service is essential. Other parts may be patched up or even allowed to deteriorate to a certain extent without serious consequences. There are a large number of wooden cars in service which are too weak to withstand service con- ditions on many of the roads to which they are offered in interchange. As fast as materials can be obtained, these cars should be fitted with some form of continuous steel center sill construction or at least with steel draft arms. Such changes undoubtedly may be unnecesary to meet the condi- tions on the home road. It must be remembered, however, that the railroads are now operating as a single system and that it is esesntial as never before that cars all be of suffi- cient strength to withstand the severest conditions anywhere to be met with. Arch bar trucks of weak construction, espe- cially those with flat compression members, should be re- placed as fast as material for new ones of improved design can be secured. The cost of making such changes at the present time no doubt will be high, but in the face of a constantly decreas- ing supply of labor the only way it will be possible to keep the number of bad order cars within reasonable limits, is to send the cars out from the shops in such condition that they may be expected to stay out for months and not days. The war is not yet over; it may last for a year, two years, even longer. Any slighting of the maintenance of essential parts of the car for the immediate advantage which may be gained thereby will be disastrous later when the conditions of the labor market are even worse than at present and when the demands of the nation for transportation are even greater and more insistent than at the present time. Car Railway mechanical department offi- Shortage or ^^^^' ^^^ country over, are tr}'ing to ^ ^ . ^ figure out whether it is a car short- Congestien ."^ ° ^- ^i • l i age or a car congestion that is bother- ing them. We will not presume to answer the question, but will outline certain facts that may throw light on the situa- tion. Since the first of January the railways of the United States and Canada have ordered no less than 1,941 locomotives, as compared with only 1,691 in the first five months of 1916. The freight car orders on the other hand have totaled only 33,840, whereas at this time last year they had reached 49,- 851. It is worth while at this point to add also that the big Russian orders, 500 locomotives and 10,000 cars, reported this last week have brought the totals of foreign equipment ordered to no less than 1,094 locomotives and 24.550 freight cars as against only 634 locomotives and 18..>25 cars in the first five months of 1916. The big orders for locOTnotives, both foreign and domestic, are naturally attracting a great deal of attention, and observers are seeking to find the rea- son for the continued large buying of power, realizing that it is in spite of extraordinar}^ high prices and deliveries now extending well beyond April or May of next year. Take the matter of locomotive prices. R. H. .\ishton, president of the Chicago & North Western told the Inter- state Commerce Commission in the rate advance hearings that during the past 10 years his road had spent on an aver- age slightly over $6,000,000 a year for new equipment, re- ceiving on that basis an av-erage of 4,000 freight cars, 94 passenger cars, and 94 lcx:omotives. In 1917, for $6,444,- 000 it received only 2,000 coal cars and 50 locomotives. W. B. Biddle, president of the Frisco similarly said that his road bought locomotives in February, 1916, for $36,750 each; that later in the year it had to pay $51,000 for the same type of locomotive and that in Februar>' this year it inquired for locomotives and was told that the lowest price was $69,750. Howard Elliott declared that locomotives that cost S50,350 in January 1917 cost $57,320 in March, 1917, an increase of 13.8 per cent in less than three months. He also pre- sented the following comparison of prices: Date. Type. Weight. Cost per lb. November, 1915 Mikado 400.000 lb. 6.65 cents February, 1916 Pacific 329.0001b. 8.53 cents March, 1917 Santa Fe 441,0001b. 13. cents He further added that a 50-ton steel hopper car costing $1,- 215 in January, 1916, would cost about $2,800 today. The point is that despite the high prices for loccMnotives, the domestic orders reported frcan Januar\' 1 to June 1, 1917, were larger than those in a similar period for at least the last four years. This surely indicates that the railways need locomotives and need them badly. The railwavs also need cars, but for some reason the or- 286 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 ders for cars are not so great as conditions might seem to most direct and apparent effect on the cost of operation. The demand. The railways, of course, are appalled at the high saving effected by the elimination of old tools is as a rule not prices they have to pay for new equipment. There is some especially apparent but a policy of systematic replacement reason to believe that the builders, owing to the uncertainties is a vital factor in keeping up the efficiency of a shop, of the present situation, are not eager to tie themselves up Modem machine tools will pay a high return on the iii- with long term contracts. Besides, there is no doubt that vestment and obsolete tools should be retired as rapidly as many railway men believe that the present difficulty is a possible. matter of congestion rather than of car shortage and that they At the present time it is a difficult matter to secure skilkd hope for improvement through the work of publicity to ship- mechanics and the wages paid by railroads for that class pers and through the work of the Car Service Committee, of lalx)r are higher than ever before. The demand for men Nor must we neglect the argument brought up not so many will be further increased, and the supply depleted by the months since that it is not fair to ask the railways to buy war. For these reasons it is important that the railroads cars that would remain idle during the long periods of car secure tools that will give the maximum production per man surplus. President Rea, of the Pennsylvania, added a fur- This applies not only to large points where highly spe- ther thought when he stated before the Interstate Commerce cialized machines are required, but also to small point.^ Commission that, "Some say that more cars would only add where machines which can be used on a wide range of to the congestion," and that, "if the Pennsylvania were in- work, but equipped with time and labor saving devices, stantly given a lot of cars, they would be immediately scat- should be installed. Old machines are too often retained tered to the four winds." He added, however, 'T think if in service where a modern tool would save enough in wages we had more o{)en top cars, they could be put to good use. to more than pay its cost. Old, low-power machines are I think that if we could get deliveries and the prices were hard to handle, l^esides being inaccurate, and there is no reasonable, we should get coal cars, possibly 5,000, but I e.xcuse for retaining them in service except where the ma- wouldn't pay the present prices for them." chine is used only for emergency work. Highly specialized The (juestion, in short, is put up entirely to the mechani- machines should be installed wherever possible, particularly cal department. The railways must use their locomotives, if unskilled labor can be employed to operate them, new and old, to the best possible advantage. They will have An instance which shows the saving of men and mone\ difficulty in getting new ones because of the high prices and that can often be effected by discarding old tools occurred slow deliveries and the competition for space on the part of in a locomotive shop where a great deal of heavy boiler work the foreign orders. The Russian Government alone now has is done. Three lathes had been fitted with special attach- considerable over 700 locomotives on order in this countr>', ments for finishing crown stays but they gave considerable and a committe of which S. >L Vauclain is chairman is trouble. If the machines were speeded up to secure greater investigating to see, among other things, if perhaps we cannot production the stays bore chatter marks and could not l>e furnish even more locomotives to our allies overseas. made tight. A special machine was secured for this work The mechanical department officers must realize further, and not only did its production exceed that of the three as we emphasized last month, that this shortage of power is lathes previously used, but it was readily operated by an going to continue and perhaps become more acute from apprentice and the quality of the work was all that could month to month, although it is possible that the contemplated be desired. reductions in passenger service may release sufficient power Sometimes a single inefficient machine holds down the to counteract in some measure the increased demands for lo- production of the whole shop. Where such conditions exist comotives resulting from an increased traffic to the seaboard it is easy to locate the trouble. More often such difficulty and to the 32 concentration camps which will soon be under is due to having a number of machines which are inadequate way. to meet the demands made upon them. A shop scheduling it may easily be seen that conditions are becoming such system is of great value under such circumstances, as it that any railway that wishes to retire locomotives from serv- shows up the weak points of the shop and makes it easy ice should consider the step carefully, and it is axiomatic to pick out the machines that are "slackers." that now as never before, should mechanical department offi- it is unfortunate that the shop accounting methods ordi- cers be careful that all engines in service are kept in the narily used do not show up more clearly the effect of sub- best condition |x)ssible under the circumstances. stituting new tools for old ones. Inefficient tools increase the overhead or surcharge on shop work by reason of their ^, w K- The master mechanic was showing a ^ow production. The only way to keep a shop efficient and New Machine ^_^^^ through the shop and they the overhead expense down is to replace the shop tools sys- Tools Versus ^^^^^ ^^ ^^^ ^^.j^^^j j^^j^^ ^^.j^j^,^ ^^^3 tematically. Old Tools turning off heavy blue chips. "Be- Many of the tools built before the introduction of high fore we got that machine," said the m'aster mechanic, "we speed steel are uneconomical because of the limited pro- kept five lathes bu>v turning wheels and we were nearly duction of which they are capable. Modem tools installed always working some of them overtime. Now we have m their places would reduce the cost of the work enough scrapped all but one of the old machines and we don't have Jo pay a high rate of return on their cost It seems to be anv trouble in getting our output. We're up against the hard for many men to scrap machinery before it is entirely same ^ort of a proposition with our driving boxes now, and worn out, but it is often the economical thing to do. The I'm having just as hard a time getting the machines I want introduction of high si^eed steel has rendered many ma- as I had when I asked for this wheel lathe. I don't see chine tools^ built 1:> or even 10 years ago obsolete. It i; whv we can't get enough monev appropriated to buv the probable that the heavy, high i)owered tools now built will t i- e need' ' "°^ '^^^'^ ^° ^ retired until they are worn out; in other ^Vhe' master mechanic's complaint is one that is heard words, depreciation of tools built at the present time will time and again. On most railroads it is hard to get money be less than that of tools built prior to the advent of high appropriated for machine tools, much harder than it is to speed steel. ,,,,.. , get new locomotives or cars, for instance. It is not un- The railroads are now in such urgent need of additional common to find roads with the most modem type of motive terminal facilities, extra tracks and more rolling stock that power having poor shop equipment. This is a natural con- there is a tendency to keep down the capital expenditure for dition for the railroads have found it difficult to raise new tools. The best basis for tool replacement is a regular monev and the tendency is to spend it where it will have depreciation reserve set aside every year and devoted solely jtXE, 1917 RAILWAY MECHANICAL ENGINEER 287 to tiie replacement of tools. Such a policy will do a great away petty jealousies and play the game for all it is worth deal toward keeping shop methods up to date and reducing — and the public will surely appreciate it in the end, indif- the expense of equipment maintenance. ferent as it may sometimes seem. This truth holds good down through the organization of "Do The railways of this countr>- have a each road, and even into the ranks. Department jealousies, Your tremendous task to perform. For individual and departmental petty criticisms and faultfind- „. ,, many months they have operated ing are brakes on the wheels of progress and efficiency. What * under heavy pressure and abnormal is needed is plenty of the oil of human kindness, patience conditions. Now at a time when ordinarily they would have and good will to lubricate the organizations throughout. It a breathing space to put their equipment and facilities into 1= ^ wonderful opportunity the railroads have of making better condition, they are confronted with the necessity of good and helping to win a great fight in the interests of moving still greater quantities of supplies and material' and democracy and righteousness. We will have to do our best of shortly being required to handle large forces of troops with the facilities and equipment at hand and it is up to and militar}- equipment for the government. It is impos- each individual employee to see that the very most is made sible to add to any very great extent, in the immediate fu- oi these tools. If the same enthusiastic spirit which has ture, to the present equipment or facilities, because of the in- '^een characteristic of the safety first and the loss and dam- ability of the manufacturers to furnish the equipment. On age campaigns on many roads can be put into the bigger the other hand, this is no time for lament or faultfinding at game, there is no question as to the final outcome — and it the lack of preparedness or on the foolishness of the mis- ^i^l be done. guided regulators and politicians with their restrictive ra- ther than constructive programs, which are largely respon- Greater What can be done quickly to bring up sible for the financial difficulties which have confronted the ghop Output ^^e output and efficiency of the average railroads in the last few years. „ . railroad repair shop? What is the weak The emergency is upon us and ways and means must be spot in your shop ? What class of work, found to overcome the lack of facilities and equipment and or what department, is inclined to lag behind and restrict the to make up for the men that are being called to the colors, output ? These are pertinent questions at this time, when How can it be done? A circular which was issued by the the welfare of the nation and of our allies abroad may de- Railroad W^ar Board is published in this issue, or at least pend on keeping our locomotives and cars in prime condi- such parts of it as are likely to prove of special interest to tion and getting the greatest possible service out of them, the mechanical department. It deals with some of the ways As important as is increased output, it must not interfere in which it may be possible to secure better results. Study- with quality of workmanship; never was there a time when ing it in a broad way, and reading between the lines, one it was more necessar}- to guard against breakdouTis on the cannot but grasp the underlying thought upon which it is road. Some railroads are far ahead of others in the main- based, and that is that such improvement as may be made tenance of their cars and locomotives and some shops are is almost entirely dependent upon each individual in the much better off than others in the way of improved shop entire railway organization heartily putting his shoulder to practices and facilities. Helpful suggestions, based on the the task and increasing his individual productive capacity to experiences of different shops, will be found throughout this the uttermost. This does not mean forcing one's self to the issue, one article being devoted entirely; to a consideration of point of exhaustion; rather does it mean using every means recent improvements in machine tools for railway shop work. to cut out waste and lost motion, of playing the game skill- It is proposed in these comments, however, to discuss certain fully and intelligently in order to get better results. Some- important general practices which may be made to give times we get into a rut and almost literally go ahead with splendid returns in the way of increased output if they are blinders on. Standing back and sizing up the job in a big not already in effect. and analytical way may show us the fallacy of making cer- One of the l^est and quickest ways of toning up a shop tain routine moves that we have always considered necessar\% organization and locating and strengthening the weak spots may help us to do the job in three-quarters of the time with is to install a shop scheduling system. Such systems have the expenditure of no greater energy and with just as good been described many times in these columns; indeed, we have results. Here is where every one of us may do our bit, advocated their installation for the past 12 or 15 years and whether it be the laborer in the shop, engine house or repair yet many shops are struggling along with the roughest and track, or the head of the department. most unscientific sort of schedule and seem to have utterly The railroads as a whole have awakened to the seriousness failed to appreciate the remarkable results that may be ob- of the situation and have given up their individual rights — • tained with a comparatively small expenditure of time and possibly at great loss to themselves as individual roads — energy in installing a real shop scheduling system. Briefly, and are operating as a single unit under the direction of the various classes of work on each part of a locomotive are the Railroad War Board at W'ashington. The five men on scheduled to be finished at certain predetermined times so this board — Fairfax Harrison, Howard Elliott, Hale that the work as a whole may progress steadily and without Holden, Julius Kruttschnitt and Samuel Rea — are giving interruption in order that the locomotive will be ready tor practically all of their time to this problem, as is also Daniel service without fail on a given date. Not only does this ^\ illard, chairman of the Advisory Commission of the Coun- reduce the length of time necessary to put a locomotive cil of National Defense. The Railroad War Board is as- through the repair shop, l)ut the general foreman or shop 5i>ted by several committees, including in their membership superintendent is relieved of a great amount of detail and a great number of railway executives and other experts, can give his time to the larger and more important problems Many concrete things have already been accomplished which which concern successful shop operation. A description of a promise important results and the work has hardly been typical shop scheduling system was given in a paper by Henry more than well started. The full success of the project will Gardner at the 1913 meeting of the International Railway depend upon the thoroughness into which the individual General Foremen's Association and will be found in the Rail- roads enter into the spirit of the plan. Even though they ti-ay Age Gazette, Mechanical Edition of August, 1913, page niay have subscribed to it and the boards of directors may 423. A shop scheduling system in use on the St. Louis & hive passed favorably upon it, the results will not be what San Francisco was described in the Railway Age Gazette, they should if there exists a spirit of faultfinding or jealousy Mechanical Edition of November, 1914, pjage 588. between the various roads. Now, if ever, is the time to put The problem of the reclamation of waste or scrap material 288 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 has for the time being taken on a new aspect. A few years ago when materials were plenty, warnings were given that reclamation work was being carried entirely too far in some cases and emphasis was placed on better accounting methods to take into consideration the overhead or surcharge costs, as well as the direct costs, and also the necessity of followmg the reclaimed material into ser\'ice to see that the parts gave a sufficiently satisfactory service to warrant the work that was put on them. These things are as imp)ortant as ever, but the cost of material has advanced to such a point that a con- siderable extension in the classes and condition of materials to be reclaimed is justified. The increase in the cost of labor must not be overlooked, and this may make advisable the addition of certain facilities which under former conditions would not have been warranted. In not a few cases material is so scarce and difficult to get that if it cannot be reclaimed it is not available, and here again it may be advisable to make very considerable expenditures for facilities which under other circumstances would not be justitied. The im- portant thing is to keep the cars and locomotives in effective service as great a part of the time as possible. Because the pages of this journal have been a clearing house for improved shop practices, shop kinks, etc., many of our readers have been able to utilize the experience of others and greatly improve the efficiency or output on certain ma- chines or in certain departments. Attendance at the meet- ings of the various mechanical department associations has also been a great help and inspiration to many shop foremen and officers. To those who have not made a practice of studying the technical journals and association proceedings the suggestion is made that a study of back numbers and volumes will be very well worth while and will undoubtedly reveal many things that will be helpful in getting almost immediate results. In recent years there has been a strong and steady tendency toward improving sanitary conditions and providing cleaner premises and more pleasant surroundings. This was done in the realization that the workmen would give better service under such conditions; it was also inspired in some degree by the safety first campaigns. This is all the more important now that there is so great competition for laboF. As labor has become more scarce, there has been a tendency in some shops to become more or less careless in this respect. This is unfortunate and some means should be taken to overcome the situation; it is quite possible that women may be used to advantage for the lighter work in connection with cleaning up the shops. It has become the practice in the larger shops for the shop superintendent to have on his staff one or more men with various titles, ranging from shop demonstrator to efficiency engineer, whose sole duty it was to devise ways and means of improving the output. Shop demonstrators have also given a splendid account of themselves in giving apprentices practical instruction. Where men of the proper training and personality can be obtained for this work there is no question but what it is a paying proposition, and shops which have not yet tried it or which have room for more experts than they now have, will do well to make the best possible use of this means of getting better results. As much as a year or two ago complaints began to come in on the falling off of shop efficiency because of the difficulty in getting and hold- ing skilled mechanics due to the competition of munition and other industries. It is all the more necessar>', therefore, to provide such demonstrators for breaking in the inexpenenced help. A wise general foreman will see that his subordinates meet with him regularly in a group in order to talk matters over. Sometimes this can be done more or less informally by hav- ing the foremen gather at one place when eating their lunch. Usually, however, a certain time is set apart each week for such meetings. The results may quickly be noticed in the better co-operation between the various parts of the organi- zation. Try it and you will be surprised at the results. NEW BOOKS Turret Lathe Guide. 250 pages, illustrated, 6'A in. by 9% in. Bound in cloth. Publivhed by the Gisholt Machine Comoany, Madison, Wis Price $1. This book has been compiled for the use of op)erators and those who are familiar with the Gisholt turret lathe work. It was written with the intention of suggesting the mo?t beneficial way in which to operate and take care of these machines. The use to which these turret lathes may be put, their construction and operation, are thoroughly described in the first part of the book. Under "Tooling" is given an outline of the tool equipment that is used with these lathes and the purposes to which they may be put. The methods of fitting up and handling different jobs are described and quite thoroughly illustrated. The various types of chucks to be used are described in detail. Various other parts of the machine are taken up and discussed in a similar man- ner. The method of grinding and forming tools is given in quite some detail. Suggested methods for cutting threads and for machining heavy pieces of metal are also given. Steel and Its Heat Treatment. By Denison K. Bullens, consulting metal- lurgist. 441 pages, illustrated, 6 in. by 9!4 in. Bound in cloth. Pub- lished by John Wiley & Sons. Inc.. New York City. Price $3.75. Doctor Bullens in the first paragraph of the preface to this book says: "Modem heat treatment should be consid- ered as an art or trade, since it certainly requires knowledge, skill and judgment for its proper performance. These, in turn, necessitate at least some knowledge of heat, of steel, and of the effect of heat upon steel. And all three factors are linked together by the 'human element.' *' The human element does play a very large part in the proper heat treat- ment of steel, but unless supplemented by some knowledge of the change made in the structure of the steel by the heat, the man who relies wholly upon his judgment based on past experience will not produce the results nor meet new condi- tions as well as he who links his experience with the in- formation obtained from scientific study, or theory, if you like, of the effects of heat on steel. The author has given in an interesting and understandable way the fundamentals of the structure of steel, how this structure is changed by the addition of heat, what the accu- rate control of the heat means in obtaining the proper results and what effect the various alloys have on the steel and the method in which they should be handled. His discussion is not limited to the scientific phase of the problem entirely. Methods for obtaining the different steel characteristics are thoroughly described. The book is well illustrated and con- tains information that men who are interested in heat treated metals should know. Combustion in the Fuel Bed of Hand-Fired Furnaces. By Henry Kreisinger and others. 76 pages, 6 in. by 9 in., illustrated. Bound in paper. A technical paper, No. 137, issued by the Bureau of Mines of the De- partment of the Interior. The object of the investigation of which this book is a record was to determine the conditions governing the processes of combustion in the fuel bed of a hand-fired furnace, to furnish data for the correct design of coal-burning grates and fur- naces and their efficient operation. The results also cast light on the problem of clinker trouble as related to fusibiltiy of ash and indicate the possibility of a higher rate of gasifica- tion of coal in gas producers. The report contains general information on the combustion of coal in furnaces and describes the results of numerous tests made in an experimental hand-fired furnace which wa* designed for an accurate study of the processes of combus- tion in the fuel bed. WITHIN recent years quantity production of locomo- tive and car repair parts at a central point for distribution over the system, has received more and more consideration as an effective means of combating increasing maintenance costs. Several large railroad sys- tems have installed manufacturing departments in conjunc- tion with the larger repair shops, in which are made many parts susceptible to partial or complete standardized finish- ing. This system manufacturing, or centralized production, as it may better be called, has been and should be much more effective in reducing the cost of many articles, especially tilose which are required in considerable quantities. The success of the modem manufacturing industry de- pends largely upon organization, specialized division of la- ^X)r, and adequate facilities. While the problem of central- ized production cannot be applied to car and locomotive re- pairs on the same scale as in a manufacturing plant its suc- cessful application depends upon the same factors. The aim of centralized production should be not only economy, but control so that: The right thing is done at The right time in The right manner so as to effect The right result. The right result to be secured should be: (1) Reduction in the cost of the articles produced. (2) Prompt distribution of output. (3) Effective distribution of output by eliminating waste due to the use of improper materials or excessive disburse- ments. The essentials for successful centralized production are: (1) A well defined policy on the part of the management a> to scope of the work relative to other parts of the organiza- tion and operation. (2) An adequate organization. (3) Proper equipment. (4) Effective records. (5) Systematic "follow up." Without a well defined policy as to the scope, etc., of the centralized production department, a decided handicap is ever present, militating greatly against the success of the etfort and prohibiting the attainment of the best results. From the very inception it must receive the constructive co-opera- tion of the management. A thorough realization of the ob- ject to be attained should dictate the necessity for divorce- ment from any repair shop activities and the development of centralized production as an entirely separate and distinct feature under the immediate direction of the stores depart- ment and the superintendent of motive power. An organization is the machine by which the forces of in- dustry are directed. To be effective, it must embody con- trol. To secure control it must be centralized. Not only centralized, but definite. The objective, dependable output at a substantially reduced cost, demands that the head of the centralized production department be wholly unham- pered by needless links in his chain of responsibility, source of supplies, or distribution of product. Manufacturing is inherently different from repair work, and consequently demands an organization fitted to it and not merely a modified locomotive repair organization, as an integral part of some repair shop. Successful manufactur- ing is the result of proper utilization of economic principles, division of labor, quantity production, and systematized cost accounting. Railroad repair work, as the name denotes, is a repair proposition and while it embraces a plane between manufacturing and job repair work, it is only to a limited extent capable of utilizing labor division, and except for those articles adapted to centralized production is wholly devoid of opportunities for quantity production. If this is true, it follows that the best ser^•ice will ])e se- cured in centralized production with an organization com- petent to develop and direct a corps of workmen having a definitely divided field of labor due to quantity production. This in conjunction with a cost system adapted to the needs will provide ready and accurate knowledge as to the ad- visability of continuing to manufacture any article or of pur- chasing it. The organization chart shows the ultimate de- velopment of the centralized production department. Little comment is required as to the duties of the various staff members, except the inspector and shop demonstrator. The output should be rigidly insp)ected before being trans- ferred to the storehouse, and in many instances during the process of manufacture so as to detect defects when first dis- closed and avoid the expenditure of unnecessary- labor. Ara- 289 2S,^ RAILWAY MECHANICAL EXGINKKR \'(.i-. 91, No. ha? for the time l>ein<; taken on a new aspect. A few years a.i:o wlun material> were plenty. warniim> ^^'^'''t.' triven that rethmialion work \va> Iieiny carried entirely too far in some cases and em|»hasis was placed on hettcr accounting: metlu»ds to take into consideration the overhead or >urchari:e costs, as well a- the direct co>ts, and also the nece>>iiy of followinc the ret lainud material into service to sec that the parts gave a suftkiently satisfactory ser\ice to warrant the work that was put on them. 'I'hcse things are as imj)ortant as ever, hut the (ost of material has advanced to suih a j)()int that a con- siderahle extension in the classes and condition of material'^ to l>e reclaimed is justit'ied. The increase in the cost of lahor must not he overlo scarce and diffuult to get that if it cannot U- reclaimed \- it i> not availal»le. and here again it may he advisable to make very considerahle exjjenditures for facilities which under other circumstance> would not lie ju>tified. The im- I'ortant thing is to keej> the cars and hxomotives in efftt live 5er\'ice as great a part of the time as possible. ' Because the pages of this journal have been a clearing house for improved shop practices, shop kinks, etc., many of our readers have been able to utilize the e.\|»erience of others and greatly imj>rove the eftu iency or output on certain ma- chines or in certain departments. Attendance at the meet- ings of the various mechanical department association-^ has also been a great help and inspiration to many shop foremen and officers. To those who have not made a practice of studying the technical journals and asscxiation proceedings the suggestion is made that a study of back numbers and volumes will l>e very well worth while and will undoubtedly reveal many things that will be helpful in getting almost immediate results. In recent years there has been a strong and steady tendency toward imi)roviug sanitary conditions and providing cleaner premises and more pleasant >urroundings. I his was done in the realization that the workmen would give better service under such conditions; it was also ins|)ire(i in some degree by the safety first campaigns. Thi* is all the more imjiortant now that there is so great competition for labor. As lalx)r has become more seance, there has been a tendency in some shops to U'coiTje more or less careless in this resj)ect. I'his is unfortunate and some means should l»e taken to overcome the .-ituation: it is <|uile po»ibK' that wonun may be uschI to advantage for the lighter work in connection with cleaning up the ^h«»ps. ; • it ha> bttome the practice in the larger .-hops for the shop su]>erint« iidtnt ti» have on his staff one or more men with various tit]e>. ranging from "-hop demonstrator to efficiency engintvr. whose sole duty it was to devi.^^e ways and mean< of improving the output. Shop demon'«trators have also given a >[)lendi(l adiiunt (»f them-^elve-^ in triving ap|»rentices practical instruction. Where men of the pro|)er training and ytersonality can l>e obtained for this work there is no cjuestion lut what it is a paying j)ropositi<»n. and >hop-i which have not yet tried it or which have room for more experts than they now have, will do well to make the best pos>il>le u>e of this means of getting better results. As much as a year or two ago complaints l>egan to come in on the falling off of .-hop effiv iency because of the dilTuultx in iretting and liohl- ing >killed mechanic? due to the competition of munition and otl)er indu«trie>.. It is all the more necessan-, therefore, to provide such demonstrator- for breaking in the iiiexpeTienced help. .\ wi-v- gciicr.il foreman will >ee that his subordinate^ meet with him regularly in a gn)up in order tc> talk matters over. Sometime^s this can be done more or less informally by hav- ing the foremen g.ither at one jdace when eating their lunch. Usually, however, a certain time is se^t aj)art each week for SU' h meetings. The re~ult- may quickly Vie noticed in the better co-operation between the various parts of the orgai zation. iry it and you will be >urprise(l at the results. NEW BOOKS ' ^ • TuKct Lathe Guide. 250 vntu". illiiMr.itcd, 6-4 in. by 9'i in. Bounu -. ili.ih. I'nbli-htd by the (li-holt Macliine Company, Madison. \\ I'ritt $1. I hi> bcK)k has been comi)iled for the use of operators a- tho.-e who are familiar with the Gisholt turret lathe wor . It wa> written with the intention of suggesting tlie mc ; I'cneficial way in which to of)crate and take care of the • madiines. The use to which these turret lathes may be pi tiieir con.-truction and operation, are thoroughly described i the first part of the b used with these lath' - and the purjmses to which they may be put. The methcx « of fitting up and handling different jobs are described ar:] quite thoroughly illustrated. The various tyj>es of chuci-^ to be used are described in detail. Various other parts - the machine are taken up and discussed in a similar m;i^ - ner. The method of grinding and forming tools is given ;n quite some detail. Suggested methods for cutting threads .md for machining heavy pieces of metal are also given. Stiul titui Its Hi-ttt I u-almriit. I!y Itenison K. liulltns. consultinR nitt. i lurRict. 4-41 rants, illustrated. 6 in. by 9'/4 in. Bound in cloth. 1' .0 lished by John Wiley & Son«, Inc., New York City. Price S3. 75. Dcxtor Bullens in the first paragraph of the preface to thi.» Itook says: "Mcxlern heat treatment should Ijc consid- ered as an art or trade, since it certainly requires knowledge, skill and judgment for its proper perfonnance. These, ia turn, necessitate at least some knowledge of heat, of steel, and of the effect of heat upon steel. And all three farter- are linked together by the 'human element.' "' The human element dcxs play a verv' large part in the pro[)er heat treat ment of steel, but unless supplemented l)y some knowledpe of the change made in the structure of the steel by the heat, the man who relies wholly upon his judgment based on pait experience will not prcxluce the results nor meet new condi- tions as well as he who links his experience with the in- formation obtained from scientific study, or theory-, if you like, of the effects of heat on steel. The author has given in an interesting and understandable way the fundamentals of the structure of steel, how this -trudure is changed l>y the addition of heat, what the accu- rate control of the heat means in obtaining the proper result- and what e ff eit the various alloys have on the steel and th'' methcxl in which they should \te handled. His discussion is not limited to the scientific pha.«e of the problem cntirelv Method< for obtaining the different steel characteristics are thctroughly descrilied. Tlie book is wc-11 illustrated and con- tains information that men who are interested in heat treatM metals should know. .■■'.•' . .'■■ -'"r --.. Coiiihu.ftio'i in the I'lul Bt-d of lland-Fjrrd Furtwcr.". By TTcnfy Krti«!nK' an I>.Trtincnt of tli« Interior. The oi)jec t of the investigation of which this book is a record was to determine the conditions governing the proces.ees (ombu>tion in the fuel bed of a hand-fired furnace, to fumisl data for the correct design of coal-buming grates and fur naec-s and their efficient operation. The results also ca^ light on the problem of clinker trouble as related to fusibilti of ash and indie ate the possibility of a higher rate of gasifica tion of coal in gas jiroducers. I'he report contains general information on the combustio' of call in furnaces and describes the results of numerou tests made in an experimental hand-fired furnace which wa' designed for an accurate study of the processes of combus tion in the fuel bed. . ■ _, ■ V. ^?- II iJfiRli LOCfflO-J'jy^I^MBWS P Lai^Ecm(miesJiati6eEf^cie({, ^^_^J^^eor^eArms\ron^ 'i-mtt tMiJi' 9m' I » WITH IN rittnt years (|uantity production of locomo- tive itiul car repair j)arts at a central point for (li>triliution over the system, has received more ,.: . more consideration as an effective means of combating : re a>ing maintenance costs. Several large railroad sys- :t!ii^ have installed manufacturing departments in conjunc- lion with the larger repair shops, in which are made many . rt- -UMeptiliJe to ])artial or complete standardized finisli- ■ ::. Ihis -y>tem manufaituring. or centralized prcxiuction, - It may better he called, has been and should be much more I' (live in reducing the cost of many articles, esjiecially ■;.i>-c which arc re<|uirt'd in considerable (|uantities. rhe success of the modern manufacturing industry de- (:!(!>; largely upon organization, s|»ecialized division of la- ' '. and adequate facilities. While the ])roblem of central- /.vd protluction cannot be applied to car and locomcitivc rc- . ir- on the same scale as in a manufacturing jtlant it- -uc- ■ -fill application de])ends uj>(>n the -anic factc»rs. The aim of centralized j^roduction should be not only •nomy. but control so that: - ,-.. • = ,.•• i he rii^lit ////)/<,' is done at .•"."■'.:.'•" ,V I he ri};ht tinn in ■ ": ■. ' rhe rij^fit nuniiK r so a.- to effect rile r/t;/// rrsiilt. ,.//• ;, \y:- :•'.. • • Ihe right roult to Ite secured >hould be: 1 ) Reduction in the cost of the artick> produced. '2) Prompt distriliution of output. ( .-> ) Effective di>tril>ution of output liy eliminating waste i e to the use of im[>ro{Kr materials or excessive disburse- tits. Ihe e--cntial- for -uccessful centralized production are: ( 1 ) .\ Well detlned policy on the part of the management ^ to .scope of the work relative to other parts of the orcaniza- ' n and operation. (2) .-\n ade(|u;ite orgaiii/ation. ■■•..'• •' {v>) Proper e(]uipment. .•.•■..■:•••■'•..'; ^','' (4) Effective records. . ~ . . >.- (5) Systematic '"follow up.*' Without a well detmed policy as to the xojie. etc.. of the atralizcd production department, a decided handicap is ' er present, militating greatly again-t the success of the ' :"(>rt and prohibitint: the attainment of the be=t re=ult=. From the very inception it must receive the constructive co-oftr\ are directed. To be effective, it mu-t embody con- trol, lo .-ecure control it must be centralized. Not only centralized, but definite. The objective, dependable out[iUt at a >ubsiantially reduced cost, demands that the head of the centralized production department be wholl\ unham- pered by needles^ links in his chain of rojion-ibility. -oun e of supplies, or distribution of prcKluct. ^^anufacturing is inherently different from repair work, and con>ec|uently demands an organization fitted to it and not merely a moditied IcKomotive repair organization, as an integral part of some repair shop. Succes>ful manufactur- ing is the result of proper utilization of economic prim iples, division of labor, quantity production, and sy-tematized cost accctuniing. Railroad repair work, as tlu name denotes, is a rej)air proposition and while it embraces a plane l»ctwc-en manufacturing and job repair work, it is only to a limited extent caj)able of utilizing laI)or division, and e\cc'jt service will I>e se- cured in centralized j)roduction with an organization com- petent to develop and direct a corps of workmen having a detinitely dividc-d field of labor due to quantitv producti«in. This in conjunction with a cost system adapted to the needs will provide ready and accurate knowledge as to the ad- visability of continuing to manufacture any article or of pur- chasing it. The organization chart -how- the ultimate dc- velojimcnt of the centralized j)ro(luction department. Little comment is re(|uircd as to the duties of the various staff members, except the insjiector and shop demonstrator. The output should be rigidly in-j»ected before beini: trans- ferred to the storehouse, and in many instances durinir the prcxess of manufacture . / O O i/fl*/ 1x3 /«?p tz-s J/te-ZA , i f X-xe ^^fti .fX3 7* tz-f fssao^ T 2\ai x-xo t o o ^,ij ■ rxi fl9o n-t. t^/t-ti ift X-X^ / xr a^,it ./X9 tnf I2-20 t-s Xt-72 7i 2.X0 ^t'fiiH. ./X.3 fiJ C^/f-f4 J?pc X-XjO / oe^ijo ./XJ tifo ^d Jii 7f*% i « ^^ Form for Checking Distribution and Consumption of Products railroad should carefully follow up the service of material which it manufactures for its own use? Another equally important factor is the assistance which the superintendent of centralized production may render in standardizing parts of equipment. Responsible as he is for the manufacturing facilities, he should be well equipped to advise and study the possibilities of standardization, and tlie essentials for producing the standardized parts. When variety of articles which can be produced at a substantial reduction, in quantities, from the cost at which they can be produced locally with inferior facilities. By no means should the field of highly specialized industry be invaded without a thorough cost analysis, taking into consideration besides 'Railway Ate Gagette. Mechanical Edition. 1914, paue 593; and Better- ment Briefs by H. W. Jacobs. t Railway Mechanical Engineer, February, 1916, page 89. Tune, 1917 RAILWAY MECHANICAL ENGINEER 291 those factors actually absorbed in the plant accounts (power, plant supervision, tools, non-productive labor, etc.) the larger factors taken up in other accounts (department supervision, depreciation, interest on investment, etc.,) and which are real costs and included in competitive industries' costs of production. Even though a profit is still shown, an analy- sis should be made of the intangible factors among which may be mentioned traffic relations with shippers, interde- pendence of industry and transportation, etc., before it is de- cided to manufacture. Water glass fittings, gage cocks, oil cup parts, cylinder ing tools, so that they are readily available. Tools should be marked with a key letter and serial number and storage space provided so as to definitely locate all tools. An in- struction card, such as is shown in one of the illustrations, should be provided for information in getting tools together for a job; it will also serve as a guide to the operator if he is unfamiliar with the job. The routine of handling and filling orders should be sim- ple, yet consistent with an accurate, readily accessible record for checking distribution and consumption of the product. One of the forms illustrated is well adapted for such a rec- Paffern or ^ ^ Maximum Shape No. Minimum Raw Material j Finished Materia/ Orcterei i Received Delirerea to Shop Defi'yerecf in Stores Disbursecf Reqn. Qi 'y Date Qf'y Wfff Consignor Reqn. Order or Im.No. Price Amo unf Qfy Amount Date Qiy \price Amount Date Qt'y Amount IO-»i> J oo II-IS too 2t(mU.atCf(i> K>-.f4> — .06S tlOO 7 o i£ (tSiO ^-/S 70o\ ./23 ^€/oaUf7 Sfl 1 jr/Wfl 12- f^ to 00 /z-jf loo I3Z .... /o.*b .. oes tto 3-i-n 1 1 7 -123 l4iZ l-Z 4oo ^/7 . ... IZ-hT — .oes ZifO ■ X. Master Record (Monthly) of Material for Centralized Production Plant packing rings, valve packing rings, cylinder cock parts, boiler checks, fusible plugs, driving boxes, shoes and wedges, piston valve parts, slide valves, bolts, grab irons, drop- forged crank pin collars, crosshead and knuckle pins, cross- heads, brake connection rods, large castle nuts, piston rods and countless other articles will present themselves for con- sideration. An adequately equipped toolroom for maintaining, storing U'-zS' iQiT Deliver to Mach from Jkd^fUXtr^JLMu "730 by ^f*-^- ^^^ ^oo cu^ /foc>3 Make bo-o ta***- / 6^003 cd. /jy/o Raw Stock Del'd Finished Pieces j^.zS a.oo To St. H. *^f^ U"2.G ^o Def . Pes, :2 scrap _— Note cause for re finished material jection of raw or on back (^^. Inspector Work Scheduling Ticket and making the necessary tools is an important feature which must not be overlooked. Limit gages, check gages, and, if possible, a Johanusson standard gage set should be part of the equipment. A system should be developed for stor- ord. As each requisition is received, after checking to see if correct, the various items are transferred to the respective cards. Thus a record is available at any time showing the material due at any point on the system, as well as the date the order was received. When material is shipped, apply- ing on the requisition, it is recorded on the card, directly opposite the order, together with the date and invoice num- ber. If, for any reason, the order cannot be filled in its entirety, the balance due is recorded below in red and is further checked against in shipping. Thus orders can be filled in order of priority and a complete condensed record is available for reference. Each month the disbursements are totaled and entered on a master record, which is illustrated. This card shows the amount of raw material on order, on hand, disbursed to shop from storehouse, receipts of finished stock from the store- house and the monthly balance in red of both raw and finished material. The storehouse man makes a weekly check of material which is getting low and this is checked with the master card to see that raw stock is available, and this item, judged from past consumption and the amount due, should receive pref- erence in manufacturing. Each month also, as the cards are balanced, the clerk makes a note of those showing a small balance and these are also at that time checked for sched- uling. Work scheduling in the shop is effected by the use of a ticket which not only serves as an order for the raw mate- rial and a complete direction for the work, but also as a permanent record of the material used and its disposition. A daily receipt is secured from the storehouse of all finished material delivered from the shop. This, combined with the data on the work schedule slip and labor per- formed by the piece work or premium system, affords a good foundation for cost accounting. With an organization exercising centralized control, sup- ported by accurate, reliable records, and aided by a thorough follow-up inspection, and backed by a conviction on the part of the management that manufacturing or centralized pro- duction is quantity production and demands a division of labor and must be treated as a manufacturing industry apart from equipment maintenance, unquestionably large economies are possible in the production of many parts required in locomotive and car maintenance. Selection ^ OF Machine Tools BY WILLARD DOUD* THE character of machine tool equipment is one of the principal items which determine the quality and quantity of work turned out by any railroad shop. Aside from efficient supervision and labor and good mate- rials, it is perhaps the most important factor in producing the results which are sought after by every railroad executive and by which the ability of every mechanical department official must ultimately be judged. In spite of the importance of good machine tool equipment in a railroad repair shop, the state- ment may be made without reflecting in any way on those responsible for the selection of machine tools, that too little attention is given to the details of their selection. As a general rule, the kind and number of tools required originate with the local officers having supervision over the various shops of a railroad. Sometimes the make is specified and the list of tools wanted is submitted to the proper motive power official for his approval. Careful scrutiny of a large number of tool lists prepared by local shop officers, generally will show well diversified opinions as to the character of the machine tools required for the same class of work. To obtain more satisfactory results in the selection of ma- chine tools, some railroads have appointed a special man to super\ise the work of selection and distribution and on one large railroad, a machine tool committee composed of two shop superintendents, an assistant purchasing agent and the superintendent of piece work, approves all tool lists and selects those to be purchased. Experience on one railroad where tools were selected by a supervisor of tools and on another by a tool committee, has convinced the writer that better and more satisfactory results to all concerned are ob- tained where the work is handled by a committee. One of the reasons why better results seem to be obtained with a committee is that the viewpoints of more than one individual are obtained as to the merits of tools and their suitability for a certain class of work. Also a local shop officer will, as a rule, feel somewhat better satisfied when the make of tool purchased differs from the one asked for in his original list if the change is based on the opinion of a committee of ex- perienced men instead of that of an individual, no matter how experienced the individual may be. Machine tools, excepting those of the bench variety and possibly the simpler forms of grinders and drills, represent considerable investment even under normal conditions and especially at the present time. This being the case, every precaution should be taken to make sure that the machme selected is exactlv fitted for the work to be performed, well constructed and in every way a facility for giving the best results from both production and maintenance standpoints. In discussing the matter of selecting machine tools with the superintendent of shops of a large railroad system some time ago, the statement was made that practically all of the tools purchased for his shop were selected from catalogs. That such a procedure was somewhat common may be gained from the presence of the formidable catalogs, issued by large • Consulting F.n^jineer, Chicago, 111. manufacturers of machine tools for railroads, which may l^e found in practically every shop office. These are fine exam- ples of the ability of the illustrator and printer to produce well constructed picture books, essentially lacking in detailed descriptions of the tools illustrated. This statement is not made with the idea of minimizing the importance of using machine tool catalogs, in fact they are very important and necessary in the process of determining the type and charac- ter of the tools to be selected. In making up a list of machine tools, free use should be made of catalogs and the fact kept in mind constantly that no one manufacturer makes all, or even the greater portion of the machine tools which are suitable for use in railroad shops. The entire list of manufacturers' catalogs, descriptive of the various tools to be purchased, should be examined in detail and if these are not available, the writer knows of no better source of information than the advertising pages of the trade journals of the railroad, iron and woodworking industries. When a decision is reached as to the types of tools best suited to the local conditions, detailed specifications for the equipment should be prepared and sent out to manufacturers and jobbers. The preparation of specifications for machine tools is a point which is often neglected by railroads and a little time and care spent in their preparation will yield good results by making the purchasing and selection easier, surer and simpler for all concerned. The writer has used the fol- lowing form of specifications in his work for some time past with good results and has selected for example the details covering a 36-in. motor driven engine lathe, together with some proposal and other requirements which accompany and form part of the specifications. METHOD OF SUBMITTING PROPOS.\LS In submitting proposals on the machine tool equipment listed in the following pages, attention is called to the follow- ing requirements which must be adhered to without variation: 1. In case the bidder does not quote on the make of the machine specified, the quotation shall cover equipment which the bidder considers equal to that specified. 2. Information covering details of each machine specified must be furni.shed exactly as shown in the list under each item, variation being allowed only to cover special features, of the machine quoted on, which are not contained in the specifications. 3. Where equipment is to be furnished, it must be fur- nished in entirety or exceptions must be noted as to any omi:=- sions. 4. Each item must be considered separately and in m event shall it be included in the same proposition with any other item. 5. The net weight of each machine shall be given. 6. Guaranteed time required for delivery of each ma- chine must be stated specifically, 7. A print, photograph or illustration showing the prin- 292 June, 1917 RAILWAY MECHANICAL ENGINEER 293 cipal construction characteristics and other necessary infor- mation shall be submitted with and attached to a separate sheet bearing the item number. (An example of the speci- fications of one engine lathe, Item 27, is shown herewith.) 8. As the railroad company may elect to purchase all electric motor equipment and deliver it to the works of the machine tool manufacturer for application, each item where motors are necessary for the operation of machine shall give the following information in full: a Make and type of motor. b Frame number and speed of motor. c Make and type of controller or starter. d Deduction for purchase of electrical equipment by the railroad company, with deliver>' f. o. b. machine tool builders works and additions charged, if any, for appli- cation to the machine tool. Unless otherwise specified, the price of each alternating current motor 7^/2 h.p, and larger, shall include a two point Item 27. One Engine Lathe. Nominal size 30 in. by 14 ft. Make American Catalog reference American Tool Works Co. No. 40 Application General Locomotive Work Length of bed 14 ft. in. Length between centers 8 ft- 3 in. Swing over wings of carriage 32J4 in. Swing of carriage bridge 22 J4 in. Diameter of hole through spindle 2 9/16 m. Size of tool 1 in- by 2 in. Taper of centers Morse No. 5 Diameter of small face plate 15 in. Diameter of large face plate 30J^ in. Diameter of spindle nose S in. Threads per inch on spindle nose '• 2 Number of spindle speeds ^\ln Range of spindle speeds, r. p. m • .6-260 Diameter of lead screw 2 54 in. Threads per inch on lead screw • 1 Number of feed changes i'oan Range of feed changes, cutting zoo Range of feed changes, threads per inch .....^-28 Type of rest Compound Travel of compound rest • •/ in- Kind of drive •, .• • • • ■■■^°\°J Current and voltage of motor Alternating, 440 volts Type of motor Slip ring, constant speed H P. and speed of motor 10 hp. 1200 r. p. m. Frequency of motor. • . • .60 cycles Type of motor control Reversing wheel mounted on carriage In addition to the special wrenches and other tools neces^ry for operation of machine, the following equipment shall be fur- nished: One steady rest; one follow rest; full swing rest attach- ment; taper attachment; thread dial attachment, and one 24-in combination universal and independent "Wescott" chuck, threaded to fit the spindle. auto-starter or compensator with no-voltage release attach- ment. The necessary controller equipment shall be included in the price of direct current motors. 9. Failure to comply with any or all of the above re- quirements may result in no consideration being given to the item or items in which omissions or variations occur. Protection of Hazardous Parts. — Special attention is called to the desirability of having effective protection on all gears, belts, or other rapidly moving parts which may be consid- ered as hazardous to the machine operative or other em- ployees. All protective devices shall be of neat design and shall be made and applied at the shop in which the machine is manufactured. Effectiveness, accessibility to parts pro- tected, permanency and neatness of the design will be the points considered is judging the merits of protective devices. Other things being equal, the machine giving the most ef- fective protection to operatives and others will be given pref- erence. The protection furnished shall satisfy all requirements of the State Department of Factory Inspection and any adjust- ments or additions to the machine proper, necessary to meet these requirements, shall be made at the expense of the ma- chine tool builder. Services of Demonstrator. — In the price of machine tools of a special nature shall be included the services of a demon- strator for a sufficient length of time to fully acquaint an employee of the railroad company with all details of opera- tion of the machine. The quotation shall state the length of time the demonstrator is to remain in the company's shops and no rate per day and expense basis will be considered in this connection. The question may arise as to the necessity of going into such detail in the pnirchase of machine tools and the inclu- sion of a tabulation which is practically a copy of informa- tion obtained from the manufacturer's catalog; also as to the policy of specifying definitely the product of any one manu- facturer. To answer the first part of this statement, it may be said that the detailed description of the lathe includes all items which are of importance in considering the various machines offered for purchase and that a basis is established for assur- ing the same information being given for each of the various makes of tools. Uniformity and completeness of the infor- mation regarding the various tools is of immense value in comparing the quotations of the different makers and renders the tabulating of bids by the purchasing department, not al- ways too well acquainted with the details of the machine tools, more or less of a mechanical procedure. As to the question or propriety of specifying the machine of any one manufacturer, this point is fully covered in Clause 1 of the above requirements and as all tools of a general character, such as lathes, planers, drills, millers, punches, shears and hammers are built along the same general line and possess all of the features mentioned in the tabulation, there appears to be no logical objection to using any one make of tool merely as a reference standard. It is a ratner difficult matter at times to decide what make of tool is best suited to certain conditions, even when all the data and information concerning the tool have been received from the manufacturer. A plan which has been found pro- ductive of good results on one large railroad in particular, noted for the care taken in the selection of machine tools, is for the tool committee or the supervisor of tools to visit other shops where similar tools are in operation in case there is any doubt as to the entire suitability of the equipment offered for consideration. While such trips of inspection may seem en- tirely unnecessary to some and a waste of time, the railroad in question has found them a paying investment, as certain features of construction which may look very desirable when seen in a photograph or in a catalog illustration, give an entirely different impression when seen on the actual ma- chine in operation. Another desirable feature of the inspection trips is that those making them see what the other fellow is doing and generally are sure to note methods which can be adapted to their home shops with profit. There is a tendency at times to favor the installation of large tools in railroad shoj>s when such tools are not entire- ly suited for repair shop service, except for certain conditions. Unless the tool is to be installed in a large shop of a large railroad system, and there is a great amount of manufactur- ing work to be performed, the installation of large planers, multi-head frame slotters and drills with large bed plates, multi-spindle cylinder boring machines and large hydraulic presses of the four post type, should be considered very carefully and the results expected from their operation weighed against those which may be obtained from smaller and more flexible separate units capable of performing the same class of work. The multi-head tool with its large bed plate occupies valuable space in any shop and in the case of one shop which the writer has in mind, the better production results obtained from the installation of a multi-head frame slotter are more than neutralized by the obstruction which the bed of the tool offers to the handling of materials to and from the other machines and through the shop. Large tools of the t>pe5 mentioned present a formidable appearance in a railroad shop, but in a large numl^er of instances are "monuments" 294 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 to the questionable judgment of the officer responsible for their selection. A point of importance in the selection of machine tools for railroad shops which must not be lost sight of is that a certain type of tool which is suitable for one railroad may not be suitable for another road for the same class of work. Modem machine tools of the better class are designed to meet conditions which exist in shops where production is pushed to the limit. Where shop labor conditions are such as to limit the production of a machine as compared with its possibilities where there are no restrictions, the more expen- sive t>'pe of machine is not always justified. A simpler ?nd lighter machine will meet all requirements fully as well with a lower investment in the tool. The number of points which should be considered in the selection of machine tools for railroad shops are legion, and other things being equal, the best service results will be obtained where the greatest degree of care has been exercised in the selection of a machine to meet certain shop conditions and to perform a certain class of work. Power Tests of Machine Tools Determinations of Average and Maximum Driving Power And Power Wasted by Friction, Made on the N., G. & St. L. BY C. H. CRAWFORD Assistant Engineer, Nashville, Chattaipoo^a & St. Louis THERE is a great amount of data available regarding the original cost and the cost of operation of indi- vidual motor drive for machine tools in new shop installations. However, comparatively little information can be found concerning the substitution of individual motor drive for group drive in existing shops, and with a view to securing data on this subject the tests described below were conducted. At the present time the Nashville, Chattanooga & St. Louis has a large number of tools in its machine shop at Nashville which are driven in groups from line shafting run by electric motors. In the planing mill the machinery is also driven by line shafting, the power in this shop being furnished by a steam engine. It was thought that a saving could be effected by the substitution of motors for the planing mill engine, and as group drive could not be applied readily, individual motor drive was considered. This brought up the which made the adoption of individual motor drive seem advisable were, the possibility of saving by having a cen- tralized power supply, the elimination of losses due to the friction of shafting, which took place whether the shops were running under full load or not; increased output of machines made possible with motor drive, greater reliability and greater safety. Owing to the high first cost of motors it was considered best to group some of the smaller ma- chines so that several could be driven by line shafting from one motor. There seemed to be no doubt but that individual motor drive would give better results from the standpoint of shop operation, and in determining the advisability of making such an installation the question to be decided was whether the saving in power and labor would justify the investment required. For the purpose of ascertaining the economy which would be effected by the change tests were con- Circuif No. I Machine Shop SO H.P. Mo-hsr Rafio of Transformer Connections = C.7. 40/ 1 P.T. Z/i Total- 80// Paper Scah Constant • lOO To Read iMatts Multiply Reading by 8000 +-4- 4 -f — 1 ; i— I -1-j — 1— ^ -1- ;--i-_f— ! --i-Ta*^-4— u- i-'^i-l^-j — i- Friction Load - B.OK.r/. Average Load - ZZ K. IV. Maximum load' 4S.6K.I¥. 5ph. 4pm Jf-rt Zp.m. I p.m. 12 m. Ham. 10 am. Fig. 1 — Sample of Chart Taken In the Shop Power Tests on the N. C. &. St. L. 9A.M. 8 am. question of the advisability of changing the tools in the machine shop also from group drive to individual motor drive. The problem which was investigated in this case is one with which engineers are often confronted and the details of the method show a practical way to arrive at a logical solution, while the results obtained may be of interest as an indication of what might be expected under similar circumstances. The prices of the motors in the tables were secured sometime ago and would now be somewhat higher, but since there has been a corresponding advance in the cost of fuel and wages, the change will not affect the results to any great extent. In the {Particular cases under consideration the factors ducted on practically all the machine tools in the shops, the friction horsepower, the maximum and the average horsepower under load and the starting torque at maximum load being determined. The power required to drive the shafting was determined separately. The power used by the groups of machinery in the shop was measured by inserting ^ polyphase graphic recording wattmeter in each circuit and taking records, as shown in Fig. 1, for from three to six day- in succession in order to get a fair average of the power consumed. The chart which is reproduced was taken on one of the power circuits in the machine shop and shows the variation in the power consumption during one working day. The record for the morning is on the right hand side and that June, 1917 RAILWAY MECHANICAL ENGINEER 295 for the afternoon on the left hand. Between the two is the were mounted on a truck, as shown in Fig. 3, with the con- record for the noon hour which represents the friction of the trol apparatus between them. The wiring diagrams for the shafting only. It will be noted that while the maximum motors are shown in Fig. 4. The shafts of these two motors load was 45.6 kw. and the average only 22 kw., the friction were fitted with bushings of the same outside diameter and 7A.M. 8 9 10 tf IZ IPH. Z i 4 S 7t0 I40 ItO lOO 80 60 40 20 ■Ai^roge Friction HJ? //tcJuc/ingfnffin \^ 'Ayerr^ge Fricf/on H.P(LeisS%fyr£ngm ') Shoffinad 5H P Squirret Cage Motor To Current Transformer */ -• — ®C3 7A.H. 8 10 II I PH. Z IZ Time Fifl. 2 — Horsepower Chart for the Planing Mill 10 HP Motor Starfirig Box ToCT. D.P.D.T. LeyerStvitch To Reverse Rotation of Motor TP.DT. LererStvitcti To Throw Current to Either 5 HP. or 10 ft P Motor Fig. 4 — Wiring Diagrann cf Motors Used to Determine the Horse- power Required by the Machine Tools load was as much as 8 kw. or 36.4 per cent of the average load. The power used by the planing mill machinery was found by taking indicator cards from the engine at intervals of having kevways so that wood pulleys ranging from 5 in. to ten minutes, from which the horsepower was calculated and 14 in. diameter could be used on either motor. The elec- a curve of horsepower for the day plotted, as shown in Fig. 2. ^rical apparatus for recording the power input to the motors ■ EP ^^^^^^^1 -T ^^H ^^^^^^^^^^^^^^^k B; ii|Biil"^^^B p^ III >. Ik^F**^ ^ "" ttfc^H * ■■rfl ^^^^^^^^^^BP ^^^^^ jH ^ m V mi.ii.n».'' --^ Fig. 3 — Portable Motors for Testing the Machine Tools It will be seen that in this shop also there was a large amount of power wasted in friction and windage of shafting and belts. In testing the machine tools in the shop three motors were used, one of 5 hp., one of 10 hp. and one of 25 hp. To facilitate the work of testing the 5-hp. and 10-hp. motors Fig. 5— Plan View of the Meter Table was mounted on a portable table. The plan view of this test- ing table is shown in Fig. 5, while Fig. 6 shows the method of wiring instruments. A record of the machine was taken on a form which provided for general data concerning the ma- chine as well as the results of the test and the method of con- necting the motor which was best adapted to each tool. The 296 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 data taken on the test of the individual machines included the the shop was working was found to be 59.6 hp. The friction friction horsepower and the average and the maximum horse- load of the shafting and belts was 35.2 hp., or 37 per cent power while the machine was in operation. To assist in selecting the t>pe of motor best suited to the machine the starting torque was measured by attaching a lever to the driving shaft of the machine and moving it by a pull on the lever at a fixed distance from the axis of the shaft, the force required being measured by a spring balance. of the average gross load of 94.8 hp. In the planing mill the average gross indicated horsepower was 276.2. The friction horsepower of the engine, shafting, pulleys and belting was 86 hp., or 31.2 per cent of the average gross load. Allowing 5 per cent for the engine friction gives 72.2 hp. for friction of the shafting, or 26.2 per cent of Table II — Simmaky or Tests on Machine Tools akd Costs of Motor Drives. o o. c j: Description of machine. 22 in. cut-off saw Al Power hack saw A2 Boring mill BI 50 in. horing mill B2 44 in. boring mill B3 Cylinder boring machine B6 Taper holt machine CI 4 ^^ by 6 ft. radial drill Dl 26 in. by 40 in. radial drill D2 24 in. by 4 ft. 8 in. radial drill D3 18 in. by 20 in. drill press D6 24 in. by 48 in. radial drill DIO c o u — u .E v S -7.2 Test motor A Cm .r i, Motor recommended _j U, -, « X - Description of load. 0.5 2.8 3.4 22 3 in. diameter steel 5 CTR (too small to test successfully — group with C;4 and E6) 0.8 5 5.6 24 'A in. cut by 3/16 in. feed (inside) 10 CTR (similar to V-i for power) 0.7 4.6 4.9 56 3/16 in. cut by 1/24 in. feed (cast iron) 5 M 0.8 2.8 5 135 3 tools ^ in. to H >n. cut, 3/64 in. feed 10 CTR (could not test: ftiniated) 0.1 2 2.1 22 1 25/32 in. hole (wrot iron).. 5 MC (similar to Dl ) 1.4 2.1 2.2 .. 1 13/16 in. (steel) 5 CTR (could not test: estimated) 1 1.5 .. ..1 13/16 in. hole (wrot iron).. 5 M2 Key to .Abbreviations. 5 sees 2 sees DCAS DCAS c. 1,200 GM 1.800 GC 1,800 GM 1.200 GM SRVS sees sees DCAS DCAS 1 sees 2 sees 900 GM 1,800 GM 1,800 GM 1,800 GM 1,800 GM 1,800 GM 1,800 GM c o u c. >. H IM IM PBA PBA 5 sees 1,800 GM IM IM IM IM PBA PBA IM IM o . u «< O o o UE $97 54 265 265 76 162 76 54 120 120 45 54 B6C« J, o c c J, -i: 5 E "s $20 $117 15 69 $81 81 70 70 20 20 20 35 20 15 IS 15 15 15 366 366 96 197 96 69 205 205 60 69 CTR — Countershaft overhead. MC — Countershaft on machine. M — Belted directly to machine. SCCS — Squirrel cage, constant speed. DCAS — Direct current, adjustable speed. SRVS — Slip ring, varying speed. IM — Included with motor. Pli.A — Push button automatic. GM — Geared directly to motor. GC — Geared to countershaft. Note — The starting torque was taken at the machine shaft. From the data thus secured it was possible to select the typ)e of motor which should be applied to each machine tool and the cost of the motor, including installation on the machine, was determined. With these data and the saving in power known it was possible to calculate the saving which could be effected by the use of individual motor drive. The following are the results of the tests made on some tvpical machines: Table T. Fric- .Aver- Maxi- tion age mum Description Hp. Hp. Hp. Description of load 90-in. wheel lathe 4.5 17.0 19.S ^in. cut. 1/16-in. feed 36-in. engine lathe 0.4 5.6 6.8 ^-in. cut, 1/32-in. feed, steel 22-in. engine lathe 0.3 3.0 4.3 3/16-in. cut, 1/32-in. feed, cast iron Double head axle lathe... 1.2 11.8 14.3 ^-in. cut, 1/16-in. feed, steel axle 3-in. turret lathe 0.7 1.3 2.6 13/16-in. bolts 26-in by 8-ft. planer 1.9 4.3 5.6 S/16-in. cut, 1/16-in. feed, cast iron 48-in. by 12-ft. planer 0.8 4.6 11.7 J4-in. cut, 1/32-in. feed, cast iron 28-in. draw cut shaper 0.2 3.5 4.5 W-in. cut, 1/32-in. feed, cast iron Wheel boring mill 0.6 7.1 7.7 Vi'm. cut, 3/32-in. feed, cast iron wheel 44 m. boring mill 0.7 4.6 4.9 3/16-in. cut, 1/24-in. feed inside; %-\n. cut. 3/16-in. feed outside, cast iron Cylinder boring machine. . 0.8 2.8 5.0 3 tools, Vt-xn. cut. 3/64-in. feed 18-in. by 30-in. slotter 4.0 4.9 J4-in. cut, 1/64-in. feed, wrought iron 24-in. by 4!,i-in. radial drill 1.4 2.1 2.2 113/16 hole, steel Emery wheel 0.4 2.4 . . Dressing latlie tools Hydraulic press 0.9 4.4 .. Pressing on tank wheels Hydraulic press 0.6 4.3 5.6 Pressing off driving wheels 22-in. metal cut-off saw. . . 0.5 2.8 3.4 Cutting 3in. diameter steel Planing Mill 16-in. by 20-in. sill dresser 4.0 9.5 23.0 Cutting one side oak, 2'/i by 8-in. to 1^-in by 8-in. Timber sizer 29.0 48.0 62.0 Cutting four sides Double surf acer planer... 8.5 19.5 21.0 IJi-in. by 10-in. oak Hollow chisel mortiser... 4.0 5.9 14.2 2-in. chisel, 4in. deep Wood turning lathe 0.1 1.3 .. 5-in. diameter piece Band saw 5-in 8.5 18.0 24.0 Cutting 10-in. oak 16-in. rip saw 1.2 8.0 8.6 Cutting 3-in. oak 16-in. cut-off saw 1.2 6.3 .. Cutting lJ4-in. oak From the records of the individual machines a summary- was made as shown in Table IL SUMMARY OF TESTS AND COSTS OF MOTOR DRIVE. In the machine shop the net average power required while the average gross load. Assuming 85 per cent efficiency for the individual motor drive, an average of only 293 hp. would be required for the machine shop and planing mill, a saving of 78 hp., or 21.1 per cent. From the data given above the investment required to change the machines to individual motor drive was cal- D ©- Mrminols ^ © a POT. LtrtrSmiich Currtnt Trans formtr D.P.i.T. iMvtr Stviich Poly Phatt £^iLi^ Ij^ ^^ DPAT LtrtrSmitch ^5 r%^-^^ y iP.iT I DPDT itverSiiufch LfrtrSmi^h Fig. 6 — Wiring Diagram of the Portable Electric Meter Table culated. To this amount was added that portion of the original cost of the present equipment, less its scrap value, which had not already been provided for in the sinking fund. The fixed charges on this amount were added to the oper- ating costs for the individual motor drive, and this com- pared with similar figures for the present equipment. The calculated saving in yearly expense after all charges had been met and the costs per horsepower under the present and the proposed system had been considered amounted to 14 per cent on the investment. It will be seen from this that a considerable saving is effected by the adoption of the in- dividual motor drive in this case, aside from that resulting from better lighting and the greater reliability and increased output of the machines. Developments in Railway Shop Tools A Brief Survey of the More Important Improve- ments Introduced Within the Past Few Years COMPARATIVELY few radical improvements have been made in railway shop machine tools and equip- ment in the past few years. Minor improvements, in the interest of the safety and convenience of the operator and increased output, have been made on many of the standard machines and not a few have been strengthened better to meet the requirements caused by the continued and more extensive u^e of high speed steel cutting tools. In general the most important development in machine tools has been the ten- dency toward centralized and more convenient control. The safety first campaigns have been responsible for in- numerable improvements in the direction of making tools and equipment foolproof and as safe as possible. The effect in general has been to secure much neater and more attractive designs and arrangements. Gears are covered over; belts and revolving wheels and parts are boxed in. The use of eye protectors for machinists and grinders, and in some cases helmets for the latter, remind one of the in- creased value which is being placed upon the human welfare and the fact that the human element is recognized as the vital factor in controlling shop efficiency and output. There have been many applications of grinding on loco- motive and car repair work during recent years. Many of the machines were homemade, as is indi- Grinding Gated in the article on "Increasing Out- Machines put and Reducing Unit Costs," which will be found on another page of this issue. There has also been a more general use of the larger and more important types of grinding machines for work such as grinding valve and piston rods, pins, journals, car wheels, and flat work such as guides, etc. There should be still greater use for grinding machines as the railroads give more and more attention to the centralized manufacture of parts. The possibilities of grinding machines in the locomo- tive shop are indicated by the article in this issue discussing the use of grinding and milling machines at the Juniata shops of the Pennsylvania. The introduction of autogenous and electric welding proc- esses in railway repair shops is undoubtedly the greatest single advance which has been made in railway shop practice in recent years. Not a few roads suffered severe disappointment in the early stages of the development of these welding and cutting processes be- cause of a lack of knowledge of the limitations of the vari- ous systems and as to the fundamental principles underlying their use. Gradually, however, the difficulties have been overcome, one by one. The competition between the auto- genous and electric systems was rather strong at one time and unreasonable claims were made in the interests of each s>stem. As the advantages and limitations of each became hetter known, however, it was recognized that both could be u>ed to advantage in the same shop, each on the classes of A\ork for which it was best suited. A tvpical expression of opinion as to the advantages of the autogenous and electric welding systems in railway shops follows; it is taken from a letter of a motive power officer: *'By far the greatest help that has been given to railroad shops, in my opinion, has been the introduction of electric \velding and oxy-acetylene welding and cutting. For in- stance, at we now have five men constantly em- ployed repairing broken or worn parts, many of which would formerly have been sent to the scrap and others repaired by ether methods at much higher cost. The practice of welding Autogenous and Electric Weeding locomotive tubes to the back flue sheet has practically elim- inated the delays and failures to engines on the road due to leaking tubes, and has enabled us to retain a set of tubes in a boiler in heav}' service for the maximum period allowed by law — three years — where formerly they would not last more than 18 months because of the frequency of work per- formed on the firebox end of the tubes. This also results in longer life of tube sheets, many of which were formerly removed because of cracking at the upper flange, due to elongation caused by frequent prossering of tubes." A job done on a milling machine may be so accurately and smoothly finished as to require no fitting. Manufacturers find that it makes practically no dif- Miiiing ference in the rate at which the work Machines is tumed out or in the finish, whether j/s in. or y2 in. is removed from a heav}*- casting or forging at one cut. This is an important factor where, as in a locomotive building shop, for instance, it is possible to use the same castings or forgings for sev- eral classes of locomotives, with the exception that the amount of material removed may differ for each class. The uni- versal milling machine has always been indispensable in the tool room, but the tendency in railroad shops is to use the other types of milling machine more and more throughout the shop. It has been found, for instance, to give excellent results in such work as machining connecting rcids and heavy castings and forgings. A still larger place will be found for the various types of heavy milling machines with the advent of still greater standardization of locomotive parts and the centralized manufacture of these parts. Articles relating to the use of the milling machine in railroad shop practice will be found elsewhere in this issue. The use of a slab miller for finishing shoes and wedges was described in the Railway Mechanical Engineer of March 17, page 147. Those who are especially interested in the efficiency of milling machine cutters may wish to refer to an article on milling machine efficiency by Owen D. Kinsey, tool foreman of the Illmois Central, which was published in the Railway Age Gazette, Mechanical Edition, of Novem- ber, 1914, page 593. A report on milling cutters was pre- sented before the convention of the American Railway Tool Foremen's Association in 1912 by A. R. Davis, of the Cen- tral of Georgia. (See American Engineer of 1912, page 423.) Recent years have seen the extensive introduction in rail- road repair shops of the reversing motor drive for planers. Because of the severe and peculiar de- mands on the motors many engineers were skeptical as to the successful ap- plication of the electrical drive for this purpose when the first experiements were made not many years ago. Today, however, it is taken as a matter of course and is said to provide not only a better regulation of speed but more accurate stops than where belts are used for driving. The vertical turret lathe, because of its adaptability and the multiple tool head, is enjoying wide popularity and is Vertical ^^^^ ^^ some locomotive repair fore- Turret "^^^ *° ^ '^^^ ^^* all-around machine Lathe ^^ available. With the use of a uni- versal chuck, such as has been devel- oped in the Richmond shops of the Chesapeake & Ohio and which was described in the Railway Age Gazette, Mechanical Edition, of May 15, 1915, page 239, it is possible to machine driving boxes and rod brasses at a rate never before equalled Reversing Motor Drive For Planers 297 298 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 High Duty Radial Drill Automatic Machines for Manufacturing on any other type of machine, and this is accomplished with ease and convenience. These machines are especially adapted for finishing valve and piston packing rings, cylin- der heads and similar jobs, far surpassing the best records which can be made in doing these jobs on large engine lathes or the ordinary boring mill. The more recent and advance types of radial drills that have been introduced are ideal from the standpoint of con- venience, quick changes, and wide ranges of speeds and feeds. Today the cutting tool is the limiting factor in production on these machines, rather than the machine itself. If equipped with suitable boring bars and jigs these drilling machines are admirably adapted for boring l^ecause of the possibility of making rapid set-ups and changes in the position of the drilling arm. The railroads, in the interest of economical production, must give more and more consideration to the centralized manufacture of standard parts which may be either completely or partially finished in accordance with the con- ditions which govern their use. While there has been a decided tendency in this direction it has hardly as yet gotten more than well started. Automatic ma- chines will be more and more necessary as this tendency de- velops. Set screws and studs can be made from bar stock much more cheaply than on an ordinary turret lathe, while many small parts, such as cylinder cocks, oil cup covers, oil cups, etc., may be made on a chucking automatic. The combination milling, boring and drilling machines have demonstrated their usefulness for various types of rail- road shop work and with the improve- "**' ments which have been made looking or ng an toward further convenience and facil- Drilling IVIachlne -. r .• • x i, i-n " ity of operation promise to become still more popular. The shaper has been still further developed to meet the heavy service required of it in connection with the use of high speed tool steel, and in order to g ^ hold its own in competition with other types of machine tools. The draw cut shaper has demonstrated its value for railroad shop work and has made possible large savings in those classes of work for which it is peculiarly adapted. Turret lathe manufacturers have given considerable study to railroad shop recjuirements and this has resulted in special sizes and adjustments to suit the dif- Turret ferent types of work. The value of Lathe* these machines has been increased on those roads that have been most suc- cessful in the extensive standardization of locomotive parts. The advantage of an accurate control over the temperatures in tempering tools is so great that the electric tempering fur- nace should be far more extensively used in railway shops. It has been found, for instance, that a difference in temperature of 50 deg. will prac- tically entirely destroy the usefulness of a tool. The diffi- culty of determining by observation a small difference of this kind at temperatures varying from 1,000 to 2,000 deg. requires no comment. The problem has been complicated by the introduction of different varieties of high speed steel, each of which requires its own sj^ecial treatment. The elec- tric furnaces used for tempering tools at the Burnside shops of the Illinois Central were described in the Railway Mechanical Engineer of August, 1916, page 423. The Committee on Shop Practice of the Association of Railway Electrical Engineers, in its report for 1915, presented data covering the costs of tempering by means of the electric fur- nace. These may be found in the Railway Age Gazette, Electric Tempering Furnace Mechanical Edition, of November, 1915, page 590. B. Henrikson, when tool room foreman of the Chicago & North Western at Chicago, presented a discussion on the temperin- man in railroad service to con- tribute his maximum effort. You are also urged to use the forces of the freight and passenger departments in having meetings with commercial bodies and with shippers so as to enlist their aid. 3. To our railroads and their officers is presented the opportunity of showing what they can do for their country, and your committee appeals to you to make extraordinary efforts to demonstrate what can be accomplished by the 262,- 000 miles of our railroads in co-operative and unified service. THE ninth annual convention of the International Rail- way Fuel Association was held at the Hotel Sherman, Chicago, May 14 to 17, with W. H. Averill, general manager, New York Properties, Baltimore & Ohio, presiding. The meeting was opened with a prayer by Rev. Reginald I. Raymond. In his address Mr. Averill spoke of the import- ance of the work of the association at this time and urged that definite action be taken so that as a result of the convention economies in the use of fuel might be put into practice at once wherever possible. Arthur Hale, vice-president. Consolidation Coal Company gave an address on how the coal shortage has been influ- enced by the car shortage, stating that for the benefit of both the railroads and the public the mines should be furnished with an ample supply of coal cars. MR. MODERWELL'S ADDRESS. C. M. Moderwell, of the sub-committee on coal produc- tion of the Advisory Committee of the Council of National Defense, addressed the convention on the coal situation and the war, saying in part: This war is an industrial game, and nobody is doing any more towards the conducting of this war than you men who stay in your places and see that transportation is furnished. If there is anything we need in this country right now it is coal and transportation. New England's coal supply, which amounts to about 20,- 000,000 tons, has been borne by water very largely. It comes from Newport News, Norfolk and Baltimore either by steamer or it is transported in barges hauled by seagoing tugs. The necessities of the government may be such that the government will take the tugs and steamers. The coal to New England will then have to go through Poughkeepsie, Albany and Troy from the Central Pennsylvania coal fields. These points are very congested — are absolutely blocked from one end to another. Another serious situation is the far Northwest, including some parts of Western Canada. The railroads and the industries and the consumers in that country are in serious and dire distress, or, if not now, they will be when winter comes on. The coal for that country is supplied by Penn- sylvania, West Virginia and Kentucky, taken by rail to Lake Erie ports, thence by water to Lake Superior and thence by rail to destination. But this year that production is not going to be adequate. If we get 65 per cent of the coal on the docks when navigation closes this fall, we will be doing extremely well. That means that 8,000,000 or 10,000,000 tons of the coal that is necessary for the railroads and for the industries in that country must come frcxn other fields, largely from Illinois and Indiana, where the transportation facilities and the coal mining properties are already over- burdened and can hardly take care of the burden they are carrying now. Secretary Lane told the committee in plain language that before winter comes America must assume the burden that England has carried of furnishing coal to Italy and France. Now, somewhere and somehow you have got to get the coal. It is a problem of production and transportation. Just how those two items can be brought to co-operate is something that I cannot say at the present time. This war is a challenge to all of us. We have had 150 years of peace and independence, and if we cannot out of that 150 years prove to the world that we are what we claim to be, and we have had the reputation of being, the greatest organizers in the world, then there is not very much hc^ for our country. SUGGESTIONS FOR FUEL ECONOMY During the convention the association drew up a set of sug- gestions which, if carefully followed, will have a direct and immediate effect on fuel economy. These suggestions are given in full below: TO ALL RAILROAD OPERATING OFFICERS The following suggestions are given for the purpose of calling attention to certain things that can be done im- mediately to prevent waste of fuel on railroads: 1. Run engines over two divisions wherever possible, in order to avoid waste of coal at ash pits and firing up. See that ash pit delays before fires are cleaned are reduced to 301 O'H RAILWAY MECHANICAL ENGINEER \'')i.. m, X old demurrai^L' rules, and those now in effect should reduce this time to al»out .^ ■ j days. Under the old one dollar straight demurrage rule the average detention, including free time of a freight car when in the hand> of a shipper or consignee, was 1.7.> days. In California, under the S'* de- murrage rate, it is about 0.07 days, or al»out one-half. 2. There are 2,.S50.0(K) railroad ownetl freight car- in the United States and about 22.>,0(»() j)rivately owned freight cars, a total of 2.575.0()(), of which about 6.5 per cent, or l')7. ()<)(). are normally under n-pair; close watching and pr<>m[»t repair work can reduce thi> j)enentage to 4. which would release 64.000 cars for active service. .>. The average miles run per freight car per day is 25. Increasing this to alxait .SO miles, or 20 per cent, is e(|uiva- lent to adding 515.000 freight cars, or 20 |>er cent, to e\i>it- ing c^juipment. ,4; . Reduce idle time in city and freight division terminal- by prompt despatch of trains. 5. Load and unload l>oth company freight and com- mercial freight promptly — the t'lrst, by close inspection and by di.sciplining offenders; the second by personal appeal by l(Kal agents, division and assistant superintendent-;, and di>trict traflK otticers. to shippers and lonsignees. all of whom can aid greatly by explaining difticulties and obtain- ing the co-operation of railway ])atrons in overcoming them through an appeal to their friendship and patriotism. The e.\|»enditure of much time, patience, and even money, to make the reform ea.sy in the beginning, is fully warranted. Some one or two con.-ignee.s tan always be found who will co- operate, and once the jwssibility of accomplishing the desired end is demonstrated, others will . as shown below: .\ver.TKe c.inacity of all c.irs .'")." ton-- Avcraue load per ear, all cars, levcnne frt-iKlit I.v5 tons Average Innd per car, all cars (incl'.idinR company freiRhtK.. 17.0 ton-^ Per cent of capacity utilized 43 percent 7. Enlist the interest and co-operation of shippers in loading cars heavier as a war measure, using the services of Icxal agents, superintendents and assistant sujjerintendent-, traffic officers, etc., to a()pr(Ki( h them, concentrating cft'ort on a few friendly ones at t'lrst to lead the movement and set the examfile. I'rge shippers and consignees not to ship beyond their ability to promptl\ handle. Point out the importance to ship[>ers of extending private .hidings to correspond with their increased traffic and in improving their facililie- to avoid car delay, and, where passible, to arrange their ship- ments so as to Ix? made uniformly and at perioils of the year when cars are lea-«t needed to move crops. Re(|uire re- ports of l. Make tlie cjuestion of train loading one of prim ry importance, with division officers, train and yard crc-.vs through closely checking, at least weekly, records of tr n perfonnance. giving publicity to them. . ,_ I.V GKXKRAI, 1. One of the greatest opportunities to increase car ciVi- cicncy lies in better control of an unusual traffic movemt at through placing embargoes promptly so as to avoid conLr< - tion and delay. The importance of kee{)ing yards ai 1 terminals, especially in large cities and at seaports, clear of accumulations which cannot be handled expeditiously, can- not be over-estimated. The experience of the past year hi-; -hown that the number of cars held in such accumulatioi > together with those unduly detained by shippers, have bc< :i the chief causes of car shortage. The importance of ths <|uestion demands the closest possible attention on the part of transj)ortation officers, so that freight which cannot '".' moved will not i)e loaded in cars. 2. The executive committee has announced a policy as to car service and has entrusted to the Commission on Car Service the duty of making that {)olicy effective. Unless all c arriers co-operate loyally and c'ompletely little will be at - complished and the railroads of the United States will Ic foredoomed to failure in a national crisis. We mu-t recogni/.e that although our railroads have carried a record- breaking traffic since the commencement of the war in I'Airope. there have been many delays and shortage of servii ■ for which they have not been altogether responsible, but which nevertheless have sorely taxed the forbearance of th ' public. Following these vexing conditions our country ha- entered the war. which increases and intensifies them. The committee realizes that it is difficult to obtain th maximum effect of the.se suggestions l)ecause of the grear demand for men in all industry and for government service It is. however, believed that the American railway man i- as patriotic as any other, and will helj) in this national crisis Vou are urged to have meetings at division points with officers and emplo\-ees where the ;s of the national situation can be explained verbally and the greatest intere.-it aroused in this subject of increasing the ability of the American railroads to furni-h a larger quantity of transpor tation with the present plant. 'This is a result to which it is the patriotic duty of e-very man in railroad service to con- tribute his maximum effort. Vou are also urged to use the forces of the freight and passenger departments in having meetings with commercial bodies and with shippers so as to enlist their aid. ^. To our railroads aud their officers is presented the opportunity of sho-witig what they can do for their country, and your committee appeals to you to make extraordinary efforts to demonstrate what can be accomplished hv the 262,- 000 miles of our railroads in co-operative and unified service. , THK ninth annual convention of the International Rail- way Fuel Association was held at the Hotel Sherman. Chicago, May 14 to 17. with W. H. Averill. general inanager, New York Properties. lialtimore & Ohio, presiding. The meeting was opened with a prayer by Rev. Reginald I. Raymond. In his address Mr. Averill sjx)ke of the impon- ance of the work of the association at this time and urged that detinite action he taken so that as a result of the convention economies in the use of fuel might be put into practice at once wherever possible. Arthur Hale, vicc-j)resident. Consolidation Coal Company gave an address on how the coal shortage has been influ- enced l>y the car shortage, stating that for the benefit of l)oth the railroads and the public the mines should be furnished with an ample supply of coal cars. MR. MODERWELL'S .ADDRESS. C. M. M(xlerwell, of the sul>-committee on coal produc- tion of the Advisorv' Committee of the Council of National Defense, addressed the convention on tlie coal >ituatioii and the war, saying in part: - ■•; This war is an industrial game, and nobody is doing any more towards the conducting of this war than you men who stav in your places and s^ee that transportation is furnished If there is anytiiing we netni in this countr}- right now it is coal and transportation.-/. ;• ;. ..' New England's coal supply, wliich amounts to about 20.- 000. ()()<) tons, has been lx)me by water ver\- largely. It comes from Newport News, Norfolk and Baltimore either by steamer or it is transported in barges hauled l)y seagoing tug<. The necessities of the government may be such that the government will take the tugs and steamers. The coal to New I'ngland will then have to go through PoughkcH?psie. Albanv and Troy from the (Vntral Pennsylvania coal fields. These |)oints are very congested — are absolutely blocked from one end to another. .Another serious situation is the far Northwest, including some parts of Western (\inada. The railroads and the industries and the consumers in that countr\' are in serious and dire distress, or. if not now, thov will be when winter comes on. Tiie coal for tliat country- is supplied liy Penn- sylvania, West Virginia and Kentucky, taken by rail to Lake Erie j)orts, thence by water to Lake Superior and thence by rail to destination. Hut this year that production is not going to l)e adequate. If we get 65 per cent of the coal on the docks when navigation closes this fall, we will be doing extremely well. That means that 8,000.000 or 10.000.000 tons of the coal that is necessar}- for the railroads and for the industries in that country must come from other tields, largely from Illinois and Indiana, where the transjxjrtation facilities and the coal mining projx'rties are already over- burdened and can hardly take care of the burden they are carr}ing now. Secretary- Lane told the committee in i>lain language that before winter comes America must assume the burden that England has carried of furnishing coal to Italy and France. Now, somewhere and somehow ycxi have got to get the coal. It is a proitlem of production and transportation. Just how those two items can be brought to co-operate i> something .that I cannot say at the present time. This war is a challenge to all of us. We have had 150 years of peace and independence, and if we cannot out of that 1 50 years prove to the world that we are what we claim to be. and we have iiad the reputation of l)eing. the greatest organi/ers in the world, then there is not very much hope •for our country. "•...:■; SUGGESTIONS FOR FUEL ECONOMY During tiie convention the association drew up a >et of sug- gestions which, if carefully followt»d, will have a direct and immediate effect on fuel economy. These suggestion^; are yiven in full below: l>i AM. KAII.KOAP ("JPERAITVC. <>rFtrEks Tlie following -ugge^tions are given for the purpose of I .illinti attention to certain things that can be done im- nu'ijiately to jirevent waste of fuel on railroads: 1. Run engines over two divisions wherever i>ossible, in tinier to avoid waste of coal at ash pits and firing up. See that a*h pit delays before fires are cleaned are reduced to 301 302 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 the minimym, reorganizing ash pit forces to provide con- tinuous fire-cleaoing service. 2. Work out %spatching schedules for all freight trains and have engines ordered for schedule time. If trains or engines cannot be made ready, adjust the schedule to save engines standing around under steam, wasting coal. 3. Increase the supervision and direction of the engine crews, and particularly that of new firemen. 4. Give fuel the same supervision that is usually given to the lubricating oil performance. Four or five scoops of coal are of value equal to one pint of valve oil. 5. Adopt a standard size of scoop shovel, preferably one of small size, which has been found the most economical for all ordinary conditions. 6. See that the use of fuel at power plants is given proper supervision. 7. Detail men to check car loading at mines and at scale stations. ^^ 8. Impress upon*lrain despatchers and train crews the necessity for eliminating delays on sidetracks and at meet- ing points, as far as possible. 9. See that fuel statistics are comprehensive and that they are properly analyzed by division operating and me- chanical department officers, so that improper conditions may be promptly corrected. 10. Insist on all transportation officers paying particular attention to the use of fuel. Impress them with the im- portance of the subject, and that it is more necessary to follow up fuel matters than overtime or other details of operation, from a dollar-and-cents standpoint, as well as from the standpoint of the present fuel shortage. 11. Division superintendents should hold staff meetings to consider the subject of fuel, and in addition instruct their staff officers to hold frequent meetings with engine- men, trainmen and others, gathering them together a few at a time in special meetings in order to emphasize to them the necessity of eliminating waste in the handling and use of fuel. When the group meets, mechanical department officers can review the instructions as to proper handling of engines, firing and boiler feeding. 12. Endeavor to secure the co-operation of engine crews in the economical use of any class of coal the railroads may be forced to use, due to excessive demand for high- class coal that may be required for special industrial and governmental purposes. 13. Have trainmasters, road foremen of engines, fuel supervisors, and traveling firemen follow the work of engi- neers and firemen as closely as possible, insisting upon engine crews practicing economy and carrying out instruc- tions. 14. Issue instructions to engine crews to take a full tank of coal at all mine coaling stations. 15. Have coal chutes inspected to see that coal chute aprons are so arranged that coal will not be spilled on the ground and wasted. 16. Old ties, old car material, shavings, or any other available material should be used to fire up locomotives, thereby saving coal and conserving forest products. 17. Wherever practicable, store coal so as to help balance the tonnage and to reduce empty-car mileage. In storing coal, select coal of a quality that will not deteriorate rapidly, and locate storage piles where coal may be delivered to engines direct, saving a secondary handling and extra depre- ciation, if possible. 18. See that coal when stored is so handled as to not be broken up unnecessarily during the process of unload- ing. 19. Place storage coal on level ground so that it can be picked up free of non-combustible material. 20. Endeavor to have shipper put up coal trestles so that cars may be released quickly. 21. Canvass all industrial coal trestles to see if any can be secured for storage of railroad fuel at points where stor- age space is required. 22. When purchasing fuel for stoker fired locomotives obtain the largest size screenings the stoker can handle. 23. One large railroad has obtained excellent results I y allotting for all engines the amount of coal to be used be- tween time of firing up and leaving terminal. For yard engines similar allotments have been made for the entire period of service. It is suggested that this plan be given .i trial. TO ALL ENGINE HOUSE OFFICERS 1. Have coal shoveled ahead on tenders at terminals re- mote from the mines, and put no more coal on the tank- at such points than is necessary to take the train back t.> the terminal nearest the mines. 2. Insist that tenders be not overloaded with coal, avoid- ing waste on right of way and labor at coaling station- incident to picking it up. .^. Have tools and supplies placed on locomotives befcre the crew reports, in order to avoid delay at leaving time. 4. Maintain fire door openers, so that they will operate properly. 5. Where fire doors are not equipped with automat i* oi)eners, see that provision is made so that the door can be swung open easily and will stay latched open when firint; is done in rounding curves, and so that the door can l)e swung shut easily after each scoop of coal. 6. Maintain brick arches properly in all locomotives. 7. Remove injectors that are oversize and replace them with those of proper size. 8. See that all coal burning locomotives have an air opening in ash pans equal to not less than 14 per cent of the grate area. 9. When locomotive fires are cleaned, see that a com- petent man inspects the firebox by entering it, insuring that grates are fully cleaned, without broken fingers, and when grate lever keepers are in place and locked that grates are level; see that arches are clean, in good repair, and of standard length. See also that flues are clean and free from leaks, giving particular attention to superheater flues. 10. Do not permit locomotives to be held under steam unnecessarily. When necessary to hold engines bank fires. If held for 24 hours remove fires. 11. When engines under steam are not to be fired up within twelve hours, see that the stacks are covered to hold the temperature. 12. Do not permit fresh fuel to be placed in the firebox of locomotives unnecessarily before fires are knocked out. 13. Do not permit locomotives to leave the terminal with a fire not in proper condition. 14. Maintain boilers to their highest efficiency; wash them when necessary and have the flues of locomotives bored and blown out every trip. Give special attention to the superheater flues. 15. Do not allow locomotives to run with mud ring or front end air leaks. This leakage represents a considerable waste of fuel. 16. Make a .«.pecial inspection of all locomotives to see that the exhaust nozzles are opened up to the largest area consistent with the proper steaming of the locomotive. 17. Make certain that steam pipes and superheaters are tested at frequent intervals. 18. See that cylinder and valve rings are examined at least once each month, and keep the valves squared up on all locomotives. 19. On oil-burning locomotives maintain all piping, valves and operating fittings in good condition. Keep the burner clean and in proper alinement, making periodical inspections of burners to determine if defective. Pans must IfNE, 1917 RAILWAY MECHANICAL ENGINEER 303 be maintained in gcxxl condition and rigidly secured to avoid air leaks at sides and front behind brick work. In- spection should be made each trip to insure brick work l)eing in good condition and all carbon and sand removed. Keep air openings free from slag and carbon accumulations. 20. The flues in an oil burning boiler require the same attention as a coal burner. Dampers should be main- tained over all air openings, and must be easily operated. TO ALL LOCOMOTIVE ENGINEERS .AND FIREMEN To Locomotive Engineers: ]. Jf your fireman does not employ the best practice, instruct him vourself and ask the road foreman or loco- cent and increase the steaming capacity of the locomotive on hard pulls. To Locomotive Firemen: 1. Break all large lumps of coal, so that no coal will be wasted by firing such large lumps. 2. Keep the deck clean. .1. Do not permit coal to fall off the gangway. 4. Close the fire door after each scoopful of coal is fired. 5. Do not slug the fire. 6. Three or four scoops to a fire, even with the largest engines, give the most economical results. 7. Do not shake the grates except when absolutely neces- sarv, and then onlv slightlv. W. H. Averill (B. & O. President E. W. Pratt (C. & N. W.) Vice-President L. R. Pyle (M., St. P. & S. S. M.) Vice-President W. L. Robinson (B. & O.) Vice-President J. G. Crawford (C, B. & Q.) Secretary -Treasurer OFFICERS OF THE INTERNATIONAL RAILWAY FUEL ASSOCIATION motive supervisor to have a friendly talk with him, setting him right. 2. Advise the fireman as to grades, shut-off points, the length of time it is probable the train will be held in side- tracks, etc., and explain to him your manner of handling 'he injector, so that he can fire accordingly. S. Endeavor to work your engine at the shortest prac- tical cut-off all at all times, so as to obtain the full expansive force of the steam used. 4. Endeavor to feed the boiler uniformly, and do not allow the water level to rise so high that the effectiveness of the engine or the superheater will be destroyed. 5. Avoid waste of steam at pops. Injectors will take water as warm as your hand (100 degrees), and heating feed water to this temperature will save about four per 8. Do not rake the fire except to fill a hole or break up a bank. When engine is drifting, fire onh- sufficient amount to maintain fire in proper condition. 9. Study the problem of proper firing. Talk about it with other firemen. 10. - Get all the pointers you can from your engineer, and practice the principles of proper firing as your share in helping to solve the fuel problem. 11. On oil-burning engines, sand flues often and save fuel by preventing black smoke, the same as on coal burners. PROBLEMS WELL WORTH CONSIDERATION It was the sentiment of the convention that investigations conducted with a view to securing greater economv in the use of fuel should be carried on energticallv at this time 304 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 and the following suggestions were made with regard to such work: The use of some portion of the vast deposits of lignite coal underlying the western territory for locomotive fuel purposes deserves special consideration, and an attempt should be made at an early date to investigate through the medium of adequate tests, preferably made in a locomotive testing plant, the possibility of extending the use of this grade of fuel in pulverized form or otherwise. The practi- cal solution of this problem would assist in solving the fuel question on several roads serving a vast territory located remote from an existing acceptable fuel supply, reducing materially what now represents, because of the long haul, a heavy transportation effort. The feed water heating devices now receiving serious at- tention from railway mechanical officers represent econom- ical possibilities deserving of serious consideration, and tests on an adequate locomotive testing plant should be arranged to assist in the development of this fuel saving principle. This association will continue to urge on American rail- roads the necessity of concerted effort toward securing, by properly conducted tests on a specially constructed test locomotive employed in a testing plant, that refinement in fuel economy which the magnitude of the problem so fully warrants, and it is recommended that an adequate appro- priation for this purpose be made by the railroads, all of which would benefit by the results attained. The co-operation of the Bureau of Mines should be re- quested in the matter of making a thorough scientific study of locomotive furnace conditions, the solution of the problem of slag or honeycomb formation alone warranting any effort made in this direction. CONCLUSION The above recommendations, if carried out in a thorough and conscientious manner, will result in effecting such saving and conservation of the fuel supply as will reflect to the credit of each individual contributing thereto, and will represent in the fullest sense an adequate and patri- otic answer to the call of the President and the Council of National Defense. ^ THEORY, PRACTICE AND RESULTS OF FUEL ECONOMY BY W. P. HAWKINS Fuel Agent. Miftouri Pacific One of the largest single items of waste of fuel can occur at terminals by allowing engines to remain under fire longer than necessary, first, by too long a delay between the time they are detached from their train after arrival and the time the fires are knocked, and, second, by firing them up earlier than necessary before departure. Any and all delays encountered in housing engines after arrival, in addition to wasting coal, reduce the time that should be used for washing out boilers and making neces- sary refxiirs, and in many instances the direct cause of engine failures can be traced to the fact that the engine, while at the terminal possibly seven or eight hours, was actually in the roundhouse but three hours. The work that must necessarily be neglected on engines by not housing them promptly, and the hours of service of the locomotives which are lost to the transportation department from such delays, should make the amount of coal lost a secondary consideration. Despatchers or yardmasters, whose duty it is to order engines, should be in a position to furnish the roundhouse foreman correct figures as to the time the engines are needed, and allow sufficient time to fire them up so that they can be taken out of the roundhouse in ample time to make any necessary preparation for their departure on the time of the call. This time might var}- from two to three hours, accord- ing to the facilities for handling engines and the distance and convenience of the tracks between the roundhouse and the train yard. Firing up engines in anticipation of call is a very bad practice for many reasons, and should be permitted onlv in exceptional cases, where it is considered expedient to protect against delays to traffic on main line divisions. In such cases it should not be necessary to hold more than one engine under fire for protection, and this should be the engine which is due to leave the terminal first. Where an engine is allowed to stand for a long time under fire the front end netting may become stopped up and thi fire becomes dirty, which often results in the engine not steaming well on the road. Records show that many engine failures are charged to engines being allowed to leave the terminal with the fire in bad condition, with resultant loss of coal during the trip, and where it is a practice to fire up engines in advance of call, additional labor is necessary to watch the engines in order to keep the fires alive and to take care of the water in the boilers. We know of one large terminal where such delays occurred frequently, and where the average time engines were held under steam unnecessarily was very high. The matter was handled directly with the division superintendent and roundhouse foreman, who claimed that no engine was fired up unnecessarily, and did not give much hope that any improvement could be made. The matter was not allowed to drop, however, but was checked closely for several days by a man who was familiar with all of the customs and practices in connection with the handling of engines at terminals, with the result that at the expiration of two weeks this same roundhouse foreman made a report voluntarily that he was making a saving of approximately twenty tons of coal per day by carrying out the suggestions of the fuel department. Suppose that on any large railroad there are 20,000 engines handled at the various terminals during one month, and that each engine is held under steam an average of six hours. If it were possible to reduce this time by closer supervision to four hours per engine, there would result a monthly saving of 1,500 tons of coal, these figures being based on an average hourly consumption of 75 lb. per engine, which is considered low. Another large waste occurs if proper attention is not given to firing up engines. If 75 shovels of coal are suf- ficient to raise 100 lb. of steam in order to handle the engine out of the roundhouse, 100 or more shovels should not be used. The probability is that the additional num- ber of scoops of coal used may only result in the engine popping off several times before it is attached to the train, causing both waste and annoyance. Every engine should have as large a nozzle as it is possible to use, and enable the engine to make steam freely. If engine is failing for steam the nozzle should not be reduced until full investigation has been made, in order to determine whether or not the engine has any other defects which might in any way contribute to the failure. A record should be kept showing the size of the nozzle in every engine, and every change made in the nozzle or front end should be reported for record. It is necessary that all joints around the front end be kept absolutely air tight, and that the area of opening in the front end netting be as large as possible. The air opening in ash pan should not be less than 14 per cent of the grate area and 100 per cent of the tube area. Insufficient air opening will likely rpake it neces- sary to operate the engine with a reduced nozzle opening. A reduction of from one-eighth to one-quarter inch in the size of the nozzle might easily cause a waste of from 2,000 to 4.000 lbs. of coal per trip over the average division. Leaky steam pipes or nozzle-stand joints will cause ;■ waste of 2,000 to 4,000 lb. of coal per trip. In man} June, 1917 RAILWAY MECHANICAL ENGINEER 305 instances locomotives are allowed to run until they make seseral failures before steam pipes are tested, and frequently are continued in service after they are found leaking by some make-shift arrangement such as bridging the nozzle or putting cement around the joints, which, at the best, is only a temporary arrangement. If this results in keeping down complaints from the engine crew there is likely to be no more attention paid to the engine until it fails again, and in the meantime it is consuming coal almost beyond the capacity of the tender. Steam pipes should be tested every- time an engine is held in for repairs as long as two days or more. Valves or cylinder packing blowing might easily cause a waste of one or two tons of coal over a 125-mile division. In addition to the waste of fuel, an engine cannot perform its service satisfactorily or haul its full tonnage rating with defects of this nature. It is considered good practice to examine cylinder packing every 30 days, as experience has demonstrated that it is not always possible for an engineer to detect a blow in the cylinders of a large engine. We know of instances which have occurred recently where this defect was not discovered until after the engines were reported failing for steam and not handling their trains successfully. After making the usual changes in the front end, and testing steam pipes without any improvement being made, the cylinder packing was examined as a last resort, and was found worn out and broken. The saving of coal and increased efficiency to be procured by examining the cylin- der packing at regular intervals will, no doubt, more than offset many times the expense of examination. Valves out of square, making it necessary for an engineer to work the engine in a longer cut-off in order to get over the road, is another serious defect which causes an excessive amount of fuel to be consumed. Tests have shown that it is possible for an engine to consume as much as 25 per cent in excess of the required amount of coal on account of the valves being out of square. Defective, broken or burnt grates will cause a loss of from 100 to 200 lb. of coal every time an engine is fired up in the roundhouse with mine-run coal, and will cause a continual waste on the road. They also allow holes to get in the fire, probably resulting in steam failure before the completion of the trip. Leaky safety valves do not always seem to be given proper consideration. Where safety valves which are set to pop off at 200 lb. commence to blow at from 150 to 180 lb., there is a constant drain on the boiler, and the loss of fuel from this cause is very great. Superheater units in all superheated locomotives should l>e tested regularly at intervals of not more than 60 days, and where the joints are found leaking repairs should be made with the least possible delay. We have record of cases where engines lost 60 tons of coal in one month, compared with engines of the same class hauling the same tonnage over the same division, due to superheater unit joints leaking, and yet the engines performed their service apparently satis- factorily to both the transportation and mechanical officers of the division. All tubes should be kept thoroughly clean. Investigations have shown many times, where engines are reported failing for steam, that the failure was entirely due to a large number ber of tubes being stopped up. We know instances where the tubes were reported to be bored out by engineers and from all indications, looking into the firebox from the engine deck, the work was apparently properly done. A closer investigation, however, developed that the ends of the tubes were cleaned out for a distance of only 10 in. or 12 in. The improper boring of tubes occurs so frequently in many round- houses that the importance of close supervision of this work should not be overlooked. Experience has proved that a locomotive with a tender holding from 14 to 16 tons of coal can easily lose from 500 to 1,000 lb. along the right-of-way for the first 25 or 30 miles out of the terminal, where it is a practice to overload the tenders before leaving. Large evenings in the deck and around the grate shaker rigging, or over the draw-bar pin, left uncovered, will cause waste of 100 lb. or more of coal each trip over the road, and w-here some protection is not provided for preventing coal from falling out of the gangway on both sides another large loss will occur daily. Fuel supervisors or road foremen of engines can easily keep a check on all defects and on their frequ«it trips over the road they should never lose sight of the importance of instructing engineers and firemen in the best and most economical methods of handling the engines in their charge. They should follow up the work they report and see that it is done in a reasonable length of time, and if not, take whatever steps may be necessary to assist in having it done. Where monthly meetings are held by the division officials, the fuel supervisor or road foreman of engines of the division should attend these meetings and discuss thoroughly all matters relative to fuel economy. At such meetings much good might be accomplished by bringing up such matters as poor meeting points, long delays on sidings, and all matters which tend to the prompter movement of trains. It is considered to be a conservative estimate that any large modem locomotive will use anywhere fr(Mn 500 to 1,000 lb. of coal every hour it is held on a side track. The constant efforts of division officers should be directed toward keeping the average gross tons per train mile hauled as near to the maximum as possible. If the average gross tons per train mile are allowed to decrease, there will be an increase in the number of pounds of coal consumed per hundred gross ton miles. It has been proved that where a certain class of engine will use nine tons of coal over a 118-mile divisitm with a train of 1,700 tcms, the same engine will bum only 15 tons over the same division with a train of 3,400 tons, giving an increase of 100 per cent in tonnage hauled, with an increase of but 66 per cent in the amount of coal consumed. As all the defects enumerated are ordinary- running repairs that should be kept up daily, and can easily be completed at a cost of from $5 to $30, engines should not be permitted to remain in service with such defects until they have lost $75 or more in the additional amount of coal consumed before repairs are made. There should be some practical method in force for check- ing coal consumed by each locomotive daily. Such a record should be kept either in the office of the superintendent or master mechanic. This record should be consulted frequently during the month by the master mechanic and fuel super- visor, and where an engine is showing an increased con- sumption in pounds of coal per hundred gross ton miles, immediate action should be taken to improve on its peT- formance. The accounting feature should receive serious consideration, in order that the amount of coal shown deliv- ered to locomotives on performance sheets may agree approxi- mately with the auditor's figures at the end of each month. A good method is to have each coaling station adjust the difference each day on fuel charges to locomotives, or, in other words, each coal chute should balance every day. It is obvious that the fuel agent, or whoever is in charge of fuel economy, must have the co-operation of the mechanical and operating officers. Where results and practices indicate that such assistance is not forthcoming, he must be in posi- tion to point out the shortcomings of the parties at fault, regardless of the position they may hold on the division, and take whatever steps may be necessary to bring about the improvement and results that are desired. DISCUSSION The saving which can be made in the fuel used at termi- nals is verv' large. Delays on the road also add a consider- 306 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 6 able amount to the railroad fuel bill. The possibility of saving by better despatching should be brought to the atten- tion of the officers in the transportation department. Coal should be carefully inspected at the mines and chutes must be arranged so that no fuel is lost when loading tenders. The steam pipes should be tested periodically, but the advisa- bility of doing this work whenever the engine was held for two days or more was questioned. OTHER BUSINESS Committee reports on Fuel Tests, Powdered Coal, Kin- dling Fires in Locomotives, Graphic Display of Individual Fuel Records and Locomotive Feed Water Heating were also presented. The report on Locomotive Feed Water Heat- ing is abstracted elsewhere in this issue and abstracts of the other reports will be published in future issues. A paper on Fuel for Small Furnaces was presented by Joseph Harrington, which dealt with the construction anJ operation of furnaces using oil and powdered coal. A paper on Soot was also presented which took up the matter of deposits from fuel on the heating surface of boilers and emphasized the advantages of mechanical soot cleaner>. The standing committee on Front Ends, Grates and Ashi)ans made a progress report and a report was presented on the Storage of Coal. A. I. Lipetz, of the Imperial Russian Railway administra- tion, told of the methods of conducting road tests used in Russia. At the closing session a resolution was adopted to the effect that the association offer its service to the Council of National Defense and to the American Railway Asso- ciation. The executive committee was empowered to appoint a committee to work with these bodies. The secretary reported a large increase in the number of members, the membershijj of the association at the time the convention opened being 739. The president suggested that a membership more representative of both the mechanical department and oper- ating department and of all sections of the countr}- was desirable. The finances of the association were reported in a satis- factory condition. The following officers were elected for the coming year: President, E. W. Pratt, assistant superintendent motive power, Chicago & North Western; vice-presidents: R. Bradley, in- spector fuel service B. & M. ; L. R. Pyle, fuel suj^ervisor M., St. P. & S. Ste. M.; W. L. Rol)inson, supervisor fuel con- sumption B. & O. Executive committee: For two years W. C. Arter, supervisor apprentices, N. Y. C; W. J. Bohan. mechanical engineer, N. P.; W. P. Hawkins, fuel agent. M. P.; J. D. Hurley, general road foreman, Wabash, and H. B. McFarland, engineer tests, A., T. & S. F.; for one year, H. Woods, fuel inspector, C. & S. Of the five cities from which the executive committee will choose the place for the next meeting Chicago received the greatest number of votes. THE MACHINE TOOL SITUATION The machine tool situation at the present time is one of great uncertainties, but to railway men, it is a sign of en- couragement that the railroads have been more active in the market in the past three or four months than they have been in the past two years. Within the past few weeks a number of railroads have entered the market with inquiries. The num- ber of roads has not been large; it has included the Lehigh Valley, the Santa Fe, the Pennsylvania, the Lackawanna, the New Haven, the New York Central and finally the Illinois Central. Nor have the inquiries been large, although the Illinois Central's list includes no less than 94 tools for shops all over its system. The market for machine tools is uncertain for a large number of reasons, among them Ijeing the as yet unsettled matter of government contr.icts, the question of priority of shipments, the demands for tools from abroad and finally the questions of prices and delayed deliveries. The prices of tools, as is well known, are extremely high so high in fact, that certain interests have even been able to sell second-hand tools used for many months on munitions work at far higher prices than was paid for them. Others liave drawn attention to the fact that prices now are based on a cost of production somewhat higher than the selling price two years ago. Machine tool builders, in addition, are not eager to make wild guesses as to what the future will bring forth. For some time builders have been offering tools on the basis of billing at the price at the time of delivery while others are now going so far as to make contracts sub- ject to price revision one month before delivery. Deliveries on a great many machines are ver)- much de- layed, and the matter of delivery is further complicated by the question of priority. At the present time many builders are sold so far ahead that such tools as milling machines, radial drills, planers, boring mills, horizontal boring ma- chines and shapers cannot be obtained this side of 1918. On some tools which are in even greater demand it would Ije extremely difficult to secure delivery in less than a year or even more. The demand for ship building equipment is rapidly bringing about similar conditions as to punches and shears. In fact, some of the liveliest purchasing at the pres- ent time is being done by shipbuilders. Naturally, the practice is, insofar as possible, to grant pre- cedence in deliveries to firms working on government con- tracts. Many machine tool manufacturers have been m receipt of instructions from the Washington authorities to rush deliveries to such plants. Luckily for the other pur- chasers of machine tools most of these plants are, as a rule, already fairly well equipped with necessar>- tools. That is to say, the orders from these individual firms run fairly small, but on the other hand, it is still true that there are many of these small orders, and that each such order delays deliveries to other purchasers. Some builders have even had to say that they cannot promise deliveries, but that they will tentatively set a date at which they will tr\' to make deliver}'. This brings us to the question of priority of deliveries. This is in the hands of the general munitions board at Wash- ington which in general has prescribed that priority shall be given about as follows: To shops working on contracts for the allied governments; to shops working on contracts for the L'nited States government; to shops working on essential com- mercial work, and finally to shof)S working on non-essential commercial work. Just where the railroads stand in this scheme of things is not clear. Presumably they are looked upon as shops on essential commercial work, for the authori- ties generally realize that efficient maintenance of railway rolling stock is one of the prime essentials in the war. The buying of tools for railway shops, it is clear, is a matter receiving very careful attention at the present time. The roads that are placing orders are those that have an eye to the future and realize that now is the time to buy equip- ment necessar}- to hold them over until normal conditions are once more restored. Railway officers have been considerably impressed by the emphasis placed by the leaders in Wash- ington on the fact that the war is going to last for years rather than months. They have read with a great deal of interest the statement of H. C. Hoover, the food administra- tor, declaring that "we face a conflict that may last two to five years." They are also considering carefully that new cars and locomotives will soon be harder to obtain and that it will ])C more and more the work of the shops to make up for the lack of new equipment by the best possible main- tenance of old equipment. Whether the realization of the necessity for covering requirements for shop tools for possibly two to five years ahead will increase the buying of machine tools by railways under present conditions of prices and de- liver}- is a question. ELECTRIC WELDING ON THE ROCK ISLAND BY E. WANAMAKER Electrical Engineer, Chicago, Rock Island & Pacific The Rock Island has been one of the pioneers in the de- velopment of electric welding as applied to railroad work. The first installation was made several years ago and con- sisted of two single and one double Siemund-Wenzel unit. After several years' experience with these welders it was de- cided that it would l)e possil)le to use electric welding in rail- road work on a large scale, if properly designed machines could be obtained. It had been found essential to have ■ ■ ^■i^^ ^^^1 ■ H^E^ m 1 1 1 i 1 n Portable Electric Welding Machine welding machines that would permit close regulation and control of the welding arc. In planning the installation a careful analysis was made of the service which is demanded of electric welding equip- ment in railroad shops and engine houses, and an attempt was made to design an installation which would show under such conditions, maximum reliability and flexibility, W'th minimum installation and operating expense. It appears certain that the welding process will find even a wider field of usefulness than is evident at present. This condition led to the conclusion that the present installation should be made in such a manner as to lend itself readily to enlargement should it be required. The lack of standardization of op- erations in the present practice made it extremely difficult to predict accurately what size installations would be required at the various points on the system, and it appeared desirable to purchase equipment which could readily be moved from one point to another, until the proper distribution could be obtained. It was considered particularly desirable to have the arc welding equipment available at all points in the shc^s and engine houses, since it is quite certain that the advantage of the low cost of operation of the electric process is lost if the locomotive must be moved from a haphazard location to some special point where the power for welding is available. These features led to an analysis of distributing systems for the welding current and brought about an investigation of the possibility of using portable arc welding equipment, sim- ilar, so far as possible, to the portable gas welding outfits. With the total capacity divided at each shop among sev- eral units, it appeared certain that as long as the power was available there would not be a complete shut-down of the welding equipment. Each operator would be entirely inde- pendent of the others, although as many as desired could be concentrated on any engine or job in the shop. The operating economy of the units, while not a decidmg factor, was found to be important, since at some of the shops the power plants were already loaded almost to their ca- pacity, and at other points the cost of the power purchased from small central stations was rather high. Under these conditions the variable voltage equipment was considered the best because this type eliminates the resistance Ipallast from the arc circuit, thus increasing the power econlomy of the units to such a degree that a single-operator unit may l)e op- erated from a j^ower line large enough to carry a 5 hp. motor. As a result of the analysis of the requirements of the shops Welding a Front Tube Sheet individual welding machines were purchased, ten of which were fixed machines to be mounted on brackets lo- cated on shop columns, while 23 were portable machines weighing, complete with the truck, approximately 1,700 lb. All of these machines are motor generators, the gen- erators having inherent regulation. The portable machines are equipped with ball bearings which will require lubricat- ng only once every six months. The ten stationar\' ma- chines have bearings with ring oilers and are permanently located on columns in the main shop. Part of the machines 307 308 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 6 have 230 volt d. c. motors and part of them 440 volt, three- phase, 60 cycle, a. c. motors, these two power voltages being standard on the Rock Island. As noted above, the majority of the welders are of the por- table type. These have aptly been termed the "flying squad- ron," as they can be used at any point on the system which is equipp)ed with power circuits. At the majority of these f)oints the power voltage is 440. This makes it p)Ossible to reduce greatly the cost of the wiring installation, as it is only necessary to run comparatively small wires through the shops, roundhouses, etc., placing suitable receptacles at as many f)oints as is deemed convenient, in order that the welding machines may be plugged in in a manner similar to the plug- ging-in of any extension circuit. At the main shops in Silvis, 111., there were installed, in addition to one double and one single Siemund-WenzeJ welding machines, ten stationar}- machines. Outlets for eight portable machines were also provided. All the weld- ing machines at this point use d.c. power. There are seven points which have the necessary wiring completed. There are, however, fourteen additional points, where the welding machines can be connected up in case of emergency, which could be wired permanently so the machines can be used in the same way as at the points where the installation has already been made, at comparatively slight expense. In fact, most all points of any size can have the permanent wiring installed complete for $500 or less. It is very easy to install wiring for the welding machines at the time the lighting or power circuits are being run. Bottom Locomotive Drawbar Pin Hole Welded The total cost of installation per oi)erator for the indi- vidual machines is given in the following table: Cost per operator of multiiilt unit machine witii a capacity for four operators, approximately $1,400 Cost per operator of multiple unit machine with a capacity for eight operator*, approximately 1,240 Cost ot individual statiorary machine for 250 volts D. C, approxi- mately 900 CoFt of individual stationary machine for 440 volts A. C, approxi- mately 980 Cost of individual portable machine for 250 volts D. C, approximately 900 Cost of individual portable machine for 440 volts A. C., approximately 980 With a system including portable machines, such as has been installed on the Rock Island, the installation of electric welding equipment is converted into a system proposition rather than a series of plants to take care of certain shops or terminals. The system is extraordinarily flexible and has many desirable features that would be impossible to obtain with any other system or type of machine. For instance, if it is found that one or more additional machines are needed at any shop it is ver}- probable that some can be transferred from some other point, which has more than can be used to advantage at that time, and it is only necessary' to pull one of these machines into a car, block it substantiallv, and bill it to the point at which it is needed. Immediately upon its receipt it is ready for operation. OPERATING AND MAINTENANCE OF ELECTRIC WELDING EQUIPMENT The installation was designed and made by the electrical department. The division electricians at the points where welding installations have been made were given sufficient instruction to enable them properly to operate and maintain the equipment, being supplied with references for ordering any repair parts that would eventually be required. As soon as possible after the installation had been completed, the supervisor of electrical equipment, accompanied by an Welding Locomotive Cylinder by Welding Over Studs expert demonstrator from the manufacturer would visit the point and instruct as many men as deemed necessary in the use of the electric arc. As is evident, these instructions are only preliminary and it is intended to continue giving in- struction as frequently as possible in order to realize the full benefit from the equipments. A complete set of instructions for electric welding has been issued, consisting of about 30 typewritten pages, to which additions will be made from time to time. These are sup- plied to all who are interested in the development of electric welding. The instructions begin with an explanation of the electric arc itself, continuing with the proper polarity for different classes of work. The next point covered is the amount of heat used, the kinds and sizes of electrodes and the current and voltage for the different classes of work. Immediately following are the instructions for all kinds of firebox welding, including the proper use of protective shields. This in turn is followed with complete instructions on the proper methods to use in welding frames and cylin- ders, and in all building-up ojjerations. The proper preparation of the work is fullv as important as the welding operation, if not even more so. The instruc- tion book supplies detailed sketches showing the proper method of preparing work for welding, including a detail of a small portable sand blast. Several pages are devoted to the properties of iron and steel, in order that welding may be intelligently accomplished. In conclusion there is a long list of locomotive and car parts, machine tool parts, etc., which it has been found can be successfully and economi- cally welded. There seems to be practically no limit to the application of electric welding when a good welding machine is intelli- gently used by a competent operator who thoroughly under- stands metals as well as the handling of the arc. The illus- trations show some of the welders and a few samples of the \york which has been done. The results up to the present time indicate that the net returns from the electric welding installation will be far greater than had been anticipated. As a means of reducing shop costs and increasing the shop output, the Pennsylvania Railroad has de- veloped to a large degree the use of grinding and milling machines in its Juniata shops at Altoona, Pa. It has been found by several years' experience that both these types of machines have a wide range of usefulness. The milling machines will do a large amount of work cheaper and quicker Pifl. 1 — Grinding Screw Reverse Screws — Other Work Done on This ly^achine Is Shown on the Table in the Foreground than it can be done on a planer, shaper or slotter. The grind- ing machines are used for finishing work that was previously done on lathes and planers. The experience at this shop has shown that in many cases it is cheaper to take a finishing cut on a grinder after the material has been roughed out on a lathe or planer. In numerous cases the saving in the cost of labor effected by the use of grinding machines is as high as 40 per cent. In addition to this the work is more ac- curately done and the limits of variation from the true dimen- sions adhered to in this shop are quite remarkable for a rail- road shop. The limits set and which are carefully followed in all the work where refinement is desired var}' from .002 in. to .005 in. The grinding equipment on which the work to be de- scribed in this article is done consists of a large and small Norton grinding machine, a Pratt & Whitney vertical sur- face grinder and a Heald internal grinder. The milling machine equipment consists of two 48-in. by 17-ft. and one 30-in. by 6-ft. Niles-Bement-Pond slab milling machines, a Cincinnati, a Brown & Sharpe and a Becker milling machine. GRINDING PINS .A.ND RODS The work well illustrating the economies to be effected in grinding is the finishing of all kinds of pins and rods which must have a smooth finished surface and accurate fits. The large and heavy work is done on the large Norton grinder which has a bed long enough to take an extended piston rod for a modem Mikado engine. This machine was de- signed especially for this work. It has a 14-in. swing and will handle work 10 ft. long and is equipped for grinding tapers. It is used to finish all crank pins, piston and valve rods and other long rods or shafting which require an accu- ratelv finished and true surface. Previous to the installation I m ■ ■ ■ 8 fli i IB J ■ 1 1 I 1 s ^ 1 a — 1 ^ Fig. 2 — Vertical Surface Grinder for Grinding Rods of this grinding machine, the entire work on main crank pins was done on the lathe. They are now rough turned on the lathe to within 1/32 in. of the required diameter and fin- ished on the grinding machine, the wheel fits being ground to size, at a piece work price for the entire job 34 per cent less than that previously paid. The front and back pins are handled in the same way at a reduction in the piece work 309 ^a•< KAII.WAV MKCIIWICAL EXGIXKER \'<>i. "1. No haVt 2.>() volt (1. I. nu'iur> ami p.iri of ihim 440 vult, ihrec- j'li.i-f. (i() k\xh. a. c. motor?. tlic>c two power voltaycs being Standard on the Rock I>land. A> noti'd ahovc, tlu' majority of tlie \\\ldcr> arc of tlic ]>or- tul'lf tyjti'. I lie>f havf aj>tly i.irn termed tlic '"flyinu .•squad- ron. " a- tlity I an l»i' umiI at any jxtint on the system wliidi r? t'ower eirtuit?. At the majority of these |«>ints the power voltatic is 44(i. 'l'\n> makes it possible to redute L'reallx the eo>t of the wiring in>talhition. a> it is only ]UAe»ary to run comparatively >mall wire- throujih the shoi)S, roundliou-i-. etc., plaeinj; :iuit:dile rnipiaele> at a- man\ points a> is deemed convenient, in order that tlie welding ]nai hine-. may l>e pluut'ed in in a manner -imihir to tlie jilui:- •jinir-in of any e\ten>ion circuit. At the main >lu>y)- in Silvi>. 111., there were installed, in • addition to one tationary machino. ( )utlet? for I iirlit portal'lc maihiiK- were al-o provided. .Ml ilie weld- !iiu' macliiiu- .ii tlii» p->ary wiring ^.omjiieled. ("here arc. however. fourteen additional point>. w In re the wcl- can i-e ee^nneeted up in case <){ emerge ne\. which eould l»e wired permanently so the machines can l>e u*ed in tlie .»ame way as at the point- where the in>tallati«.n has already been made, at ccmiparatively -lii:ht e.\pen-e. In fait, mcot all point- <»f any size can have the j)eniianent wiring in>talle«l complete for .S500 or less. It i- very ea.>iy to in>tall wiring for the welding machines at the lime the lighting or power < in uit> are 1-eing ruti. Bottom Locomotive Drawbar Pin Hole Welded rile tettal ct)hl of iii.-tallation per (»|>erator t'or the indi- vidual machine- i- triveii in the following table : c i.-l i.« r T inorlatiI<- moi-fiJTie ff>r _'.*(• vnlt- I ». e .. a|>|Niinatt'ly 9li0 Cf-t i.f inilivfilnal I'urtalik m:uliint I'or -H«i vi.Ii« A. C .. awrnviiiiatcly 9Ml With a ;tc-m indudinu' jiortable machines, such as has been in-talle»l on the Koek I-laiid. the in-tallation of electric welding e(|ui{iment is converted into a .«iy.«item jtroposition rather than a -eries of plants to take care of certain -hops or terminal-. 'Ihe system is extraordinarily tiexible and ha< man\- de-irable feature- that would lie impo.--iblc- to obtain with any other -y-tem or type of machine, lor in-tance. if it is fouiul that one or more additional machines are needed at any >hop it i- very f>roliable that -ome lan be transferred from -ome other |M)int. which ha- more than can be u-ed to aelvantage at tliat time, and it i- only ne-cessar)- to pull •)ne* oi the-e maihine- into a car. bio. k it -ul-tantiallv. and bill it to the point at which it is needed. Immediately upon • receipt it is ready for oi)eratioii. OPER.ATIXG AND MAIXTKNAXCE OT ELECTRIC WI I DLNG EQllPMENT ;. •- The in-tallation was de-igned and made by the electrii department. The division electrician- at the })oint- win. welding in-tallalions have been made were given ^ufticie in.-truction to enable them properly to operate and mainta the ec|uipment. l>eing -upj)lied with references for orderii^ any repair parts that would eventually be reciuired. -oon as possible after the in-tallaticm had been complete the -uper\'i.«or of electrical eeiuipment. accompanied by ;, Welding Locomotive Cylinder by Welding Over Studs e.xpert demon-trator from the manufacturer would visit the ]>oint and instruct as many men as deemed neces-ary m the u>e of the electric arc. As is evident, the.-e in.-tructions are C)nly |)reliminary and it i.- intended to continue giving in- -truetion as fre(|uently as possible in order to realize the full beiurit froTii the e(|uipments. .\ complete -et of in.-tructions for electric welding has been i--ueel. consisting of about .>0 typewritten pages, to which addition- will be made from time to time. These arc -u{>- pliccl to all who are interested in the development of electric Welding. The in.-tructions begin with an explanation of the electric arc it.-elf, continuing with the proper i»olarity for different clas.H'S of work. The ne.xt jxjint covered is the amount of heat u.-ed. the kinds and sizes of electrodes and the current and voltage for the different classes of work. Immedialcly lollowmg are the in>lructicm? for all kinds of firei»o.\ welding, including the proper use of jjrotective -hields. This in turn is followed with complete instructions on tile proper metluwl- tc/ u-e in weldinL' frames and cvlin- eler-. and in all building-up operations. The proper preparation of the work i- fulh a< important as the welding ofx-ration. if not even more -o. I he instruc- tion book supplie- detailed skete he- -bowing the proju r method of [)reparing work for welding, including a detail of a small jMirtable sand bla.-t. Several jiages are devoted t<» the properties of iron and .-teel. in order that wddiniz may be intelligently accomplished. In condu-ion there is a long list of loecmiotive and ear parts, madiinc too] parts, etc., which it has been found can be suece--fullv and econ(»mi- < .illy Welded. '["here .'ieems to be practically no limit te) the application ot electric welding when a good welding madiinc is intelli- gently used by a competent operator who thoroughlv under- stands metals as well as the handling of the arc. The illus- trations show .«ome of the welders and a few samples of the work which has been done. The re-ults up to the present time indicate that the net returns from the electric weldinc in-tallation will be far greater than had bec-n anticipated. As a nuiins of reducintr >h(»j) cost? and increasing the .»lioj> outj»ut, the Pt-nn.-v ivania Railroad lia? de- veloped to a large degree the use of grinding and nulling machines in its Juniata shops at Altoona, Pa. It has ein found by several years' experience that both these tvpes ■:' machines have a wide range of usefulness. The milling :;..' liines will do a large amount of work cheaper and quicker F q. 1 — Grinding Screw Reverse Screws — Other Work Done on This Machine Is Shown on the Table in the Foreground ': Ml it can be done on a planer, sha|>er or slotter. The grind- ii :: machines arc used for finishing work that was previously ne on lathes and jilaner-. The experience at this shop has ■ irately done and the limits of variation from the true dimen- s 'ins adhered to in this shop are quite remarkable for a rail- ' ad sho]). Ihe limits set and which are carefully followed ■ ' all the work wIutc- rcfiiuinciii i- de-ircd vary from .002 i^ to .005 in. The grinding equipment on \vhith tlu- work to 1>c «ic- scribed in this article is done con>i>t> of a large and small Norton grinding machine, a Pratt & ^\'hitney vertical sur- face grinder and a Heald internal grinder. The milling machine equipment con-ist- of two 48-in. b\ 17-ft. and one .>0-in. iiy ()-ft. Xiles-Iknient-Pond >lab milling mathine*, a Cincinnati, a lirown &: Sharpe and a liec ker milling machine. GRIXDIXC, PIX< ANI> R<>I» The work well illustrating the- iconomio to Ix- effected in grinding is the finishing of all kinds of pin> and nxU whith must have a smooth finished >urface and accurate fit>. 1 he large and heavy work is done on the large Norton grinder wliich has a bed long enough to take an extended |ti>ton rod for a modem Mikado engine. This machine wa> de- signed especially for thi- work. It has a 14-in. swing and will handle work 10 ft. long and is e^iuipfK-d for grinding tapers. It is used to finish all crank jtins, piston and valve rod-i and other long rods or shafting which recjuire an accu- ratclv fini.>«hed and true >urface. Previou- to the in-tallatioii Fig. 2 — Vertical Surface Grinder for Grinding Rods of this grinding machine, the entire work on main crank pin- was done on the lathe. They are now rouiih turned on the lathe to within 1/32 in. of the recjuired diameter and fin- ished on the grinding machine, the wheel fits U'ing grounl to size, at a ]iiece work price for the entire job .^4 |)er cent le-s than that previously paid. The front and back pins are haiulled in the -ame way at a reduction in the piece work 309 310 RAILWAY MECHAxMCAL ENGINEER Vol. 91, No. 6 price of 31 per cent. The saving effected in the finishing of extended piston rods by grinding is 40 per cent of the price formerly paid. This includes all work on the rod, the taper fits and all. The smaller Norton grinder is used for the less heavy and shorter work. The work done on this machine consists ot finishing the outside of the side rod knuckle pin bushings, the knuckle pin itself, crosshead pins, driver brake clog hanger studs which are tapered, the outside of the piston valve stem bushing for extended valve rods, superheater damper pistons and shafts, link and valve motion pins, screw reverse screws (see Fig. 1), lathe centers, milling ma- chine arbors, pipe centers for lathes, the outside of bridle link bushings, taper pins for tube expanders, and so forth. Similar savings are made on this machine as on the large- grinder. The crosshead pins are now rough turned on a lathe to within 1/32 in. of the finished diameter and finished on th.* grinder at a cost 40 per cent less than when they were fin- ished complete on the lathe. The driver brake clog hanger studs which are tapered, are now done 16 per cent cheaper than before and the prices paid for taper pins for tube ex- panders are about one-third as much as when these pins were finished on the lathe. All the aljove comparisons are of piece work prices and indicate directly the increase in shop output. In no case have the men lost money by the institution of these practices and in most cases they have been able to increase their daily net return with less labor. VALVE GE.\R MOTION WORK The combination of both milling and grinding as prac- ticed in these shops is well illustrated in the work done in making the various parts of the valve gear motion work. Almost this entire job is done on milling, drilling and grind- ing machines. The only planing done at all is on the flats of the link and link block and on the curved surfaces of the link slot and the link block. The link is planed to 1/32 purposes. In addition to grinding the links, it finishes the top and bottom of the guides, the screw reverse gear guides main and side rod ends (see Fig. 2), crosshead keys, main rod keys, main rod gib bolts, knuckle joint pin washers eccentric cranks, reach rod centers, guide bar liners, rever.>e ^^^^K* ■C^"' m- - ~1ifc — i • • Fig. 4 — One Head of Radial Planing and Grinding Machine lever quadrants, etc. It is provided with a magnetic chuck which greatly facilitates doing the work. The only slotting done on the valve gear motion work is to cut out the slot in the link and to cut an offset for grease cups in the lower ends of the link and radius rod. The slot in the link is cut with a narrow slotter tool, three holes being previously drilled in the link to start the work, one at either Fig. 3 — Radial Planing and Grinding Machine for Valve Motion Links and Link Blocks in. of its required thickness, 1/64 in. on each side being left for grinding, while .01 in. is left on each side of the slot for grinding. The sides of the link are ground on the vertical surface grinder. The work was done previously under vertical grinder with a rim grinding wheel and the saving effected by the surface grinder is 73 per cent in the piece work price. The surface grinding machine is used for a variety of end and one in the middle. The edges of the links are milled in pairs in a vertical miller and later buffed on a swing grinder after the links have been casehardened. The slots in the links are roughed out on the radial planing and grind- ing machine shown in Fig. 3. The links are set for this operation in the illustration and by careful examination of the illustration, the planing tool will be observed just back of the grinding head and directly above the slot in the link. Tune, 1917 RAILWAY MECHANICAL ENGINEER 311 Fir. 4 shows the grinding head in operation and more clearly same machine. The long jaw in the radius rod is also shows the radius attachment of the machine. milled, the work previously being done on a slotter. The link blocks are made from wrought iron forged bars The valve gear motion work is provided with casehardened made of selected scrap. These bars are rolled cold to the bushings at every pin. These are ground to size after hard- approximate radius and are rough planed on the faces on a ening, on the Heald grinder, .002 in. being the allowable variation from the exact dimension. This machine has proved ver\' valuable for this class of work. It has a wide range of usefulness and at these shops it is used for grind- ing out the interior of knuckle pin bushing after being ap- plied to the side rods (see Fig. 5), the pin hole in the link Fig. 5 — Grinding Knuckle Pin Bushings in Side Rods table planer, the edges being planed on the radial planer in Fig. 3, 1/32 in. being allowed for finish. They are then cut to length and drilled for the block pin and oil cavity. They are then casehardened. The sides are ground to dimen- sion on the vertical surface grinder and the curved faces are ground on the radial grinder. The hole for the pin is ground in the Heald internal grinder. All grinding work is held to an accuracy of .002 in. The various rods and links in connection with the valve Jyy-« 1 f 1 -- Fig. 6 — Grinding Bushings in the Link and Lift Shaft Bracket motion work are finished entirely on the milling machines. The eccentric rods, radius rods and lap and lead levers arc all milled on a slab miller, as many being milled at i time as the table of the machine will accommodate. The radius rod links and the lap and lead rod links are milled on the edges and flats on a smaller machine. The ends of all the rods are milled on a vertical miller and the jaws in the eccentric rod, radius rod and the links are milled in the Fig. 7 — Slab l^iller for Machining Rods guide block, the hole in the link and lift shaft bracket (see Fig. 6) and all other interior grinding that is necessary. MAIN .4XD SIDE RODS Both the slab and vertical milling machines are used to a large extent on the main and side rods. Fig. 7 shows a irroup of side rods on one of the slab milling machines, the edges having just been milled. Eight rod? are milled at a m r y — 1 ^"^'^ 1 , ■S1 _ — -■ « , iX- »**> ■ -)«0 1 — i i- Highspeed Sfeel '^i__ /?__■ 5.Sj" ==^ V— Fig. -II- -l^illing Cutter for Slab Milling time. The illustration shows seven, one of the rods having Ijeen removed. The sides of the rods are milled in the same manner, two rods usually being milled at one time, rhe inserted tooth cutter used for this work is shown in Fig. 8. The body is made of axle steel and the 16 teeth are made of high speed steel. They are formed hot in a die to the shape shown in the drawing. They are inserted in corresponding slots in the axle steel body and are held in position by six thimbles having a tapered, flattened sur- face where they bear against the teeth. These thimbles are held in the body of the cutter by ^'^-in. machine screws. These cutters are 8^-in. in diameter and 11 in. long. Three of them are used on one mandrel as shown in Fig. 7. The main rods are handled in the same manner, with ol" RAILWAY MKCHAMCAI. EXGIXEEK Vol. 91. \o. price of .-•l per cent. 'l"lie .suvini^ ctYati'd in tlic lini.-liiii:; of extendeii piston hmIs by j»rindin and all. I'lie -inaller Norton grimier is u>ed for tiie le» heavy an! shorter work. I'he work done on this machine i()n>i>t> of tinishinj,' the outside of the side nnl knuckle pin InL-hini:-. the knu«kle pin itself, cross he id pins, drivt-r brake cloy hanger studs whiih are tapered, the out>ide of the pistoi; valve >teni l»u-hini: for extended valvi' rod-, superluat; r damper pistons and shaft>^. link and \a]w motion pin-. screw reviT-e screws (see l-i;.;. 1 ). lathe tenter-, miilin-: ni i ehine arhors. pipe tenters for lathes, tlu" out-ide of hridii link hushiniis. ta]KT pins for tuhe e\pan(Ur>, and so forth. Similar -avinv;> are made on tliis machine as on the lari^i .■ grinder The crit'-iRMd pin^ are now roui^h turnt-d on a lathe t . within 1 .^2 in. of the tlni>hed diameter and tnii.-hed on ll; grinder at a cost 40 per cent less than when tluy were fm i-hed lomplete on the lathe. Tlie driver hraki- eloi^ hani;e.- stud- whit h are taperi'tl. are now ilone !(> per t tiit eheap r than liefore antl the prii es paid lor taper pin< for tul»e ex panders are ai)OUt one-third a- mui h a- when the-e pin^ wen' t'mished e in shop outpiii. In no case have ihe n)en lt)>t moii.v Iiy the in>iiiution of tin-.' practices antl in iiM)st ra.^^es they have l>een aide to iiit rea-e their daily net return with le-- l.dmr. \ VI.V K (.1 Alv \|M|I.)\ WokK The lomliinaiitjn of l)t)ih millinLj anil trrinilinu as jirac- ticed in llu-^e -hop- i- will illu-tratetl in the work done in makinu die variou- |>art- of the valve u'ear motion work .\lmost thi- entire joh is tloni' on niillinii. tlrillinu ami Lrriml in-j; machines. T'hr dnly phmini,' tlone at all i- on the tlai- of the link and link l»l«Kk and on the curved surfaces of the link -lot .ind t!>e link Moi k. I'lie link i- planed to 1 'S2 purpo-e.-. In addition to grinding the links, it finishes uk* top and i>ottom of the cjuides, the screw reverse gear guid.'; main and side rod ends (see Fig. 2), crosshcad keys, main nxl keys, main rod gib bolts, knuckle joint pin wash'-s. eccentric cranks, reach rod centers, guide bar liners, revvr^e. Fig. 4 — One Head of Radial Planing and Grinding Machine K\tT i|uatlrants, etc. It is provided with a magnetic chui r: whit h greatly facilitates doing the work. The only shitting done on the valve gear motion work - to tut out the slot in the link ami to cut an off.set for grea.-e I up-; in the lt)wer end- of the link and radius rod. The slot in the link is cut with a narrow slotter t(X)l, three holes hcii _' pnviou-lv drilled in the link to -tart the work, one at eitli' ' Fig. 3 — Radial Planing and Grinding Machine for Valve Motion Links and Link Blocks in. of it- re«|uireii tliitkiu--, 1 o4 in. on each sitle being left for grinding.', while .ol in. i- left tin each -itle of the slot for grinding. Ihe >ides of the link are grouml on the vertical ,-urface grinder. The work wa- tlone ])revit)u.-ly under vertit al grinder with a rim grinding wheel and the saving t nd u\u\ one in the miildle. Ihe etlgi'- of the links ar millftl in pair- in a vertit al miller ami later buffed on a swin_' grintler after the link- have been ca>ehardenetl. The slot- in the links are roughetl f)ut on the radial {)laning antl grind- ing maihine shtiwn in Fig. .i. The links are set ftir thi- effectetl by the -urfate grimier is 7.> per cent in the piece t)peratit)n in the illu-tration and by careful e.xaminatitm of work price. the illustratitin, the planing ttx)! will be t)bsen'ed just back The surface grinding machine i< used ior a variety of of the grintling heatl and directly above the -Itn in the link \ I vn7 RAILWAY MKCHAXICAL EXiilXKER Mi 4 shows the prindini; head in operation and more clearly >v.s the radius attachment of the machine. , he link Mocks are made from wroimht iron forced hars , le of selected scraj). These liars are rolled cold to the ■ iroximate radius and are rouiih planed on the faces on a Fig. 5 — Grinding Knuckle Pin Bushings in Side Rods tal."le planer, the edues being planed on the radial phuK-r ••! Fii:. •>, l/M in. heini: allowed for tuiish. They are then .1 to leni;th and drilled for the block pin and oil cavitv. 1 lny are then caschardencd. Tlie sides ari' t^rouiul tn diniLn- <>n on the vertical surface irrinder and the curved faces are (lund on the radial izrinder. The hole for the |)in i>- izroun'l liie Ueald internal L'riuder. All grinding,' work i~ lui.i • an accuracy of .(»(»2 in. '."■-,. "^ .. • The variou- utd> and links in conneitii.n with the valv\ Fig. 6 — Grinding Bushings in the Link and Lift Shaft Bracket notion work are rMii>hed entirel\ on the millini: machines. I he eccentric rods, radius rod? ind lap and lead lever> arc ill milled on a slab miller, as many beinc milled at i inu- as the table of the UKuhinc will accommodate. I'lu- ■adiu> rod link> and the lap and lead rod link> arc milKd au "he eeing the allowable variation from the e.xact dimension. This machine has proved very valuable for this class of work. It has a wid? range of usefulness and at the.-e shops it is u-ed for grind- ing out the interior of knuckle pin bushing after being ap- jilied to the side rods (sec F"ig. .^). the j>in hole in the link Fig. 7 — Slab Miller for Machining Rods guide block, the hole in the link and lift shaft l.>rackct (see Kig. 0) and all other interior grinding that i- necess-an'. MAIN' .\xn Sim-: kons liutli the .-lab and vertical milling machines are used to a large extent on the main and -ide rfxis. Flit. 7 shows a LToup of side rods on one f>f tiie >lab milling machines, the edge- having just been milled. Kiiiht rod^ are milled at a ::j,^__^ .//jl ^ « -f » Fig. 8 — Milling Cutter for Slab Milling lime. The inu.-tration shows .«even. one of the rtxls llaviTig been removed. The sides of the rods are milled in the -ame manner, two rods usually being milled at one time, i he inserted tooth cutter used for this work is shown in lig. S. The Ixxly is made of axle steel and the 16 teeth are made of high sjieed steel. They are fonncxi hot in a die to the shape .'•hown in the drawing. They are inserted Ml corresponding slots in the axle steel body and are held in ]»o.-ition l)y six thimliles having a tapered, tlattened >ur- face where they bear against the teeth. 1 hese thiml>les are held in the botly of the cutter by -^^^-in. machine screws. liie-e cutter? are S-^^-in. in diameter and 11 in. long. Three of them are used on one mandrel a? shown in Fig. 7. riie main rods are handled in ilie -ame manner, with 312 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 the exception of the stub ends which are planed to within 1/32 in. of the required dimension, 1/64 in. from each side being removed on the vertical surface grinding machine. The channels are milled in one cut, three rods being chan- neled at one time on the large slab milling machine and two at one time on the smaller slab milling machine, as shown in Fig. 9. The milling cutters used for this work are shown in Fig. 10. They are similar in construction to those shown in Fig. 8. A center support made in the com- pany's shops is applied to the machine to support the arbor Fig. 9 — Milling Channel Rods carrying the cutters as shown in Fig. 9. Two of these sup- ports are used when three cutters are used. As an example of what is done by milling the rods, the following record of the milling of a channel main rod for a Consolidation engine is given: Length over al! 12 ft. lOi^ in. Length of chanrel 10 ft. Width cf channel 4^1 in. Depth of channel 1-25/32 in. Weight of rod in rou«?h 1,985 lb Weight of rod finished 690^ lb. Weight of rod with fittings 88654 lb. Total weight of metal removed 1,295 '/j lb. Weight of metal removed from channel 535 lb. Time required to channel a pair of rods 8 hrs. This work was done with three milling cutters. All slot- ting operations are reduced to a minimum as the experience :v«.T ::c 3^ m j'-^ High Speed Steel , I iu Z ..JL I "oiiS I ^Ifiad Fig. 10 — Cutter for Milling Channel Rods with the milling machine has proven it to be the cheaper practice. At the present time the slotting done consists of cutting out the rod for the pin brasses in the main rods and the knuckle jaw in the side rods. Plans are now being developed to cut out the back end of the main rod and the knuckle jaw on the milling machine. The rods are milled to size from the rough forging, only wie cut being taken on each surface. The ends of the rods are milled on vertical milling machines. MILLING TRAILER FRAMES Another job well illustrating the value of milling opera- tions is that of finishing trailer frames. No planing is done on them at all. Fig. 11 shows the amount of work required to finish these frames for a modem Pacific type locomotive. Two frames are milled on the flats at one time, eight are milled on the edges at a time and they are cut to length on a slotter, five frames being cut at one time. Fig. U H— /.^i'._._. 2/ Mtn Time IHr 6M,n ^'"^ 43 Mm:, • I i-. "m 1 n„. crr,,^ (Rough ZZIZ L b. Dapfh I OapfhofCuf OapthofCuf of, Cut- , i k'^^i' 1'*"' i '^*^^t I TimtlHr.40Hin\ Time zaiiin \ JlJ}f„ Oepf^h ofCvf^ ^ "'J Timt »* Min. I [<._.2'i?i'— ^ z'ni'—^—IB'-^- 4Z'- J< 3W—r^ 110' J_ . 1351 +-^^ D*pthofCut i'toi T/rrtt IHr IS Min. T Oep^hof Cuf ()foj^ Time SS Min. \^ llW- J2i. • — n ID 4< — ^'iiz- — A Fig. 11 — Outline of Milling Work Done on Trailer Frames shows plainly the depth of cuts taken over different parts of the frame. Only one cut is taken over the entire length. The weight of metal removed per hour of cutting time is 250 lb., and the amount of metal removed per hour is 961 cu. in. The following is a record of eight frames milled from the rough forging to the finished piece: Amount ot metal lemovcd, edges 1,336 lb. .Amount of metal removed, flats 2,542 lb. Amount of metal removed, total 3,898 Ih. Time taken to mill the edges 6 hrs. 29 min. Time taken to mill the flats 8 hrs. 40 min. Total time for cutting 15 hrs. 9 min. Number of times the frames are chucked 13 Time taken to chuck the frames 26 hrs. 1 min. Total time to finish the eight frames 41 hrs. 10 min. Each frame weighed on an average of 2,212 lb. as it came to the machine as a rough forging and weighed 1,725 lb. Fig. 12 — Jigs for Milling Back End Main Rod Brasses finished. Thus from each frame an average of 487 lb. of metal was removed in an average of about 5 hrs. and 9 min. from the time the work was started until it was finished. MILLING MAIN ROD BRASSES While the main rod brasses are planed for the rod fit and bored for the pin, the milling machine plays an interesting June, 1917 RAILWAY MECHANICAL ENGINEER 313 part in the work done on them. The finishing of the brasses ners are cut with an end milling cutter (Fig. 13) with the jig after they have been planed and bored involves the cutting shown at the left in Fig. 12. The hard grease groove is made of the inside comers, making the hard grease and oil grooves, with a small end milling cutter as shown in Fig. 14. The oil rounding the corners of the flanges and cutting one flange grooves are made with a saw fitted on a taper shank and set Fig. 13 — Milling the Inside Corners of the Main Rod Brasses Fig. 15 — Milling the Oil Grooves In the Main Rod Brasses away to clear the rod key set screws. This work was previ- in the spindle of the machine, as shown in Fig. 15. The jig ously done as follows: The inside comers were cut on a shown at the right in Fig. 12 is used for holding the brass shaper; the hard grease grooves were made on a slotter after holes at each end of the groove had been drilled on a drill Fig. 14 — Milling the Grease Grooves in the Main Rod Brasses press; the oil grooves and the comers of the flanges were chipped by hand at the bench, and the flange for the rod key set screws was cut on a milling machine. All this work is now done on a vertical milling machine for this work. It is so designed that it will hold the brass with the aid of the jigs shown in Fig. 12. The inside cor- on either side, which permits milling all diagonal grooves Fig. 16 — Milling the Flange Corners of the Main Rod Brasses J12 RAILWAY MECHANICAL ENGINEER Vol. 91. No 6 the exception ni ilw -tul* iii(l> uliicli are [>laiie2 ill. ot the retjaired (liinen.-«ion, 1 04 in. from eaeh side beini; reniQved on tlie vertical surface ijrindinj^ machine. The chiinnels are milled in one cut, three nxL-^ Ijeinj^ chan- neled at one time on tiie lartje .-^lal* milling machine and two at one time on the smaller slah millinLi maihine, a- shown in Fii;. ^. The millini; cutters used for this work are shown in Kii^. 10. Tiiey are similar in construction to tho>e >hown in Kiu. S. A center su|)[)ort ma»le in tlie lom- pany""- >ho|)s is applied to tlie machine to support the arl)or Fig. 9 — Milling Channel Rods •carrvinj^ the cutler- as .-hown in Fig. 9. !««> of these sup- port- are used wiien three cutters are used. A- an example of what is done hy millinL; the rods, tlie followini; record «)f the millimx of a channel main rod for a Con-olidation eniiine i- 'jiveii: •. »: .. -: •. • l.ftiiith iiver ;il' .■•>. ii .... J '■;...- V ••••• » I. en Kill iif chiinrt-l, • .;.. ^•■.. •■•^■. .•-;.. . . » \Vianti«-l. ..■..».:,.■•■. .•;•.."....•...•.... I 'cl'th of ciuTtiiU'l . .-. . ,'•'•».. .'• .■• • . • •• . • • • Woijilit ot rod in r.mi'li. ..'.. ,".^ .,.'... ^ , Weight of roil titii«liferation- are red u ted to a minimum a- the e.\j>erience ti ^-^^. 't '■^a 3 "" //a/ ■> Soeed 6*eel •Ol* 'V*'*'-! :^^' of the tianges and cutting one tlange nor> are ( ut with an end milling cutter (Fig. LS) with the jig >hown at tiie left in Fig. 12. The hard grease gnM)ve is made witli a small end milling cutter as shown in Fig. 14. The oil grchjvc- l^ire made witii a saw fitted on a ta|Kr -hank and set Fig. 13 — Milling the Inside Corners of the Main Rod Brasses Fig. 15 — Milling the Oil Grooves in the Main Rod Brasses away to clear tiie rod key set screws. This work was previ- in the >i)indle of the machine, as .-hown in Fig.. 15. The jig ously done as follows: The inside comers were cut on a shown at the right in Fig. 12 is used for holding the brass >haper; the hard grease grooves were made on a slotter after holes at eacli end of the groove had been drilled on a drill Fig. 14 — Milling the Grease Grooves in the Main Rod Brasses press; the oil groove? atid the comers of the tianges were liil)[K'd by hand at the bench, and the llange for the rod key Fig. 16— Milling the Flange Corners of the Main Rod Brasses -et .screws was cut on a milling machine. - •• All this work is now done on a vertical milling machine for this work. It is so designed that it will hold the brass \vith the aid of the jiii- -hown in l"iu. 12. The in-ide uir- ()n either >ide. which permit- milliiiL: all diagonal grooves 314 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 with the same jig. The corners of the flanges are milled with a special design of end mill to give the proper radius and several bo.xes are set up at one time as shown in Fig. 16. The flange is recessed, as shown in Fig. 17 with a regular milling cutter. By doing this work on one machine a large amount of time is saved by it not being necessary to carry the brasses to different places in the shop as was before necessary, and in addition to this, the cost of doing the work has been re- duced materially, the work being done for 42 per cent of what was previously paid. ACCURATE BRASS FITS By finishing the back end of main rods on the surface grinder and planing the fits in the brasses to the micromete-- with a .002 in. tolerance, a very satisfactory job is obtained and all bench work is eliminated. The only filing done is to remove the feather edges from the rods so that the hands of the workmen will not be cut. The work is done cheaper much more can be done in both milling and grinding th;in is ordinarily done, and that the future will show a wider aj)plication of these machines to locomotive work. RACK FOR STORING BOILER SHEET STOCK BY C. L. DICKERT Superintendent Shops, Central of Georgia. Macon, Ga. The photograph shows a rack which has been built at the Macon, Ga., shops of the Central of Georgia for storing boiler plate and steel sheets. There are three such racks, each containing nine bents. Each rack is made up of five sections of framework, the intermediate bents being provided by the space between the adjoining frames. The sheets thus stored require much less platform space than when placed in flat piles on the platform. When piling sheets on the plat- form it was necessary to put sheets of different sizes and thicknesses in one pile, thus necessitating the handling over of considerable material in order to get at the size desired. With the present arrangement the sheets are lifted out of the rack by a crane, using a safety grip for holding the sheets. They are then carried on industrial trucks to the boiler shop. It will be noted that the bents inside of each framework are closed at the top, the adjoining bents being open. Those Fig. 17 — Milling the Recess in the Flange of the Main Rod Brasses by 30 p)er tent and the brasses are interchangeable with any rod of the same class of locomotive. The back end of the main rods are ground on the vertical surface grinding ma- chine with the wedge block in place to bring it to the same thickness as the rod and the front end is ground with the brass in place. The accuracy sought in the brass fits is to limit the play between the rod and the brass to .005 in. The work is checked from time to time to impress upon the workmen that this tolerance must be observed, and the result.^ of these inspections show that they are followed carefully. The last such inspection showed 80 per cent of the brass fits were within the .005 in. clearance tolerance and the greatest clearance was only .0085 in. CONCLUSIONS The purpose of this article is to show what is being done bv the judicious use of grinding and milling machines in one shop, to decrease the cost of production and increase the shop output. The practices described will serve as a guide to those who have not gone as far in the application of these marh'nes to their own shop^. It is l.el'eved that Rack for Storing Boiler Plate which are closed are used for narrow sheets, while the larger sheets are stored between the frames. Each rack is built up on three 5j/2-in. by 9i4-in. stringers which form front, back and intermediate sills, to which the 5^ -in. square uprights are secured by ^-in, by 5 -in. strap iron knees. The three uprights on each side of each frame are braced by 2-in. by 4-in. pieces placed horizontally. The sides of each frame are tied together at the top by 2-in. by 4-in. pieces. The uprights are about 70 in. in height and are spaced 36^ in. apart, the depth of the rack from front to back being 6 ft. Gasoline Cautions. — Gasoline should be kept and used only in small quantities, and used only by experienced em- ployees who realize the danger in using this volatile lluid and know how to handle it safely. Gasoline should be han- dled in small safety cans, equipped with safety gauze and safety stopper. Gasoline is exceedingly volatile and will vaf)orize when exposed to the air at any temperature down to 15 dcg. below zero. This vapor is nearly three times as heavy as air, and when mixed with the proper quantity cf air becomes violently explosive. The vapor will ignite from any open flame, even from a spark of static electricity from a human body, a spark from an emery wheel, or from a sufficiently heated surface. The gasoline vapor, beinc; heavier than air, will naturally seek a lower level, and it confined where there is poor ventilation, will sometimes re main in an explosive condition for months. — Compressed Ait Magazine. Increasir^Ouipui and ocossos UiSGcf as on < ^ormerJ-M SKo-b Srv^meer^ .Carvacliarv Pacific MACHIXERY — strong as it is — is continually playing out, and each failure should be studied in order to make improvements. We are always interested in extending the capacity of machine tools by adding attach- ments or changing the construction details in order to perform some operation more efficiently. Making a general survey of the various processes in our shops we cannot fail to note that progress is steadily being made that leads in one direction — to greater output and less cost per unit. For purposes of illustration con- Pedestal Jaw Grinder In Place sider the field of grinding. It would not appear that grinding had such a field in a locomotive repair shop as, for instance, in a manufacturing plant where new work is on the floor all the time, much of it being repetition work specially adapted to grinding operations. Nevertheless, dur- ing the past 12 months we have developed at least seven new applications of grinding, all of which are saving money under the particular conditions that each was designed to meet. FLEXIBLE SH.\FT GRINDER A flexible shaft grinder has been devised for use in the rod department to remove hammer marks on the straps of rod ends and for cleaning scale from straps and rods which are returned from the blacksmith shop. It consists of a countershaft mounted on a bench, to the end of whicli is attached a flexible shaft 1 in. in diameter, carrying a grinding wheel 6 in. in diameter and 2 in. thick; the wheel runs at a speed of 1200 r. p. m. Apart from a con- siderable reduction in the amount of labor, a large number of files are saved by its use. The strap or rod is set on a block at the end of the shaft, as shown in one of the photographs at the head of this article, and the ©{aerator grabs the handles on each side of the wheel and guides it over surface which is being ground. SURFACING DIE BLOCKS A device for surfacing or truing die blocks has been pro- vided by attaching a grinding wheel to a vertical drill, as shown in one of the photographs. This may not be an ideal arrangement but it is the best that we could do with the ma- terial available. The forging machine die department is iso- lated from the main tool gang and it is often necessary to sur- face up dies after hardening because of warping and other reasons. In order to save considerable handling and many files we attached the fixture shovra to the end of the spindle of a Foot-Burt drilling machine in the die department. It is locked to the spindle to prevent rotation. The fixture is a simple casting carrying a short spindle with a pulley for the drive on one end, and the grinding wheel on the other. An extra belt was run from the countershaft to drive the grinding wheel at a speed of 1500 r. p. m. The die blocks which are to be sarfaced are placed on the table and fed by hand across the grinding wheel; the vertical feed is obtained by means of the elevating screw under the table. This device has worked very well, but has the disadvantage of tieing up the drill, and we are now converting an old universal milling machine to do this work, as shown in the drawing. The miller has power cross feeds and we have only to connect a reversing gear mechanism to the feed and arrange a permanent spindle. PEDESTAL JAW GRINDER The horn or pedestal jaw grinder, illustrated in one of the photographs, is perhaps not in its final stage on account of difficulty in getting the correct size cup grinding wheel. It has been tested out with a smaller wheel than is desir- 315 MA KAIIAVAV MECHANICAL ENGINEER \'oi.. 91. Nu. with llu' >anu' jiir. 1 In.-, lurmrs of the llanyo arc milled with a ^peiial (U'>i,i:n of end mill to jiive the i>ro]KT radius and several lKt.\e> are >el up at one time as .-hown in I- it;. 16. The flaniie is reee>.-ed, as shown in Fiij. 17 with a regular millinir cutter. by doing x\u> W(>rk on one madiine a large amount of time is saved hy it not l»eing neees>ary to carry the brasses to different jdaces in tlie shop as was heforc necessary*, and in addition to this, the co-t of doing the work has hcen re- duced materially, the work l)eing done for 42 per tent ot what was previously paid. .ACl Ik.AI I r.K \SS HIS By fini>hing the haik end of main nnls on the >urfatv grinder and planing the fits in the brasses to the mieroniete- with a .002 in. tokranee, a very satisfactory jol» is obtained and all bench work is eliminated. The oid\' fding done i- to remove tin feather edgo from tlu- rods »o that the hand- of the worknnn will not be tut. The work is done iheaper much more can be done in both milling and grinding ti ,n i- ordinarily done, and that the future will siiow a w ; - .ipplitation of these machines to locomotive work. Fig. 17 — Milling the Recess in the Flnige of the Main Rod Brasses by M) per tint and the brasses are interchange. ible with any rod of the same class of ItKomotive. The bat k iiul t»f tin main fckIs are ground on the vertiial surfate grinding ma- chine with the wedge block in plate to bring it to the same thicknes- as the rod and the front end is ground with the bras> in plate. I lit atturaty sought in the iirass fits is to limit the play between the rod and the brass to .005 in. The work i- t het ked from time to time to impress upon the workmen that this tolerante mu-t lie tti»erved. and the rt>uli> of these inspections show that they are followed tarefully. The lust sut h in-pection >howed .SO j»er cent of the brass fits were within the .005 in. tlearance toUrante and th." greatest clear.iiuf \\.i~ oidy .e of thi- artitle is to >h(»w what i> l>eing done ! \ the jutlit iou> u>>e of grintling and milling maihines in f.iie shop, to deirea-f the ( o-t of production and increase the shop output. I he prattices described will serve as a guide to thoi-e who have not gone a*^ far in the application ti\ tht-f in;n Irnt - 1 BY C. L. UlCkERT ' ' .. Superintendent Shops, Central i>l' Georftia, Macon, Ga. The photograph shows a rack which has been built at M.icon, Ga., shoj)s of the Central of Georgia for stoi boiler plate and >teel sheets. There are three suth ra. eaih containing nine bents, Kach rack is made up of -ections of framework, the intermediate bents being provi^ by the >pace between the ad jt lining frames. The sheets ti; "tored re(|uire nuuh less platftirm >paie than when jilaced llat piles on the platftirm. When piling sheets on the p! form it was netessary to jiut sheets of diflerent sizes ; thitknose.- in one pile, thu< net essitating the handling <■ of Kinsiderable material in t)rtler tent arrangement the .-heets are lifted out tif ' rat k by a « raiie. u.'^ing a safety grip for holding the slu\ I In \ .ire then tarried on industrial trucks to the boiler sli It will be ntitetl that the bent.- in>ide tif eat h framew' are t lo>e(l at the top. the adjoining l>ent- beinir tored between the frame.-, , \-, . . \ I'.ai h rat k is built up on three 5 ' j-in. Iiy *) '_:-in, strincc- whit h form front, bat k and intermediate >ills, to which li 5'2-in, M|uare uprights are >et ured by •^4-in. by 5-in. >!'■ iron knee-. The three upright- on each side of each frame .ire braced by 2-in. by 4-in. pietes placed horizontally. 11: -ide- t»f each frame are tied together at the toj> by 2-in. I . 4-in, jiiece-. The upright- are about 70 in. in height and .ire .-paced 3bj j in. apart, the tlepth of the r.u k from front to bat k being (< ft. .,. .. . G.\Sol.INI (AriioNS. — Gasoline shtiultl be kej)t and used < nly in "^mall <|uantities. and u-etl only by experienced en. ployet> who realize the dangt r in using this vtilatile llu i iind kntiw how to handle it .-afel\. (i.i-tiliiie -hould be hai died in -mall safety tan-, e it i: — -is continually playing and each failure should he studied in order to make improvements. We are always interested in I Iciulinii the tapaeity of maehine tools hy aildinn attach- ments or ehanuini: the construction details in onler to perform >nnie o|)erati(in more efficiently. .. .. . v ^ • ' Makiim .1 LTciural >urve\' of the various i>roct*sse«: in ■■ .-hop> we cannot fail to note that i)rouress is steadily lit: made that leads in one direction— to lireater output ;:id less cost per unit. For ]mr])o>es of illustration con- - ;,., Pedestal Jaw Grinder In Place -ider the iield of ^rindinplications of izrindini;. all of which are saving money under the particular conditions that each was desii^ned to meet. FI.lXII-.I.l. SHAIT GKINDI.K A llexible shaft grimier has been deviM-*! for u-e in the rod department to remove hammer marks on the straps of rod ends and for cleaning scale from straps and rod- which are returned from the Idacksmith .-hop. It consi-t- «)f a counter>haft mounted on a bench, to the end of whicii is ■ attachcxl a tle.xilde shaft 1 in. in diameter, carnini; a grinding wheel 6 in. in diameter and 2 in. thick; the wheel runs at a speed of 12O0 r. ji. m. Apart from a con- -iderahle reduction in the amount of labor, a large numl>er of f\\i'> are saved by its use. ,'I"hc strap or nxl is .set on a blo(k at the end of llie shaft, as shown in one. ot" tlie photogra]»hs at the head of this article, and the ojKTator grabs the handles on each side of the wheel and guides it over -urface which i> being ground. SIKIA< l.NC. I>Ii: i:|."K KS .\ device for surfacing or truing die bhn k- has lx*eu pro- vidi'd by attaching a grindim; wheel to a vertical drill, as -hown in one of the j)liotographs. This max not be an ide.tl arrangement but it is tlu' !ie.-t that we vould do with the ma- terial available. The forging machine die department is i-o- laied from the main tool gang and it is often necessary to >ur- face up die- alter- hardening because of warping and other reasons. In order to -ave consideral)le handling and mativ lik- we attached the fixture shown to the end ol the >pi!idle of a Foot-Burt drilling machine in the die (le|)artin-iit. It is hxked to the spindle to prevent rotation. The I'lXture i- a simjile casting carrying a short sjiindle with a pulley for the drive on one eiui. and the grinding whcvl on the other. An extra lx?lt was run from the countershaft to drive the grinding wheel at a spcvd of l.Surfaced are j>lactyl on" the tai)le and fed by hand acro-s tlie i^rinding wheel; the vertical iced is obtained by means of the elevating screw under the table. This device lia< worked very well, but ha- the disadvantage of tieinii up the drill, and we are now ((inverting an old universal milling machine to eration for some years but the new arrangement does Grinding Arrangement for Surfacing Die Blocks the work more quickly and is better because the grinding wheel is driven at a more suitable speed. For the air motor and crankgearing a Westinghouse air pump was substi- tuted on a suitable frame. The back end of the pump is on a fulcrum and oscillates as the cover is moved back and forth. Cast Iron Cement. — A cement for patching cast iron may be made of 16 oz. of finely pulverized cast-iron borings, 2 oz. sal ammoniac, 1 oz. sulphur. Mix well and keep dry. To use, take one part of the mixture to 10 parts cast-iron borings or filings and add enough water to make a stiff paste and calk it into the crack or hole to be repaired and let it set for 24 hours. — Power. [Several contributions were received in the rod job com- petition. That receiving the first prize is given below. The others will be published in future issues. — Editor.] ORGANIZATION AND METHODS FOR HANDLING RODS BY ERNEST A. MILLER The following is an outline of the manner in which the locomotive main and side rods may be handled economically and with despatch. The organization and plan of the machine tools is adapted for handling from 30 to 40 sets of rods of the average locomotive per month. ROD GANG ORGANIZATION The chart shown in Fig. 1 outlines the organization of the rod gang. In a gang of this size the foreman should Foreman Assis fan f Fbreman or Inspector ^ Bench Mach'in/sfs 3 Helpers 3 Mach'ine Too/ Harrds Stveeper Fig. 1— Organization Chart for the Rod Gang have an assistant foreman or inspector who should be a capable man. The six bench machinists should have three helpers, one to assist two men. The helpers remove rods from (^ngines, clean them and deliver them to trestles at the ma- chinist's bench for inspection and repairs. They obtain the material from the stock-room to repair the rods, take care of the crank pin and knuckle pin nuts and washers which have been removed with the rods, and do all the moving of the rods to and from the smith shop, machines and trestles and assist the machinists generally. The six machinists should take care of both side and main rods of five to seven locomotives a month per man. Each man should take his turn as an engine comes into the shop, and he is held responsible for all repairs to both the main and side rods on that particular locomotive. The chart also shows nine machine men, a majority of whom are first class machinists or machine hands. These men handle all the machine tool work to be done on the rods. Their duties are outlined according to the machines on which thev work. LAYOUT OF SHOP FOR ROD WORK The arrangement of machine tools and benches is shown in Fig. 2. At the top and on the right is shown a bench for the helpers in which they store their oil, waste, wrenches, etc. Next is a bench for the six rod machinists. This bench has a chipping screen in the center 3 ft. high and it extends the entire length of the bench. Each man has a pair of trestles at his bench to hold several pairs of main rods on which he may be working and as the main rods are seldom taken off these trestles after being once put on them there is no necessit>' for a crane. By using tht wagon shown in Fig. 3 they can be hauled to the trestle, lifted one end at a time and slid onto it. The machine Tresf/es I B B B \ i Bench ipr 6 OtippingSertfn y Machinist* ^yjse 3 [ I \Z \ 3 Ct/pboand "•■* ■*'*' •**• I I 3haper Small Verficof i^rfkal Shb ( O ) Side Hod Trrffles fl fl '^ Orlnder Milling Drill Milling V_y Shape r Side Hod Treat le& fl Grinder Milling "^^^Seiof ConnecM Side Kbds Turo-Spind/e Rod Boring Machine i^rfkal Slab Drill Milling '*^>"* f^ss Machine SJofier {Small) I^^iae nutJ3 Fneumafic Press. Lalhe. ] Lafhe HodTresfJes Horizontal Borirtg Machine Fig. 2 — Arrangement of Tools and Benches for the Rod Job tools are located conveniently to the rod-men's benches. The work done on these machines is as follows: Large Lathe (20 in. to 25 in.). — On this lathe all the brass bushings are rough bored and faced for stock, and when they are to be applied they are bored to fit the rods and faced to the proper width. All pin brasses are also- bored and the back end main brasses are faced. Drill Press. — This machine is used for drilling pin holes in all bolts, crosshead pins, knuckle joint pins and the oil" 317 318 RAILWAY MECHANICAL ENGINEER VuL. *J[, No. holes in the side rods and knuckle joint bushings. It is also used for drilling holes in the new main rods and the new- side rod jaws preparatory to slotting. Small Lathe (14 in. to 18 in.). — All knuckle joint pins and bushings are turned and bored on this machine. Shaper. — All brasses, keys, wedges and blocks are handled on this machine. Slotter. — The slotter is used for slotting the jaws and for outlining around the ends of the side and main rods. Milling Machine, (small, vertical.). — This machine is used for milling key ways for set screws in keys or wedges. Jx\'Ar gle. 4'0'Long y ,,- ^ n -mod n 1=^ \ '^Mh^i 1 1 1 1 j 1 — \ I t 1 1 1 % 1 >4fl iMnffi: ] 4 p 1 1 1 iK 1 Y Fig. 3 — Wagon for Carrying Locomotive Rods for cutting the wrench tit on the end of newly made grease cup plugs, and for rounding one side of front end keys. Milling Machine, (large). — This is used for milling rods to the proper thickness, and for milling the new back end main rod brasses in lots of four and six as desired, they being clamped to an angle plate. Horizontal Boring Machine. — This machine is used for boring large holes for brass and steel bushings and for finishing the outside of grease cups on new rods. Rod Boring Machine. — This machine is used for truing up knuckle joint bushing holes that are out of round, for boring bushings and for drilling holes through them for grease socket?. The large lathe, on which the large brass bushings are bench-man who in any but very large shops, should grind his own pins for the set of rods on which he is working. No grindstone or emer>' wheel is shown as it will be understood that such will be found in any shop. If the rod work can be situated where it can be under the travel of an overhead crane, so much the better. A cast iron V-block should he placed near the lathes for inserting mandrels in the larj^e bushings. While local conditions will govern to some extent the ar- rangement of tools for the rod work the above shows a logical layout that will expedite the work. REP.\IRING M.\IX RODS After the main rods have been removed from the loco- motives they should be completely dismantled and cleaned in the lye vat or with oil and waste. Both the rods and the brasses should be carefully examined for cracks. The good back end brasses should be babbitted if there is too much clearance between them and the jaws of the rod, being chipped and filed to make a good fit. The old brasses that are to be used again should each be closed 1/16 in. lor reboring. Unless the front end brasses have been renewed recently, they should be renewed if the engine is getting general repairs. Fitting New Back End Brasses. — The new back end brasses are taken from stock with the two halves which have had their joining sides trued up on a shaper, sweated together. The sides are then faced in a shaper or milling machine to within j/s in. or 3/16 in. of their standard thickness. They are next machined to fit the rods. Where a number of brasses for rods of the same type are to be machined the work can be done quicker on a milling machine, several brasses bein.; done at one time. Care must be taken in setting them up so that they w ill have the proper alinement. Where but few new brasses of one size are required it would not pay to have a milling machine for fitting new brasses, as too many cutters of various widths would be required, besides the trouble in preparing machine, etc. A shaper would, under these circumstances, be better suited for this work. Fig. 4 t Shaper Tool Plafe Bolfed k> Ang/e P/a^e To be Filed Pair of para/lef sfrips, use only nvhen finished side is do¥¥n. 7" II Qx^Z Clamp. , ^^^ '4 Bolt Nofe Before milling orshapinff % fit rod bofh sides as marked X 'must of course be m'llledor sftapei off fogefafrue bearing' for clamping purposes efc. s" 1" .QxZz Plates % Bolts Fig. 4 — Holding Brasses on Slotter Table Fig. S^Holding Brasses in Vise for Filing Fig. 6 — Clamp for Holding Brasses for Boring finished, is located near the press, so the bushings may be pressed in after they have been turned. The rods are then laid on four 8-in. l^locks near the press for boring. The rod boring machine is also located nearby. After the bush- ings have been bored in the side rods they are placed on trestles to have the grease grooves cut and grease cups fitted, and to be made ready for the engine. Near the small lathe, two or four trestles are located on which the side rods having jaws, are to be placed so the lathe man can fit the knuckle pins. Any reaming necessary- prior to this, of course, can be done on the rod l)oring machine. The small grinder shown in the machine tool layout is operated by each shows how the brass is clami)ed to the angle j)late on a shaper. After the one side is finished the brass is given a quarter turn and the second side is cut, it being squared with the finished side. Two parallel strips are placed under the finished surfaces for squaring the brass for finishing the other two surfaces. After being shaped the brasses are filed on the flanges to fit the rod. As the two halves are still attached to each other, a clamp is bolted to them and they are held in a vise as shown in Fig. 5. After the filing is done the clamp is removed and the comers of the front half of the brasses are rounded to fit the rod. The brasses are then broken June, 1917 RAILWAY MECHANICAL ENGINEER 319 apart and stenciled right or left and the engine number is stamped on the outside side of the brass. They are then bored in the lathe, the clamp shown in Fig. 6 being used for holding the two halves together. A pair of parallel strips is placed between the brasses and face plate of the lathe and a pipe center in tail stock is run up against the brasses holding them in place until they are clamped. They are also faced to the proper thickness on this machine. The rod man then fits the brasses on the pin and files the top and bottom of the bore, where halves meet, for clearance, so they will not pinch when bolts are tightened. A V is cut in each half at the top for the grease to pass risijjg frilling -^V^'^'-^U-' Machine '\^^i..^__4VA Table ■ >t< '»4 ^ Fig. 7 — Jig for Holding the Brass for Milling the Grease Grooves through to the pin from the grease cup. The inside corners directly above the brass are also chipped away to within '^ in. of each side of the brass to jjermit the grease to spread out over the pin. Two grooves for retaining the grease are milled with a special round nosed end mill toward the corners, as that is the thickest part. Fig. 7 shows the jig for holding the brass while this is being done. After tiling off any burrs, the back end brasses are ready for ap- plication to the rods. Fitting Xew I- rout End Brasses. — The new front end bra.sses are held in stock with the two halves sweated together in a manner similar to the back end brasses. They are machined on the shaper before being placed in stock. When they arc to be used they are laid out and the corners rounded, roughly on an emery wheel. They are then filed to a fit. The back half is fitted first, as it has two small flanges which fit over the wedge block. Fig 8 shows a jig for boring the brasses. It is clamped to the face plate of lathe, parallel strips being used to provide a clearance for cutting tool. The brasses are inserted and held in position by the two set screws and wedge. Any size of brasses can be bored with this jig. and they can be set up without removing the jig from its position. The one key has a lip on it to prevent it from dropping from the jig. A V is cut in each half and about 3/32 in. is cliipped from each adjoining edge so that as they wear tiiey can be keyed up Avithout striking each other. A cupped washer is used on the front end key to provide a clearance for the body of the key as it is drawn in as the brasses wear. 1 his cup also serves to hold the thin liners placed between the key and the block, the tapered end being bent over and under the cup. It is recommended, however, that all front end liners be riveted to the key as otherwise they may get I'l^t and cause trouble. The striking points of the piston should be taken and niarked on the guide. The travel of the crosshead is made to come within these points by the adjustment of liners in either the back or front end brasses of the main rod. ^rAKIXG NEW MAIN RODS It is easier and cheaper to make new main rods two or niore at a time. The sides of both the front and back ends «ire planed or milled. They are then laid out, drilled. slotted and the long central part milled and fluted. After the sides of the front and back ends are milled the rods can be laid out while on the same milling machine and the bod}' milled and fluted before they are removed from this machine. This will save handling. The rod then goes to the drill press, where holes in the comers of the opening for the front end brasses are drilled at both the front and back ends. The rods are then taken to a slotter and slotted out two at a time. After the back end is slotted out, two holes are drilled both at the top and bottom, and cut out for the wedge bolt and wedge. The large back end blocks can be made cheaper by planing up long slabs, planing the key way in them and then sawing them off to the proper length on a cold cut saw or a slotter. The front end main rod key blocks can also be started in a similar manner and after being cut off, they are finished in pairs on the shaper. Set screws with a thin head for clearance, are required for both the front and back ends. They should be turned down at the end so that they may be removed easily and they should be hardened. The next operation is turning the oil cup and drilling the oil hole on the front end and the grease cup at the back end. A hollow end mill is used for this work. The back end grease cup is tapped out and the screw plunger with a nut for tightening is applied. Two stiff brass wires 3/32 in. in diameter are inserted and riveted into the cup at the front end. Under these a small quantity of hair is tightly inserted to hold the oil and prevent dirt working into the bearing. The wedges should be milled on both sides for the set screws, so they can be used on the right or left side of the Fig. 8 — Jig for Holding the Front End Main Brass for Boring engine. They can be milled by setting up two at one time with the tapered faces together. This will bring the sur- face to be milled parallel with the bed of the machine. This al.-o applies to the front end keys which should \je milled on both sides for set screws so tliey can be used right or left. The half round side of the back end wedge bolts and front end keys is machined by means of a radius at- tachment on a shaper. REPAIRING SIDE RODS The plugs and bushings are removed from the side rods as soon as they are removed from the locomotive and the side rods are cleaned and inspected. Those parts of the 320 RAILWAY MECHANICAL ENGINEER Vol. 91, Nu. (, rods at which the cracks are most likely to occur are ex- amined with a magnifying glass. The bushed holes are e.xamined for roundness and if worn too much out of round they are rebored, or if they have been rebored to the limit a new end is welded on. The jaws and stub ends, which become more or less worn, are filed true. The rods are connected up for aline- ment test and any resetting is done in the smith shop. The jaws are reamed for the knuckle joint pins and the holes for the knuckle joint bushings are trued up by reboring if necessary. New knuckle joint pins and bushings which are kept in stock ready to be fitted, are finished for the rods and ca.-^ehardcned over night. The bronze bushings which are kept in stcxk, rough bored with one side faced and the bore rounded for the crank pin fillet, are tlien put on an expanding mandrel and faced to the proper thickness and turned to fit the rod, one side being slightly relieved to start it in the rod. The bushings are then pressed in tlie rods witli an air press, white lead or oil l^eing used on the bu>iiing. Be- fore pressing any Ijushings in, especially l)rass Imshings, any burrs that are in the hole should I)e filed off as they will cut the bushing so it will become loose in a sliort time. The knuckle joint pins are ground to properly fit the steel busliings. The rotls are then laid on some small l)locks and connected to each other, the knuckle joint pins being driven in tight. Short pieces of wood are inserted in tlie pin holes on wliich the center of the lioles are locatccb The rods are then trammed for length. If none of the centers are over ]/» in. out, scribe a circle on the bushing accord- ingly and center punch it for locating central when l>oring. If thev are over /s in. out of center, scribe a circle from the right side should be put on first and then the left can be put on. The helper should look out for the crank and knuckli pin washers, nuts and taper pins. The mechanic in chartv o; the job should see that there is a scant 1/16 in. side ;, lav and he should also screw down the grease cups until creu-e ,^ Cupped Sef Sere i^s «i ZD.L %'xS^^ 4&.i I' \ Clamp ^ ffti Atua 4 Adjusting •i/ Screw H? ,My^Clamp / 1 i ^^ 1 " t » 1 □ -- r .-i- •^ 1 1 f r^*'- ^-^ a Fit fo Spindfe of Boring Machine or of Boring Bar *-Horz lool Fig. 9— Tool for Boring Side Rods the true center of the bushing, center punch it and have the rod lengthened or shortened as the case may require. I'he bushings ai-e bored on a two spindle rod boring machine. While one is being bored the operator can be getting the other started. It is this man's duty to caliper the pins and bore the bu.shings accordingly. Almost any good sized vertical drill press can be fitted up for doing this work, but in a large shop the two spindle rod boring machine would pay for itself by increasing the output. The oil and grease grooves are then chipped and all burrs are removed. The fillet of the l»usliing is then carefully filed. The plugs which hold the Imshings in place are screwed in and the grease cups are fitted and their ojxTation insi)ected. The rods are then taken to the locomotive iind applied. Generally the left crank pin is one-quarter turn ahead of the right, in which case it is placed on top (|uartf which would make the right side on the back center. It would be practically impossible to get the rods on the right side if the left ones were put on first, as to move a pin ^'i in. forward or back on the right side would cause possibly a Yi in. movement of the pin of that wheel on the left side and that would throw that side too far out. In this case Fig. 10 — Jig for Drilling the Knuckle Pin Connection for Slotting comes out somewhere from around the pin and then refill the cups. MAKING NEW SIDE RODS The side rods should Ije made in multiples of two a> they can be made cheajjcr in this way. They are handled in a manner similar to that of the main rod. After heing milled on the flats and laid out and the edges milled, the ends are finished on the slotter, two or four being handled at one time. The crank pin holes are then bored out. Fig. 9 shows a tool for doing this work. It is made in one piece. The part that holds the tool is 2 in. by 2;4 in. The tools are 7/16 in. or Vi in. thick and are held in place by two set screws. The shank is made to fit spindle of boring machine. A one inch hole is drilled entirely thruugh the rod for the pilot pin. This pin enters the work lor about Yi in. before tlie tools start to cut. The cut is carried through half way and the rod is turned over to finish the cut. After the metal has been removed a light finishing cut is taken with a boring tool. The knuckle pin ends of the rods are then finished on the flats. 1 he grease cups are handled in a manner similar to that described under new main rods. The slot in the md* of the side rod f^r the knuckle pin connection is made witli the aid of the jig shown in Fig. 10. This is used for drilling the jaw prior to slotting. This jig consists of a casting ^vith a 1 ;4 in. wall in the middle and a 1 '4 in. wall on the ^ide^ with openings 4 1-16 in. wide. The rods are placed on each side of the middle wall, being held against it by -^^-in set screws through the outer walls. A steel drill-guide shaped to fit the rod is placed on top of each rod and i^ held in position by a clamp as sho\vn, an adjusting screw at the right of the guide l)eing set to properly locate the holf The hole in the guide through which the drill passi- '- provided with a hardened steel bushing. Clips are pro^ dcd on the drill guide to center it on the rod. After Kin^ drilled, the jaw is cut out on the slotter, two cuts 1 - in- ncce>sary. A tool 7/16 in. or ^j in. wide is used for :l)i" work and after the metal has been removed a tool of stand- ard width is used for finishing. After this jaw is sl< tted the hole for the knuckle pin is drilled and reamed »" dowel pin hole cut in. The pressing in of the bushi ni.'~ fitting knuckle pins, etc., is the same as descril^ed in dc." "Repairs to Side Rods." .^ Milling Machines In Railroad Shops Classes of Work for Which They are Fitted. Gutters of Proper Design is an Important Consideration BY HARVEY DE WITT WOLCOMB THE great variety of work done in a railroad machine shop demands an equipment that will not only be adapted to turn out jobs economically, but also to h.aidle many different forms of work on one machine. It has been proven that it is really a saving in some in- stances to make castings with plenty of stock so as to be finished for different shapes of work, thus putting it up to the machine department to remove the surplus stock both quickly and economically. One large manufacturing con- cern has discontinued the careful making of patterns for iron castings, and simply casts a rough piece somewhere near the required shape so that the machine department can pro- duce a finished piece. With the use of the planer or shaper, this surplus stock means more cuts, which in turn means added time for finishing, but with the milling machine the amount of finish has very little l>earing on the time taken to turn out a job. In locomotive repair work, such as machining side and main rods, guides, or other parts which require a neat finish, it was the policy to plane and then draw file, but this has liirn eliminated bv having the work done on the milling ma- chine which gives a neat and accurate finish. Comparing the time taken to do the work, it has been found that the milling machine docs a job much quicker and leaves the work j)erfectly smooth so that no hand work is recjuired to remove rough edges. Panelling side rods is one of the jobs in which the milling machine has been questioned as to its true Konomy. Some roads claim it is more economical to recess the rod at eacli end and then plane out the stock in the center en a standard planer; however, when all things are con- sidered, such as time to re-set, handle from one machine to the other, cost and upkeej) of machine tools, it will be found that the milling machine is by far the better machine. In descril)ing the range of jobs that can be successfully handled on the milling machine, it may safely be said that it will '*do everything but talk.'' While the milling ma- chine is used more for removing material on straight pieces, or where curves are required, there are many jobs now handled on a lathe that could be done to better advantage en a milling machine. In automobile construction it has been demonstrated that it is more economical to revolve a jiiece of work once, having the material removed by a revolv- ing milling cutter, than to have the same job handled in a lathe where there is only one cutting tool. Criticism of the tlieory of the milling machine may be more or less a matter of opinion, but based on actual results and backed up by I lie evidence of actual production, there can be no doubt as to what this type of machine will do. Such jobs as machining crosshead gibs, shoes and wedges md otlier plain pieces of work, can be done to good ad- vantage on the slab miller. A recent job assigned to this type "f machine is the re-planing of guides, for in this case it has Itcen found that the milling machine will machine the bear- ing side and both edges at one operation, and when com- l>leted will leave a finish far better than can be given with a planer. The vertical miller is of course used for machining side rod ends, motion work hangers and other parts, and may '>e used to a good advantage to handle heavy jobs that are now done on a drill press. One job in particular is the mill- ing of the dry pipe flue sheet joint on the front flue sheet, a job which has, as a rule, been handled on a boring mill or large drill press. To do this job on the vertical miller, it is first necessary to cut the joint to about the recjuired shape with a regular boring tool and then finish with a large form cutter, sometimes called a "sun flower" reamer. Such jobs as milling ke) ways in piston rods, rods, and valve rods has for some time been handled on the milling machine and has proved to be quicker and less expensive than the old method of chipping out by hand after l>eing drilled. CASEHARDENED CUTTERS RECOMMENDED The making of and upkeep of milling tools is the one question where there can l)e any argument as to the economy eftected with the use of this type of machine. Some shops claim that it is more economical to make high speed steel cutters, while others use the inserted tooth construction, and still others use a soft grade of steel and caseharden the tool. Of the three methods, the inserted tooth cutter and the soft steel casehardened tools are by far the Ijetter and give ex- cellent service. Under the present conditions when it is im- perative to conserve every piece of high speed tool steel, there should be no solid high speed tool steel cutters made, for even if the tool room mechanics are experts, many times a costly tool will last onl\- a short time. In making bolt cutter dies, it has been found that the high speed tool steel cutter is not a success, for it is almost im- possible to get a perfect temper at the cutting edges, and this same argument holds good with solid milling machine cut- ters. As milling cutters wear rapidly, they should be made of as soft material as possible so as to be machined quickly in quantities and at a low cost; by using a soft material it becomes necessar}- to harden in some other manner than by drawing the temper. The best results for tools of this kind are obtained by the casehardening process which gives a hard tool and one that can be reground a few times before it be- comes necessary to anneal and re-cut. Many operators make the mistake of trying to operate the cutters at too fast a speed. A casehardeneid tool is very hard but will not stand high heat, and good results can be ob- tained by decreasing the speed and increasing the amount of feed. Every tool room has a pet theor\- as to the best man- ner of making tools and the kind of material that should enter into their construction but if the forces in charge of the tool room will experiment with casehardened tools made from scrap locomotive tires, they will find that it is possible to get splendid results. One of the past serious drawbacks to the claims of the milling machine has been the cost of tools. It may be found that the tool room force is making tools at too great a cost to show economy in the operation of the milling machine. If such conditions are gone into thoroughly and ideas are developed to turn out cheaply tools that will stand up, the true worth of this machine will be proven. One trouble has been that the tool room foreman has been making tools from the tool room viewpoint, i. e., with no regard to the cost in comparison to the amount of work that will be performed. The average tool room force will object to the casehardened tool on account of the attention it requires, but when the cost is figured up in comparison with the amount of work turned out, it will be found that this type of tool is very successful. There are many good standard types of inserted tooth milling cutters but no matter where you go, you will t'nd the 321 322 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 tool room foreman tr} ing to get up or re-design a milling cutter. Rather than to experiment thus, it is suggested that a certain type of cutter be adopted and made standard and then the tool room force exert its energies towards decreasing the cost of manufacture. The type of tool and the service rendered enter very much into the cost factors of turning out work on a milling machine; therefore this one item can- not be given too much attention. The last point in favor of the milling machine is the claim of its accuracy, for milling tools can 1)6 set to gages so that the finished jobs will have exactly the same dimensions. For instance, if shoes and wedges are machined on a planer, the operator may make them a little full or a little scant of the desired sizes but with the milling machine with the in- serted tooth cutters which are all ground to the same gage the work can be more accurately finished. Under the present conditions of rushing work through the shop, the machine hand does not always use care in taking his final cut so that jobs do not fit perfectly; with the milling machine, however, ever}' job can be alike. As an example of this, a certain machine builder mills a hexagon fitted handle shaft so close that the handle easily slides on the shaft yet the vibrations of the machine will not jar the handle off. Try this job on a shaper or planer and see how easy it is ! While there are some jobs that cannot be handled to ad- vantage on the milling machine, it is a fact that if a shop equipment was made up of the same number of milling ma- chines as there are planers and shapers, the shop would be able to show a very largely increased output. Shop con- ditions will of course determine to some extent what tool is best suited for the local work, but with a batter}- of millers there will be very few jobs that cannot be handled to good advantaqe. GAGES FOR DETERMINING THE LIFT OF AIR PUMP INLET AND DISCHARGE VALVES BY H. S. WALDRQN The set of gages shown in the drawings is very useful to the air pump repair man in determining the lift of the air inlet and discharge valves of locomotive air pumps. Fig. 1 shows the gages which are used at the lower valvoi. With the valve cage removed from the pump and the valve in place, the height of the valve from the face of the cylinder casting is determined by placing the legs of the valve gage upon the shoulder under the head of the cage and then run- Jam Nut ^ ^^^^B-^'^^crei^ "vaQ 3" Valve Gage. 5 fop Gage. WELDING A CRACKED CYLINDER BY JOSEPH SCHNEEBERGER A Mikado type locomotive with 28-in. cylinders recently came into the shops with a crack through the steam port at the front end of the cylinder. The crack extended about half way around the barrel of the cylinder over the top. This wa.>; first repaired by chipping out the crack about 5/16 in. and filling it with copper, well hammered in. The cylinder was tested cold and showed no evidences of leaking, but when the engine was fired up and placed in service, the crack opened up again. To have patched this cylinder would have cost at least S250 and the following method of repairing the c}linder without the use of a patch was resorted to. The work did not cost over five dollars and did not hold the en- gine out of serv'ice. A row of l.V32-in. holes, two inches apart, was drilled on each side of the crack and tapped out with V2-in. standard threads. Machine bolts ' j in. in diameter fitting snugly in the holes were screwed in tight and the projecting ends burned off with oxy-acetylene at a point 54 in. above the surface of the cylinder ca.^ting. These j)rojecting ends were then pol- ished with a file and emery cloth. A strip of metal was then built u|) with the electric welder across the crack from the end of each bolt to the end of the opposite bolt in the other row. Longitudinal bands of metal were thus built up at intervals of two inches, the shrinkage as the welding pro- ceeded, tightly drawing the casting together against the cop- per, which still remained in the crack. When the welding was comi)leted it was found that the shrinkage had slightly warped the cylinder head joint. This was faced off with a boring bar and the engine placed in service. It has now been running for some time without any evidence of a leak. At the present time several cylinders are being repaired by this method. One was cracked all the way down the back from the smoke arch to the exhaust port. This jol) has been completed and no evidence of any leak can be seen. Fig. 1 — Gages for Determining the Lift of Lower Inlet and Dig. charge Valves ning the adjusting screw down until it touches the top of the valve. The height of the valve stop from the face of the cylinder casting is then obtained by placing the body of the stop gage across the cage opening in the cylinder and running out the adjusting screw until the end touches the stop. With the two gages set together, the distance between the ends of the two adjusting screws will exactly equal the lift of the valve. If a new valve is to be applied tlie valve gage should l)e set to the stop gage, allowance being made for the desired amount of lift, and the valve ground off until the legs of the valve gage just touch the shoulder under the head of the cage when the valve is on its seat. In Fig. 2 are shown the gages for the upper valves. In this case the valve gage is set by placing the body across the opening in the air cylinder casting and running out the ad- ■» — ]i — r X_L f^ioo; V^A Jam Nut fe ^ r /J Screty •01 00 < zl ^ .3 ^ Sfop Gage. P'la- 2 — Gages for Determining the Lift of the Upper Valves Valve Gage. justing screw until the end just touches the top of the valve, the latter being in place on its seat. The height of the stop is obtained by j)lacing the legs of the stop gage against the shoulder under the head of the valve cap, the adjusting screw being set to touch the face of the stop on the inside of the cap. By placing the two gages together the lift of the valve is plainly indicated by the distance between the ends of the adjusting screws. In fitting new valves to provide the de- sired lift, the valve gage is set to the stop gage, allowance being made for the lift of the valve. The valve is then ground off until the body of the gage rests upon the face of the cylinder casting with the end of the adjusting screw just touching the top of the valve. ■V <, Locomotive Feed Water Heating How the Wasted Heat from Locomotives May Be Utilized in Preheating the Feed Water Economically THE purpose of this report is to point out the benefits to be derived from the employment of preheat, to make known its source and the avenues of approach to the desired end, with illustrations of recent developments and practical results. As superheating is the final stage prior to the distribution of the product of the boiler, so is the preheat- ing of feed water the initial stage closely approaching, if not equal to, the effective value of superheat, yet detracting in no wise from it. Preheat is now perhaps the one funda- mental source of economy practically untouched in American locomotive practice, yet universally employed as an essential for stationary and marine boiler operation. The economy, expressed in percentage of fuel saving, to be derived from preheated as compared to non-preheated feed water is in direct ratio as the temperature difference of the water before and after heating is to the difference between the total heat of the saturated steam at a given pressure and the final temperature of the preheated feed water. This may be expressed in the formula lOO (t— t,) S = H 4- 32-t, S = The percentage of savinR from preheat, t = The temperature in degrees F. after preheating. t, — The temperature of the feed water before heating. H = The total B. t. u. above 32° F. of saturated steam at the given pressure. To obtain the maximum theoretical saving from preheat- ing, the water must be brought up to the temperature of the saturated steam. With t less than the temperature of the saturated steam, and both t and t^ constant, the percentage of saving varies inversely with the boiler pressure, in- creasing as the temperature difference between steam and water decreases. Hence it follows that with other condi- tions remaining constant, the higher the initial temperature, the greater is the percentage of economy per degree rise of preheat. The theoretical fuel saving from preheating is shown in Fig. 1. PREHEAT -AS RELATING TO LOCOlVrOTIVE OPERATION From an operating standpoint, feed water heating is a pre-requisite to the best performance and maximum loco- motive efficiency. The introduction of comparatively cold water into the locomotive boiler reduces the effectiveness of the entire machine appreciably, especially on heavy grades, where almost invariably a drop in pressure results, often at :i crucial moment when ever\' pound the boiler can produce is needed. The utilization of preheat permits a freer steam- ing boiler, confidence is instilled into the fireman and a better "job of firing" is obtained, with consequent increase in locomotive capacity. * .\r\ abstract of a committee report of the International Railway Fuel Association presented at its 1917 convention. It is evident that the earnings of a railroad are vitally aft'ected by the efficiency of the motive power unit in reducing the cost of operating expenses and increasing the net operat- ing revenues. Fig. 2 illustrates graphically the saving in dollars per annum per locomotive, at different rates of fuel consumption and varied cost of fuel per ton on engine tanks, in the use of preheated feed water. BOILER MAINTENANCE One of the most favorable aspects of preheating is its effect upon boiler maintenance, although it would be difficult to establish any definite relation existing between higher feed water temperatures and the decreased cost of maintaining boilers. The effect of preheating is to lessen the difference between the temperature of feed water injected and the temperature of saturated steam evaporated. A more uniform temperature throughout the boiler, resulting from feed water heating, will effect a greater reduction in strains upon the boiler than a considerable reduction in boiler pressure. HEAT BALANCE That a clear understanding of the principles underhing the construction and operation of feed water heaters may be had, it is advisable to review, in some degree, the subject of heat and its source and distribution in a steam locomotive. The unit for measuring heat is a British thermal unit (B. t. u.). A B. t. u. is defined as 1-180 of the amount of heat required to raise the temperature of one pound of pure water from 32 deg. to 212 deg. F. A pound of locomotive coal usually contains between 10,000 and 14,000 B. t. u. The distribution of this heat after it is liberated from the coal varies widely under differ- ent conditions. There is, consequently, a broad range of proportions of heat distribution from which to select an example for discussion. Choosing one which will fairly represent attainable every- day practice on a properly proportioned locomotive of fairly large size and equipped with a sup>erheater and brick arch, we find that 14,000 B. t. u. in each pound of coal could be distributed about as follows: r.ost to ash pan in unconsiimcd coal afd heat in ashes 280 B. t. u. Absorbed by firebox heati.'p surface. 3. 7W W. t. u. .\bsorbed through boiler tubes .S.810 B. t. u. Total to water 9.590 B. t. u. Absorbed by steam in superheating 1,050 B.t.u. Total in steam 10.640 B. t. u. 1 ost out of stack in hot gase«. cinders, water vapor from moisture in coal and in incom- plete combustion of gases ".080 B. t. u. Total 14.000 B. t. u. It is seen that 10,640 B. t. u. or 76 per cent of the total goes into the steam. This is the boiler efficiency. It will 323 324 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 Van from less than 40 per cent to as high as 80 per cent in a reasonably clean boiler. Within the range of ordinary locomotive operation higher efficiencies accompany the lower rates of coal consumption per hour. Investigating the distribution of this heat further, it will \)e found that the B. t. u. in the steam may be split up as follows : To tht- drawbar to pull trains 980 B. t. u. I'.scd in friction of the locomotive 140 B. t. u. Kadiated fioni the whole locomotive (this includes radiation ^ from the fuel bed) 420 B. t. u. I'scd by the air pump (a>isumed) 840 B. t. u. Disch.-Tged up the stack in the exhaust steam 8,260 B. t. u. 10,640 B. t. u. From these two tables it will be seen that II..1IO B. t. u. of the 14,000 B. t. u. in the coal, or 81 j>er cent, may go up the stack in form of hot gases, cinders, etc., and in the exhaust steam. SOURCES OF PREHE.AT From tlie foregoing it is readily seen that the .source of preheat is exhaust steam and waste gases, the potential energy of which must l>e utilized, at least in j)art. for pre- heating if useful work is to be obtained therefrom. Exhaust Steam. — In exhaust steam there seems to be the greatest waste. Most of it, however, is unavoidable, a large part of the exhaust being essential to produce the draft re- quired for rapid rate of combustion in the firebox. Consider first what happens when heat is applied to water. For examj)le. take a boiler under a pressure of 200 Flfl. 1 — Percentage of Fuel Saving by Feed Water Heating lb., and feed water at 60 deg. temperature. The first effect is to raise the temperature of the water from 60 deg. to .>88 deg., which is the boiling point of water under 200 lb. pressure. For a pound of water this will require, roughly, 388—60 or 328 B. t. u. (accurately, 333.4 B. t. u.). It is now at the boiling {X)int, Imt none of it has actually l)een changed into steam. Continue the addition of heat, and it will gradually evaporate into steam, and when 837.9 B. t. u. have been added the original pound of water is all .steam, but still remains at 388 deg. temj^erature. The heat that has been added without changing the temperature is called the "latent heat." and is really transfomied in the work of the phvsical change in the structure from a liquid to a gas. If the heit is continued after all the water is evaporated. the thermometer will again show the effect and the steam becomes superheated. The addition of approximately 111 l{ t. u. will raise the temperature of the steam from 388 de*'. to 588 deg., or a superheat of 200 deg. F. For a pound of superheated steam under 200 pountls pressure and at a temperature of 588 deg. there is retjuired al)out 1,282 B. t. u. if the feed water is 60 deg. temperature. Of tliis 837.9 B. t. u., or over 65 per cent, is the latent heat and simply keeps it in the form of steam. Therefore if steam is to be exhausted and not water from the cylinders all of this latent heat must be discharged, as well as the heat it took to raise the temperature of the water from 60 deg. to the boiling point at the exhaust pressure, amounting to over 88 per cent of the heat that goes to the cylinder. /JO .--«> ■Zsa JlOO XSO 400 COmT Of COAL 'N OOLLAKS A TOfV Or>t T£./^Ct£.H 4S0 Fig. 2 — Amount of Money to Be Saved Yearly by Feed Water Heating There must necessarily be some back pressure, and the higher it is the greater will be this percentage. riiis latent heat, however, will all be given up if the steam is condensed back into water, and it is from this source that an exhaust steam feed water heater makes its saving. Thus with 60 deg. feed water and 10 lb. back pressure it is possible to use but about 16 per cent of the ex- haust for feed water heating. The remainder must still lie wasted until some hitherto untried method is conceived lo use it. Experiments have shown that the abstracting of 16 per cent of the exhaust does not in most cases require a reduction in the size of the nozzle to get the same vacuum in tlie front end and the same draft of the fire. Table I gives in more detail the distribution of the heat in a normal locomotive. The first column gives the distri- l)Ution where no feed water heater is u.sed and the second column shows the distribution where an exhaust steam feed water heater is used. The coal is assumed to have a heat value of 13,808 B. t. u. per lb. of coal. Fig. 3 illustrates graphically the effect of applying an exhaust feed water heater to a locomotive. It will be noted that the figures showing the B. t. u.s and percentages are the same as shown in the second column of Table I. The feed water heater is assumed to be abstracting 14 per cent of the heat in the exhaust steam. In l)oth ca.ses the same locomotive is considered and exactly the same amount of steam at the same pressure and su|)erheat is supplied to the cylinders, and the same quantity of heat is used for work at the draw bar; likewi.se the same amount is discharged from the cylinders; yet on the locomotive equipped with the pre- heater only 60 lb. of coal per square foot of grate area i? consumed as compared to 70 lb. where no heater is used, supplying 60.000,000 B. t. u. from the coal instead of 69,- 041,000, a net saving of about 15 per cent. It will be noted in this table that some changes have lieen Jvsz, 1917 RAILWAY MECHANICAL ExNGINEER 325 L. n V X I. •a V u. E (S ♦^ (0 3 X UJ V a a. 3 cr 111 V > o E o u o n c I c o 3 C o ♦• 9 t « 5 o U a: 9 k. .=« ^ made in the proportions of the heat going to different points as shown in the second column, and that the proportion of the total heat in the coal that reappears as heat in the steam is different. This is true in actual practice, as has been shown many times by tests. It simply is an illustration of the fact that the lower rates of combustion on the grate are accompanied by a higher lx>iler efficiency, which conditicm has been mentioned previously. It will be noted in Fig. 3 that a part of the heat CMning from the feed water heater is shown as l:»eing wasted, and marked as the heat required for pumping. In this case it is considered that the steam going to the feed pump is ex- hausted to the atmosphere and lost. Actually, however, the exhaust from the feed pump is generally carried into the e.xhaust steam heater and condensed, a part of its heat being recovered. Smoke Box Gases. — Irrespective of the use we may put exhaust steam to, we must still contend with smoke lx)x waste. When the great volume of hot gas passing through the front Table I. Feed water Heater ? Xo Yes Rate of firing (lb. per hr.) 5,000 4,320 Coal fired per sq. ft. of grate area (lb.) 70 60 Total heat available (B. t. u.) 69,041,000 60,000,000 Percentage of total heat to firebox heating surface.. 27 27 Percentage of total heat to boiler tubes 64.5 63.5 Percentage of total heat lost to ash pan 2 2 Percentage of total heat to superheater 6..^ 7.5 Heat in steam evaporated bv firebox (B. t. u.) 18,641,000 16,200,000 Meat in steam evaporated by tubes (B. t. u.) 27,259.000 24,900,000 Heat in saturated steam going' to superheater (B. t. u.) 45,900,000 45,900,000 Heat in steam lost through radiation and air pumps (B. t. u.t 5,400,000 5,400,000 Heat added to steam bv superheater (B. t. u.) 4,500,000 4,500,000 Heat in steam fed to cylinders (B. t. u.) 45.000,000 45,000,000 Heat used in work at draw bar (B. t. u.) 4.700,000 4,700,000 Heat lost in friction of locomotive (B. t. u.) 600.000 600.000 Meat in steam exhausted from cylinder (B. t. u.) . . 39,700.000 39,700.000 Heat in steam exhausted from stack (B. ti. u.) 39,700,000 34,200,000 Heat reclaimed from cvlinder exhaust bv feed water heater (B. t. u.) . . .' .' 5,600,000 Heat used to operate feed pump (B. t. u.) 800,000 Heat lost in sparks and gases (B. t. u.) 17,260,000 13,200,000 end of a locomotive is considered, the possibilities of preheat from this source are apparent. In ordinary practice the front end temperature is approxi- matel} 600 or 700 deg. F., while the temperature of the water in the boiler at 200 lb. pressure is 388 deg., and when the engine is working, the weight of heated gases may average two and a half to three times that of the water evaporated. The heat transfer rate frc«n hot gas to water is lower than that from exhaust steam to water per square foot of heating surface, likewise the heat per pound of gas is less than that of the exhaust, hence much greater heating surface is re- quired per degree rise in temperature in a gas heater than in an exhaust heater. It is impracticable to design either a smoke box or exhaust heater to preheat water from the tank to boiler temperature, but ample space is afforded in the front end of the modern locomotive, in addition to the space required for superheater units, to build a gas heater of sufficient heating surface to obtain a high degree of preheat, feeding by means of the injector, the preheat increasing with the velocity and temperature of the gases. As the final temperature of the feed water from the ex- haust heater is limited to a point Mow that of the temper- ature of the exhaust steam, the smoke box heater presents greater possibilities when injector feeding is practiced, par- ticularly when certain types of injectors are used which deliver the water at a higher tem{)erature than that of the exhaust steam, from and above which point the smoke box heater may carr}- on the heating process up to the limits of the heat transfer rate for that particular design of heater and conditions of operation. After utilizing all of the exhaust steam possible in pre- heating, there is still a margin of 140 deg. to 180 deg. be- tween the feed temperature and that of the water in the boiler; and to bring these temperatures closer together we 326 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 have only the waste gases to fall back upon, hence with initial temperatures lower than that of the e.xhaust steam the advisability of using exliaust steam and smoke l)ox heater in connection is clearly evident. The practical limit of preheating feed water by means of smoke box gases is that of the boiling point, which at 200 11). pressure is .nS8 deg. F. If a front end heater is used indcix^ndently and not in combination with an exhaust steam heater, assuming an initial feed water temperature of 160 deg., the feed water offers the possibility of absorbing 228 B. t. u. per pound. If we assume an evaporation of 7 lb. of water jier pound of coal, there will be offered an oppor- tunity of absorbing, roughly, 1,596 B. t. u. per pound of coal, or approximately 50 per cent of the heat of the gases passing out through the stack. This recjuires a greater heat- ing surface than is obtainable in the ordinary smoke box. due to space limitations. It is apparent that the higher the supplementary unit conforming to the baffle and table plate which are not removed. This unit consists of two headers connected by means of curved tubes, so arranged and con- nected as to allow a circulation of water through the sup- plementary header D into tubes G, into header E, thence into the boiler. This modification increases the heating sur- face and permits accessibility and easy cleaning of all parts. In some respects this arrangement is similar to that developed by F. F. Gaines, superintendent of motive power. Central of Georgia Railway. Smoke box heaters of this type are being constructed for test by the committee, both for road ser\'ice and in the railway testing plant of the University of Illinois, the results of which tests among others will be available for publication in a subsequent report. Auxiliary Heater — Type B. — An exhaust steam preheater is contemplated as an auxilian- unit in connection with the front end heater, as in a former series of heater tests,* tin's -»/r A, B, D. E and F are cast steel headers. C and G are 2-in. steel tubes lieadeil aiui welded to the headers. H .inil K connect with the branch pipe from the left injector. M and N connect with the boiler check. Fig. 4 — Smoke Box Feed Water Heater percentage of the available B. t. u. in the gases absorbed by the preheater, the greater is the efficiency. TYPES OF LOCOMOTIVE FEED WATER HEATERS Locomotive feed water heaters may be classified in three types, with varied design and structural detail which will not be dwelt upon in this report. These types are as follows: (a) Waste gas t}'pe. (b) Exhaust steam or surface condenser type. {c) Exhaust or open heater type. Smoke Box Heaters — Type A. — A smoke box gas heater was developed for the purpose of experiment by this Asso- ciation in connection with the discussion of this subject at the 1914 meeting.* It is essentially a water line smoke box and diaphragm. A modification of this t>'pe heater is being developed as shown in Fig. 4, the shell and flat plates of the diaphragm being supplanted by a series or system of tubes terminating in the manifold headers contained within the smoke l)Ox, providing a continuous circuit from header to header in a circumferential direction around the inside of the smoke box. This section of the heater is connected to a • Paper by Munro B. Lanier — 1914 Proceedings. unit being illustrated in Fig. 5, and is designed for appli- cation to the boiler feed line between the injector or pump and the smoke box heater, placed under the running board on either side or both. The water to be heated is admitted into compartment 2 of header A. Exhaust steam from the ex- haust passages of the cylinder and from the air or feed pump is admitted at openings 3 and 4, passing around the tubes. Exhaust Steam Heater — Type B. — Of Type B one of the most efficient exhaust steam heaters is illustrated in Fig. 6. This is an independent unit, fed by a pump of special design. This construction is known as a spirally corrugated film type heater. It consists of two spirally corrugated copper tubes, one placed within the other, so as to leave a space .>/16-in. wide between the two tubes. The water to be heated passes between the tubes in the form of a thin film, and the exhaust steam that is being condensed reaches the outer surface of the outer tube and the inner surface of the inner tube, thus placing the film between the two heating surfaces. A new type of heater is being developed along these lines by the same engineers, which will permit the condensing of the same quantity of steam with less frictional resistance through the heater. June, 1917 RAILWAY MECHANICAL ENGINEER 127 Open Heaters — Type C. — Open heaters with direct con- densation of the steam into the water is probably the first development of the system of preheating. Direct condensa- tion may be handled in two ways: First by an exhaust steam injector, which not only acts as a heater but also pumps the water; and second, by injection of the steam into the water in a heater, and then pumping it into the boiler. The most common practice is to discharge the exhaust from the pump into the tank, where a maximum temperature of 104 deg. F. may be limited by a thermostatic valve. AGITATION MfT> CONVECTION Velocity of water flow is a material factor in preheating. "Ver>' extensive experiments that have been made with dif- ferent forms of apparatus have proved that the heat transfer through a metal tube from steam to water varies with the Fig. 5— rExhaust Steam Heatei — Type B amount of agitation of the water within the tube, particularly the scouring action of the water against the tube. In other words, there seems to be no difficulty in getting the heat through the metal, and the problem is to get it into the water. The faster each particle of water is brought into close con- tact with the tube and taken away again to give room for the next particle, the faster will be the heat transfer through each unit area of the tube. HE.AT TRANSFER The heat transfer rate from smoke box gases to water seems to follow the .^ame general laws as govern the transfer from the gases in boiler tubes to water. AXIOMS OF PREHEATER CONSTRUCTION Six principles for feed water heating of all types, most of which have been confirmed by separate boards of engi- n y^fer^^ LI l—l steam Fig. 6 — A Unit of An Exhaust Steam Heater neers in France and England, cover the essential features very closely. These are as follows: 1. The apparatus should present simplicity of construc- tion and facilitate examination, cleaning and overhauling. 2. The heater should take up as little room as possible, and be of a minimum weight. .>. It sliould give continuous and certain supply of hot water. 4. Feed water should be heated by steam or gas, other- wise lost. 5. The steam used for heating should vary with the quan- tity of water required by the boiler. 6. Smoke box heaters should be placed within the path of the hot gases, presenting the smallest gas passage section practical)le without detriment to draft. BOILER FEEDING It is advisable beyond question to use a water pump in connection with exhaust steam water heaters for the follow- ing reasons, assuming that a satisfactory pump may l)e de- veloped for the rough usage of locomotive practice: It has been clearly shown that the amount of waste heat that can be abstracted from the exhaust is dependent entirely upon the range over which the water can be heated. The upper point of this range is fixed by the temperature of the exhaust steam, which naturally cannot be exceeded, and therefore the inlet temperature should be as low as possible in order to get the widest range of temperature change and reclaim the largest amount of waste heat that is feasible. The inlet temperature cannot be below the temperature of the water in the tank, but it should not be above this. Therefore it is undesirable to raise the temperature by live steam, as would be the case if an injector were used before it enters the heater. For instance, take the case mentioned above, where the injector raised the temperature of the feed water over 100 deg. by means of live steam — this would simply mean the impossibility of abstracting over 100 B. t. u. from the exhaust steam for each pound of feed water which could otherwise be reclaimed. With hot gas preheaters this does not apply, as the heat available from this source may be absorl>ed in addition to that heat supplied through the in- jector. LOCOMOTIVE FEED WATER PUMPS There are two kinds of pumps available for this service, one being a modification of the old style cross-head pump, which is simply a water cylinder, the piston of which is operated by direct connection to the running gear of the loco- motive. The other is an ordinary steam driven water pump, of which there are a large number on the market. Westinghouse Vertical Water Pump. — A water pump has been designed especially for locomotive use by the Westing- house Air Brake Company. A steam cylinder of a 9J/2-in. air pump is the propelling mechanism. Below this is the water cylinder, which is 6^ in. diameter and is capable of handling up to 88,000 lb. of water an hour. On either side of the water cylinder are large valve chambers, in which the valves are located in removable plates in a \try conve- nient and accessible manner. This pump is generally supported on the side of the boiler in the same maner as an air pump, and its operation is con- trolled by a simple tv^pe of throttle valve located in the cab. The pump has -shown itself to be ver}- efficient and is capable of handling over 50 lb. of water against a pressure of 240 lb. for each ]xtund of steam at a pressure of 165 lb. There have been several attempts made to heat the water before it goes to the pump. These attempts have l)een univer- sally unsatisfactory, and it is ver}- important for maximum efficiency and reliable ser\'ice that the pump handle cold water only. CONCLUSION Preheat is a fundamental necessity, easily within our grasp, which can no longer be overlooked. The failure of American railways to utilize preheat is an economic mistake which may be expressed in terms of millions of dollars of lost earnings to them. The report is signed bv: Munro B. Lanier, chairman; Prof. E. C. Schmidt, G. M. Basford, A. B. Appier, L. G. Plant, J. L. Hampson, O. C. Wright, and F. Kerby. DISCUSSION There have been numerous trials of feed water heaters extending over a period of many years. Difficulties experi- enced with the apjiaratus liave always led to its abandon- ment. The question of maintenance is therefore of extreme importance and in designs which are now lx?ing tested this feature has been given special consideration. In exhaust steam heaters the speed at which the water travels gives a higli rate of heat transfer by reason of the scouring action and is also effective in keeping the surfaces clean. The in- troduction of feed water heating gives promise of further increasing the thermal efficiency of the locomotive which has been brought from 3 ^2 to 8 per cent by various improvements in the last two decades. Mikado Type Locomotive Tests Pennsylvania Test Plant Results Obtained With Mikado and Consolidation Locomotives Compared IX a jirevious article* there were given the resuhs of tests on the testing plant of the Pennsylvania Railroad at Altoona, Pa., of a class E6s Atlantic type locomotive. The i)re>cnt discussion is based on Testing Plant Bulletin No. 28 (cop}right, 1^15, by the Pennsylvania Railroad Coni- pan\ ) which deals with the tests of a class Lis locomotive. For a long time the Consolidation (2-8-0) type was in general use for freight service on the Pennsylvania ; but the requirements of heavier freight trains made greater locomo- tive capacity desirable, and as larger l)oiler capacity was essential to obtain this, the Mikado (2-8-2) type was re- sorted to. This locomotive was described in the Rail'd'ay Mechanical Engineer, July, 1914, page o4,i. The same re- Ijnement of design is present in this locomotive and in the class K4s Pacific type, as exists in the class E6s Atlantics. The Consolidation locomotives in general use on the Penn- sylvania for the heavie.st freight service up to the time that the Mikado type was introduced were the H9s class. The follow- ing table gives the principal data for the two classes, and the results obtained in the test of the Mikado are compared throughout with the results of similar tests of one of the Consolidations. Both are simple engines and are equipped with superheaters and brick arches. Using 80 per cent of the boiler pressure, the calculated maximum tractive effort of the Mikado is 57.850 lb., and the factor of adhesion is 4.08. The calculated drawbar pull is equivalent to 352.7 lb. drawbar pull per lb. of mean effective pressure. It is worthy of note that with an increase over the Consoli- dation of 25.7 per cent in total weight, and of 25 |5er cent in tractive effort (the maximum calculated tractive effort of the Consolidation is 46.300 lb.), there is but 7.2 per cent increase in the weight on drivers, showing that a good weight distribution has been obtained. The boiler of the Mikado is interchangeable with that of the class K4s Pacific type locomotive, tests of which will be dealt with in a later article. The j^roportions of tin; boiler were carefully considered and the fire)»ox j>ortion forms almost one-half the entire length, while the tubes, which are of 2 '4 in. diameter, are but 19 ft. long, the ratio of length to inside diameter being 114. .\n internal pro- jection exhaust nozzle, with an area equivalent to a cir- 'Railtvay Mechatiical Engineer, April, 1917, page 171. Mikado < 'on^oiiciation Class 1.1= Clasj H9s VNc'Klit in workitiR order, total lb 320.700 .^51.(i,'0 Weight on drivers, working order, lb 240.JO0 2^3.400 Cylinders, diameter and stroke, in 27 x .^0 25 x 28 Driving wheels, diameter, in 62 t,2 Heiting surface, tiihes (water side), sq. ft. 3,715.7 JAb f.2 Heating surface, firebox (including arch tubes), s(i. ft 301.5 189.9 Heating surface, superheater (fire side), sq. ft 1,171.6 80^^ o " o < I >^' r^^ o o J> / M 1600 1400 y A » lOOO 600 1 -rf '/Sfeam \ ■ 4 -jl 1 400 200 .»» -~ - -J ^^ ES — "— us 1 1 ^Smokebox jl-4 . . 1 1 ^ J»^ r*- -a< \-td ^— » ■"* H"-] ^ Superheaf ZO 40 60 80 100 IZO 140 160 l&O Dry Coal Fired Per Hour, Pounds flirS^. Ft. of Qraie. Fig. 1 — Steam Temperatures and Temperatures In the Firebox and Smokebox termincd, 1.44 per cent. The B. t. u. per lb. of dr>' coal are 14,140 and per lb. of combustible 15,590. BOILER PERFORMAXCE riie maximum steam temperature obtained was 590.6 deg., the superheat then being 207 deg. The temperature taken o Front of D) Back . aphraffm u . □ In Firebox • InAshpan Frpnf /o \ c n y A o IV y / / Yo / Back / f ,iJ / r y y^ lo .^ / ^ ^ y 7 y / A J^ / A X 8 / y A e / 1 V ^ /: 1 ;> nf of D/aphragm IB A K Back n u a in Firebox % t, m Ashpan 1 Frpnf 16 'i f^ / ■^ / o J / ^,Z / Back %'" / ^ U 10 l' 4 A y^ j / > V A / / / / > /- y r . 1 J / y /*■ 4 > A \/ ' . \ 1 Firebox oJ / Y \ a a 1 2 ^y D lO ^ ^ -^ m^ ^ -^ 0, -H o< • - — 1 Ashpan ^ ^ —H ^ -f^ -r^ ^ K- '■^' 2 4 6 a 10 IZ 14 16 16 Equir Evap., Pounds Per Hour Per Sq. Ff. of Heatincf Surface. Fig. 3 — Relation of Draft to the Rate of Evaporation give a maximum evaporation of about 7,000 lb. of water per hour. Quoting direci from the bulletin: "Considering further the proportions of these boilers, we have in the fol- lowing table certain ratios and the maximum evaporation that it was possible to obtain on the test plant : Ratios u ■ft Clas? of 3 "* locomotive ZI 2 1 D16sb (S-wheel) '»7.7 E3sd, Atlantic 43.5 K4s, Pacific 70.2 E6s, Atlantic 61.2 Lis. Mikado "0.2 H9s-13n, Cons 64.2 K2sa, Pacific 80.3 K29s, Pacific 77.8 H9S-387, Cons 63.9 "The ratio of tube to shows a ranne of value: u a u ec -> -5 2 — (C 0"~ o — ;- n u .~ z. ^ : r- »-. .= U. - t^- U C Cf rt ■ & .5 n ^ 5-2 2 0.12 0.09 0.12 0.12 0.12 0.13 0.14 0.13 0.13 firebox heat > between 6 3 5.3 3.3 4.4 4.2 4.4 3.5 3.9 3.3 3.4 4 6.2 9.2 11.0 10.2 11.0 13.0 15.0 17.0 13.4 3 4.6 3.7 6.2 6.2 6.1 3.6 4.6 4.4 3.6 6 18.6 14.5 13.5 13.1 12.8 11.6 10.9 i |iri\i(iu» artit-K'''' ilurv w^rc i^iwii ilu n-iilt- ni" tc-l- nil till totijiu plant tifl .tlir I\ nii-\ ivaiiia l\a!!ri.atl at . . Allooiui. I'a.. nt' a clii.-f F.o> Atlantic type 1ini flistu-- it.n i- l.;''<«'il on ri>tinv' I'laut liulKtin N:i>. J.N (i <.[)yrii:ln. 1''15. \>\ llu l\nn^\ Ivania Raiirt^ad ( (ini- pany) wliiili dial- wiili tlu- ti-i- df a *la-- 1.1- liu dnitiiivi'. Icr a liiiiu' tinir tin ( nnmlitlaliun (J-.n-O) ty|ii- wa- iii L'lnrral ii-c iur iViiLiiit -ir\i»f on tlir I\iin-\ Ivania : hut tlu- rii|uiii nu nl- <;l: luaviir fit-iulit train- niadi' iircalir hmimu- ti\i I ..]»ai ik;, tii'siraf»k\ ;m(l ;t> larmr IxiiKr lajiaiitv wa- r-.-tinial to olilain tin"-, the Mikado ( _'-.s-J i t\|if was n- -orti'd t(). Ilii- loionioiiw wa- (k-(rit>».d in tlk' l\'iil:... 11k- -ainc ri- jViuiiK-nt iiu in this lomnioiivf antl in the » 1.1-- K4- I'acitli; ty|ii'. as i-xi-t^ in tlu' (la-- l.i'- .\tlantii-. 11k ( on-oiidation lotoinotiw- in L'liur.d u-c on the iVnn- -\I»ania for the hcaviv-t I'reiulu -rrviee up to the tinu' that the Xlikadt) type wa,- introdut ed v.vrc tlit H''- » la—, llie tolhjw- in?,' taMfu'ivtslhc prinupal data I'or the two i.la--i -. and the re-ults ol.laijud in the te-t of the .Mikado are ((ini|iared ihroiiudu-ut with the re-ult- of similar tt-t- of one of the ('<;n-olidati(in-. lioth are -imjtle eniriiu- and are e<|uipi>e>0 per cent of the hoikr i>re-.-ure. the calculated maximum tractive cfl"ort of the Mikado i- 57..S50 11... and the faaor of adhesion is 4.0^. The talculated drawl.ar pull is f«|uivaleiit to .^52.7 11.. drawl.ar pull |'tr 11.. of mean effei tive prc--ure. It i- worthy of noti- that with an imna-e ovi r the Con-oii- dation of 25.7 per tint in total weii^ht. and of 25 |.er cent in irattive effort (the maximum »akulatetl iraaive effort of the ('on-oli(hition is 4j>..^(Hi ||..). there i- l.ui 7.2 j»er rent increa>e in the weight on driver-. -howiiiL' that a l'ooiI wtiizlit distril.utMtn ha< heen oNtained. ••■•"' " ' '■■ '-I'm;. l-a;;. I I a loikr of the .\Iikailo i.- intercliani:ca4.k- wiilv t];,.; ., tin I la-- K4- I'acitK t\|K hiitim.tive. ii-t- oi wliich will l,e dealt with in a later artiile. The pro) ortion- .-f tl i'idit<(l and the f.rei«i.\ :-.rtiou form- almo-l one-half the entire leiiLrtli. wlitk tin :ul>e-; whiili art of 2' 4 in. diameter, are l»ut 1'^ ft. ionu.. :inr rati" of lemith to in-ide diameter l.eini: 114. Ajj .mttnuu pr< jeilion e\l);iu-l no//lc. with an ana e'|U'V<;kj)t ;<■• a ■ t'ir <1a«s l.i- 17 s .Ul. \\ \|vtrt ijir V'.rWiiis urf|; ft.* llc;iiii>u >nrf.-'i-f. total iln firv ^.ttir>.iil<- iliam«-tt i . l.l? .''a iii. .■^•11 triicattr rtiiv*-. tuinit.t-r and onl^i.U- • j 4h^. TiihfK ami ftms ItiiKili. iii. ... . ;vi.'. . .•.•. ^ .. ■ JJd.Sl ' i.i-i.a:.^,' ■ .^.ISKS'-..-' 'A.i*A7.7 ■ • ?o.n IJ ill. !«>!• ti \Vals■. .J ;",::• !':-ton U :t]>ci.utr'rt VV'.jt. Ht-li.njri ,.■<■•—;;:». .. .■• ^M..:^.. cular no//k' 7 m. in diameter, i- um(I with an 'in»-.i«lv ^X- ten-ion -tai k 5 ft. !<• in. loin,'. ta|ierinir fnin; I-^ in. in diamiur in-ion' 2'i t(( >'i jier tent of the -troke. Ihe (dal u-fd .was. riiii <■ mine, a- u-ed in freiirht -ervice on the iVnu-vlvfir,);'.. \Vitl; a heatin-j v. due I.etween l.vOOf) and 1 4..>'»C.i . Ji. ^ . .j.- -.r-.r.-]!; .^2S M 1*^7 KAILWAV MECHANICAL KXdlNEHK 329 (.1 aiKilys'i."" of ail uveriii^e sample 1.5*> per cent; nioisluro l.J(» jkt Ml. ami a.-li 9.19 per cent, with Mili)lmr, separately de- t o Temperct/t/re in Firebox _\_ • II of Sfeam in Branch Pipe X » of Smokebox o K of Superheaf r(-00 ^£00 :ZOO :coo >too '600 400 ?00 000 SCO (00 400 200 o TO ao €0 80 lOO IZO J40 leO ;60 Dry Cod Fi'-^r) Pt Hour, Pounds PerS. of coniliu-tiMe 1,^..^<'0. •.;• . . ; , • IKiII.KK I'Kkl-omiAMK ■'\:-.--. I lie mnximuni -i;ani temperature Olttained waV 590.6 dcjc::, . ■-: -uperhcal then bein.i; 2<>7 deg. Tlic lemperature taken 18 - /6 M vt3 IZ JO Front of Di Back ., aphragm ; i ! I— J- -■ □ In Firebox • In /^5hpan 1 I Frpnf ~- ' • 1 \ \f \ ■■'-. ■ ■■ 1 ■ ' '-■ 1 ' -/;■ \.X' o| t i '■■ - ^ '/ 1 1 f-:..'M.- . - ^° - ^ ' i ' ' / 1 Back ■ / \V .. '/- / 1 i ; y^ ^ '• f 1 ' / f "* \^ ~ ■ ■ G ^/ i/^ A _^ . '.y n i- 1 ' i r > /' 1 i / ^ ty^~ 1 1 1 \A r i /v ^ ^ 1 1 1 1 Firebox ■ ■•] "■ "''' .A '«> ^ i n , JU i \ • . \ J /^^ c - o 1 . . , ti i p^^^ -4 a Ashpan ^ r*- -**— •^ * ' 9 "■'• " ZO 4-0 60 60 IOC IZO I40 leo I80 Dry Coal Fired Per Hour, Pounds PerSq. Ff. ofOrafe, Fig. 2 — Draft and Rate of Firing n ilu exhaust passage slunved -uperheat in most casts, ill maximum i)eini: .S5.4 deti. 1 he iireixix and -mokeliox unperaiure.- arc shown in FiLT- 1- It will he noted that, as a rule, the >mokel>ox tiniperaturt> are Uhiw 55«t deii., in- dicatini,' tin. eflu leney of tlu- heatiniz >urfaee>. Vlu tirehfix tcnijieratures ahove J.4U0 deg.. for rate> of hrini.' ai. u>Uiil. Conihu>tion was remarkalily good and earhon monoxide in Ihe >mokelx)x gases did not exceed 0.5 per tent uihut an>' conditions. These tests showed rates of ovaptiration never before olitained on the tot plant. The draft is shown in Figs. 2 and •> in relation to the rale ttf ecHiiliu-tion and the evaporation per square foot of heating surface. The a.'^hpan air openings are inadequate, totaling 7.8 son- with tests of seven lixcmv ill ve- on the testing ])lant it is apparent that maximum evaporatiim is clo.H'l\ related to the f'ire area or the area of all the Tul>e oj)en- ings. These seven lotomotive- indicate that under normal conditions ea-h -qiiare foot of tiro area of the tulics will V lo Draff Front of Dio phr oqm V f i "1 /« A ,1 Back '/ Oh in Firebox • o * Ashpan I'll" . ,.. . * Fronf ■ IB ! ' ! J 1 :■ L ! - - r 'o .• — ... , i 1 1 i ■ r t* 1 z - :^: / - ' - A :4 ,■ . "I- . 1 ■_ ^ ; - f . . - ■- > P^ X ^ 1 ■> ■ .. i -T. ■■ ." ■ • ; . ' '■■ '■ -i r J. r.'iT & .-. X J '.\ V:.^ /c J / • t- t' ' .-■ ■*■'■.' ■ :. i A / /- . £ ■i;' / ^^ A' • . _( _ . ■■ i-. ■ - / . ■;' 4 ■■ '• JT 4 -:1 1 ..! Firebox — ■-'. '■ ^ 4- .-. '• I _ •■• .- . L ■ Z - , ■ > l. ■■' .1 E-S- «-" ■ - ■ : .^ ^^^_,^ ^^^' ■ ' r _ _ 1 ■^ S >- « r*- — r^ ^^^ •— z -^ a 10 IZ 14 :e le Eqcix Evap-, Pounds Per Hour PerSq Ff. of Heafinff Surface. F.g. -Relation of Draft to the Rate of Evaporation give a maximum evajioration of almut 7.(M»() ili. of water per liour. ortion- of ihe-e lM)iler>. we haw in ihc fol- lowing tal>le ctrtain ratio- and the maximum tvaporalion that it wa> po>si|.le lu ol'tain on the tot jdant: ■ '.-*'•'-"■' * * ■ -~ ' *' * .c . u. W| ; i> • ' . ■ .•''■•■'.'- . - ~ ■ - . ".tr ac u.z ^ ^ i- t* =• .E c z. ■?■■:■'. ■■■•■■ ■'-, "7. - *.;;- — i? / - "^ :: \:''.%:-r'''S^-^^':- '^i ■ ' '?. ■- P 1" =f ji- fl C\ii~'t>\ ■ ' ■ = '-* ■• 5 ? ^ — .^ •• > Zl y . ^ " JiiComotiVc '•"■::'... ■ J*£'. . — "S:. 7 . j- 7^ 'JL. ^ ?ri w C :■ :--•>•■ .1 ■ -> - 3 .■ > •--. ■ i. - :• 5 »• / L)i6-b i8 wiitfi)- .-.'.-; ;»:.T O.I,' 'S.3 • 6.2 AA I^.t. 197 K3sd. .Xtl.iivta- ..:..:.. .4^.5 «.W 33 J...,' .3.7 14.5 304 K4<, I'acihc ..,.,,..- 7».-. OA.J 4A U.« . (>.2 ". .vr 171 Efis, .\tl.intic ...v...^ .61.-' «j.i: 4.2 m.2 »>.J i.vl 148 I. Is Mika.K. .....v., .re.-^ ii.ij *;4 . MA 6.1 : — . ^ 163 n<«-i.'i 1. Cm.' .......r i-A.:' .1.1:; .?.5 ■ UM .y.t, I 1 .t 132 KJ^a, J'aLilic ..C...::. mi..? <1.14 S.'} )?.o -»;6 ■'"■-' 147 KJ9-, I'acilk ..';.., -.v . v 7.. "» *>.!.? 3;i 17,0 4.4 • . - IJO II9s-3.'«7, Coti-. . i »-..•.- fc.'.y 0.1? .3,4-: 15.4 -.'.6 w "The ratio of tuhe to firehox heating surfaces < column 4 f ^how- a ranire of value- hetween and 17.,. ,ajj«i-..in ^-'Is^. 4 330 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 this ratio and the maximum evaporation per sq. ft. of total heating surface have been plotted. The H9s-387 has a low maximum evaporation while the evaporation of the H9s-1311, as developed in a second series of tests, shows a normal rate as compared with the other locomotives of this group, all of which have superheaters. "A maximum evaporation of 38,800 lb. of water per hour was obtained with the improved H9s and this is 11 lb. per sq. ft. of heating surface, or 5,308 lb. per sq. ft. of fire area of tubes. This increased rate of evaporation is still com- paratively low, but considering the small firebox heating zo ^ IB I 16 6 ■ Dtesb n Passenger Coal X H4s O E6S O Lis & H9s • Hzsa ^KZ9S If H9s-3a7 1 \ \\ \ \ \ ) OJk„ N > \ \ \. > J >\ S ^, Freighf^Coal '^x > ^ S ^ k §^ I I &" 2 4 6 a to IZ 14 16 la Ratio of Tube Heating Surface to Firebox Heating Surface. Fig. 4 — Rate of Evaporation as Effected by Heating Surface Distribution surface of the H9s where the ratio of tube heating surface to firebox heating surface is 13, while for the Lis it is 11, or in the Lis the firebox forms a larger proportion of the whole boiler than in the H9s, it is evident that the H9s cannot show as great an evaporation per unit of heating surface as the Lis, and for its firebox heating surface it evaporates about all that may be expected of the design." It is evident from the exhil)its in Fig. 4, that a relatively 14 1^ II a ^^ 1 i 1 1 ! 1-^^^t *^ < ^ % ^ ^-3 ^ •^ <. *» ^ ^ ' — V S, "«^ u 3 ^v v.. ^ ■V- X V H3 5 . ^ «8r 20 43 60 60 lOO IZO I40 I60 I0O Dry Coal Fired Per Hour. Pounds PerSq Ft. of Orafe. Fig. 5 — Relation of Equivalent Evaporation Per Pound of Dry Coal to the Firing Rate large firebox heating surface makes possible a high rate of evaporation per unit of total heating surface. The advantage of the larger boiler is evident when com- puri>on is made of the coal fired and water evaporated. The Consolidation reaches its maximum evaporation at 34,000 lb. per hour, the coal consumption rate l^eing 8,000 lb. per hour; while the Mikado did not reach its evaporative limit till about 60,000 lb. of water were being evaporated per hour, with a coal rate of 12,000 lb. Equivalent evaporation per lb. of dry coal is shown in 14 — ^ IZ ^ ^.t 1^ ^ ( f^ *««*, ^--. S n V> — "O* ' n n --. (1 «i^ ^ \h9s \ 1 S Us 1 lOfiOO Fig. 7 — ^The Variation of Boiler Efficiency With Evaporation Rate 20,000 30,000 40,000 SOpOO 60.OOO yV:7fer Erooorafed, Pounds P""- Hour. tion between 3 and 16 lb. of water per sq. ft. of heatini: surface. The boiler efficiency is shown by Fig. 7. The boiler hor.-^e- power at 34.5 lb. of water per horsepower hour from a feetl water temp>erature of 212 deg. into steam at a temperature of 212 deg., ranged between 382 and 2,232. The efficienc\ of the boiler was between 80 and 45 per cent. It will be noted from the diagram how rapidly the efficiency of thc Consolidation's boiler falls oi¥, compared with that of tin- Mikado, at rates of evaporation above 25,000 lb. per hour. The Consolidation also showed a lower efficiencv at all rate- Tine, 1917 RAILWAY MECHANICAL ENGINEER 331 of liring above 30 lb. per sq. ft. of grate per hour. For the Mikado, the firing rate was between 20 and 175 lb. per sq. ft. of grate, the efficiency of the boiler, as previously stated, ranging between 80 and 45 per cent. ENGINE PERFORMANCE The indicated horsepower of the Mikado covered a range between 356 with 20 per cent cut-off at a speed of 7.2 miles I. I r ^1 o ° o Us wO HSs / / • < / r 00 o"*"" — -r» — ir"^ .^ o 'w o > 0" JT- o SOO lOOO ISOO 2000 Z500 indicated Horsepoirer. 3000 Fig. 8 — Coal per Horsepower Hour and Indicated Horsepower per hour, and 2,837 at 60 per cent cut-off and a speed of 31.1 miles per hour. The coal rate varied between about 2.5 lb. and 4 lb., the greatest economy being at about 1,500 i. hp., where the coal rate is 2.5 lb. per hp. hour. The coal per horsepower is shown in Fig. 8 and the water rate in Fig. 9. The best steam performance of the Mikado is at a rate of working of about 2,000 i. hp. The greater economy of the Consolidation is probably due to the higher degree of super- heat obtained. The steam rate of the Mikado varies between 19 lb. and 24 lb. The maximum horsepower obtained from the Mikado, 2,837.2, is greater than that obtained from any other freight locomotive ever tested on this plant, the maxi- I 28 26 zz le v^ IZ ^° o \^^ J^ 'Us >°j *-»p ° 1 rr *< r-"* ^' o-rr o H9s t SOO lOOO ISOO zooo zsoo Indicated Horsepotrer. 3000 Fig. 9 — Water Rate and Indicated Horsepower mum horsepower of the H9s class having been found to be about 2,100. On the basis of pounds of dry coal fired per liour, the indicated horsepower of the two locomotives is shown in Fig. 10. In the matter of back pressure, the Mikado shows a mini- mum of less than one pound and a maximum of 16 lb. At the maximum horsepower of the Consolidation, which was 1,800 in these tests, the back pressure is 8 lb., while the Mi- kado shows but 4 lb. at the same power. The larger exhaust nozzle of the Mikado, 38.3 sq. in, as against 30.9 sq. in. for the Consolidation, probably has an important bearing on this result. The Mikado, which has larger cylinders than the Con- solidation shows a corresponding increase in horsepower at cut-offs beyond about 40 per cent. The engines of the Mikado use from 18,500 to 26,100 B. t, u. per i. hp. hour and convert into work from 9.7 to 13.7 per cent of the heat supplied. In plotting the thermal efficiency of the engines it is again found that they are the most efficient when developing about 2,000 i. hp. DYNAMOMETER RECORD The dynamometer horsepowers reached are as high as 2,563, the dry coal fired per d. hp. hour ranging between 2.7 3,ooo zsoo %.ZfiOO I .JU I.S0O I I.OOO SOO J-^ o oX c 'Us '/ ) / >b / ° . /./'^^^ °J/ 9 ff o 4 ZOOO 4000 »0OO 8000 lOOOO IZOOO I4000 Dry Coal Fired, Pounds f^rHour. I90OO Fig. 10 — Relation of Coal Fired to Indicated Horsepower and 4.8 lb., while the consumption of superheated steam was between 20.1 and 34.6 lb. per d. hp. hour. The thermal efficiency of the locomotive reached 7 per cent. In tests of an hour or more, the drawbar pull ranged between 6,455 lb. at a speed of 170 r. p. m., or 31 miles jjer hour, with a cut- \°o A \ \) o\ W: o V X^ yus H9s - indicated by its maximum evaporation per hour, 6,990 11 . of water per sq. ft. of fire area through the tubes. The desii;n of the smoke stack and front end proved satisfactory, and with the changes in the superheater, the all-around perfor- mance of the locomotive was most gratifying, the high hor-e- power developed being particularly noteworthy. The loco- motive was designed to give a capacity alx)ut 25 per ctnt greater than the H9s. The drawbar pulls obtained, however, indicate that it gives 25 per cent greater pulls at 10 m.ji.h. and 60 per cent greater at 30 m.p.h. A large number of thu-e locomotives are now in freight service on the Pennsylvan'u. SOO lOOO isoo zooo zsoo Dynamome^r Horsepot^en 3000 Fig. 12 — Coal Consumption per Dynamometer Horsepower Hour coal consumption. The water rate for the Mikado is com- paratively high at horsepowers below 1,500, the l>est per- formance being at ai)out 1,800 d. hp. where the steam rate i.-= 20.5 lb. The Mikado shows its l)est coal performance at about 1,400 d. hp., the rate l>eing 2.75 lb. per hp. hour. It is possible to operate the Mikado throughout the speed range of the tests at cut-offs between 25 and 60 per cent of *o.ooo 30,000 \ 40.000 t ^^^ ^\ N, '^N \ \ \ ^> \J Us *5 zaooo ■^\ --^ HSs — ^-^— KINDLING FIRES IN LOCOMOTIVES* BY H. B. BROWN General Fuel Inspector, Illinois Central In order that a comprehensive idea might l)e oljtained as to the cost of kindling fires in locomotives, a circular letter was sent to the railroads, asking for information regarding; the kind of fuel used in kindling fires at terminals, tiu grate area of the locomotives, the pounds of coal used, tli.- water temperature, the labor cost and total cost. From tlu- replies to this circular, the data shown in the table was compiled. The locomotives were separated into three dif- ferent classes, one having a large, another a medium and tlie third a small grate area. In compiling the total cost, 63,000 Comparative Cost of Firing Up Engines at Terminals. Cost for Firing 50 Yearly Per Cent Each Savings for Fir- Material Size of I'sed for Grate Daily Firing. Area. Cost. Dry Shavings ^•^'"p $1.14 Mcoiuin 95 .Small 68 .Large 2.04 Medium .... 1.41 Small 1 .08 Oil Soaked Shavings Scraps. Car Shops Large $1.93 Nfedium 2.08 Small 1.40 Cord Wood . Large . Medium Small . $2.87 1.19 .70 oil Sprayed on ("oal. .Large $1.62 .Medium 1.20 Small 82 Full Oil . .Large $2.35 Medium 1.49 Small 1.09 S » IS ZO ZS 30 3S 3pe*din Mi'/ts Per Hour. Fig. 13 — Drawbar Pull Curves the stroke, and still not exceed its boiler capacity. On one test, at 18 miles an hour, the boiler furnished steam for a cut-off of SO per cent. To obtain the highest drawbar pull and at the same time its best efficiency, the locomotive must have a w-de open throttle and at speeds l>elow 30 miles an hour the cut-oft" should be greater than 60 per cent. The machine efrkiencv for the Mikado ranged between Live Coals. .Large $2.45 Mtdium 1.40 Small LIO Class Engine Once a Day. $2,326,968.00 4,847,850.00 2,082,024.00 4.164,048.00 7,195,230.00 3,306,744.00 $3,939,516.00 10,614,240.00 4,286.520.00 $5,858,244.00 6,072,570.00 4,286,520.00 $3,306,734.00 6.123,600.00 2,510,676.00 $4,796,820.00 7,603.470.00 3,338,162.00 $5,000,940.00 7,141,680.00 3,367,980.00 ing Oiice a Day with Shavings. $1,837,080.00 2,347,380.00 1,224,720.00 $5,409,180.00 $1,612,548.00 5,766,390.00 2,204,496.00 $9,583,434.00 $3,531,276.00 1,224,720.00 2,204,396.00 $6,960,492.00 $398,034.00 1.275,750.00 428,652.00 $2,102,436.00 $2,469,852.00 2,755,620.00 1,256,138.00 $6,481,610.00 $2,673,972.00 2,293,830.00 1.285.956.00 $6,253,758.00 locomotives were considered as being used on 250,000 miles of line, 10 per cent i)eing deducted for the number in shops. The total number of locomotives was divided into the three classes by assuming that 20 per cent of the total have a • Abstract of a committee report presented at the 1917 Convention of tlic International Railway Fuel .\ssociation. (lxe. K>17 RAILWAY MECHANICAL ENGINEER 333 lariie grate area, that 50 per cent have a medium grate area and that .>0 per cent have a small grate area. It was found that kindling with dry shavings was the cluapest method and the costs of all the other methods were coin[)ared with this method. In the dry shaving method, a ono-inch layer of dr}- shavings was placed on the grate first, tlun four or five inches of coal and another inch layer of drv shavings. An opening was left in the middle for the full lensith of the firebox for the admission of air to aid the c()nil)ustion and to eliminate smoke. The second method of firing ?hown in the table was similar to the first with the exoeptiou that oil soaked shavings were used instead of the ^^Tbp OfGrate.s. ^Optt^»rHQ FoLU LE-NGiTH Of Tire. Box Air. ADMiesiois. ,^ M Laver , DrySmavinGS. ^X^ ^A- Ok s" Layer, Co Ai. - LAYER, DRY5HAVINGS. Method of Building Fires with Dry Shavings dry shavings. The third method refers to a fuel bed made up of a 5 -in. la}er of scrap wood taken from the car shops, laid directly on top of the grate with a 5-in. layer of coal, an opening being left in the middle of the firebox for the full length for the admission of air. The fourth method relates to the use of a 5-in. layer of cord wood and a 5-in. layer of coal, similar to the third method. The fifth method relates to a 5-in. layer of coal with oil spread on top, an opening being left for the full length of the firelx)x in the middle of the fuel bed. In kindling fires in locomotives burn- ing fuel oil. the method followed was to use a piece of oil-soaked waste placed on top of the arch. The last method shown in the table relates to the use of live coal for the kindling of the fire. It was found that a large amount of coal will be saved oy placing a layer of shavings on the grate first, as it nat- urally j)revents the coal from falling through the grate bars, becoming ignited in the ash pan and causing its deteri- oration. The reports show that as high as 80 lb. of co;il was lost in this way and where the shavings were placed on top of the grate first, this amount was reduced to six pounds. DISCUSSION The cost of kindling fires is not generally realized and the work is seldom done in a systematic manner, due to the €raplo}Tnent of cheap labor. Shop scrap and old ties can sometimes be used and are economical and satisfacton*. The supply of shavings is often insufficient to meet the require- ment*. Air jets introduced into the firebox to eliminate smoke have given good results. PHILADELPHIA & READING MALLET LOCOMOTIVES The Philadelphia &: Reading has recently received irom the Baldwin Locomotive Works six Mallet locomotives of the 2-8-8-2 type, which develop a tractive effort of 98,400 lb. They are used on the Frackville hill near Pottsville, Pa., which has a ruling grade of 3.3 per cent and curves of 16 deg. The service consists chiefly in hauling empty coal cars up the grade and bringing loads down. They are hauling trains of .)8 to 48 cars up the grade with ease, the tonnage being about 43 per cent heavier than that previously handled by the heavy Mikado type locomotives which they have replaced. The Mallet type locomotives are also j)roving to be easier on the track than were the Mikados. These locomotives are of special interest because of the restricted clearance limits imposed. The height limit is 15 ft. and the width limit over the low i)ressure cylinders is 1 1 ft., while the width over the running boards does not exceed 10 ft. 8 in. The boiler center is placed 9 ft. 9 in. above the rail, and this comparatively low elevation increased the difficulty of working out some of the details of the design. The boiler is of the W'ootten type, which is standard on the Philadelphia & Reading. It is one of the largest Wootten boilers thus far built, having a diameter at the throat of 102 in. and a grate area of 108 sq. ft. It is designed for a pressure ot 225 lb., but in service the safety valves are set at 210 lb. The total equivalent heating surface is 7,901 sq. ft. The design incorjwrates a combustion chaml>er 46 in. long, across the throat of which is built a brick wall 26 in. high. In flanging the firebox sheets and the back head it was possible to use the same dies which were used for the Mikado type locomotives previously built by the Baldwin Locomotive Works for the same road. The fire door is single and has a width of .'5 in. It is fitted with a Franklin fire door. The grates, which are ar- ranged to shake in five sections, are operated by a Franklin grate shaker. The grate is divided into three sections by two longitudinal bearers. Each side section is operated in three groups; in the center section there are drop plates at the front and back, the bars between the plates l>eing con- nected in two groups. The ashpan has three hoppers, two of which are placed outside the frames between the rear driv- ing wheels and the trailing truck. The locomotives are fired by Street type ''C* stokers, which are handling a 50 per cent mixture of anthracite buckwheat and bituminous coal ver}- satisfactorily. The throttle is of the Rushton t>7)e, with auxilian- drifting valve. The throttle lever is placed in a vertical position on the right hand side of the cab and is connected to the throttle stem through a transverse rotating shaft. Piston valves 14 in. in diameter control the steam distribution to all the cylinders, and the valve gears are of the Walschaert type. The front and back reverse shafts are supported on the guide bearers and are bent to clear the boiler. A single reach rod, placed on the center line of the locomotive, connects the front and back reverse shafts. This arrangement, which is regularly used on Baldwin Mallet locomotives, occupies but little room and is particularly convenient on an engine where the clear- ance is restricted as it is in this case. The high pressure pistons are of lx)x form, while the low pressure pistons have cast steel dished centers with cast iron bull rings bolted on. The bull rings are widened at the lx)ttom to give ample bearing area and no extension rods are used. The forward frames are stopj)ed just ahead of the leading driving pedestals and are Ixjlted and keyed to a large steel casting which supports the low pressure cylinders. The forward equalizing beam is fulcrumed underneath this cast- ing. The forward equalization system divides between the second and third pairs of driving wheels. As there is no 334 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 room to place springs over the boxes of the first and second pairs of wheels, beams are mounted over these boxes and the frames are supported on inverted leaf springs suspended from the beams. The forward central equalizer is connected to the beams over the front boxes through a transverse semi- elliptic spring, this arrangement having been adopted in lieu of using springs over the front driving boxes. The radius bar connecting the front and rear frames is attached to a horizontal pin secured to the front frames and has a ball-jointed connection with the hinge pin. This ar- rangement, which is covered by a patent, has been api)lied by the builders to a number of recent articulated locomotives. In the Reading engines the frames are not interlocked in any- way, so tha* the articulated joint has maximum flexibility in both a horizontal and vertical direction. There are four sand boxes, two for the front grouj) of wheels and two for the back group. The boxes are placed right and left on the round of the boiler, and the bell is simi- larly located on the right hand side. Front Immper steps are provided instead of a pilot, and the equipment in this resp>ect is in accordance with the requirements for switching service. The detail parts of these locomotives were designed to interchange where practicable with those of the Mikado Outside diameter of first ring 90 in Firebox, length and width 144'/t in. by 108'/i in Firebox plates, thickness ...Side, back and crown, H in.; tube, ii in' Firebox, water space Front, 5 in. ; sides and back, 4 in. Tubes, number and outside diameter 277 — 2% in.' Flues, number and outside diameter 50 — S'A in! Tubes and flues, length 23 ft' Heating surface, tubes and flues 5,389 sq. ft Heating surface, flreboxt 358 sq. ft] Heating surface, total 5.747 sq. ft. Superheater heatinp iurfacc 1 .436 sq. ft Equivalent heating surface* 7,901 sq. ft' Grate area 108 sq. fti Tender Tank Water bott.-ia Wheels, diameter 36 in. Journals, diameter and length 6 in. by 11 in. Water capacity 8.000 gal. Coal capacity 13 tons * Equivalent heating surface — total evaporative heating surface + 1.5 times the superheatins: snrfaic. t Includes combustion chamber heating surface. GOOD FIRING The Baltimore & Ohio, which has for a number of years conducted a strong campaign of education in the matter of firing locomotives, has recently published a text book for its engineers and firemen on good firing. This book contains instructions as to the proper methods of firing, prevention of smoke and the manner in which the various appliances per- Mallet Type Locomotive for the Philadelphia & Reading type engines now in service on the Reading. The principal dimensions and ratios are given in the table: General Data Gage 4 ft. 8J4 in. Service Freight Fuel \nth. and bit. mixed Tractive effort 98.400 lb. Weight in working ordei 478.500 lb. Weight on drivers 435,200 lb. Weight on lending truck 23,000 lb. Weight on trailing truck 20,300 lb. Weight of engine and tender in working order (approx.) 630,000 lb. Wheel base, driving 39 ft. 8 in. Wheel base, total 55 ft. 10 in. Wheel base, engine and tender 83 ft. 2!/^ in. Ratios Weight on drivers -4- tractive effort 4.4 Total _ weight -t- tractive effort 4.9 Tractive effort X diam. drivers -f- equivalent heating surface* 691.2 Equivalent heating surface* -:- grate area 73.2 Firebox heating surface ■'- equivalent heating surface,* per cent 4.5 Weight on drivers ~ equivalent heating surface* 55.1 Total weight -r- equivalent heating surface* 60.6 Volume equivalent simple cylinders 27.8 cu. ft. Equivalent heating surface* -r- vol. cylinders 284.1 Grate area -f- vol. cylinders 3.9 Cylin'lers Kind Compound Diameter and stroke 26 in. and 40 in. by 32 in. Vah es Kind Piston Dismeter 14 in. ll'hc-h Driving, diameter over tires 555^ in. Driving, thickr ess of tires 3 '4 in. Driving journals, main, diameter and length 11 in. by 13 in. Driving journals, others, diameter and length 11 in. by 13 in. Engine truck wheels, diameter 33 in. Engine truck, journals 7 in. by ll in. Trailing truck wheels, diameter 33 in. Trailing truck, journals 7 in. by 1 1 in. Boiler Style Wootten, conical Working pressure 210 lb. per sq. in. taining to the burning of the fuel should be handled. A brief chapter on the elements in the theory of combustion is also contained in the book and presented in such a manner as to be readily understood by the enginemen. In the back of the book are given sixteen "don'ts"' which make for good firing. These are given below: Don't slug. Don't overload tenders. Don't overfill scoops. Don't shake grates or use the hook when it may be avoided. Don't allow pops to open unnecessarily. Don't permit a dirty deck or apron, allowing coal to rattle off. Don't knock coal off by careless handling of tools. Don't throw large lumps into the fire— crack them. Don't use blower, except when necessary. Don't permit fire to get too heavy and dirty. Don't bring locomotive to terminal with a heavy fire. Don't allow fire to die out in front of firebox, causing leaky flues. Don't bank fires and leave doors open when doscemling grades or stopping. Don't fire on green coal or any spot unless white. Don't permit banks. Don't leave firedoor open when engine is working hard. This method of instruction which shows the fireman how he ma}- use his fuel to the best advantage and the reasons why these methods should be followed, is a very good one. With the prospect of 50 per cent to 100 per cent increase in the price of fuel, every means should be taken to interest the engine crew in the economical use of fuel. The time and money taken to write and publish a book of this sort is well invested. Those roads that have not done this should give the matter serious consideration, as nothing should be left undone which will reduce fuel consumption, the cost of which is the largest single item in railroad operating expenses. V ^^^i GAR. DEPAiqMEfffi w\ .ii^.l2r^.Y. .X "-^ ~%i) THE LUBRICATION OF FREIGHT GARS IN INTERGHANGE* BY T. J. BURNS Superintendent Rolling Stock, Michigan Central The question of hot boxes, their cause, and their cure has been discussed at every railroad club, in the offices of executives, and in the car men's shanty from time imme- morial, and we are apparently no nearer a solution of the difficulty than ever, — the hot box in its recurring epidemics is still the bugbear of the profession, so to speak. Are the car men of the country to continue their assaults on the hot box situation along the old line of attack, and rest satisfied that the best has been done that can be done when the mere mechanical processes of the problem have Ijeen worked out? Is there no other action to be taken, no policy of lubrication as distinguished from purely mechanical practice which can be introduced that will help us out of the trenches? I have no intention of discussing methods of packing hot boxes, or in attempting to arrive at any new conclusions as to the best methods of performing the work in a way that leads to greater economy. These points have all been care- fully canvassed and we all have our published instructions on lubrication which are undoubtedly quite sufficient. Any further discussion at this time along these particular lines, while no doubt interesting, will get us nowhere in particular. What I would like to submit, however, is a proposition contemplating that, instead of handling the lubrication of the freight car equipment as it is now handled under the theory that foreign cars will be giVen~the same attention as owned cars, lubrication be put squarely under the M. C. B. Rules of Interchange the same as any other repair. I would propose that Rule 1, the corner stone of the M. C. B. code, be radically changed. I think the time has come when this rule will have to be changed. In its old wording it specified that the receiving line shall provide the same care and attention as to packing and oiling that it gives its own equipment. This was a good theory in its day and in the infancy of car interchange perhaps it served its purpose. But with the tightening up of supervision and the development of lubrication economies some mistaken policies have crept in. I feel I am violating no confidences when I say that it has become a part of the disposition of the receiving line to use only such of its lubricating materials as is absolutely necessary to carry a car over its own rails. I fear we are all more or less tarred with the same stick. Why? Simply because of no compensation either in labor or ma- terial for work performed. The result is that the foreign car long off its own rails, running from pillar to post with only such spasmodic oilii^g as is absolutely necessary at the time, eventually develops a hot box and a new brass i? necessary, or perhaps a change of wheels. In our passenger car service where we have the equipment in our own control we repack periodically, but on our freight equipment just because a car is out of our hands we leave it to its fate. Why is it not as necessar>' to repack freight equipment as *A paper read before the Central Railway Club on May 11, 1917. passenger equipment? The freight car journal box and its contained parts, the journal, the waste, and the oil are not of another world, they are of the same physical nature and subject to the same physical laws. Obviously, if we are to expect anywhere near similar performance from the two branches of the service they must receive somewhere near similar treatment. The answer is easy; attend to the pack- ing. The only way this ever will be done will be by in- serting in the code a rule that will meet with the necessities of the situation, by putting a premium on the work, and by paying for goods delivered, — just as you have done in your repair schedules by inserting a price that makes it an in- ducement for a foreign line to help maintain your car and keep it in operation. In other words, institute a system of periodical repacking and reoiling of the freight equipment of the country at large, and by that I mean all the equipment both of railroad and private ownership. Right here I may as well anticipate the private car owner who will surely rise up in protest. The private car lines who are doing their full duty are not aimed at. If they will do their repacking as they should and guarantee their work by the stencil on their cars, that is all that will be asked of them. The private car owner is surely concerned in the continuous and successful movement of his car equally with the handling line, and one of his cars cut out or de- layed enroute is an economic loss in which he has to par- ticipate in the final analysis. I only ask that they agree that a fair compensation was due the railroad company that repacked their car and stencilled on the car the necessary data. All that I have said about the private car owner applies with full force to many of our railroads, and in all fairness to the private car owner we will have to admit that many of them now recognize the importance to themselves of proper lubrication of their equipment, doing work at their own plants that some of the railroads might do well to imitate. There are, however, unfortunately, some private car owners who make no pretense whatever as to the care of journal boxes, and I have this moment distinctly in mind one plant I visited recently where the man in charge took credit unto himself that his expense along this line was nil, and the only oil or waste supply in the entire yard was in a barrel that was used as a receptacle for old packing from destroyed trucks — and here again I may interject that there are some railroads of the same nationality, roads that deliberately "un- load"' on the receiving lines. Xo calling together for educational purpose? of our car oilers, no lubrication experts traveling over our line, no post- ing of blue prints, no instructions to our men, no technical discussions as to journal weights, designs of packing hooks, viscosity of oil, etc., will get us any farther on the high road of broad efficiency in lubrication matters than we now are. If we are looking for further progress in these matters we will have to work away from the idea that unrestricted car movements can be properly cared for by a restricted policy of any kind. The details of the scheme of periodical reoiling and re- 335 RAILWAY MKlHAMlAL LXuLNKKK Vol. 91, X,,. r(»!;m to i>l;ui' >|irii)t:~ »ivrr tin- 1 (i\r> of tlu- lir^t ;in(l mhoii I jMir> of wlifcls, bfaiiih are niouiiKil uvlt tlic.-c l.uxc- .iiid llic fniniL'S art- >ui>portc(l on invcrti^l k-af ^I)ring^ Mi>in.ii(Uvl from the l'tam>. Tin.' forward iiiural c over thi front Ihim-. throuirli a tran->ver>e >rnu- elliptie sjirinu. thi.'^ arranu'inunt liavinu larn a(lo|iti>l in litii (tf u^inL; -|>rinL:< over ihi' front drivinu l)o\c>. The radius l»ar « oniuctinLr tlu- front ami rear fraini-?? i.-s ' attached to a liori/ontal |>in -ci urid to thr front frainr> and lia.-' ii l)all jt)iiUed it)nneetion wii'n thi' hin^e pin. Ilii- ar- ranyement. whiili i.- eoverccl liy a |»atiiit. has hern applied hy llic liiiildtrs to a minihcr of rcunt artiiulatcd lo» oni the franie> are not interhkked in any \\ay» so ilia" the artieidated j«)int has nia.xinunn l1t\ilpilit\ in hotb a horizontal and vertical dirtrtion. There are four sand lioxi-. two for the frtJiit L:roiip of wheels and two t"or tlu- liaik uroup. 1 he hoxe* an- plaied rii^ht and left on the round of thr hoikr. and the hell i> -inii- larly 1(m ated on tlu- ritrht hand -idi-. Iront lannpir ^tip- are provided in>tead of a |>ilot. and tin- t<|uiiinunt in thi~ resj>eet i> in aceordaiue witli the ri(|uirenHnt> for >\\it«liinL' serA'iee. . ■ The iietail part> of tlu>v lot (jnioiiv*- Wrri e ot the M'kado ( )ut'ii!e di.'iiiii trr ff fir^t liirp I'irL-Iio.x, IciistI' aiul w'.dili . . I'jrt'box jilatis, tliicUrc--. . . . Firebox, water space 'I'trbes, iiiiinbcr ati'J ont~i«lc , Iciiviii ,., HeatiiiR siirfare, tii'nT. ami fliw*.- . .'. . . ', lli-.ilii.K surfuit', •irtboxf ,...-..<.•. i. . IltMtir.jj SI rf.-.re, tc.t.-.l. . . . . .'i. -i. . .;. . .S\ii;ii htTitcr liealiiit' .^iirfjici- ..;..•.;,•. I!il"ivaitiit lic::ti«c ;Tnrfav<:'' ......' C'lrate area ........... .j , ._V7- ...50 .-.;.;... . . .. ;. . . . . ; A'44U ill. by lOS i .Side. 1-ark and *-rii>\ti, 's.JH. ; tulic, ^« J"ri)til, 5 ill- : .; ..7,'JOl s-i. ■4..UI& f.' Tf.iul'i- T:illk .....>....._.... W heels, di.iineier , , ; .■.•,.'. '. 'i .'. .', 1iinri:al>. ili.ninttir "stptV ViiRf'*'. Water ra|sTi-it.v .' ..,.'. C'i>al e.'ij'acity ...,..; . . ... ', . ;. .. ; .■; .Water bi.tv ...,". ...... .V> . .;6 in. li>- 11 ;..'... .. .S.OOii 1. .;>-.. 13.t f.4 * K<|i)ivalrnt bc-,-itinp >-nffat.e ~ ttit";,!' eV;'.|"t»raUvf beatifip MTrface + nnu- the siijn rluatini' -iirl'a<». ; • t lijcJudci conibost.itu: thaiiilitr luaiitin surface. GOOD FIRING ;: - I lie lialtiniori. ik: Ohio, whieh h;\< for a niunl^cr of yeai-^ londutted a stroni: uiinpaiun of edueation in the matter f ;' firing loeomotives. has reiintl\ puhlished a te.xt book for hi eniiiiu-er> anlrut ti«;n> a.> lu the ]>roper methods of t'lrini:. prevention of -moke .ind the maniur in which the various appliances pcr- Mallet Type Locomotive for the Phllndelphia & Reading ty{)e emrines now in >er\ it e u]\ the Readintr. Ilu- jirineipal dimension- and ratio- are -livin in the tal>le: fievcrai pj'rii \\ h« el base, diiv in'-- . . . ,. i-i ..■.;•.■: .•..,. ^ . ; ... . . ;.. ... .' ^_. . . W lire! li.'t.'-e. tDt.il ....■.;. .■.,,»'. . ••! .i . . .'..^.. . , t. ,* . . . . \\ heel bas><, .ciijijiu- ;ijp.!..4«.ii»tt»r.,y.4'.^.;.i,'.".. . ..;....'. ; - - ,'.. Ratios ■■■■ !>. \Vcicht on dri\ •■.rcttVc •iTort...:*..-. .:.... Tgt.-d Aifirht -;- .p i'MV tit<»rt:. ,.■.■..■-,.■.•'■.".., ......... Traeiive effur! v iliani. drivers .!- e<|nivalent beating. K'juiv.ileiit heritinii ►nri:ice*. ->- «rati- a>ea._ Kitebox btatinaMirt";rt'e :• e"i"i^''di «t lieatii'v siirfai-e. W'eiclu on driver^ •: ei(ati\ alt it ln;iiitiK -'irface* . . . . Total weight -:- eiiuivalt nt iu-.ttitti? snr(ai"e' -•• . «■.,• ...» Viiliiine e'l'iivalf^nt sintnle cviMldei's. . ; . . . . ...■.....'-..»., Kqtiiv.TJent heatinu 'tirfaee' -:- yt.'). c> liniler-'. . . ..; firate area I'fd mlini Kind l)iaiiittcr and >trr'Vc. Ki';d .'. . .1. .;. . ]>!;.nie"cr . /. . . QltH-lcra - ;.V:Vj .Hft.v/5 :<..4ii Iiriynir. 'M.'n'itir ovcr_ tin '-:,...> .~. :,. .■.."... . piivitik', thickre-> nt . tirv«. . . ...... ..:.,. . , . . . r>rivi,Mv,' joiirn:!-. irai:;. ilianicter anil U'tiul'i.. Driviha: jouri:aI-. rtlivr". 'liavieter ami leiivtl). Ftipitie tritck wheels. Uiameter Kiiciiie truek. inn- nrils Trailitx!? truck \\ hee !-. iliani(,ier . ...... ...... . Trailiifff truck, jourii.-|I<-.-; , .;. .• ,> .-. .•.; .... * ■. . ,'. , -.■,■ :, : Btoilir Style . V , .■ .■-'. ')■: ■ ...... .: . ^v . Woriiit^j' p"ri.s'.4O0 lb. , . 47X.5i''i lb. »..- '•' •■-• ^ •'• 4.;.';.jiMi .-•ii..?"0 lb. lb. lb. N.') . *, 6.50,000 '9 ft. f< lb. in. . .' . . t , ..-.^ ft. 10 in. t •' ^ ;.• ► .< u: 2'', m. :\ ' ''• v.. 4.4 , , ^ . 4.^ •^urfm'i * * * ......691.2 . ^ , , ..... 7'3.2 ' Vvr V*i tit A.S ^ , ..... .S.S.1 , , <■* t.0.6 • !•*>. . ^ :r.s cii. ft. >. • ii ■ • , , -'84.1 ♦ • i •/ ,. . • • 3.9 . .vtri • • .Comiiound 4' ■ in. . ... . . . . ...3', in. 11 Ill . by 13 in. t • r • • »11 111 . by 1.. ■iS in. in. ./ in by 11 in. . , , , ....33 in. • • » . . ./ in by 11 111. ... . Wnntteii. conieal . .Jl'i lb. ler sfj. in. laiunir lo tile linrninu of tin fuel -iiould l)e handled. A liriit chaptiT on the eknii nts in tlu' theory of eonihustion i? al.-o contained in the Ixxik and jire-eiited in such a manner as to I>e reatlily under.-tood hy the eniiinemen. In the l>ack of the hook are ijiven .«i\teen ""doirts" which make for good hriiiLT. Jhese are iiivcn lielow : ; r]-;;-. ;;: C i '• ■^. ~ -; • .; r 1 ^'Ti't !-lwti- ■. ' J ■''■., " -' ,. - ■ ." , U'lli't c.verb'.'id t-. r.Mev-. . .-:■ '■•■''. " "- - " ' "• ' •■ D'ln'l iiverlill -c<>r iir.e the br>>>k wben il li.a-y he avoidcA'- • ,; '■. Ilon't allow pops to -open iii'ineee->-;irily. ', '•. 1 )'>ii't p< r:iiit a duty iK ek or apr<«ii, allow iii;> e.>al it» rattle off; .• Ii'iii'i knoek coal oif by cari-le-s hundliiii: i>f too]..;. ; '■'.:■ ^. . l>on't throw large lumps into; the fire crack" thcmV ' .... ' I •oii't it-e blower, i xci pt wlieti miessaiv, ■ .'. ;...-•■ I )oii t periiiit bre to net toJi bei^vy and dirty../'. [.-'-■■.'.'. ■'•■' I'.'M't briny loeuiiuitive' to teriiiiiial «ith a heavy 'life. l>"tri cdlow fire to die out- in front oi firebov, eali.-iiij.' leaky fines. I'l'ii't bank fires, and leave dt.>urs t>i>eii wlte«i tkseeiiiiiiig ^rrades ctoppii(ij. •• .:, - ■ ': '\ '.:..' Uiiii'l lire loi jjreen vi>al Or a*iy spot iicile-s-^ wtjite. jloirt permit bank'-. •.■-•..-:; •.'■...'• Moii't liave findiM.r p,pe:l when eiijiir.e is ViirkiiiB baril.^- .-•.'■-■ . I hi- method of in-tru(tion whidi slums the fireman how- lie may u^-e his fui-1 to the he-t advantage and the reasons why tlii'M' nuihotls should l»e followid, is a very yood one. With the pro.-pect of 50 j)er cent to 100 per cent increase in the prite of fuel, every means should lie taken to interest the engine crew in the economrcal use of fuel. The time and money taken lo write and puhlish a liook of this sort is well invested. 1 h<;-e road- that have not done this should s^ive the matter serious lonsitleration, as nothing should he left undone which will reduce fuel consumption, the co.-t of which i- the largest single item in railroad operating e.xf)enses. THE LUBRICATION OF FREIGHT CARS IN , INTERCHANGE* BY T. J Bl HNS Superintendent Kollinit Stock, Michigan (i^ciilral 1 Ik- (|U(.'Sti(jii 1)1 hot hoxcs. their taiiM-. and ihcir cure 1ki~ lAt-n disiusscd at every railroad clult. in the offices of , -vutives, and in the tar nun's shanty fnmi time ininie- nmrial. and we are apparentl}' no nearer a >()luti(in of the iliifKulty than ever. — the hot l»o.\ in its reeurrinL' e})ideniie> 1- >till the hunhear of tlie ])r()fes>ion, m) to sj)eak. Are the i.ir men of the eountry to continue their assaults on the hot liKX situation aloni,' the old line of attaik. and rest satisfied that the best has been done that can be done when the mere nH'(hani(al processes of the problem h.ave lieen worked out.' i- there no other action to be taken, no policy of lubrication .1- distinguished from purely mechanical jtractice which can ' introduced that will hel|) us out of the trenches? 1 have no intiiition of diMU>siny methods of packini; hot i\es, or in attempting to arrive at any new conclusions as I" the best methods of performing the work in a way that leads to iireater economy. These j)oint- havi' all been care- fullv canvas.>-ed and we all have uur {)ul)li.>-hed instructions M lubrication which are undouljtedly quite suffii ivnt. Any irther discussion at this time alont; these particular lines. V. iiile no doubt interestinsz, will t^et us nowhere iii |)artiiular. \\ hat I would like to sultmit, however, is a proposition ntemplatint: that, instead of iiandlintz tile lubrication of ti)e freight car e(|uipment as it is now handled under the liieorv that foreiun cars will be giXen'the same attention as "Uned cars, lubrication be put .scjuarely under the M. ('. li. I'ules of Interchange the same as any other rejiair. I ' Lilil propose that Rule 1. the cciriur stone of the M. ('. li. code, be radically changed. I think the time has inie when this rule will have to be changed. In its old ording it .-pecified that the receiving line shall ])rovide lie same care and attention as to packing and oiling that • gives its own e(|uipment. This was a gocxl theory in its :;iy and in the ijifancy of car interchange perhaj)S it served t~ purj)ose. Ikit with the tightening up of su])ervi-ion and he development of lubrication economies some mi>taken Milicies have crept in. I feel I am violating no confidences \lien 1 say that it has become a j)art of the disposition of he receiving line to use only such of its lubricating materials > is absolutely necessarv to carry a car over its own rail-. I ( ar wc are all more or Uss tarivil with the s.mie >ti( k. Why? '>imply because of no comj)en>ation either in labor or nia- :< rial for work performed. The result is that the foreign ir long off its own rails, running from pillar to post with Illy sut h spasmodic oilii.g as is abscolutely necessarx at ih'- time, eventually develop- a hot box and a new brass i- necessary, or perhaps a change of wheels. In our passenger car service where we have the e(|ui[)ment in our own control we repack periodically, but on our freight e<|uipment just I't'causc a car is out of our hands we leave it to its fate. Why is it not as necessary to re[)ack freight ecjuipment a? *.\ |i;ii n n-ail before tliL- ('intr:il Rnilw.iy Clul. (.n M;iy II. 1917. DEPAiq^cms [la.-senger e<|U'pmciii ? The freight car journal bo.x anil its contained parts, the journal, the waste, and the oil are not of another world, they axe of the same jihysical nature, and .-ubject to tlu- same physical laws. Obviou>l\. if we are to cxi)ect anywhere near .-imilar jK-rformancc fn;m the two branches of the -er\icc- they must receive ximewhere near similar treatment. 1 he an-wer is easy: attend to ihe ]»ack- ing. 'The onl\ wa\ this ever will be done will i)e b\ in- serting in the code a rule that will meet with the neie>sities of the situation, by jaittinu a ]>retnium on the work, and by paving for goods delivered. — just as ytm have done- in \our repair . maintain your ear and ke-ep it in operation. In other word-, in-titutc- a system of periodical repacking and reoiling of the- freight e<|ui|»ment of the countrx at large, and by that I mean all the e-cjuipnient both of railroad and private ownership. Right here I may as we'll antic ipate the private car owner who will surely ri-e up in f»rotest. The private car lines who are doing tlii-ir full duty are n«rt ainieil at. If they will do their re'packing as they should and guarantee their work by the stencil on tiieir cars, that is all that will be aske'd of them. The private car owner is surely coiuc-rned in the continuous and successful movement of his ear equally with the handling line, and one of his cars cut out or d<*- laved enroute is an economic loss in wliich he has to jwir- ticipate in the tlnal analysis. I only ask that they auree that a fair compensation was due the railroad compan\ that rejiacked their car and .-tencilled on the car the necessarx data. -^ All tliat I have said about the private car owner apj)lies with full force to many of our railroads, and in all fairne-- to the private ear owner we will have to admit that many of them now recognize the importance to themselves of proper lubrication of their- ci|uii)ment, doing work at their own plants that some of the- railroads might do well tc* imitate, riiere are. however, unfortunately, scjme private car owner- who make no [)retense whatever as to the rate of journal bo\e<. and I have this moment distinctly in mind one plant I vi-itetl recently where the man "in charge took » Te-elit untc;, him-elf that his expen-e along this line was nil. and the only oil or waste supply in the entire yard wa- in a l»arrel that was used as a receptacle for old packing from destroved trucks-and here again I may interject that there are some railroads of the same nationality., road- that d< libc ratclv **un load"' on the receiving line.-. v' '- Xo calling together for eclucational purpo-es of our car oiler-, no lubritation expert- traveling over our line, no jMi-t- ing of blue |)rints, no in-tructions to our men, no technical discussions as to je»urnal weights, designs of pac king hooks, vi-co-ity of oil. etc.. will get us any farther on the high road of broad etViciency in lubrication matters than we now are. If we are looking for further progress in these matters we will have lo work away from the idea th,it unre-trieted car movements can be properly cared for by a restricted i>olicv of any kind. - r rile details of the scheme of j.eriodical reoilin<» and re- O.l."^ 336 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 packing, it is not my pur|K)se to outline in this paper. These matters can he more satisfactorily handled by a competent committee. In general, however, I would suggest that all bo.\es be repacked say once a year, date of repacking to be suitalily stencilled on the body or trucks of the car, a rule covering the matter together with a proper charge and with suital)le specitications as to methods to be followed, to be incorporated in the M. C. B. code in its proper place and, as mentioned earlier, the re-vamping of rule No. 1 to cor- res[)ond. I fully realize that my position in this matter will be attacked. However, I wish to start a campaign of publicity. I am confident that the day will come when a plan of this kind will go into effect, and it may come much sooner than any of us e.xpect. In the great transportation scheme of the United States why do we satisfy ourselves with a localized treatment of a problem that effects nation wide commerce? If our rail- roads were all sul)ject to one general supervision how long would we be allowed, in handling our transcontinental traffic, to work under a lubrication plan that boasts of no system, is intermittent in its application, and inefficient in results? The problems that have to do with car supj)ly, mileage, per diem, even M. C. B. repairs, have all been worked out or are being worked to a point that will meas- ure up to the ol)ligations of the carriers to the traffic of the countr} , and yet we car men sit supremely satisfied with our local, cramped ."System of lubrication. If we are unable to see the light ourselves I very much fear it will be pointed out to us. Definitel}- and finall\, what I have to propose is that the Central Railwa\ Club take this matter under advisement, and whip the matter into shape in time to present it to the authorized committee of the M. C. B. Association for incor- poration in it- Rules of Interchange at the 1918 Conven- tion. cars have proven successful in heavy train service. Hw- ever, it is possible to construct a 50-ton wooden gondola car so as to be reasonably free from failure, but experiments covering a period of several years have demonstrated tlie following necessary changes in design: OriKinal. Final. Description. Area of wooden sill-.. Truck centers OverhanR Diameter of truss rods Number of truss rods 441 sq. in. 30 ft. 5 ft. IH in. 4 425 sq. in. 28 ft. 6 ft. ly* in. 8 Knd sills 8 in. by 15 ^j in. 8 in. by 15 in. ai ■ 1 = in., 40-lb. chann,! Draft sills Wooden Cast steel draft rtrni or two 8-in. 16 '4 -lb. channels with a top' cover plate 20 in. by K in. Cubical capacity 1,008 1,200 Ti uck w heelbase 5 ft. 6 in. 5 ft. 6 in. Light weight 35,000 lbs. 39.000 lbs. Most 50-ton steel coal cars have a cubical capacity of 1,700 cu. ft., which gives a rating of 59 lb. per cu. ft. of loading WOODEN FRAMED FREIGHT EQUIPMENT CARS BY M. D. By reason of the present situation in the material market, most of the railroads are confronted both in the purchase of new rolling stock and in the repair and maintenance of existing freight equipment cars, with the j)roblem of not being able to obtain rolled steel shapes, plates or castings in sufficient quantities to justify a suitable shopping program, apart from the fact that the expense involved presents a most serious problem. Good judgment and a true knowledge of ojxirating condi- tions must apply in the selection of an econcanical policy with regard to each separate class of car which is to be considered. In the reinforcement or rebuilding of cars having a rated capacity less than fifty tons, as much serious study is not required as that necessary on equipment of fifty-ton capacity, as in the past the average car of this capacity has not proven to be of equally good design as those having less rated capacity. A detailed study of the heavier equipment shows that in many cases the designers of this equipment have thought it necessan.' to provide only a truck of larger capacity and leave the body as it was, expecting it to with- stand the more severe operating conditions to which it is subjected. This has been a great fault with this equipment and is responsible for a large number of failures with an undue increase in maintenance costs. Wooden framed box cars having a capacity exceeding 40 tons are not generally considered desirable, because in order to provide reasonable cubical capacity for certain com- modities, such as oats and cottonseed, it would give a very much unbalanced structure, the height or length of the car being excessive. Ver\' few designs of wooden 50-ton coal Section of Underframe Showing Final Design for 50-Ton Wooden Coal and Ballast Cars level full. On the above basis we obtain 1,200 by 59 = 70,800 lb. and twenty per cent for heaping we have 84,960 11). With clay, gravel, stone, bricks, etc., it is possible to load the equipment to capacity. If practical operating data is worth anything, it is cer- tainly useful for comparative purposes, and should be used to arrive at definite limits to be followed in practice. In times like these, the mechanical department should conscien- tiou.sly state the limit to which it may safely go in economiz- ing in design and material. If a wooden coal car of large capacity is to be built, it is admittedly a mistake to allow £nd Sills : Draff Silts : Original -3x IS^ Ong/nal » iVh/fe Oak Final 'd'xiS'and Final'Confinuous Channels ZS)3'xie.ZSLb.PerFtlfffh IS- 40 Lb. C ?o'x!^'top CorerP/afe or CasfSfee/ Draff Arm i._ Inside Lengfft'379' ^ r "' ~ " 'Inside m'dff? • 3'6 ~ '\ K 7'0-----^ Civssfies-9Ji: i< Truck Ctnftrs-Originah 300 Final =28 -H [< Lengffi OyerFndSills -400' ♦) Original Oesign'4'Sil^Diam. Bolsfer Builf-Up or TrussRods: fr,„„f Design -8'S>i'^'oiam. CasfSfeel Diagram Showing Outline of Original and Subsequent Design of a Successful Wooden Coal Car, 900 of Which Are Now in Heavy Trunk Line Service some of the sills to be eliminated and thus weaken tlie car, to provide for the application of drop doors, for the car will sag at the center and cause the doors to bind, making them ultimately useless. The purpose of this article is to call attention to the fact that the 50-ton wooden car is a compromise under the exist- ing conditions and when built it must be developed along very definite limits of design. It should not be complicated with mechanisms which are obviously applicable only to equipment constructed partly or entirely of metal when its framing has been developed to work as a unit. < Santa Fe Double Deck Stock Cars Movable Upper Deck in One Section Is Easily Raised; The Gars Are to Be Used for a Variety of Purposes THK Santa Fe has had in use for over one year 500 stock curs which are of interest on account of the fact that thev include several innovations in stock car construc- tion. The chief feature of the cars is the movable upper deck, wiiich rests on a l)elt rail, and can be raised by an arrange- ment of chains and winding shaft when the car is to lie used as a single deck car. These cars, which are known in the rail- road company's classification as the Class Sk M, are of 80,- 000 lb. capacity and have a light weight of 47,000 lb. The length inside is 40 ft. and they are 40 ft. 11^?^ in. long over the end sills and 4,> ft. P'-s in. long over the couplers. The of the bo.\ girder type, the sides being of pressed steel '4 in. thick, spaced 7 in. Ijetween the webs. The Ixxiy lx)lster cover plates are 14 in. wide, the upper plate Ijeing '2 in. and the lower 7/16 in. thick. Under the center of the Ixxly ImdI- .ster is a vjii-in. shim extending a short distance l>eyond the center sill channels, under which the drop forged center j^late is riveted. A cast steel filler is placed between the center sill channels at the bolsters. The end sills are of 10-in., .>0- Ib. ship channels, with 5/16-in. end sill cover plates extend- ing the full width of the car, connected to the under side of the top flange of the end sill channels and to the side sills. - AO'll^Overfnd Sills - Elevation of Santa Fe Stock Car with Movable Decks inside width is 8 ft. 8 in. and the width at the eaves 9 ft. 63/2 in. The height from the rail to the top of the brake staff is 14 ft. 6 in. and to the top of the running board 12 ft. 6 in. When the upper deck is lowered the distance from the floor to the bottom of the upper deck is 3 ft. 7 in., and there is the same space between the upper deck and the underside of the carlines. With the deck in the raised position the dis- tance between the floors and the under side of the deck is 6 ft. 10 in. The car is designed with .'iteel body framing, the sides forming trusses which carry the load, the center sills taking the buffing stresses only. The center sill is composed of two 12-in. ship channels, weighing 35 lb. per ft., spaced 13 in. from web to web. with a ^-in. cover plate 24 in. wide ex- tending the entire length of the sill. The bodv bolsters are There are two main crossties of pres.sed steel J4 in. thick, with a 6-in. by ^g-in. cover plate on top and a 6-in. I>y 7/16-in. cover i)late on the Ixjttom. At each crosstie a pressed steel filler is placed between the center sill channels. The crossties arc located 3 ft. 6 in. from the center of the car and with the end sills form auxiliary supports for the side fram- mg, the main load being taken by the body lx)lsters. There are five small crossties of 5-in., 6.5-lb. channels, connected to the side sills and center sills l)y short angles. No spacers between the center sills are used at the small crossties. The floor supports are 5-in., 6.7-lb. Z-bars, extending between the bolsters. The sections are supported on the small cross- ties and fastened at the ends to the body bolsters and main crossties. From the 'bolsters to the end sills the floor is sup- j)orted b} 4'_.-in. by '4 -in- flat bars and by diagonal braces Z^', 338 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 -SfH'— Cross Section Showing the Deck Operating Mechanism Steel Underframe for Santa Fe Stock Cart JlNE, 1917 RAILWAY MECHANICAL ENGINEER 339 of 5-in. by 3j/^-in. by 5/16-in. angles extending from the sides of the end sills to the body bolsters. In the trusses which form the sides of the body frames the po-ts and braces have been fastened to the outside of the side sill^ and to the inside of the side plates, thus reducing the eccentric loading of the posts and braces. The side sills are flanged and extending out from the end posts Syj in. The end of the roof of the car is formed by a /4-in. plate 2 ft. 1 7/16 in. wide, riveted to the side plate angles and to the flange of the end plate. This roof plate is reinforced with three 3 -in., 4-lb. channels, to the ends of which are fastened supports for the ridge pole and purlines. At the inside edge Detail of the Top End Connection for the Santa Fe Stock Cars 9-in., 20-lb. channels, extending between the end sills. The side posts and braces are of Z-bars %. in. thick, with 3-in web, weighing 6.7 lb. per ft. The door posts are also Z-bars, 5/16 in. thick, with 4 1/16-in. web, weighing 10.3 lb. per ft., while the corner posts are 5-in. by 33^-in. angles, 5/16 in. thick, weighing 8.7 lb. per ft. The side plate is formed of a 5-in. bv 3'_>-in. bv 5/16-in. angle, to which is riveted a of the plate is a IfS-in. flange, over which the roof sheets are lapped. The carlines are 14 in number and are made of 3-in., 4-lb. channels. Ten of them are bent to the form of the roof and secured to the side plates with 5-in. by 3K-in. by 5/16 in. angles. The other four are straight and are riveted to the malleable roller housing brackets. The flooring is 1^4 -in. square edge long-leaf yellow pine ' U 1 r>/i I l ll ^ ■. fl ) 1 ^w> 1 L I I ±^J-_-_---e-JrL _L .__ y^^^A^x,,^ • i , 1)| f:r^-^\z> f -f F-^^--^^^----. K-, ^^. ll._L ^____i l-i™ ^ ® ) exl'phff 6r/^ Plate Section A- 8. Details of Main Crosstie- Santa Fe Stock Car /4-in. plate 12 in. wide, this plate forming a connection for riveted to the underframe with ^-in. wagon box rivets. The the posts, l>races, door tracks, etc. The end posts are four slats are of the same material, those on the sides being 1 in. Z-bars 5/16 in. thick, with a 4 1/16-in. web, weighing 10.3 by 5^^ in., while on the ends they are f^, in. by 5^ in. lb. per ft. To the top of the end posts is riveted a ,'4 -in. The slats are secured to the doors, sides and end plate, I3T/S in. wide at the side plate, with the upper edge posts with wagon box rivets and to the corner posts and fillers 340 RAILWAY MECHANICAL ENGINEER Vc'i. 9], No. 6 ''"V/V/Lt I ^1 )(§ )(§ ^^^;:: S C.9Lb. r u --.J Comer Connection. ^ ^\V V-s*'y ci) @ i >*• _^__, m. ©5j =5^^ 3C.4Lb r7Z'. ^ ^1 (ao r22!ZSZZ2Z22ZZZZ i*^ •; i'C.iaSLb. V—2^-^ '\^-^i;^-M Connection for 3 -4 Lb. ChanneJs. Connection for 3^j(3jrj^ Ang/es. r 'i ^i^'-^-' ^ -^ '••-'■ Bracket for Door Opening FHIer. Detail at Connection A Details of the Movable Upper Deck — Santa Fe Stock Car -8 10 OverSide Sills '7'bM- -2-;^' -z's^- -•M- 23'ir. .... _.^ -^ — i% — -»! —Z^t^ __*!_ ^^OP of Floor \* ; 4^/4 '/%^ 1 Jack Block on same side of car as operating shall only Section Through Body Bolster — Santa Fe Stock Car ^^ S€':^c'J:-z. ^ Section Through Deck. k — zei—-M General Arrangement of the Movable Upper Deck for the Santa Fe Stock Car June, 1917 RAILWAY MECHANICAL ENGINEER 341 with carriage bolts. Tlie roof boards are 13/16 in. by 5% in. tongued and grooved, supported by the ridge pole and by one j)urline on each side of the car. The roof is of the stand- ard Railway Equipment Company's flexible metal type, the sheets being No. 25 Birmingham gage. Outside metal roofs were applied to these cars so that they could more readily be made available for loading with wheat by lining with paper. It is planned to use these cars in that way in case of a short- age of grain cars. Ihe side door opening is 5 ft. 1 in. by 6 ft. 10 in. Sep- arate side doors are provided for the upper and lower decks, the upper doors being suspended on js-in. by 2^4 -in. tracks, while the lower doors run on tracks of l^^-in. heavy steel pijfC, which sets below the floor. End doors are provided for both the upper and lower decks. The movable upper deck is in one section. The sides of the frame are 6-in., 103/2-lb. channels and the ends are 5-in., 9-lb. channels. There are five cross beams of Syy-in. by 3-in. by 4 -in. angles, between which are two 3-in., 4-lb. channels also running transversely. The floor is of 1-in. yellow pine running lengthwise, bolted and riveted to the cross beams. A bracket extends out from the frame at the door openings to prevent stock getting their feet between the door and the deck. The deck when lowered rests on yellow pine stringers sui)ported by 3^-in. by 3-in. by ^4-in. angle irons extend- ing around the car and riveted to the posts and braces. On each side of the mova])le deck four 7/16-in. chains are attached. These chains run up to the side plates, where they pass over pulleys. The chains from one side are car- ried across the car where they run over another pulley and are joined to the opposite chain which is carried down to the operating shaft. The location of the oj^erating chains is shown by the dotted lines on the side elevation. The op- erating shafts extend a short distance beyond the bolsters at each end of the car. Attached to the shaft near the door openings are two levers and a detaining pawl. The levers have ratchets and pawls for controlling the ascent or descent of the deck. The fact that there is but one operating shaft greatly facilitates the work of moving the deck. It has been found that one man can raise or lower it, either operation l)eing performed in two minutes. On future orders but one operating lever will be provided. To hold the deck in raised position there are six malleable iron brackets on each side of the car, which can be swung in under the channels which form the side of the frames and locked by pawls. Patents have been granted on the devices for operating the movable upper decks. These cars have Andrews cast steel side frame trucks with a wheel base of 5 ft. 4 in. and cast steel truck bolsters. The draft gear is of the friction type, Miner Class A-19-B couplers have 5-in. Ijy 7-in. shank and 9]/J^-in. butt, air brake is the Westinghouse schedule K C-1012. The The IMPORTANCE OF PROPER LOADING OF CARS* BY W. H. BETTGHER Master Car Builder, Cincinnati, Indianapolis & Western, Indianapolis, Ind. Accepting or running a car improperly loaded may mean a disastrous wreck, the loss of human life, a large monetary loss, tying up the railroad for many hours, the expensive cost of transferring loads, and in addition to all this it w'ill create ill feeling between interchange inspectors concerning the transferring of loads. Great care should be taken in selecting cars for loading. Where improper cars are used there is con- siderable extra work for the various departments of the rail- road, and the shippers are liable to suffer. It causes delayed shipments and claims which many times mean a large loss to the railroad. * From a paper read before the annual convention of the Chief Inter- chanee Car Inspectors' and Car Foremen's Association, Indianapolis, Ind., October 3, 4 and S, 1916. How many keep thoroughly conversant with the M. C. B. Loading Rules, and how many make it an important part of their business to go to the shipper and show him how to load the material he is about to ship, or to assist him in procuring the proper cars? While passing through Illinois one day last June I noticed a shipper loading a load of logs in such a way that no good thinking inspector wciuld have accepted them in interchange. I told him in a kindly way that he was loading his logs improperly. It seemed that he had never received the rules governing the loading of logs, and he said he would be only too glad to read them. I left a copy with him and from that time we have never received a bad load of logs from this point. No doubt some shippers will want to be arbitrary, but he who is held resp»onsiV>le must show this sort of man that we mean business, and that the load will have to be loaded properly and in accordance with the rules. Car inspectors should keep the loading rules ever before them as a safeguard against loss of life, los-^ of lading and damage claims. REDUCING BREAKS-IN-TWO ON THE SANTA FE In discussing the handling of trains before the Car Fore- men's Asscx^iation of Chicago, H. R. Lake, trainmaster of the Santa Fe at Emporia. Kansas, told of the measures which have been taken to reduce the number of breaks-in- two on the eastern division. Each month a circular is issued showing the number of breaks-in-two for the preceding month, with a comparison with the figures for the last six months and the general average for the year. In another taljulation is shown the breaks-in-two charged to each en- gineman for the preceding two months following which is tlie record of each engineman for the year past. The l>reaks- in-two are classified between freight and passenger trains and also as to whether they occurred while starting, stopping or running. The percentage of the trains operated on which breaks-in-two occurred and the percentage of the totals for which each individual engineman was responsible are given. A further classification according to the cause as ascertained by investigation shows in detail the causes which contributed to the parting of trains. The analysis of the breaks-in-two for the year 1016 showed that of the total number 45.5 per cent occurred while trains were stopping, 24.5 per cent while trains were staning. 27.2 per cent while running and 2.8 per cent while switching. The contributing causes in detail were as follows: Draft Bear: Drawbar pulled out _..s per cent Diawbar broken ij"^ ,,er cent Draft timbers pulled out g.f per cent Sleeve bolts broken [ 5.1 per cent Defective draft bolts and timbers, broken tail pins, broken continuous rod ?.<, f, 500.000 tons annually. The closing of Engli.-h ports make the country- depend on Germany for its -upply. Air Brake Association Convention %' ; < ^ f It N 4 - • e X ' / THK Air Brake A.>s(jc;ation met for its twenty- fourth annual convention at the Hotel Chisca, Memphis, Tcnn.. May 1-4, 1917, T. \V. Dow, of the Erie Rail- road, presiding. At the opening session T. C. Ashcroft, mayor of Memphis, welcomed the association. I'kKSIDKXr's ADDRKSS In his address Mr. Dow emphasized the necessity of having close co-operation l>etween the railwav me:han'cal organizations and dwelt on the importance of careful delib- eration in matters pertaining to the reports and recommenda- tions of the association. He also spoke of the demands wh'ch will I.e made on the railroads during the war, which ren(ie: it imperative that the utmost efficiency be .^iecured in all branches of the service and particularly in the air brake. FUNCTIONAL INTERRELATION BETWEEN THE CO.VI- PONENT PARTS OF THE AIR BRAKE SYSTEM BY W. E. DEA.N Because of the complexity of the air brake system, main j)Cople, in their close attention to one pha.se of the air l)rake problem, overlook the other phases. For instance. man\" relate wheel sliding directly to l)raking power or braking ratio, and forget that there are many more factors involved. Again, air l»rake devices frecjuently are given clo.se scrutiny as to the delivery and release of air at the brake cylinder, with- out tracing the braking problem right on through from that point to the wheel and to the rail. It may l;e surprising to .state that the air brake system for a train not only includes the more obvious parts such as air compressor, triple valve, etc.. and the foundation brake gear, but also the truck and car construction, the wheels and the rails, and even the road bed and the weather. In ap[)lying brake shoes to a pair of wheels a balance of equal fric- tional forces is set up. the brake shoe friction tending to slide the wheels, and the wheel-rail friction kee])ing the wheels in rotation. However, if the brake .shoe friction exceeds the maximum possil)le wheel-rail friction, or adhesion, that is, if the pull of tlie brake shoes tending to lock the wheels is a greater force than the pull of the rail, which tends to keep tl'.e wheels turning, the wheels, of cour.'^e, will slide. Figs. 1 antl 2 portray the relation between adhesion, braking ratio and efficiency factor in this balance of forces. li}- *"atliiosi( n" is undt.r>t(X)d the liitii(in>^ value of adhesion between wheel and rail beyond which more thrust or resist- ance cannot be given by the rail. The limiting value for adhesion will depend on the condition of the wheel and rail surfaces in contact, which in turn is dependent on many things: weather conditions (humidity and temj^erature) ; for- eign substances, such as sand or frost, etc. A value of 25 per cent is the average generally taken for a clean dry rail, though it may go as high as .^0 or 35 yjer cent with the presence of sand or as low as 12 or 15 per cent where frost .-i found. B\ "braking ratio" is understood the relation between Fig. »o ~" soo — 300 -^ -«ao •^ Omkiif /pfio (i^tio of Ontke Shoe f^zssure fb k/heel Lood )- f^rctnt. 1 — Relation Between Variables Determining Critical Point of Wheel Sliding the nominal braking force applied to a pair of wheels and the weight on those wheels. We speak of "nominal" braking force because the braking ratio does not consider losses in force transmi.ssion from the brake cylinder to the wheels. In order to find what this braking force means in the way of brake shoe pull on the wheels it is necessary to multiply it first by the efficiency of the brake rigging and then by the coefficient of friction between shoe and w'heel. The com- 342 June, 1917 RAILWAY MECHANICAL EXGIXKPIR 343 bination, or product, cf this rigging efficiency and friction coeflicient is called the "efficiency factor". The braking ratio for a car multiplied by this efficiency factor gives the retardation factor, or actual retarding force in percent of the car weight. When this retarding force tends to exceed the limiting adhesion the wheels will slide. ^^'llether or not wheels slide, therefore, depends on the adhesion and the efficiency factor as well as on the braking force. Reference to Fig. 1 will show that where the adhesion is 25 per cent wheels may slide with anywhere from 100 per cent braking ratio (where the efficiency factor is 25 i)er cent) to 500 per cent (where the efficiency factor is but 5 per cent). Again, wheels may slide with 50 per cent brak- ing ratio where the adhesion is but 12.5 per cent and the efficiency factor is 25 per cent. From this it is readily friction between this jaw and the journal box prevents the latter from moving up or down freely, with the result that the weight on that pair of wheels may be suddenly relieved in passing over a low spot in the track, and the wheels slid. To keep the braking force the same and decrease the weight is in effect to increase correspondingly the braking ratio. If the balance of forces is in the neighborhood of the adhesion limit the wheels are very likely to slide. The remedy here is to Ijalance this brake shoe pressure by apply- ing a similar brake shoe pressure from the other side. In other words, it is to use a clasp brake with equal and opp17. 1. W . l)n\\ . -n" tlu- Erie Rail- road, pFfHid in-:. At tlu' ti|K'ninu -o»iuit T. ('. A-li' roft. hiavH.r iti; .Mrin(>lvi". wclroimd tlu- ussot iatimi. tJk IVt ».'.-it\ <) f 1«K>;IIH,.\.I >. AlJlJKIiSS In hi> acUirL-?- Mr. I)«»\v <'in|»ha«!/nl liav.iii:, cK;>c «:V)-t;})i'rati«in lutwicii tlu- railway nv han'ial ti;!2;iii/>aTi( n>: ajkl iluilt cm tlu- i)n|ioTianci.'. of Vari'Tui (K-l i>- erat;i)n'.i.ii'in;iltof's |KTtainiiiii to tlk- rvi)i»rts ;uvl Koinnicii 1 1 •t»t5n^-(.;f iiK- ;v^M)t ialii.ii. Ho al-o -jmUi' •;!' tlu- iLiv.ane and part'* ularly in the air lirake. ll.NCrioNAI. l.M I KKM.A HON HITWFI-N 1111. COM- I'O.M M PARIS Ol TIM Al!< IIU AKI- SVSTKM '". '•;:• • 11^ u. 1 1)1 w • . ,■ , -' ':. ■- '.'• .'' Jwciuif / : ■ '(inpleS:iv;«if the air l>ra'.e aLliiiiitin ti> «;iie pluiM* ui tiii.' ;iir l>r;rke j>S(»id<'nV. overliHjk ■ ilie ntlier I'tliares. . tor in-iaiiie. ni,»ny ■felan' whcv-r^-HdlniJ: (lire' tly h> lre t.uior- in\(tjved. A-.ian. ftfr i>mke. tU'v^e-J.-freiiiieiitlv ivrv- yivi ii vloso >v rutin ► a? t-i thi^ didJvcr}- ;i.hd,i'eleu.-«e ol air at the l»rake cylinder, with our tra( ifiL' the Hfakini; pro! leni riizht on thr-.uirh fnni that jioiitt .ti> ilie,'A:l:yel .iiid X'l il;c rail. It may le .-u: prising h>' state ihar tlU-aifij^ralio system for a trah jun onl\ include.' ih 'o!.vf(;u> part^ '*iii:li a> air eoinpre>>«ir. tripK; valve, r!. .^. .inl llie fcuiulalion i>rake ^ear. Iiut al-o . ar mi(tion. the wheels and the rails, r«rad bed and tile Weather. In a]»p!y'n, if the jiidl of the l.rike -iKe- ti-iilin',' to hak ti)> wlu-vls is !i.i:real'.-r force than the pull uf the rail, wli'i h tiiid- to kven tl-i- n-|it.el> turn ii'i. the whtel-. <>l' enurse. v.- li . jsli.do.. Fti>-- i 2 piirtray the relatimi 1 vtwuii adhesic.!i.. Iin^kiu'i; ratiij.aurl e'Tfciewy fat'tor in this halaine of I'o e-i. Vuhstance.-. >ucli as saiul or l'ro>t. etc. .\ value of ' i»er cent i- the average generally taken for a clean dry i. ' tht/uu'h It ma\ L'o .1* hiirh a> .■>•• or .-".^ pv-r tent with i prv-eiue (;\ >and 'T ar- low a- \2 or 1.^ ]ier cviii where I'r. -• i"oUnd. U\ "hrakin:! ratio" i- under.liM'd the relation hct>vv. ;■ IOC "° iBO '" 300 "" ^M Fig. 1 — Relation Between Variables Determining Critical Point t* Wheel Slid i no . ' . the; nominal hntkini; tone ajiplud to a pair ol wheel- an llje Weight on tho-e wlu-rls. W i -|»eak of ■n.minal" hrakiii fcrie liecause the hrakinn latio Cnx^i- not coii.-ider lo.s.ses w force transmissioti from the hrakc cylinder to the wheels. In ordi r t(» ilnd what th;- hrakiiiii force nii-ans in the w.c Myf l»rake -Ine pull on the wheels it is necessary to multipl' it I'ir-t hy the eftlciency of the hrakc riiisjinsi and then li\- ti I etn.ient of frietion hetween shoe and wlu-el. The t42 1917 KA 1 1 A\ \ \ M IX I i A X iCMl'. • EX^iLNfiKR ^ 11 cool Ml'- nt;. :l!0 the \" adi ■ iT M ni: /.ion. or prodiut. cf tlii> riiru'iii^ tiTicicnrv and friction . ciont is railed the ■■(.ITuk.iu v factor"'. Tlie lirakintz . h.r a (;ir niultiiiliod l tent) to >i'n jK-r cent (where the eftuiency factor is but r eent). Ai-ain. ul'.eels may slide with 50 per cent lirak- ratio wheie the adhe-ion i< lait 12.5 per cent and tl>e- ieiu \' factor i> per eent. From thi.* it is reaitilyl- friction letwcen thi-^ jaw and tl:e jotnnariHj.v. prevent^ the i.itter from moviiiL: up or down freely, with the result that the weitrlit on that j air of whiels may l>e sudinir: over a low .-"p.ot in the ttack, ami the wheels slid. To keep the lirakin,!.; force the «aine and elecrvase the weitfht is in eiTetl. t«i iiteieasi.' (orrcsp<-.n<|ini,dy the lirakins! ratio. If the iKilance'of forces is in the neiiili' nrhood of the ;',dhesi(n limit the wheels arr very likely twslkle. . I"1k remedy here is to ItaJanti' this l.rake shw pressure }>y a ppjy- inirii similar . "I trake >JK)e j pressure front thd other side. In (ther word", it is to u>^e a cl.'.^jt Inake with :.e ,ou e:tch i-lde 4if the AvlieeT. In Iuvva ihis^ twQ i.pp)>in;r shoe pre>.-urvs diiffer in value i-^ emU to UiUpfirize.tir dally, with, the }ir(»l)lent y ;.In.- v:rinnc»:tion tvilh whicl -lidini,' ineniion wAs lUjide ,or. T. VV. Dc.v (Erie) President C. H. Weaver (N. Y. C; Vice:President J. Barry (N. Y. O. & W.> Vice-President •.". ■ F. M. i\'. Ills (.vV. A Secretary i3. Co.) Otto Be&w {Nutiian .vlfg. Co.,> ■ Treasurer OFFICERS OF THE AIR BRAKE ASSOCIATION ppreciated liial whirl -lid iiij.; i-: U'll >olely deptniliin up<,n rakini; ratio. '■^:- * 'V ';■ :^ ;y - l*'iu. 2 illu-trates the .-ame relations in anothir way. v It.:- ~ lure sieii thai with a (on-tant adhesion the Jirakin^ ratio e([uircd to >!ide wheels will he decreased, in piopwrtign a.s he cfhciencx faiter int Teases. ' • "■,.;•.■:•-•;•••;,■.■;.';;:'. There i< one i)h, -e of wheel >lidini: which has received -cant atteniic n. vi/.., the inability for a six-wlunl trui k o equalize wiiu'ht freel\- fr( m one jrair of wheels to another when a brake ei|ir| nient i< ii-ed whiih ap|>lies a lieav\ inbalanced shoe pu--ure to (ine side of a wheel (Mily. \\ hen.- a sinsile brake shoi' is applied to a wheel the. side thru-t must iie opposed findly iiy the ojiposite jx-dv.stal Jaw. Ilie Irakini: rat'*" tintrated in I iir. .>. i hi> is a >;raphiial -ummai\ o-f the values for efucieniy factors yiven b} S. W . Dudley in a j!a]xr pre.H'nted 1 etore the .XmiTican Sijcicty of Meihanieal Fiitr necrs in Kew York. lVi)ruary tO, 19.14.- .Tlu-e values ueie seleeteive Atlantic dw Urake T*;>ts of the Penn.-'ylvania Railroad. ■ ." " • ■: /• ..'A'dU will note that the efi'iciency factor de to afford a basis for all comparisons. The speed is 60 m.p.h., the track level, the braking ratio 150 per cent, the efficiency factor 8.5 per cent, and the mean time required to get the brakes into action is 0.7 second. Where these con- ditions hold the stop distance will be 1,000 feet. In each case these basic conditions hold except where otherwise noted. Due to the close interrelation and balance in function- existing between the many parts which go to make up the air brake system, care must be exercised to see that a change in one part, more or less desirable, does not introduce changes Conditions Snco Gnaoc BmvNO /vmo &ricimc* Tint n Brttva STOP Dism/\/cr / A Awe (.i«^%) Cemtitiona WSk L-tl ^SF BH^^^ E5^^ loaen. t 3% Inenmat m Sptcel. 1 M 1 Luml ■■ ^BKmi ' nm ( ffM -ill 10% h ^" Om% ^" ■■■ wm '-^ ?r a\ eoZOtcrmiM ,n dnkinq Ittfio. ^ Ltiml "^: ^m D '~"™" fflp W 3 tOX Oaeretia* m ^m UntI ^ "«iir Q^9 oT 6 iOOT Incnoae m Time mm LemI ^ mm «=^ mm t—na mT] » Ctr On*ts Ofipifa ~ mz Fig. 4 — Effect on Stop Distance of Variations in Speed, Grade, Braking Ratio, Efficiency Factor and Time to Get Brakes Applied elsewhere which would render useless or quite defeat the good effects desired. Frequent reference has been made to the superior per- formance of the clasp brake as compared with that of the single shoe brake. It must be stated with much emphasis, however, that in ever}- case reference was made to a clasp brake designed and installed on correct engineering prin- ciples. A clasp brake improperly designed and poorly in- stalled, as for instance on a truck the construction of which does not lend itself to a suitable clasp brake, may not only fail to deliver the performance desired but may actually he less satisfactory than the single shoe brake which is dis- placed. CLEANING AND LUBRICATING BRAKE CYLINDER PACKING LEATHERS BY R. C. BURNS In the past it has been the practice when cleaning brake cylinder piston packing leathers to remove the non-pressure head and piston and thoroughly clean the piston and leather at the car on the repair, or shop track, and in many cases, kerasene oil is used to clean the brake cylinder packing leather, as it is almost imp)ossible to remove the heavy grease from the leather without the use of some mineral oil. especially during cold weather, which seriously affects the leather filler, and as a result, leathers are placed in cylin- ders which show no visible defects, but fail when making the brake cylinder leakage test, after being in service a short time. In order to eliminate these improper practices and to afford better facilities for cleaning and testing these leathers, the piston and leather should be taken to a shop provided with the proper facilities for cleaning and te.sting, in order that they may receive the same careful attention as is nov recommended for triple valves. When transmitting the pis- ton and leather to the shop, care must be taken to provide a suital)le shield to protect it from damage either by com- ing in contact with other devices or from dirt. When cleaning the brake cylinder packing leather, tin follower plate should be removed and the leather thorough ly cleaned, without the use of any mineral oil, and if no visible defects are found, the leather should be re-applied to the piston and tested in a cylinder of standard size for the leather under test. The cylinders of the various size> R-N'H 1917 RAILWAY MECHANICAL ENGINEER 345 to l»e used for conducting these tests should be equipped witli ip{)aratus in order to conveniently conduct the test, -jpiilir to that shown in Fig. 1. An S-.> brake valve is employed for admitting air to the brakL' cvlinder when conducting this test as this valve can |,e HK-re conveniently and accurately operated for admitting and discharging air to and from the cylinder than two standard cutout cocks otherwise required. The feed valve is adjusted to 55 lb., which pressure is admitted to the cylin- der, and the readings noted from an initial cylinder pres- sure of 50 lb., in order to avoid any false leakage due to the change in the temperature of the air. The special apparatus above referred to for testing l^rake cvlinder piston packing leathers is designed to provide for a t)-in. piston travel, whereas, the Proceedings of the Mas- ter Car Builders* Association, Volume 50, Part 2, for the vear 1^16, on page 810, states that the piston travel should Ix* adjusted to not less than 5^ in. or more than 7 in. On this same page, it also states brake cylinder leakage must not exceed 5 lb. per minute from an initial cylinder pressure of 50 lb., while on page 830, it specifically states that all te?ts must be made with an 8-in. piston travel, except when ff\fyif^'^ 1 Ji Hi -i i^Bir^^K imHiiS iMfcS^ByKBBElfcgB^BaflT,ll, .HU.. Ill 1 Fig. 1 — Cylinders for Tectinf Packing Leathers Otherwise sjiecified. This is rather confusing, and we would suggest that l>rake cylinder leakage tests be made with a piston travel of 6 inches. We would also recommend that an additional brake cylin- der leakage test be provided for cars arriving on repair tracks tliat are not due for periodical attention to the air brake equipment, as follows: The air brake equipment to be in- spected, tested and the necessary repairs made, and the brake cylinders tested, and if the leakage exceeds 12 lb. per min- ute from an initial cylinder pressure of 50 lb. with a 6-in. piston travel, the cylinder and leather should be given the necessary attention. ^^'hen the brake cylinder is given attention, the expander ring should also receive a careful inspection and test by the use of a special gage. The above practice as outlined for the cleaning, lubricat- ing and testing of brake cylinder packing leathers has been followed on one particular railroad for a period of about "ne year and the results obtained have been very satisfac- tory. When the piston and leather have been applied to the 'rake cylinder on the car, the present standard test should '»e made to eliminate all possible leakage which may exist in the brake cylinder pressure head and its connecting pipe. The leathers which were condemned by these tests, but could not be condemned by a visual inspection, were for- warded to the manufacturer to be re-treated, and after l>e- ing returned, they were placed in ser\'ice together with the new leathers for a comparative test which followed for a period of six months, with the result that in no case did the leakage of the re-treated leather exceed the leakage of the new leather. There is no question but quite a large per- centage of discarded l>rake cylinder packing leathers can be reclaimed by this re-treating process. DISCUSSION Attention was called to the saving which this method would effect when a large number of packing leathers are cleaned. The present condition of the leather market makes it particularly desirable to reclaim packing leathers wlien- ever it is possible. RECOMMENDED PRACTICE Under heading '"Air Compressors,'' sub-heading "Loca- tion." the following should be added. Paragraph No. 1 : The l>ase of the bracket should have ample length and bear- ing on the boiler to insure adequate compressor support as well as to prevent injury to the boiler. Paragraph Xo. .S. The number, size and spacing of the studs for securing the bracket to the boiler should be ac- cording to good engineering practice; the numl)er and size of studs to depend upon the distance the compressor is out from the boiler. It is recommended that not less than six 1^-in. studs properly spaced be used where the compressor is hung low. Under sub-heading "Repairs to Air Compressors," the following to be added as Paragraph Xo. 2 : Air Compres- sors returned to the shop for repairs should l^e thoroughly cleaned in boiling lye before dismantling for inspection. Under sub-heading "Repairing and Condemning," the following should be added to Paragraph Xo. 4: Dimensions between piston heads when properly assembled to be as fol- lows: 95^-in. compressor — 18.675; 11-in. compressor — 21.175; 85 2 -in. cross compound compressor — 22.675. Paragraph X'o. 5 to be changed to read: Piston packing rings for steam cylinders to be condemned when end of rings are 3/32 in. apart when placed in the smallest part of tlie cylinder. The following paragraphs to be added: Piston packing rings for steam cylinders to be condemned when end of rings do not come together when placed in the smallest part of the cylinder. Combinations of packing rings and air pistons should not be used when the difference !>etween the thickness of the ring and the width of the groove is .005 in. or more. Under heading "Brake Valves," sub-heading "Cut Out Cocks," Paragraph X'o. 1 to be changed to read: The double heading cut-out cock of the engineer's brake valve to l>e located in the cab and so placed that the handle points up- ward when cut out and turns down against the lug so that it stands crosswise of the pipe when cut in. If conditions prevent the use of a handle of full length, it should be cut off but in no case to be less than 2^ in. long. Under heading "Distributing Valve," sub-heading "Loca- tion," Paragraph X'o. 1 following the word "brackets" in the fourth line, the following words should be added : "bolted to the boiler, if possible." Paragraph 'So. 2 to l)e omitted as this is included in Paragraph Xo. 1. The following paragraph to be added: Distributing valve .*;hould l)e maintained in a condition to applv with a 5-11). brake pipe reduction made with the automatic brake valve and to enable pressure to be graduated out of the brake cylinders in steps of about 8-lb. at a time. The following paragraph to be added: Distributing valve 346 RAILWAY MECHAXICAL KXlilXEER Vol. 91. Xo. b to be removed from the locomotive at least once in each six months, thoroughly cleaned, examined and tested in accord- ance with the prescriljcd code on the standard test rack. Under heading "Brake Cylinders," sub-heading '"Clean- ing and Lubricating," Paragraph No. 2 to be changed to read: Packing leathers must not be cleaned with kerosene or any mineral oil, or with waste or rags that have been soaked in kerosene or mineral oil. as this destroys the filler placed in the leather by the manufacturers, opening the pores and causing the leather to become soft and porous. Under sub-heading "Leverage," Article No. 6, the word "piston" to be changed to read "position." Paragraph No. 10 should be omitted and the following paragraph substituted: Clasp brakes of proper design should l)e used on all passenger equipment cars. The following paragraph should be added to follow Para- graph No. 1 1 : Foundation brake gear on freight equipment cars to be suitable to withstand brake cylinder pressure of 85 lb., except where the empty and load brake is applied when 60 lb. cylinder pressure in both cylinders should be used as a basis in determining the strength of the rigging. The following paragraph to be added: When locomotives or cars are in shops for general repairs, the foundation brake rigging should be thoroughly inspected and all excessive lost motion eliminated. All pins should be removed for inspec- tion, pin holes trued up and new pins applied wherever necessary. The feed valve iest and the distributing valve test were also revised and the M. C. B. recommendations for hand brakes and brake l)eams were adopted. Some additions and changes to conform to the practices required by federal laws and various minor revisions of the code were made. The report was signed by S. G. Down, chairman; H. A. Wahlert, N. A. Campbell, J. R. Alexander and H. A. Clark. OTHER BUSINESS There were more than 200 members registered and 150 guests. The secretary' reported a good increase in the mem- bership and also in the balance in the treasury during tlie past year. The association voted a considerable fund to be given to the American Red Cross. Papers were also presented on the Slack Action in Passenger Trains, Handling Trains on Heavy Grades, and the Life of Hose. These will be pub- lished later. On Thursday Walter V. Turner gave a lecture, illustrated with moving pictures, on the operation of a triple valve and also showed lantern slides of freak inventions. On Wednes- day Mr. Turner gave a lecture on the manufacture of shrap- nel shell. The following officers were elected: President, C. H. Weaver, N. Y. C, West of Buffalo; first vice-president. C. W. Martin, P. R. R. ; second vice-president, F. J. Barry, N. Y., O. & W.; secretary, F. ^L Nellis, Westinghouse Air Brake Co.; treasurer, Otto Best. Nathan Manufacturing Co. comjxui}- to a numljer of railway men and other gue-is at the Jersey City terminal. As the illustration indicates, the passengers sit lacing one another within semi-enclosed com- partments which occupy the central line of the car. There are two aisles — one on either side of the compartnunts. When seated the passenger is screened from view of all except persons passing in the aisle, and he has a good out-door view through the window at his side. The compartments accommodate 28 passengers; four persons may Ije seated at each of four tal)les and two ]iersons at each of six taMes. This arrangement greatly improves the conditions required for prompt and satisfactory service. The transverse parti- tions separating the compartments are 5 ft. 9 in. apart and the comjiartments are 4 ft. 10 in. wide. The aisles on either side of the compartments are 2 ft. 3 in. wide. The dining room is 45 ft. 1 in. in length. The floor covering in the dining room is of maroon flexo- ERIE DINING GARS WITH UNIQUE TABLE ARRANGEMENT The Erie Railroad now has in service two new dining cars designed to give privacy to each two or four guests, as the case may be, and they were recently exhibited by the Interior View of the Erie Dining Car lite, that in the passageway in front of the Ituffet and end of the car of I4 in. inlaid rubber, while the kitchen and pantr}- floors are covered with copper. The lamps in the dining room are all of the .semi-indirect type affording ample illumination without unpleasant glare. The cars are 78 ft. 10 in. long, over end posts. They are of steel con- struction, with interior finish of Cul>an mahogany. Thv Barney & Smith Company built the bodies; the Standard Car Truck Company designed the six-wheel l)uilt-up steel trucks. Floor Plan Showing the Arrangement of Tables in the Center of the Erie Dining Cars ■d ;r PLAIN GRINDING MACHINES An interesting application of a multiple friction disk drive is found in the Nos. 10 and 11 plain grinding ma- chines built by the Brown & Sharpe Manufacturing Com^ pany, Providence, R. I. Fig. 1 shows a No. 11 machine. These machines have also wheel and work speeds and feeds that are entirely independent, and the drive is self-contained. Power is transmitted through a main driving shaft running in taper roller bearings at the rear of the machine and driven from a simple overhead countershaft. .\ large pulle}- located centrally between the two roller bearings on the main driving shaft drives the wheel spindle with a belt running over two idler pulleys. Changes in wheel speeds are obtained by means of split pulleys on the wheel Fig. 1 — Brcwn & Sharpe No. 11 Plain Grinding Machine Spindle which may be quickly interchanged without remov- ing the belt. The idler pulleys run on taper roller bearings >uj)|)orted in a heavy swinging bracket so constructed as to follow the transverse movement of the wheel stand, thus {keeping ;: uniform tension ujwn the driving belt regardless "f the poSiticn of the grinding wheel. The slack in the belt flue to the difference in diameter of the wheel spindle pul- leys when changes in wheel speeds are made, is taken care fif b}- the top idler pulley, which is provided with separate iidjustment, making it possible for the operator to place the necessary tension on the wheel spindle driving belt. The work speed and table feed mechanism is 1/ailt as a unit and IS located in a case at the rear of the machine, being coupled Jirectly to the end of the main driving shaft. Fig. 2 shows the arrangement of the drive for the wheel. Sprocket A at the end of the speed and feed case, is con- nected to the reversing mechanism and drives the table traverse. Driven sprocket B is located on the table traverse reversing mechanism, which is built as a unit and fastened into the bed of the machine from the front. The headstock is driven from the speed and feed case by a sprocket C to a double sprocket D, acting as an idler, to a hardened splined sprocket E. A splined shaft F supported in bronze bearings under each end of the table and sliding in splined sprocket E transmits power to the end of table from whence it is carried to the headstock, through chains and sprockets E^ Fig. 2 — Driving Mechanism for the Grinding Wheel and a telescopic shaft with universal joints which permit the headstock to be moved longitudinall\ and the table to be set at an angle. The s])lined and telescopic shafts are clearly shown in Fig. 1. The work driving plate is mounted upon a sprocket run- ning on tapered roller bearings around a tixed spindle which firmly holds a dead centre in such a manner that it prac- tically becomes an integral j)art of the headstock. SPEED AND FEED CH.\XGIXG MECH.A.XISM The drive from the main shaft of the machine to the sprockets in the speed case that in turn drive tiie headstock 347 348 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 and table is of a multiple friction disk type. It enables the operator to start and stop work or table movements with- out shock and gives practically universal choice of indepen- dent speeds and feeds. Fig. 3 shows the interior of the case in which this mechanism is contained. From the shaft /, which is coupled to the main driving shaft of the machine, power is transmitted through gears to two separate driving shafts G and H, running at constant speed. The.se shafts carry a series of hardened steel disks, ground slightly con- vex, and each meshing with another series of hardened steel disks. The latter disks have a rim at their peripher\-. bring- ing the point of contact always at their extreme edge. The driving shafts G and // are mounted in swinging brackets pivoted on the main driving shaft bearings. They are swung toward or from the driven shafts, carrying the driving disks toward or from the centre of the driven disks, thus ol>taining the desired changes in the sj)eed of the work or feed of the table by decreasing or increasing the radius of the driving disks. A continuous tlow of oil from a pump directly connected to the main driving shaft furnishes lubri- cant for the entire case. The control of the sj^eed and feed case is governed by three levers grouped around a dial mounted at the front of the machine. A lever marked "Head" (at the left) serves to operate the set of disks that govern the headsttxk or work speeds. Twelve indicated changes of work sj)eed and the fine division between these indicated changes are availal)le. A second lever marked "Talile" (at the right) serves like- wise to change the rate of table traverse. The corresponding dial is graduated to read in inches per minute. Anv de- traverse mechanism and operates the ratchet mechani-ni of the regular automatic cross feed. As a result the full num- ber of changes of feed that can be made with the rL.,'ular cross feed mechanism are available. These may be in- creased or decreased by changing the speed of the table tra- verse mechanism with the table traverse feed change mechan- ism, giving practically a universal selection of feeds from the coarsest to the tinest that are ever required. A po-itive safety lock prevents table traverse when the indepe::dem automatic cross feed is in operation. Fifl 3 — Interior View of Variable Speed Case for the B. & S. Plain Grinding Machine sired change from 13 to 161 in. per minute may be ob- tained. A third and longer lever oi)erates the springs which hold the friction disks tirmly in contact and serves to instantly start or stop both work and table simultaneou>l} without stopping the grinding wheel. INDEPENDENT AUTOMATIC CROSS FEED These machines are provided with the independent auto- matic cross feed, which enables the wheel to be fed auto- matically into the work without traversing the table. This feature is desirable when the portion of work to be ground is not as great as the width of the grinding wheel. This independent automatic cross feed is driven from the table **CISCO" RELIEVING ATTACHMENT The Cincinnati Iron and Steel Company, Cincinnati, Ohio, recently designed a relieving attachment for ei,i;ini' lathes. It is driven from a gear on the outside end t>i ilu spindle. This gear replaces the spindle bushing and necessitates no change whatsoever in the spindle itself. l\ is engaged by an idler which in turn drives the change -jcari on the swinging (juadrant. Six change gears are all that are retiuired to obtain the correct changes for the following "Cisco" Lathe with Relieving Attachment number of flutes: 1, 2, 3, 4, 5, 6, 7, 8, 10, 12, 14, lo. 20 The quadrant swings on a drive box which is bolted to the front of the head stock and contains the gears for driv- ing the sliding shaft. This shaft is journaled in a bracket on the carriage and the sliding end may be made any length to suit any length of bed, therefore, not limiting the travel or position of the carriage when relieving. The drive from this shaft lo the camshaft is through universal joints, a shaft and sleeve. This compensates for slide and swivel adjustments. The swivel can be turned to an angle of 30 deg. and all bottom and top slide adjustments can be made in connection with the relieving attachment exactly the same as in the regular lathe. Relieving can also be done in con- nection with the taper attachment. The camshaft runs in bronze bearings and is easily removed for placing the cams Two cams arc provided with each attachment, single and double, impulse. The cam operates against a hardened steel roller held in a hardened steel slide, this slide being con- nected to the top slide screw and has a spring rod with tap adjusting nuts which govern the amount of throw or relief required, or it can be made to hold the slide and rolkr away from the cam when the compound rest is required foi regular work. The change gears are well guarded and an idle plate showing the gear arrangements is furnished. This attachment can be either applied when building the lathe or after the lathe has been built. June, 1917 RAILWAY MECHANICAL ENGINEER 349 UBBY HIGH POWER TURRET LATHE 1 he Libby heavy duty turret lathe has been in use in rail- wav shops on heavy bar and chucking work for a number of vears. The manufacturers of this machine, the Inter- national Machine Tool Company, Indianapolis, Ind., has recently placed on the market a new turret lathe known as tvpe C, which represents an improvement over the former design in accuracy and economy of production. In this machine care has been taken to provide ample power and rigidity and also to reduce to a minimum the labor re<|uired LIbby Lathe Finishing Crank Pins from Bar Stock of the operator. It has been used with good results on crank, crosshead and knuckle joint pins, washers and collars, valve rings and similar parts. This machine has a swing over the ways of 26 in. and over the carriage of 24 in. with a 7^-in. hole through the spindle. The travel of the carriage is 72 in. As regularly furnished, the lathe carries a 22-in. 3-jaw universal chuck. If desired, a 4-jaw combination chuck or a collet chuck, strains direct. The front way is undercut 15 deg. to receive long taper gibs for both the tool post and the turret slides, which take care of the side thrusts of both carriages. The headstock is of the geared type with single pulley drive. The gears are of wide face and coarse pitch, the material being either steel or semi-steel. The chuck ring gear is 22 in. in diameter, and is keyed and bolted to an 11 -in. flange forged on the spindle. The frictions are of large diameter and will carry the full capacity of the belt. The machine can be started and stopped under the heaviest cut without releasing the feed. The spindle is of high carbon steel threaded to receive the chuck, and has a taper seat for centralizing the chuck. Eight spindle speeds ranging from S to 142 r.p.m. are provided by the change gears. All spindle and shaft bearings in the headstcxrk are of phosphor bronze. The spindle bearings are adjustable for wear and are provided with ring oilers. The tool post carriage is of the side carriage type. There is no bearing on the back way, but instead a taper gibbed bearing is provided on the bottom of the front side of the bed. This construction permits the tool post to pass tlie chuck and allows the turret to come up flush with the chuck so that short, st(x:k\- tools can be used. A heavy, four-side, turret t}pe tcx)l post is provided. It can be locked rigidly in any of the four positions and clamped in any intermediate position desired. Stops are provided for each face of the turret and tliere is also a sight indicator for use in reproduc- ing diameters. Forty-eight feeds are provided ranging from .50 in. to .0078 in. per revolution of the spindle. The turret slide is of heavy construction, with a long l^earing surface on the bed. It is gibbed horizontally and vertically and has a positive clamp to hold it stationary when using centers. The turret is of the hollow hexagon type 18 in. across the flats, with Al^-xn. holes. It is mounted on a conical seat and centers by a lock pin. The lever which controls the lock pin also operates the clamp ring which holds the turret in position. There are 60 changes of feed ranging from .50 in. to .0039 in. A power rapid traverse is provided for both the tool post Type C Libby Lathe for Heavy Work designed to take bar stock up to 7^ in. in diameter can be furnished. The bed and the headstock housing are cast in one piece. The bed is cross-ribbed and has a longitudinal rib through the center. The ways are broad and flat and provide extensive bearing surfaces for the carriages. Bv and turret carriages, each being indej)endent of the other. None of the headstock or feed gears is used in the rapid traverse mechanism. The hand movement of the slides is by means of a hand wheel on the tcx)l post slide and a pilot wheel on the turret slide. One revolution of either wheel their positions relative to the spindle they receive the cutting advances the slide one inch, which gives sufficient power to 35(1 RAILWAY MECHAXICAL ENGINEER Vol. 91, Xo. 6 operate the slide while the machine is cutting. Throughout the machine provision for insuring oil reaching any part that recjuires it has been made. The machine will cut any stand- ard thread from ^4-in. lead down, including 11'/' threads per inch. Among the special attachments that can be fur- nished for this machine are oil pans and pump, a taper at- tachment, bar feed, two-speed countershaft and standard or special tools for chucking or bar work. The turret lathe is regularly furnished with a countershaft having 18-in. pulleys and designed to run at 360 r. p. m. If it is desired to use motor drive a motor of any make or type, either constant or variable sj)eed. running at from 1,100 to 1.500 r. {). m. and having a ca|)acity of about 20 hp. may be used. CINCINNATI PLANER A new design of a .>0 in. by 30 in. planer has recently been develo{)ed by the Cincinnati IManer Company, Cincin- nati, Oiiio. in which several inicrosting features are in- cluded. The bed is of the latest design in which the toj) between the vees is closed up in the casting e\cei)ting at the gear- ing sections. This makes a strong bo.\ .•section and elimin- ates danger to the operator. The bed is bored to receive the shaft bearing and all driving gears arc inside the bed supported by two bearings, thus eliminating the overhung construction. The loose pulleys are e(|uippecl with self-oil- ing bronze bushings, and the driving pulley is made of aluminum. The shifting mechanism is of a new design in which the cam slots are milh'd into the outside diameter of a round ca-ting. ThV cam is supported in a sul)Stantial New Design of 30-in. by 30-in. Cincinnati Planer bracket bolted against the housings, which ul>u provides an extra support to the belt arms. A drip ])an is attached to the lower side of the bracket whicli latches tlie oil from tiie shifting device, thus leaving tlie belts dry. The table is of box type being closed at the bottom as well as the top. The housings are of box type and are carried to the bottom of the bed. They are fastened to the sides by lK>lts and dowel j)ins and are further secured by a tongue and groove arrangement. The cross rail is of entirely new design. The reinforced arch on the back is made to a true half circle. This section is used so as to provide additional strength for the torsional stress imposed In- overhung cutting tools. The saddle is carried up to the. full length of the harp. An extra damn is provided at the extreme end which provides the necessar\- rigidity. The saddle is taper gibbed at the top and the dap. j)er box is provided with a rectangular shaped clamp instead ot the circular clamp arrangement as was provided in the old t\|)e. The machine shown in the photograph is provided with rapid power traverse to the rail heads. It is driven from Left Side View of the Cincinnati Planer the toj) of the machine through a pair of bevel gears and friction clutch which is mani])ulated from the end of the cross rail and is within easy reach of the operator. It is im- possible to engage the feed and ra]):d traverse at the same time. The housings are provided with a set of pads onto whicli the brackets can be fastened for tl>e motor drive arrange- ment at any time after the machine has been purchased. Ihis machine is regularly equij)i)ed with a two-speed coun- tershaft drive giving two cutting speeds and constant re- verse. The left side view of the machine shows the automatic limit stoj) for the elevating device which is an added feature lo this machine. This consists of a vertical rod having two collars connected to the shifting levers of the comi)any"« standard elevating device. These levers oi)erate the f ricti( i> clutches at the t(jp of the machine for raising and lower- ing the rail. A bracket is fastened on to the back of tl:f cross rail through which this rod passes. The collars on tho rods are set to a jiredetermined height and it will l)e seen that when the l^racket on the rail comes in contact with thc collars, the vertical rod is moved in either the upward or downward motion causing the levers on the elevating device to operate the friction clutches. All gears are thoroughly covered for the safety of the operator. June, 1917 RAILWAY MECHANICAL ENGINEER 351 MORRIS STANDARD ENGINE LATHE The Morris Machine Tool Company, Cincinnati, Ohio, has recently put on the market an 18-in. engine lathe, an il- lustr;ition of which appears below. This machine has a swing over ihe ways of 18% in. and over the carriage of 11 ys in. It i^ built with beds from to 14 ft. long. The lathe fitted with an 8-ft. bed will handle work 4 ft. 2^/2 in. long, the leniZili handled by the other sizes being in proportion to the length of beds. Tlie headstock is strong and well braced. The spindle is of hammered high carbon crucible steel, with l^^-in. di- ameter hole, fitted with No. 5 Morse taper bushing and No. 4 Morse taper center. It is also threaded to receive a chuck. Either single or double back gearing can be provided. The Morris 18-in. Engine Lathe machines with single back gear are fitted with a four step cone pulley for Sl4 in. belt, while those with double back gears have a three step pulley for 3^-in. belt. The single back gear gives 16 speeds, ranging from 5 to 357 r.p.m., while the double back gears provide 18 speeds, from 13.5 to 346 r.p.m. The carriage is of unusually heavy construction with tjcarings 30^ in. long supported on large vees. The car- riage is gibbed to the bed at both the front and back and is fitted to receive a taper attachment. The apron is of a pat- ented one-piece box construction with all bearings cast in- tegral. All gears are of steel and have bearings at both ends of the shafts. Each feed friction is operated by a single lever. An interlock makes it imp)OSsible to engage the thread and feed mechanisms at the same time. The standard feed box gives four changes of positive feed. With even gears on the stud and screw, these give 8, 16, 22 and 32 cuts per inch. \\ ith the regular equipment a range of threads from 2 to 30, including lli/4 threads per inch, can be cut. Provision is made for the use of change gears to cut special pitches or nittric threads. A chasing dial is provided for catching threads. A compound rest with a swivel graduated in de- grees and clamped by a single bolt is regularly furnished. The tool post will take 5/^ in. by 1>4 in. tools. The tailstock is of a heavy box section with the bottom graduated and provided with set over screws. The spindle IS of steel and it is clamped by split bushings operated by a single handle. The bed is 16 1/^ in. wide by 13^ in. deep, braced with numerous cross girths. It is regularly supported by two legs, but with beds more than 10 ft. long a center leg IS also provided. The countershaft has double friction pulleys 14 in. in di- ameter for 4-in. belt. For the single back geared lathes the speed of the countershaft should be 120 and 160 r.p.m., ^'bile with double back gears it should be 205 and 245 r.p.m. The regular equipment of the lathe includes follow and steady rests, two face plates, wrenches and the countershaft. If desired, extra furnishings including a plain rest, taper attachment, turret on shears, carriage, or tool post, a Euro- pean tool post, pan and pump can be furnished. ALL-GEARED DRILL AND TAPPER The heavy duty all-geared drill and tapper shown in the illustration is manufactured by the Barnes Drill Company, Rockford, 111. Every bearing in the machine, aside from the spindle sleeve and cross spindles, is self-oiled. There are eight changes of geared speeds and ten changes of geared feeds, all of which are under the immediate control of the operator from the front of the machine. .\11 the gears of the machine are fully enclosed. Oil is pumjjed by a geared pump in the reser\oir of the machine and distributed to all the gears and bearings, in- cluding the crown gears and feed box. The transmission gears are cut from a high grade of chrome-nickel steel, be- ing heat treated and tem])ered to prevent wear. The ma- chine may be equipped with an automatic reversing mechan- ism manufactured b}- this company which can be set so that i u V i 1 -' kfl j^^^^^B Barnes 22-in. All-Geared Drill and Tapper the instant a tap reaches the required depth, the spindle will automatically reverse. The machine is driven by a 10-h.p. motor for ordinary use, running at a speed of about 1,200 r.p.m. Speeds vary- ing from 28 to 575 r.p.m. are obtained on this machine and the feed varies between .003 in. and .093 in. p)er revolu- tion of the spindle. The machine will handle a 2-in. high speed drill in solid steel. The distance from the center of the spindle to the face of the column is 11 in. and the maximum distance from the regular table to the nose of the spindle is 32 in. The spindle has a travel of 14 in. and is equipped with either a No. 4 or No. 5 Morse taper, as pre- 352 RAILWAY MECHANICAL EXGIXEER Vol. 91, No. 6 ferred. The size of the regular table is 20 in. by 14 in. and has a vertical travel of 23 in. The floor space occu- pied by this machine is 52 in. by 31 in. It has a net weight of 2,540 lb. with the regular table and 3,200 lb. with the compound table, including the oil pump attachment. BALL BEARING BENCH AND FLOOR GRINDERS The bench and floor grinders and buffers shown in the illustrations are made by the Hisey-Wolf Machine Cora- ])any, Cincinnati, Ohio. They are electrically driven machines, being self-contained in a compact unit. The spin- dles are made of high-grade steel, accurately ground. They run in S K F ball bearings, mounted in caps in close prox- imity to the grinding wheels, all the bearings being pro- tected from dust and grit and provided with heavy felt protector washers on each side of the bearing housing. All the wheels are titled on spindles of standard dimensions Bench Grinder and Buffer recommended bv the American Societv of Mechanical En- gineers. The flange washers are of ample size and care- fully machined to provide the proper balance. The wheel guards are made of steel and enclose the grinding wheels for three-quarters of the circumference. Direct or alternat- ing current motors are used to drive the machines. In both cases the motors are designed especially for this service, the Floor Grinder and Buffer direct current motors being compound wound and of the shunt type. They are designed to operate at uniform speeds and for continuous service within their capacity. The alter- nating current motors are of the squirrel cage induction t>'pe. The larger floor grinders have a wheel 18 in. in diameter by 3 in. thick. They operate at speeds of 1,100 r.p.m. and are driven by 5-h.p. motors. The largest bench grinder has a wheel 14 in. in diameter by 2 in. wide, operates ;it a speed of 1,700 r.p.m. and is driven by a 3-h.p. motor. The smallest bench machine has an 8-in. wheel, ^i in. tliick and operates at 3,400 r.p.m., being driven by a J<2-h.p. motor. ARMSTRONG TOOL HOLDERS The .\rmstrong Brothers Tool Company, Cliicago, 111., has lately developed two new tool holders, one for a li^ht boring and threading tool and the other for an extension shaper tool. The boring tool holder which is shown in one Light Boring Tool Holder of the illustrations, is adaptable to tool room work or any boring work of small internal diameter. It can be used for threading, turning brass, etc. The holder is made reversible and can be used for turning either right or left hand. The size of the tool shank varies from 3 g in- by ^4 in. to ^ in. by 13^ in. The extension shaper tool holder forms a rigid sup- Extension Shaper Tool Holder port for the cutting tool and can be used to good advantage in die work, cutting internal keyways or for any kind of work on a shaper in which extra clearance is needed. The sizo of the shank for this tool varies from y2 in. by 1^ in. to ^ in. by 1^ in. More American Locomotives for China. — Twenty more locomotives of American make have arrived in Wuchang for use on Chinese railwavs. TvNE, 1917 RAILWAY MECHANICAL EXGIXEER 353 AMERICAN FLEXIBLE STAYBOLT The American Flexible Staybolt Company, Pittsburgh, Pa., has revised its method of manufacture of its flexible stiivbolts to give greater resisting action to the stresses to which it is subjected in the locomotive firebox. The slot in the body of the staybolt is slotted as before, but the body jlot has all edges- and ends worked and rounded to elimi- nate all square or sharp edges. The fillets formerly used in joining the body to the threaded end have been changed to long tapers which give a better flow of the material from till end into the reduced diameter of the body. The entire forming of the body after slotting and working, including Latest Type of American Flexible Staybolt the forming of the end tapers, is done by rolling, after which tlie bolt is twisted and straightened in a press, the square ends for application being formed at that time. All of the forging operations are completed in one heat and the bolts are piled while red hot, for slow cooling before machining. Laboratory tests have shown that this method of making the bolts has produced a material improvement in their strength and flexibility. The ratio of yield point, or elastic limit to the tensile strength has been shown by tests to be .7.>8, an increase of nine per cent over that generally ob- tained. The rolling process effects very little change in the original structure of the iron and the outer fibre stresses have been reduced to withstand a maximum lateral vibration. VERTICAL SURFACE GRINDING MACHINE The use of grinding machines is constantly finding wider application to locomotive work. There are a variety of uses to which they may be put and in some instances they have Reed -Prentice Vertical Grinding Machine been found to decrease the cost of production and at the same time produce more accurate work. The vertical surface grind- ing machine shown in the illustration is made by the Reed- Prentice Company, Worcester, Mass. This machine is de- signed for handling both surface and circular grinding. The head is of rigid construction, it being practically integral with the telescoping column back of the machine. The vertical adjustment of the head may be obtained by either hand or power feed, clamps being provided to hold the head in position after it has been raised to the proper height. The bearing for the spindle is lined with nickel babbitt and it may be adjusted for wear. The spindle has a bearing of 3 in. in diameter for a length of 8 in. A sprocket and silent chain is used to drive the wheel spindle in pref- erence to belt on account of the moisture and dirt. The spindle is made of alloy steel and is supjwrted at the upper end in a ball bearing, the end play of the spindle being pre- vented by a heavy coil spring and two ball thrust collars. A Back View of Reed-Prentlce Vertical Surface Grinder wheel chuck has been provided which will permit the wheels being changed quickly and at the same time hold them firm- ly. A vertical adjustment of the wheel in the chuck is pro- vided so that the wheel may be used until it has been re- duced to Yz in. or less in width without danger of crushing it. The wheel support is of a heavy goose-neck type, the telescoping part of which is supported in the bearings in the base. The bed of the table is thoroughly braced and ribl>ed. It has large "V" and flat l^earing surfaces. The table is also strongly braced to prevent warping. Six feeds are provided for the table, ranging from 2 ft. to 12^ ft. per minute, or from .021 in. to .142 in. per revolution of the spindle. These feeds are controlled by levers at the front of the base and any feed may be obtained while the machine is in operation. The wheel feed is controlled by either hand or power, a counterbalance being provided. The jwwer feed is provided with an automatic release. Twenty-five feeds may be obtained, ranging from .0002 in. to .005 in. An ample supply of water is provided to both the inside 354 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 and the outside of the wheel at the same time. The inside supply is furnished through the hollow spindle and the out- side is furnished through the ordinary flu.sh system. Rec- tangular or rotary magnetic chucks are provided with the table as desired. These chucks are waterproof and are well protected from short circuit. The table has a working surface of 12 in. by 78 in. and a traverse of 78 in. The di.stance from the top of the table to the underside of the grinding wheel is 15 in. The wheels are 14 in. in diameter. 4 in. wide and have a rim of 1^ in. The spindle speed is 1,050 r.p.m. The machine occu- pies a floor space of 5 ft. by 16 ft. 2 in. and has a net weiiiht of 8.700 lb. BACK GEARED CRANK SHAPER The 24-in. back geared crank shaper shown in the illus- tration is made l)y the (Jueen City ^Iachine 'l\xi\ Company, Cincinnati. Ohio. This machine is e(|uipped throughout with helical gears. This type of gear has been adopted by this company on account of the smooth finish of the work {produced with them. It has found that they run practically noi.seless and without backlash, and although they are cut on a comjjaratively small helix angle, 14 deg. 15 min., at least three teeth are in mesh at all times, which gives a continuous rolling motion to the ram. All the cast- ings in these machines are either of cast steel or semi-steel. The crank pin and shaft journals are hardened and ground and the bearings are ring-oiled. The length of the stroke of the ram can be quickly changed and positively locked while the ram is in motion or at rest. ■ I Queen City Back Geared Crank Shaper All flat l>earing surfaces are long and wide with provision for taking up the wear. The crank lug is hardened and ground. The body of the crank pin is a crucible steel cast- ing. The machine is equipped with eight cutting speeds for every change of stroke, ranging in geometrical progression from 6.4 to 92 strokes per minute at 290 r.p.m. Sixteen changes of feed are provided. The table support moves up and down automatically with the rail and is self-alining with the table. It is gibbed closely to the table, eliminating the spring due to both the thrust and lift of the tool when taking heavy cuts. It has a full vertical adjustment and ami)le bearing on the widest cross traverse. These shapers may lie equipjjed with either an adjustable or constant speed motor. VALVELESS BOILER SCALER The George Oldham & Son Company, Frankford, Phila- delphia, Pa., has recently placed on the market a valveless boiler scaler which is shown in the sketch. It is a com- pact little tool of simple construction. Its total weight is only 2^/4 lb. and it is S in. long and 2 in. wide at the cap Valveless Boiler Scaler and 1 1'2 in. wide at the nose end. The stroke is r '"& in. and the bore of the cylinder is 11/16 in. The tool is small enough to get in at all points of a boiler and can \ye operated easily by air with an extension pipe. FLUE RECLAIMING ATTACHMENT The Draper Manufacturing Company, Port Huron, Mich., has recently developed the flue reclaiming attachment .shown in the illustration. This device is used for welding split flues and for welding long sections of flues in con- nection with the pneumatic flue welding machine manufac- tured by this company. The welding machine is placed behind the furnace, with the end of a long mandrel central between the dies of the hammer and in line with the center Draper Flue Reclaiming Attachment of the furnace. \ waterback is placed between the furnace and the welder, through which cold water is circulated to keep the welder cool. The flues to be welded are prepared in the ordinary way. The shorter piece is pushed through the furnace on to the mandrel and the other piece is inserted into or over the lap and the part to be welded is located in the center of the furnace. A clamp is then placed on the flue at a certain distance in front of the welding machine operating lever which is shown at the front of the furnace. The distance between this clamp and the center of the fur- nace is the same as that between the center of the welder and the operating lever. When the tubes have been raised to a welding heat, they are pushed through on the mandrel under the welding machine. The clamp on the tube will engage the operating lever when the weld is under the ham- mer of the welding machine, immediately putting the weld- ing machine into operation. In this way, the joint is welded in a verv few seconds after it leaves the fire. After the flue has been welded, the clamp is removed and the flue is taken Tune, 1917 RAILWAY MECHANICAL ENGINEER 355 out and placd on a tilting table, where it is straightened. The tube is then allowed to cool until it will support its own overhanging weight. The only limit to the length of tin- flue that can be welded is dependent entirely upon the length of the mandrel behind the flue welder. The lengths of flues shown in the illustration are 12 ft. and 14 ft. re- spectively. QUICK RELEASING FACE MILLING GUTTER An inserted tooth face milling cutter which combines quick release and interchangeability with heavy service is manufactured by the Brown & Sharpe Manufacturing Com- pany, Providence, R. I. Trouble has been experienced at one time or another by machinists in removing the ordinary' face milling cutter after it has become heated and "frozen" on the spindle. The Fig. 1 — Brown & Sharpe Quick Releasing Face Milling Cutter force necessar)' to get such a cutter off is liable to result in damage to the cutter or may be sufficient to throw the sj)indle bearings out of alinement. Fig. 1 illustrates a cut- ter designed to overcome these difficulties, and the sectional diagram, Fig. 2, will show how readily this is accomplished. Fig. 2 — Section Through Qulcl< Releasing Face Milling Cutter The split sleeve A which has a steep outside taper, screws on the nose of the machine spindle, the cutter B with a tapered hole is drawn tightly on this sleeve by the clamping plate C, and draw-in bolt D. A key in the sleeve fits into the cutter, thus insuring a positive drive. When the draw-in bolt is loosened, the clamping plate is released, and the steep taper allows the cutter to be slid off instantly. As the cutter is removed, the split sleeve expands and may be unscrewed from the spindle nose ver)' easily. Split sleeves of varying sizes are made to fit different sizes of spindles, thus one cutter may be interchanged from ma- chine to machine, thereby eliminating the necessity of hav- ing a set of cutters to fit each machine spindle. The cutters are held up close to the spindle as there are no long hubs projecting, thus the maximum working space is obtained. Fig. 3 illustrates the rigid and efficient method used for holding the teeth in the periphery of the machinery steel Fig. 3 — Method of Holding the Teeth in B. & S. Inserted Tooth Cutters. body on Brown & Sharpe inserted tooth cutters. When the teeth are inserted, the tapered bushing is driven in place by set C, and the screw^ is then put in. thus firmly securing the bushing. The bushings are removed with the extracting screw B. TYPE "G" DUMORE GRINDER At the request of a manufacturer who had found difficulty in securing dies on account of the present market conditions the Wisconsin Electric Company, Racine. Wis., made a special grinding machine, which enabled solid dies, round split dies, etc., to be sharpened. The first machine effected such a large saving that the tool has now been added to the company's line of electrical specialties as a special type of the regular Dumore grinder. The attachment for sharpening solid dies consists of a carborundum pencil, }i in. in diameter, held in a special Type C Dumore Grinder chuck mounted on a spindle which runs at the rate of 50.000 r.p.m. In sharpening dies the pencil is passed through the holes, as shown in the illustration. The teeth of the dies can thus be ground at the proper angle for the most effec- tive work. Pencils dressed to any shape or size desired can be mounted in the chuck. This makes the machine useful 356 RAILWAY MECHANICAL ENGINEER Vol. 91, No. C for lapping out blanking dies and for other similar work. Besides the small pencil there is a grinding wheel mounted on the motor spindle, which runs at a speed of 10,000 r.p.m. At shops where the Dumore grinder is already in use the special equipment for grinding dies can be purchased sep- arately and attached to the motor as desired. The device has effected large economies, one manufacturer reporting a saving of from $130 to $200 a month by its use. A HANDY PIPE VICE The Whittington-Vaughn Company, Lanesboro, Pa., has recently developed a convenient pipe wrench which weighs less than 4 lb. and will handle a 2-in. pipe. This wrench may be applied at any convenient place by screws or bolts, Whittington Pipe Vise is easily carried in any kit of tools and is of strong con- struction. The floating jaw is guided on the body of the vise, giving a substantial support to it. FLEXIBLE PIPE CONNECTION A flexible pijx' connection, consisting of a ball joint packea with '4 -in. l)raided asbestos, has recently been placed on the market by the Franklin Railway Supply Company, .>0 Church St.. Xew York Cit\. It is of simple construction, as shown Flexible Pipe Ball Joint by the illustration. Kither the standard scjuare or round asbestos packing may l>e used to pack the joint. This is of By tightening the packing nuts, the packing is squeezed into place, completely filling the space between the metal rings. The packing nut is prevented from working loose by a cotter pin which extends through a hole in a lug on the body of the joint and a hole on the packing nut. These flexible joints can be used for both steam and air and with standard piping will replace rublser hose in many places. They are especially adapted for use in roundhouse blower and blow-off lines, terminal coach heating lines, pump testing racks, etc. They can be used also to advantage in the main reservoir connections on locomotives, where flexibility is a desirable feature, and thereby eliminate pipe failures caused by a rigid union joint. The joints are made for either straight or angle connections. AUTOMATIC METAL CUTTING-OFF MACHINES The Xutter & Barnes Company, Hinsdale, N. H., has re- cently improved its cutting-off machines by the addition of a new method of lubrication which provides a heavy stream of lubricant at the cutting edge of the saws. The lubricant is contained in a well in the base of the machine and is pumped from there to a duct which is a part of the saw hood, as shown in the illustration. The supply of lubricant is controlled bv the valve at the left of the hood. A flexible 1 ^^^^^^1 ^^^^^1 m '- ^^^^^^1 ^^^^^^^1 ^^^^^^1 BII^^^^H Automatic Cutting-Off Machine pipe connects the reservoir at the bottom of the machine with the pump. The motor for driving this machine is mounted directly on the movable slide of the machine. This arrangement is compact and the motor is up off the floor, out of the way of dirt and possible injury. This machine has a work table 14 in. by 23 in. l)y 29 in. high. The distance between the clamped yoke and the table is 10)4 in- The saw carriage is 2.> in. long l)y 17 in. wide and is ecjuipped with both power and hand feed. The machine is driven by a 3-h.p. considerable advantage in that no special gaskets are required motor, has a floor space of 3 ft. by 5 ft. 6 in. and a net and the joint can be repacked at any shop or enginehouse. weight of 2,800 lb. JlNt, 1917 RAILWAY IMECHAXICAL ENGINEER 357 LOCOLIGHT HEADLIGHT EQUIPMENT The Locolight Company, Indianapolis, Ind., has recently brought out a new model of the standard generator which the company has been manufacturing since 1914. The new machine, which is rated to deliver 450 watts at 32 volts, em- bodies all the principal features used in the former type. The turbo-generator, complete with the base, weighs 1 09 lb. The length over all" is 18J_> in., the height 15)2 in. and the width 15 in. The turbine wheel is 11 in. in diameter, weighs , Locolight Headlight Generator about 6 lb., and is designed to run at a speed of 3,200 r.p.m. The governor acts directl}" on the wheel, the governor weights in action forcing the wheel out of the path of the steam, thus controlling the speed. The shaft, wheel and governor can lie removed from the machine without destroying the adjust- ment of the governor. The shaft is carried on two sets of annular ball-ljearings which are lubricated by a chain oiling device. The chain passes over a spacer, between the ball bearings, which is smaller at the center than it is at either Rotating Parts and Bearings Assembled <^>f the ends. The ends of the spacer project into the ball bearing races. The oil which is brought up by the chain is carried by centrifugal force to the ends of the spacer and flies ^ff into the bearings. Spacers at each end of the bearing housing throw off any oil which passes through the bearings ind it is carried back to the oil well. The dynamo is of the Edison bipolar type, compound wound. The iield frame is of electric malleable iron with pole pieces and frame in one piece, thus eliminating all joints in the magnetic circuit. The field coils are held rigidly on the frame and are well insulated. The brush holders are of the box type. The headlight, which is regularly furnished with this generator, is equipped with a 30-volt, 150 watt incandescent lamp, which will comply with the requirements of the loco- motive inspection law. The steam consumption of the turbine is approximately 102 lb. of steam j)er hour at 150 lb. boiler pressure and 128 lb. per hour at 220 lb. pressure. It is claimed for this equipment that the maintenance cost and the consumption of steam and of oil are low and that the absence of grease cups and packing reduces materially the attention which is required at the engine terminals. EXPANSION JOINT WITH A GROSSHEAD GUIDE An expansion joint having a crosshead and guide, adapted to all service on high or low pressure water, oil, gas or steam lines, has been tested for several years and is now being manufactured and sold by the Ross Heater & Manu- facturing Company, Buffalo, N. Y. It is claimed for this crosshead guided joint that the sleeve is held in perfect alinement and that the weight of the pipe line is relieved from the sleeve and packing, thus preventing excessive wear Ross Crosshead Guided Expansion Joint on these parts. The main casting is divided in two parts, which are connected by a heavy flange and bolts. The mov- ing elements consist of a long sleeve made steam-tight Ijy a stuffing box and gland. The sleeve is supported at the outer end by companion flanges, which are machined on the outer surfaces and slide in the guide, the internal surface of which is also machined. Stops are jjrovided on the guide to prevent the crosshead l>eing drawn out of the casing and thus breaking the joint. All the parts are substantially constructed and are readily accessible by removing the casing. The packing space of the stuffing box is long and is adapted to the use of any kind of metallic or fibrous packing. The sleeve is made of bronze and for pressures up to 150 lb. all other parts are •made of semi-steel; for higher pressures cast steel is used. The sleeves are made in two types, one having a free travel of 4 in. and the other of 8 in. These types are made in both single and double joints providing an ex- ceptional range of movement. This joint occupies little space and is easily insulated. It has been used successfully on steam lines carr)ing a pressure of 175 11). the steam being superheated to 300 deg. F. (Formerly the RAILWAY AGE GAZETTE, MECHANICAL EDITION with which the AMERICAN ENGINEER was incorporated) Published on the First Thursday of Eveby Month by the SIMMONS P.OARnMAN PUBLISHING COMPANY Edward A. Simmons, President L. B. Sherman. Vice-President Henry Lee, Vice-President and Treasurer M. H. WiuM. Secretary WOOLWORTM Bl'lLDlNC. NEW YoRK. N. Y. F. H. Thompson, Business Manager. Chicago. Chicago: Transportation BUlg. Cleveland: Citizens' Bld|?. WashinRton: Home Life BIcIk. London: Queen Anne's Chambers, Westminster. Roy V, Wright, Editor R. E. Thayer. Managing Editor C. R. Peck. Associate Editor A. F. Stuebing, Associate Editor Entered at tlie Post Office at New York, N. V.. as mail matter of the second class. Subscriptions, including the eight daily editions of the Railway Age Gazette published in June in connection with the annual conventions of the Master Car Builders' and American Railway Mastei Mechanics' Asso- ciations, payable in advance and postage fret : United States. Canada and Mexico. $2.00 a year; Foreign Countries (excepting daily editions). $3.00 a year; Single Copy, 25 cents. WE GUARANTEE, that of this issue S.75C copies were printed; that of these *),750 copies 7,885 were mailed to repulai i>aid subscribers, 112 were provided for counter and news companies' sales, 283 were mailed to adver- tisers, 166 were mailed to exchanges and correspondents, and 1,304 were provided for new subscriptions, samples, copies- lost in the mail and office use: that the total copies printed this year tc; date weif 54,647. an average of 9,107 copies a month. The RAILWAY MECHANICAL ENGINEER is a member of the Asso- ciated Business Papers (A. B. P.) and the Audit Bureau of Circulations •A. B. C). The Atchison, Topeka & Santa Fe reports that 263 of its employees from all branches of railway service have already enlisted in the regular army, the national guard, the navy, the marines and the signal, aviation, engineer, and reser^•e corps. The Chicago, Burlington & Quincy has granted a 10 per cent increase in pay to all shop men and "unorganized" employees on the road. The increase for the shop and clerical men took effect on May 16, and the track laborers' advance dates back to April 18. The Interstate Commerce Commission, by an order dated April 12, has extended for eight months from July 1, 1917. the time within which freight cars must be equipped with safety appliances to conform to the standards prescribed bv the commission, as set forth in its orders of March 13, 191 1, and November 2, 1915. President H. U. Mudge, of the Denver & Rio Grande, announces that beginning July 1 the company will retire all employees at the age of 70 and will pay pensions to retired employees according to the^ usual custom on many roads. The pension will be extended to all persons continuously in the employ of the company 25 years and includes both officers and employees. The basis of the pension will be the average monthly pay for the ten years previous to re- tirement. Of this average pay each employee retired will receive one per cent for each year in the service. The Texas & Pacific has issued a notice to all of its sec- tion and machine shop foremen that they should place in immediate cultivation all the available space along the right of wav. In order to provide an adequate supply of labor each section man and machine shop employee is to be given one-half day a week of the company's time to perform this work. The employees will share in the crops thus grown, according to the number of hours the man works, including the one-half day of the company's time allowed, and the extra time that he may put in. Particular attention is to be given to the growing of vegetables, such as tomatoes, cab- bage, beans, radishes, potatoes and roasting ears. The plant- ing of cotton is prohibited. J. M. Hannaford, president of the Northern Pacific, has issued a statement authorizing bonuses for "unorganized*' employees, which will aggregate about $750,000. This in- crease in compensation follows an advance of five per cent made last October, the difference l)eing that the bonus now announced takes in employees whose salaries run up to $3,000 a year, whereas the increase granted last Octol)er applied only to those whose salaries were below $2,000. The statement sets forth that in view of the continued in- crease in the cost of living, employees in service on July 1, 1917, will be granted a bonus of 10 per cent of their wages between January 1 and July 1, except where service has not been continuous and where the wages of employees are fixed by contracts or schedules made by collective agree- ment. It is further stated that similar bonus payments will be considered from time to time, as conditions warrant. Preliminary steps for the electrification of the Chicago, Milwaukee & St. Paul from Othello, Wash., to Seattle and Tacoma, are now being taken and construction work will soon be under way. Electric power has been contracted for with the Intermountain Electric Power Comf)any, and sub- stations are to be built at Taunton, Wash.; Doris, Kittitas, Cle Elum, Hyak, Cedar Falls. Renton and Tacoma. These eight stations will be of the same in-door tyy)e as was adopted in the recently completed installation between Avery, Idaho, and Harlowton, Mont. The stations will each contain two 2,000 kw. units, and specifications for all the station ma- chinery and locomotives are now in the hands of builders for bids. The poles for the proposed electrified zone have already been bought and are now being delivered. The actual setting of the poles will commence within .SO days. It is expected that the contemplated 225 miles to be electrified from Othello, Wa.sh., to Seattle and Tacoma, will be com- pleted by January 1, 1919, and that the first unit, that be- tween Othello and Cle Elum, will be ready for operation on January 1, 1918. COMMITTEES TO INVESTIGATE CAR AND LOCO- MOTIVE BUILDING CAPACITY Committees of car and locomotive builders have been or- ganized at the request of the Council of National Defense to investigate the capacity of car and lotttmotive building plant:^ in this country and the extent of their ability to turn out ad- ditional motive power and ecjuipment for the railroads of this country and for the .\llies. The membership of these committees is as follows: Car Committee: S. M. Vauclain. vice-president of Baldwin Locomotive Works, chairman; E. F. Carry, president of Haskell & Barker Car Company: Charles S. Gawthrop, vice-president of the American Car &: Foundry Company; Clive Runnels, vice-f)resident of the 358 June, 1917 RAILWAY MECHANICAL EXGIXEER 359 Pullnwn Company; R. L. Gordon, vice-president of the Standard Steel Car Company, and A. S. Reeder, vice-presi- dent of the Pressed Steel Car Company. Locomotive Com- mittee: S. M. Vauclain, chairman; Andrew Fletcher, presi- dent of the American Locomotive Company; H. P. Ayres, vice-president of H. K. Porter Locomotive Company, and Joel Coffin, chairman of Lima Locomotive Corporation. WOMEN EMPLOYEES IN THE MECHANICAL DEPARTMENT Following a conference several weeks ago between J. M. Davis, vice-president of o[)eration and maintenance, and of- ficers of his staff, the Baltimore & Ohio announced that posi- tions in its shops, in the freight and passenger terminals and other outside places were open to women. Immediately several applications were accepted. At Lorain, Ohio, where the company handles its largest lake coal and ore traffic, various tasks in the machine and air brake shops. Women iiave been found to \ye well adapted to sorting the smaller and lighter classes of scrap material at the Painesville, Ohio, scrap reclamation plant. \\'omen are being paid the same wages as would be paid to men doing the same work. On the Pennsylvania Railroad every general superintend- ent has been directed by the general manager, Elisha Lee, to investigate and report, as promptly as possible, in what capacities girls or women can lie employed efficiently on all parts of the railroad ; what numl)ers can be so utilized, and to what extent they can perform the work now being done by men. The object of this step is twofold: First, to release men from work that can as well be performed by women, and thus increase the number of male employees available for those forms of railroad service for which women are not so well adapted; second, to prepare for the probability that selective conscription will ultimately result in a considerable depletion of the forces of male employees not actually en- Women Employed in the Baltimore & Ohio Shops at Lorain, Ohio Women were given positions in the shops as helpers and at Various kinds of light Idlx)r. .\ group of these women shop employees are shown in the photograph which is reproduced herewith. The four women shown with overalls are all em- ployed in the shops. The others, from left to right, are em- ployed as oil distributor, blacksmith helper, yard cleaner, car clerk and assorter of small scrap materials. At the time this is written 29 women in all are employed at the Lorain ^hops. These include 11 lalx)rers and one leading laborer, three car oilers, two blacksmith helpers, two mill laborers, one oil distributer, one janitress, one time checker, one car clerk, one car preparer and five others who are employed at gaged in the physical operation of the railroad. No men will ]ye dropped from the payrolls to make way for women, al- though some may be called upon to change the form of their occupation. Stenography, typewriting and practically all other kinds of clerical work will be open to wc»nen at once. This will applv not only at the general offices in Philadelphia, but also at all other offices where large clerical forces are employed, includ- ing agencies, freight stations and transfers. The investigation to be conducted by the general super- intendents will also be directed to ascertaining whether or not girls and women may be advantageously employed in other positions, including the lighter forms of machine shop work, 360 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 telegraphy, telephony, signaling, ticket selling and car cleaning. Car and Locomotive Orders in May As noted elsewhere in this issue the distinguishing feature in the equipment market at present is the continued heavy buying of locomotives. The orders in May were extremely heavy from the standpoint of both domestic and foreign busi- ness. The totals for the month were as follows : Domestic Foreign Locomotives 653 640 Freiuht cars 4.248 10.000 Passenger cars 73 1.293 Among the important locomotiv ing: Chicago. Burlington & Quincy Great Northern Northern Pacific Pennsylvania ... Pennsylvania Lines West. Philadelphia & Reading. Uritish War Office Paris-Orleans Russian Government . . . 45 10 10 40 80 40 35 81 129 23 35 10 25 30 20 SO SO 250 250 14.248 73 e orders were the follow- Mikado Baldwin Pacific Baldwin Santa Fe Baldwin Switching Baldwin Mikado Baldwin Mikado American Switching Passenger .... Mikado Decapod Santa Fe .American Mallet Baldwin Santa Fe Baldwin Passenger Altoona Mallet Baldwin 0-6-0 Baldwin Mikado American Decapod American Decaiiod Baldwin 245 Altoona and 30 Baldwin The freight car orders included the following: Gondola .Am. C. & F. Box Can. C. & F. Box Eastern Refrigerator lias. & Bar. Atchison. Topeka & Santa Fe 1,000 Canadian Government l.OOO 1.000 Illinois Central 500 Box. .Am. C. & F, Russian Government 6,500 3,500 Box Std. Steel The Illinois Central's passenger car order accounted for 71 of the 73 passenger cars reported during the month. MEETINGS AND CONVENTIONS Master Tinners', Coppersmiths' and Pipefitters' Associa- tion. — The annual convention of the American Railroad Master Tinners', Coppersmiths' and Pipetitters' Association for 1917 has been postponed. American Gear Manufacturers' Association. — The recent- ly organized American Gear Manufacturers' Association held its first convention at the Hotel Schenley, Pittsburgh, Pa., on May 14 and 15. This as.^^ociation has been or- ganized for the jmrpose of developing, standardizing and im- proving all products of the gear industry. Master Boiler Makers' Association. — .\t a meeting of the executive board in Chicago on Wednesday, May 2. it was decided, on account of war conditions, to jx>stpone indefinite- ly the eleventh annual convention of the Master Boiler NIakers' Association, which was to have been held May 22 to 25 at the Jefferson Hotel, Richmond, Va. Chief Interchange Car Inspectors' and Car Foremen's As- sociation. — The annual convention of the Chief Interchange Car Inspectors' and Car Foremen's A.ssociation which was scheduled to be held at St. Louis, Mo., from September 25 to 27, inclusive, has been postponed for one year. The pres- ent officers will retain their positions until their successors are duly elected. Railway Storekeepers' Association. — The annual conven- tion of the Railway Storekeepers' Association, which was to have been held at Chicago, May 21 to 23, has been post- poned. In his statement announcing this postponement. President W. A. Summerhays calls attention to the difficulty of securing material at present, and to the importance of storekeepers remaining on their roads to insure that material essential to operation may be available. Western Railway Club. — At the annual meeting of the Western Railway Club, held on May 21 at the Hotel Sher- man, Chicago, the following officers were elected: President, .\. R. Kipp, mechanical superintendent Chicago division Soo Line; first vice-president. A. LaMar, master mechanic, Pennsylvania Lines; second vice-president, G. S. Goodwin, mechanical engineer, Chicago, Rock Island & Pacific; secre- tary and treasurer, Joseph \\'. Taylor. General Foremen's Association. — The executive committee of the International Railway General Foremen's Association has decided that the 1917 convention of that association be canceled. The advance papers will be distributed, however, and the members are requested to send written discussions to the secretar}- on or before September 15, 1917. These will Ije incorjiorated in the regular proceedings, which will k published as heretofore. Master Mechanics' and Master Car Builders' Association. — At a joint meeting of the executive committees of the Amer- ican Railway Master Mechanics' Association and the Master Car Builders' Association, held at Chicago on April 30, it was decided not to hold the annual conventions which were to have taken place at Atlantic City, N. J., in June. It was the opinion of the committees that during the war emer- genc}' it was imperative for all railway employees to remain at their posts ready to give their best services to their roads and the government. American Society for Testing Materials. — The twentieth annual meeting of the .\merican Society for Testing Mate- rials will be held at .\tlantic City, June 26 to 29, with head- quarters at the Hotel Traymore. At the second session on Tuesday afternoon, June 26, a paper will be read by A. T. Goldbeck on "Distribution of Pressure Through Earth Fills." The other sessions are as follows: Third session, Tuesday evening, annual address hv the president. Ffiurth session. Wednesday morning. On Iron and Steel. Fifth session, Wednesday evening. On Xon-Ferrous Meials. Sixth session. Thursday morning. On Preservative Coatings and Miscel- laneous materials. .'Seventh session, Thursday evening. On Cement and Concrete. Eighth session, Friday morning. On Concrete and Lime. Ninth session, Friday afternoon. On ( cramics. Tenth session, Friday evening. On Miscellaneous Materials, Committee reports will he presented at this session on Fireproofing. I. H. \Voolson, cliairmp.n: on Waterjiroofing. W. A. .\iken. ch.-iirnian: on Timber, Herman von Schrenk, chairman; Shipping Containers B. W. Dunn, chairman, etc. The following list gives ita»:cs of secrctiuics, dates of next or regular meetings and .Glares of meeting of mechanical associations : .•\m Brake Association. — F. M. Xellis, Room 3014. 165 Broadway, New York City. -American Railkoad Master Tinners', Coppersmiths' and Pipefitters' -AssociAnoN.— O. E. Schlink, 485 W. Fifth St., Peru, Ind. Conven- tion postroned. American Railway Master Mechanics' .Xssociation. — J. W. Taylor, Kar- pen Building. Chicago. Convention postponed. .American Railway Tooi Foremen's .Association. — R. D. Fletcher, Belt Railway. Chicago. Convention, August 30, 31 and September 1, 1917. Hotel Sherman. Chicago. .American Society for Testing Materials. — Prof. E. Marburg. University of Pennsylvania. Phil.Tdcli.liir, Pn. Annual meeting June 26--"^. Hotel Traymore, .Atlantic City, X. J. American Society or Mechanical Engineers. — Calvin W. Rice, 29 W. Thirty-ninth St., New York. .Association of Railway Electrical Engineers. — Joseph A. .Andreucetti, C. iS: N. W.. Room 411. C. & N. W. Station. Chicago. Car Foremen's .Association of Chicago. — .Aaron Kline, 841 Lawlor Ave., Chicago. Second Monday in month, except June, July and August. Hotel La Salle. Chicago. Chief InterchaN'IE Car Inspectors' and Car Foremen's Association.-- W. R. McMunn, New York Central, .Albany. N. Y. Convention postponed. International Railroad Master Blacksmiths' Association. — .A. L. Wood worth, C H. & D.. Lima, Ohio. Convention, .August 21, 1917, Hotei Sherman, Chicaco. International Railway Fuel Association.— J. C. Crawford, 547 W. Jack son Blvd.. Chicago. International Railway GENER^L Foremen's Association. — William Hall, 1126 W. Broadway, Winona. Minn. Convention iio'-tiioned. Master Boilermakers' .Association. — Harry D. Vought, 95 Liberty St.. New York. Convention | o'tponed. >Laster Car Piilders' .A.ssoCiation.— J. W. Taylor, Kar|)en Building, Chi- cago. Convention postponed. Master Car and Locomotive Painters' -Association of I'. S. and Canada. — A. P. Dane. B. & M.. Reading, Mass. Convention, September 11, 1917, Hotel La Salle. Chicago. Niagara Frontier Car Men's .Association.— E. N. Frankenbereer, 623 Bris- bane Building, Buffalo, N. Y. Meetincs, third Wednesday in month, New York Telephone Bide.. Buffalo. N. Y. Railway Storekeepers' Association.— J. P. Murphy. Box C. CoHinwood. Ohio. Convention postponed. Traveling Engineers' Association. — W. O. Thompson. N. Y. C. R. R- aevelar.<1, Ohio. TtNE, 1917 RAILWAY MECHANICAL EXGIXEEK 361 G. A. Moriarty GENERAL \V. J. Bennett/ master mechanic of the Utah lines of the Denver & Rio Grande at Salt Lake City, Utah, has been ap- pointed assistant superintendent of the motive power and car departments, with headquarters at Denver, Colo. G. A. Moriarty, general master mechanic of the New York, New Haven & Hartford, has been promoted to the newlv created position of mechanical superintendent of the lines east, with head- quarters at Boston, Mass. ;Mr. Moriarty Ijegan railway work in 1887 as a machinist apprentice on the Bal- timore & Ohio. He sub- sequently served on sev- eral different roads as machinist, and then re- turned to the service of the Baltimore & Ohio as machine shop fore- man. He was later with the Erie, and served in different posi- tions on the road. In 1907 he went to the New York, New Haven & Hartford as master mechanic, and in Janu- ary, 1917, was appointed general master mechanic, which position he held at the time of his recent appointment as mechanical superintendent of the lines east. J. L. Cunningham, master mechanic of the Philadelphia division of the Pennsylvania Railroad at Harrisburg, Pa., has been appointed superintendent of motive power of the \\'estern Pennsylvania division with office at Pittsburgh, Pa. Mr. Cunningham was born on September 28, 1874, at West Fairfield, Pa., and entered the service of the Pennsylvania Railroad on November 13, 1891, as an appren- tice in the Altoona ma- chine sho{). He was made m a c h i n i s t on February 1, 1896, and in .\ugust of that year resigned from the serv- ice. In June, 1900, he returned to the service of the Pennsylvania Railroad as machinist in the Altoona machine -hop, and the following month was transferred as inspec- tor to the Philadelphia division. On :March 1, 1901, he was transferred to the Pittsburgh division in the same capacity and in December, 1902, was made foreman on the Bedford division. One year later he was apj)ointed as- sistant master mechanic on the Philadelphia division. In January, 1904, he became general foreman, and in August, 1906, was appointed assistant engineer of the Central divi- J. L. Cunningham sion. He was promoted to master mechanic of the Mar}land division on July 1, 1913, and three years later was trans- ferred to the Philadelphia division in the same capacity, which position he held at the time of his recent appointment. Ben Johnson, locomotive superintendent of the United Railways of Havana, the Havana Central and the Western Railways of Havana at Cienaga, Havana, Cuba, resigned on Mav 1. Mr. Johnson is retiring from active business life. Arthur Krohn has been appointed assistant superinten- dent of motive power of the Missouri, Kansas & Texas, with headquarters at Parsons, Kans. A. N. Lucas, general foreman of the locomotive depart- ment of the Chicago, Milwaukee & St. Paul at Milwaukee, Wis., has been appointed assistant superintendent of mo- tive power with headquarters at Milwaukee. H. H. Maxfield, superintendent of motive power of of the Western Pennsylvania division of the Pennsylvania Railroad, has l^een appointed superintendent of motive power of the New Jer- sey division with office at New York, succeed- ing D. M. Perine. Mr. Maxfield was born in 1873 and was educated at Stevens Institute. He entered the service of the Pennsylvania Railroad on September 5, 1885, as an appren- tice in the Meadow shops and on August 1, 1899, he l>ecame ma- chinist and in March, 1900, inspector and gang leader. He was promoted in Deceml>er, 1902, to assistant mas- ter mechanic at the Pavonia shops of the Trenton division and in .April, 1903, was appointed assistant engineer of motive power of the New Jersey division at Jersey City. On April 1, 1905, he was appointed master mechanic of the Trenton division and in July, 1911, was transferred to the Pittsburgh division in the same capacity. On May 1, 1916, he was promoted to superintendent of motive power of the Western Pennsylvania divisitni and now becomes superintendent of motive power of the New Jersey division. James Millikkn, suj^erintendent of motive power of the Philadelphia, Bahimore & Washington at Wilmington, Del., has been promoted to special engineer in the office of the general superintendent of motive power of tlie Pennsylvania Railroad, lines east of Pittsburgh and Erie, with office at -\ltoona. Pa. Mr. Milliken was lx)m on Februar}- 19, 1865, in Newtown, Bucks county, Pa. He was educated in the Philadelphia schools and also took a partial course at the University of Pennsylvania. On September 6, 1885, he en- tered the service of the Pennsylvania Railroad as a fireman on the Pittsburgh division and in !March of the following year was transferred as an apprentice to the Altoona ma- chine shop. After serving his apprenticeship he l>ecame as- sistant road foreman of engines on the Philadelphia and Pittsburgh divisions. In February, 1892, he was ap}X)inted assistant master mechanic at the .\ltoona machine shops; in 1895 he was ap{)ointed assistant engineer of motive power of the Philadelphia, Baltimore & Washington, and later served in a like capacity on the New Jersey division. He was appointed master mechanic at the Mount \'ernon shops, H. H. Maxfield 362 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 C. D. Voung Baltimore, Md.. in August, 1900, and was promoted to su- perintendent of motive power of the Philadelphia, Baltimore & Washington in January, 1903. C. D. Young, engineer of tests of the Pennsylvania Rail- road at Altoona, has been appointed superintendent of motive power of the Philadelphia. Baltimore & Washington, with headquarters at Wilmington. Del., succeeding James Milli- ken. Mr. Young was horn on May 19, 1878, at Washington, D. C, and on June 25. 1900, entered the service of the Pittsburgh, Cincin- nati, Chicago & St. Louis as a special ap- prentice. In July, 190.>, he was promoted to erecting gang foreman, an on October 16. 1903, he became machine foreman. He was pro- moted to assistant mo- tive power inspector on January 1, 1905, serv- ing in that capacity un- til May 1, 1906, when he was transferred to the Pittsburgh, Fort Wayne & Chicago as assistant ma.^ter mechanic. In September, 1906, he returned to the Pittsburgh, Cin- cinnati, Chicago & St. Louis as assistant engineer of motive power, and on June 1, 1910. assumed that office under the general superintendent of motive power of the Pennsyl- vania Lines West of Pittsburgh. On Octolier 1, 1911, he became engineer of tests on the staff of the general super- intendent of motive power of the lines east. D.wiD M. Perine, superintendent of motive power of the Penn-sylvania Railroad at New York, has been promoted to the personal staff of the general su{>erintendent of the New- Jersey division, with office at New York. Mr. Perine was born February 13, 1869. at Baltimore. Md., and was educated in the schools of his native town. He also t(X)k a full course in mechani- cal drawing and de- signing at the Mary- land Institute. On May 14, 1888. he en- tered the service of the Pennsylvania Railroad as an apprentice at the Mount Vernon shops of the Northern Cen- tral, and completed his apprenticeship at the Altoona shops. In Ap- ril, 1894. he was apjKjinted assistant road foreman of engines on the Pittsburgh division, and on August 1, 1895, was promoted to assistant master mechanic of the Altoona machine shops. In March. 1899, he was appointed assistant engineer of motive power of the Northern Central and the Philadelphia & Erie, and in March, 1900, was trans- ferred to Altoona as assistant engineer of motive power. He was promoted to master mechanic of the Pittsburgh division en October 1. 1901, and on August 1, 1903, was transferred to West Philadelphia as master mechanic of the West Phila- C. J. Stewart D. M. Perine delphia shops. On April 1, 1906, he was prompted to su- perintendent of motive power of the Northern Central and the Philadelphia & Erie, and on April 1, 1907, was trans- ferred to Pittsburgh as superintendent of motive power of the Western Pennsylvania division. On January 1, I912 he was transferred to New York as superintendent of motive power of the New Jersey Division, and the West Jersey & Seashore, which position he held until his recent promo- tion. C. J. Stewart, who has been appointed to the recently created position of mechanical superintendent of the New York, New Haven & Hartford, lines west, with headquar- ters at New Haven, Conn., began railway work with the Erie as a caller. He subse- quently served consecu- tively as engine des- patcher, special appren- tice, fireman, engine inspector and foreman on the same road. He then entered the service of the Delaware, Lack- awanna & W^estern as machinist, and later served as foreman and general foreman until 1905, when he went to the Central New England as master mechanic. In 1913 he was appointed assistant mechanical superintendent of the New York, New Haven & Hartford, at New Haven, Conn., which position he held at the time of his recent appointment as mechanical superinten- dent. MASTER MECHANICS AND ROAD FOREMEN OF ENGINES A. L. Browx has been appointed master mechanic of the Baltimore & Ohio at Glenwood, Pittsburgh, Pa., succeeding F. P. Pfahler. Thom.as C. D()X.\ldson has been appointed master me- chanic of the Rochester and Buffalo division of the Buffalo, Rcxhester & Pittsl)ur£jh, with headquarters at Salamanca, N. Y. T. H.AMBLY has been appointed acting master mechanic of the Canadian Pacific, Algoma district, with headquarters at North Bay, Ont., succeeding J. H. Mills, resigned. E. J. H.ARRis, superintendent of shops of the Denver & Kio Grande, at Salt Lake City, has been appointed master me- chanic of the Utah lines, with headquarters at Salt Lake City, succeeding W. J. Bennett. O. E. Maxwell has been appointed road foreman of en- gines of the Pennsylvania Lines at Ft. Wayne, Ind., suc- ceeding J. H. Hanna, transferred. W. G. McPherson, general roundhouse foreman of the Canadian Pacific at Moose Jaw, Sask., has been appointed division master mechanic at Regina, Sask., succeeding S. ^^• Falkins. transferred. DwiGHT C. Morgan, Jr., has Ijeen appointed mechanical engineer of the Pittsburgh & Shawmut, with headquarters at Brookville, Pa. William E. O'Brien has been appointed road foreman of engines of the Buffalo, Rochester & Pittsburgh, with head- quarters at Rochester, N. Y. J INK, 1917 RAILWAY MECHANICAL EXGIXEER 363 l\ P. Pfahler, master mechanic of the Baltimore & Ohio at Glenwood, Pittsburgh, Pa., has been appointed master mechanic at Cumberland, ^td., succeeding R. B. Stout. G. A. ScHMOLL, general master mechanic of the Baltimore S>; Ohio at Pittsburgh, Pa., has been granted leave of absence* on ;iCC0unt of ill-health. \V. Wells has Ijeen appointed division master mechanic of the Sudbury division of the Canadian Pacific, with head- (juarters at Sudbury, Ont., succeeding T. Hambly, trans- ferred. ; . . C. F. Winn, master mechanic of the Chicago, Milwaukee & St. Paul, with headquarters at Milwaukee, Wis., has re- signed. Charles L. McIlvaine, master mechanic of the New York, Philadelphia & Norfolk at Cape Charles, Va., has been appointed master mechanic of the Philadelphia division of the Pennsylvania Railroad, to succeed J. L. Cunningham. Mr. McIlvaine was born in Wilmington, Del., on September 25, 1872. He received his early education in the pub- lic schools of Wilming- ton and Philadelphia and later graduated from the mechanical engineering depart- ment of the Univer- sitv of Pennsylvania. On October 1, 1899, he entered the service of the Pennsylvania Railroad as an appren- tice in the shops at Wilmington and was afterwards transferred to the Altoona shops. He was pro- moted to draftsman in the office of the superintendent of motive power at Jersey City, N. J., in January, 1903, and was advanced to motive power inspector in February, 1905. In May, 1905, he was appointed assistant master mechanic at the Pavonia shops at Camden, N. J., on May 1, 1907, assistant engineer of motive power at Buffalo, N. Y., and on May 1, 1911, was transferred to the office of the general superintendent of motive p)ower at Altoona, Pa., in the same 'apacity. On July 1, 1913, he was appointed master me- chanic of the New York, Philadelphia & Norfolk at Cape Charles, Va., holding that office until May 9, 1917. CAR DEPART.VIENT S. W. Caton, general car inspector of the Western Mary- land at Hagerstown, Md., has been promoted to master car builder with headquarters at Hagerstown. SHOP AND ENGINEHOUSE W. T. Abington has been appointed superintendent of shops of the Denver & Rio Grande, with office at Salt Lake City, Utah, succeeding E. J. Harris, promoted. Paul Bischeld has been appointed district foreman of the Union Pacific, at Salin^, Kan., succeeding J. A. Brice. E. J. Bre.v.xan, shop superintendent of the Baltimore & Ohio at Glenwood, Pittsburgh, Pa., has been promoted to general master mechanic with headquarters at Pittsburgh, succeeding G. A. Schmoll. F. G. Flesher has been appointed locomotive foreman of the Canadian Northern at Lucerne, B. C, succeeding T. C. Young, transferred. C. 1-. McIlvaine W. G. Hall has been ap])ointed shop su}Krintendent of the International & Great Northern, with office at Palestine, Texas, succeeding W. A. Brule, promoted. John Lee, formerly locomotive draftsman at the Winnipeg shops of the Canadian Pacific, has been appointed shop engineer at that point. H. A. LvDDOX has been apjx)inted superintendent of shops of the Northern Pacific, with office at South Lacoma, Wash., succeeding F. W. Malott, retired from active ser\-ice. F. OsBouRNE has been appointed millwright foreman at the Winnipeg shops of the Canadian Pacific. \\. W. Scott has been appointed shoyy superintendent of the Buffalo, Rochester & Pittsburgh, with office at Punxsu- tawney. Pa. R. B. Stout, master mechanic of the Baltimore & Ohio at Cumberland, Md., has been appointed shop sup)erintendent at Glenwood, Pittsburgh, Pa., succeeding E. J. Brennan. T. C. Young, locomotive foreman of the Canadian North- ern at Lucerne, B. C, has been appointed locomotive foreman at Port Mann. B. C, succeeding W. M. Armstrong, who has enlisted for active military service. PURCHASING AND STOREKEEPING William S. Morehead has been apjxjinted assistant gen- eral storekeeper of the Illinois Central, with office at Chicago, 111., succeeding William Davidson, promoted. He will have jurisdiction over the northern lines. W^illiam Davidson, assistant general storekeeper of the Illinois Central at Chicago, has been appointed general store- keeper, with office at Burnside (Chicago). He was bom at Selma. Ala., and after leaving school served an apprenticeship in steam and gas fitting, for two years, being employed by the United Gas & Im- provement Company, Yicksburg, Miss. In 1893, he entered rail- way service with the Yazoo & Mississippi Yalley at Yicksburg as a car repairer, later ser\nng consecutively as master car builder and wheel clerk, stock- keej3er. file clerk, as- sistant timekeej)er, gen- eral timekeeper, ac- countant, storekeeper and assistant chief clerk to the master mechanic. In June, 1908, he was appointed division storekeeper at Yicksburg, and in May, 1910, was promoted to assistant general store- keeper of the Illinois Central and the Yazoo & Mississippi Yalley at Burnside (Chicago). Thomas H. Ryax has been appointed purchasing agent of the Alai)ama & \'icksburg and the Yicksburg, Shreveport & Pacific, with office at New Orleans, La. He was bom at New Orleans on March 31, 1886. He entered railwav ser\'- ice on July 7, 1903, as a stenographer in the general passen- ger department of the New Orleans & Northeastem, the Alabama & Yicksburg and the Yicksburg, Shreveport & Pa- cific. From Deceml)er, 1905, to April, 1909. he was traveling secretar}' to the president and general manager of these three companies, and from April, 1909, to May, 1917, he was chief clerk in the purchasing department, which position he continued to fill up to the time of his appointment, as noted W. Davidson 364 RAILWAY MECHANICAL EXGIXEER Vol. 91, No. 6 W. A. Summerhays above. He succeeds W. J. Kelliher, resigned to enter other business. W. A. SiMMKRHAYS, general storekeeper of the Illinois Central at Bumside Shops, 111., has been appointed assistant j)urchasing agent of the Illinoi.s Central and the Yazoo & Mississippi Valley, with headquarters at Chicago. Mr. Sum- merhays was educated in the Chicago public schools and the I'ni- versity of Illinois. In June, 1898. he entered the service of the Illi- nois Central as an en- gineering apprentice assigned to track work, and in 1900 he became section foreman. The following year he was appointed general fore- man of construction and later in the same year became assistant general storekeeper. In May, 1910, he was ap- pointed general storekeeper of the same road, which position he held at the time of his recent appointment as assistant purchasing agent. H. P. Sh.\xks, assistant purchasing agent of the Louisville & Nashville at Louisville, Ky., has been appointed pur- chasing agent, succeeding J. P. Harrison, resigned. Ernest B.axtkk has been appointed general storekeeper of the Wabash, with office at St. Louis, Mo., succeeding A. J. Sewing, assigned to other duties. Mr. Baxter was born at Delmer, Ont., on Oc- tober 11, 1882. He began railway work with the Michigan Central in March, 1903, as a messenger in the local freight of- fice, and in May, 1903, was employed by the Algoma Central & Hudson Bay at Sault Ste. Marie, Ont., in a similar capacity. In October, 1903, he was apjwinted secretary to the superintendent of the Grand Trunk at London, Ont., and in April, 1905, entered the operating depart- ment of the Cincin- nati, Hamilton & Dayton at Indianapolis, Ind., and later that of the Missouri Pacific at St. Louis, Mo. He was ap- pointed secretar}' to the general manager of the St. Louis Southwestern at St. Louis in February, 1906, and in May, 1909, was promoted to chief clerk to the president. From June, 1914, to February, 1916, he was purchasing agent of this same company, and from March 1, 1917, to .A.pril 30, 1917, was a service inspector for the Wabash at St. Louis, which position he held at the time of his aj)pointment, noted above. He will report to J. E. Taussig, vice-president, at St. Louis. John G. W.arnecke has l)een appointed division store- keeper of the Illinois Central, at Centralia, 111., succeeding G. W. Rice. E. Baxter :'i<\i.- R. B. Kendig OBITUARY John He.ath, formerly master mechanic on the Wisconsin division of the Chicago & North Western, died at his home in Winnetka, 111., on May 1. 4 RoscoE B. Kendig, chief mechanical engineer of the New York Central Railroad, with headquarters at Grand Central Terminal, New York, died suddenly on May 10, in Detroit, Mich., while attending a conference with offi- cers of the Michigan Central Railroad. Mr. Kendig was born on March 3, 1868, at Renovo, Pa., and was educated in the public schools of his native town. He began rail- way work in 1884 as a messenger boy on the Pennsylvania Railroad. From Mav, 1885, to August, ' 1890, he ser\-ed as machinist apprentice at Renovo, and then to Januar}-. 1893, as draftsman at the same place. He was then for seven years draftsman in the office of the superintendent of motive power of the same road, at Williamsport. On January 17. 1900, he was appointed chief draftsman of the Lake Shore & Michigan Southern at Cleveland, Ohio, and from March, 1904, to June, 1910, he was mechanical engineer of the same road. In June, 1910, he was appointed general mechanical engineer of the New York Central Lines, and in May, 1912, became chief mechanical engineer of the New York Central Railroad. Albert E. Manchester, general suix^rintendent of mo- tive power, Chicago, Milwaukee & St. Paul, with headquar- ters at Milwaukee, Wis., died at his home in that citv May 4, aged 70 years. He was bom February 12, 1847, at Beaver Dam, Wis., and entered rail- way service in 1864 as an apprentice in the mechanical depart- ment of the Chicago, Milwaukee & St. Paul. Consecutively he was for five years a ma- chinist at Milwaukee, for 17 years a round- house foreman at var- ious points along the line, for two years gen- eral foreman of the locomotive department, and for four years di- vision master mechanic for the southwest dis- trict, including both car and locomotive departments. On April 1, 1893, he was ai)pointed assistant superintendent of motive power for this company, and on June 15, 1901, was promoted to superintendent of motive power, with jurisdiction over the entire system. In recognition of his long and faith- ful service, extending over a period of more than 50 years, he was recently promoted to general su}Terintendent of motive power. Mr. Manchester was an active member of the M. M- and M. C. B. associations for 23 vears. A. E. Manchester kXE, 1917 RAILWAY MECHANICAL ENGINEER 365 McCord & Co., of Chicago, has moved its New York office from 50 Church street to 165 Broadway. The Okonite Company, Chicago, has moved its New York office to the Astor Trust building, 501 Fifth avenue. I. T. Luscombe has been elected vice-president and general manager of the Paxton-Mitchell Company, Omaha, Xeb. The Goodwin Car Company has removed its Chicago office from 10 South La Salle street to 10 East Jackson Boulevard. The Barry Equipment Company, Chicago, 111., announces that it has changed its corporate name to the Barn*' Com- pany, Limited. Rol)ert Radford, for many years secretary and treasurer of tlie Standard Steel Works Company, Philadelphia, Pa., has I)cen elected also president of the Southwark Foundn,- & Machine Company, Philadelphia. Mr. Radford was graduated from Girard College in 1894, and soon after went with the Baldwin Locomotive Works. In 1906 he was trans- ferred to the Standard Steel \\'orks in sub- stantially the same posi- tion he now occupies, and which he will con- tinue to fill in addition to the presidency of the Southwark Foundry & Machine Company. Much of the success of recent years of the Standard Steel Works Company has been due to Mr. Radford's tireless and well-directed energy. He is thus well fitted for his new executive work. John \V. Dix, asistant general manager of sales and struc- tural engineer of the Carnegie Steel Company, died at At- lantic City, X. J., April 28.^ B. T. Bectel, who has been in charge of the Pittsburgh office of the Mark Manufacturing Company, Evanston, 111., since 1912, has been appointed assistant general manager of sales for this company, with headquarters at Evanston. Walter Brunswick, formerly connected with the sales de- partment of the American Locomotive Company, has been aj)pointed engineer in charge of the engineering department of Dowler, Forbes & Co. of Xew York and Shanghai. The Coleman Railway Supply Company has been organ- ized by W. W. Coleman and George E. X'^eil as partners, with office at 30 Church street, Xew York. The company will handle a general line of railway appliances and supplies. Richard A. Van Houten, for the past four years sales agent of the Sellers Manufacturing Company, Chicago, has been appointed manager of the plant at Mayfair (Chicago), where he will have complete charge of manufacturing oper- ations. E. L. Ruby, for the past year eastern representative for the Hayes Track Appliance Company, Richmond, Ind., has opened an office in the Real Estate Trust building, Phila- delphia, Pa. In addition to Hayes derails he will handle R. Radford the sale in eastern territor}- of the Keystone tool grinder made by the Keystone Grinder & Manufacturing Company, Pittsburgh, Pa. G. A. Cooper, formerh- in the copy service department of the Simmons-Boardman Publishing Company, Chicago, has been appointed a representative in the railroad department of the United States Graphite Company. His headquarters are at Chicago. H. I. McMinn, formerly with the Pennsylvania Railroad, has entered the service of the Franklin Railway Supply Com- pany as shop superintendent in charge of the manufacture of the Stone-Franklin lighting equipment, with headquarters at Bush Terminal, Brooklyn, Xew York. F. H. Van Sweringen, formerly master car builder of the Streets Company and more recently superintendent of the Welland (Ont.) plant of the Canadian Steel Foundries, has been appointed Chicago representative of Brown & Co., Inc., Pittsburgh, Pa., makers of refined irons and steels. The Acme Supply Company changed its corporate name on June 1 to the Dunl)ar Manufacturing Company. The sales organization will remain substantially the same, with the exception that a new sales office has l^een opened at St. Paul, Minn., with Rank & Goodell as sales representatives. The Freeland derails and Xewton replacers previously sold by the Hobart Alfree Company, Old Colony building, Chi- cago, have Ijeen sold to the Q & C Company, Xew York, St. Louis and Chicago, who will hereafter include these devices with the Fewings car replacers and the Q & C adjustable derails now sold by the Q & C Company. J. B. Ennis, chief mechanical engineer of the American Locomotive Company, since December, 1912, has been ap- pointed vice-president, in charge of engineering. Mr. Ennis has been in the service of the American Locomotive CcHiipany since its incorporation in 1901, prior to which time he was with the Rogers and Schenectady Locomotive Works. John G. Barry has been appointed general sales manager of the General Electric Company. Mr. Barr}' has long been manager of the company's railway department, and is well known throughout the electrical industr} . He began his business career as a production clerk for the Thomson- Houston Company at L}Tin, Mass., in 1890. Soon, however, he was transferred to the com- pany's Boston office in the commercial depart- ment. In 1892 the Thomson - H o u s t on Company and the Edi- son General Electric Company were united to form the General Electric Company, and two years later Mr. Barr}' was transferred to Schenectady in the railway department. He was soon made assistant manager of the railway department, and in 1907 he was appointed manager of the department. Mr. Barry will continue his present duties as manager of the railway department. At a special meeting of the board of directors of the Inde- pendent Pneumatic Tool Company, Chicago, held on May 3. to elect a successor to its late president, James Buchanan Brady, John D. Hurley, vice-president, was elected president. R. S. Cooper, manager of the New York office of this com- J. G. Barry 366 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 6 pany, has been elected vice-president, succeeding Mr. Hur- ley. Robert T. Scott, manager of the company's Pittsburgh office, has been elected a director and member of the executive committee. Keith R. Rodney, for many years connected with the Mid- vale Steel Company, and for the past two years supervisor of heat treating at the Winchester Repeating Arms Company, New Haven, Conn., has recently joined the staff of the Bul- lard Machine Tool Company as metallurgist and special counselor in the selection and treatment of steels. J. W. Deetrick, for some years general manager of the Republic Iron & Steel Company, Youngstown, Ohio, has l^een elected second vice-president and also a director of the company. The title of general manager has been abolished, but Mr. Deetrick will continue to exercise supervision over o})erations at all of the plants and will be known as second vice-president in charge of operation. In order to supply more readily the increasing demand for S K F bearings on the Pacific Coast, the S K F Ball Bearing Company, of California, Inc., has been organized. The main office of this company, under the direction of A. M. MacLaren, has been opened in San Francisco at 341 Larkin street. At this office a large and assorted stock of l>earings will be carried, and the engineering services of the company will be available. The Joliet Railway Supply Company, Chicago, has ap- pointed Atkinson & Utech, Inc., Ill Broadway, New York, its eastern sales agents, to handle its business in eastern ter- ritory and all exf)ort business where the purchasing is done in New York. The Joliet Railway Supply Company has also appointed the following representatives: V. J. Burr\', me- chanical engineer, with headquarters in Chicago; Jos F. Leonard, Mutual building, Richmond, Va.; VV. M. McClin- tock. Hackney building, St. Paul, Minn.; Alfred Connor, Majestic building, Denver, Col.; F. F. Bodler, Monadnock block, San Francisco, Cal.; W. F. McKenney, Portland, Ore.; S. I. Wailes, I^os Angeles, Cal. L. R. Pomeroy, consulting engineer, with office at 30 Church street. New York, died suddenly on May 7. Mr. Pomeroy had been in the railway and railway supply busi- ness for more than 35 years, and had a very wide acquaintance. He was bom at Port By- ron, N. Y., in 1857, and was educated at Irving Institute, Tar- rvtown, N. Y. From 1880 to 1886 he was secretary and treasurer of the Suburban Rapid Transit Company of New York, and then for nine years he was with the Carnegie Steel Company, introducing basic l)oiler steel for locomotives and spe- cial forgings. Subse- quently he engaged in the same kind of work with the Cambria Steel Company and the Latrobe Steel Company jointly. For three years to 1902 he was assistant general manager of the Schenectady Locomotive Works, and then for six years represented in the railway field the Gen- eral Electric Company. Then he went to the Safety Car Heating & Lighting Company, and afterwards to J. G. White & Co. as chief engineer of the railway and industrial divisions. In June, 1914, he was appointed manager of L. R. Pomeroy the New York sales office of the ITnited States Light & Heating Company, and later opened an office as consult ng engineer. Robert L. Gordon, assistant to the president of the Staiid- ard Steel Car Company, has been elected vice-president of that company, and vice-president of the Forged Steel Wheel Company and other associated companies, succeeding James B. Brady, deceased. Mr. Gordon graduated from Cornell University, class of 1895, with the degree of mechanical engi- neer, and after leaving college went with the Baldwin Loco- motive Works. He was afterward connected with the Fox I'ressed Steel Equipment Company, and later with the Pressed Steel Car Company, and has l)een connected with the Standard Steel Car Company since its organization, having acted as assistant to the president for the last 1 2 years. Harr>- C. Quest, for a number of years a representative of paint and varnish companies in the railway supply field, has associated himself with A. A. Ridgway, in the Ridgeway- Quest Company, which was recently organized to manufacture paints and varnishes, at Chi- cago. Mr. Quest has been elected president of this company. He began his career in the railway supply busi- ness in 1901 with the Heath & Milligan Company, Chicago, and since then has been engaged in the sale of paints and var- nishes to the railways, car companies and al- lied industries. The new plant of the Ridg- way- Quest Company ha.'i been especially e{|uij>ped for the production of these materials for the rail- way field. Mr. Quest will cover the entire United States. H. C. Quest Blanch offices will be established Denver, Colo. in New York Citv and William Lodge, president of the Lodge & Shipley Machine Tool Company, Cincinnati. Ohio, died suddenly April 31, 1^17. \\ illiam Lodge was born in Leeds, England, in 1848. He attended the common schools until at the age of 17 he became an apprentice at the machine shops of Fairbum & Co., of Leeds, where his term of indenture covered four years. He then came to the United States and resided in Philadel- phia until 1872, when he went to Cincinnati, and shortly afterward became foreman in the shops of Steptoe, McFar- land. Nottingham & Co. The senior member of the firm. John Steptoe, was the first machine-tool manufacturer west of the Alleghanies. After eight years with this concern, Mr. Lodge entered into partnership with William Barker, and they conducted a successful business in the manufacture of machine tools under ihe firm name of Lodge. Barker & Co. In 1886 Mr. Barker disposed of his interest to Charles Davis, and the company was reorganized under the name of Lodge & Davis. Six years later, in 1892, Mr. Lodge withdrew from the firm, and the same year organized the Ohio Machine Tool Company, the organization being continued till 1893, when he became associated with Murray Shipley, and the present company was incorporated under the name of the Lodge & Shipley Machine Tool Company, of which Mr. Lodge was president. Mr. Lodge was the author of "Rules of Management with Practical Instructions on Machine Building." He was a member of the American Society of Mechanical Engineers, joining the society in 1890. Volume 91 July, 1917 No. 7 CONTENTS EDITORIALS: Wooden Freight Equipment 367 Keep the Shop Equipment in Repai r 367 Support the Committee on National I'efense 368 Air Compressors in Yards 368 Shortage of Railway Mechanics Threatened 368 New Departure in Locomotive Design 369 Conserve the Motive Power 369 GENERAL: P. R. R. Decapod Type Locomotive 370 Power House Economics 373 The Ninth Regiment of Engineers 376 Pennsylvania Electric Locomotive ..■.■.•Vivi*. 379 New Power for Southern Railway 381 Graphic Display of Individual Daily Fuel Records 383 CAR DEPARTMENT: Handling Heavy Trains on Grades 385 Steel Passenger Train Equipment 386 Erie Steel Passenger Equipment 387 Slack Action in Long Passenger Trains 389 Wooden Stock Cars for the I. C 391 The Safety Appliance Standards 393 SHOP PRACTICE: Driving Box Spring Seat Milling Machine 397 Milling Machine Practice in Railway Shops 397 Reclaiming Air Pump Packing Ciland Rings 398 Rod Work on the Chesapeake \ Ohio 399 Interesting Back Shop Performance 401 Handling Rod Repairs ».^><..v>« 405 Reclaiming Cast Iron Wheels 406 Chuck for Finishing Piston Valve Packing Rings 407 Emergency Injector Repairs 407 NEW DEVICES. Duplex Locomotive Stoker 408 Blue Signal Safety Device 410 Murray Key Attachment 411 Positive Locking Power Reverse Gear r.>«V» ,. . . 411 Portable Column Boring Bar ' 412 Crank Pin Inspection . Gage 413 NEWS DEPARTMENT: Notes 414 Meetings and Conventions 415 PersonaJ Mention 415 Supply Trade Notes 416 Catalogues 420 Wooden For the past two years some of the rail- Freight ^^>'^ ^^ ^^^^ °^ ^^^ ^^8^ P'"^^^ °^ ^^^^^ and poor deliveries, have gone quite Equipment extensively to the use of wood in the construction of freight equipment. The experience of the railroads with some of this equipment has not been at all satisfactory and the situation demands the most careful con- sideration. It must be remembered that the railways are handling an unprecedented amount of traffic which must be moved with despatch and without delay. It is true the rail- roads need cars and need them badly, but a car of weak construction that will cause delay to the trains on the road will cost more in the delay to the traffic and the possible damage to other equipment than that car is worth. It is highly essential, therefore, that whatever cars are built be built to withstand the heavy service conditions now pre- vailing. Examples of wooden cars built only two years ago and which are now unsuitable for further service show that the construction of wooden equipment has not been given the proper consideration. There is no question but that wood can be used to a large extent where steel was previously used and a good car be built. There is, however, hardly a case where the strictly all-wood car can be used satisfactorily. A certain amount of steel must be used to properly reinforce the wooden mem- bers. For instance, it is folly to attempt to build a drop bottom gondola car entirely of wood. The construction of this type of car is such that it can hardly be hxiilt to with- stand the service to which it is put. Steel underframes should be required on this class of equipment. The house car, however, offers a greater possibility for the more ex- tensive use of wood, but here, metal draft arms, or still bet- ter, metal draft sills with the proper arrangement of truss rods should be used. The demands of the government for adequate equipment require that the most careful consideration be given to this subject. There are no short cuts that can be made to meet the present conditions. Car designers should follow care- fully the fundamental principles of good car design. There is no telling how long these extreme demands on the rail- ways are to last; even if the war should end within a year, there is no question but that America would be called upon to give of her resources for the rehabilitation of the coun- tries that have been at war for the past three years. The situation demands the most careful thought and every effort should be made to build substantial equipment which will not clutter up the repair tracks with bad order cars. Keep the Shop Equiptnent in Repair necessarv to make Such are the remarkable conditions in this country at the present time that not infrequently we hear of cases where shop equipment manufacturers find it a careful survey of their customers* needs to find out which ones should have their orders filled first for the best interests of the country at large. This im- mediately raises the question as to whether or not the rail- ways cannot be of assistance to the country as a whole by endeavoring to maintain their shop equipment in better con- dition than heretofore. It may be found practicable to re- build the equipment which in the past has been scrapped and replaced, but which can not readily be replaced under present conditions. It is an economic question in which the price of the equipment, the available labor necessary for the work and the facilities for doing the work, must be carefully considered. Some shops maintain what is called the repair gang, which devotes its entire time to the maintenance of the equipment in the shop. Should or should not this gang be increased in force and be provided with additional facilities for doing more extensive work on the shop equipment than it has hitherto been called upon to do? It is a questicm 367 368 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 7 the answer to which will be governed by conditions and one which each railroad will have to decide for itself. It should, however, be given consideration. The greatest problem in the railroad shop today is to get the cars and locomotives back into service in the shortest possible time consistent with good workmanship. More time spent in the maintenance of shop equii)ment and in the increasing of its efficiency, will increase the output and the efficiency of the shop, but the question as to how far these improvements should be made depends, as stated above, upon the availability of new shop e(iuipment, its cost, and the forces necessary to pro{)erly do this work. Support the Many things seem to indicate that of Committee on ^^^ ^^^ industrial and economic forces N.tion.l Defense ^^ ^^^ "^^*°"' ^^^ railroads come near- est to a full realization of what the countr}- must face in the months to come. Not only must they handle a volume of traffic wholly unprecedented with facilities apparently already overtaxed, but they must handle it in the face of an inadequate supply of labor in the maintenance departments, which will be reduced still further by the removal of over three-quarters of a million men from civil pursuits during the next three months. That facilities can be increased in time to relieve the situation seems hardly possible at this time. Therefore the only pos- sible way to meet the demands for transportation is to in- crease the efficiency of present facilities. A special commit- tee on national defense has been organized by the Amer- ican Railroad Association to bring about this increased ef- ficiency by operating the railroads practically as a single system. If the committee is properly sup|x>rted by all the roads there need be no doubt as to the result. In a bulletin issued on May 9, and printed in our June issue a number of expedients whereby remarkable improvements may be brought about in the effectiveness with which existing facili- ties may be utilized were outlined. The presidents of the railroads have given this committee authority to formulate policies for all or any of the roads during the war. This alone, however, will not solve the transportation problems during the coming months, and possibly years, of the war. Unless every officer, every man, gives the committee his wholehearted and unqualified support in carr}ing out its suggestions and policies, the railroads will fall short of the full measure of success that can be attained in the present emergency and the nation will play but a halti'ng part in a world crisis. Truly, teamwork is the railroads' supreme patriotic duty to the nation. responsible for many breaks-in-two and for other less seri- ous damage to draft gear. It is out of the question to try to adjust the piston travel on a freight train while it is being inspected. Lack of attention to the air brakes also results in loss of fuel due to stuck brakes and leaks in the train line. It is unreasonble to expect a car inspector to look over a train and correct all the defects in the 15 or 20 minutes usually available between the time when the engine is coupled to the train and when it is scheduled to leave. Ihe inspector is obliged to pass by many defects which should be remedied merely because he has not the time to correct them. It might be argued that by having more inspectors the work could readily be handled after the engine is on the train, but even if a larger force was employed it would hardly be possible to avoid delaying trains. Even though the delay is not long enough to involve any terminal over- time for the train crews it makes it difficult for the despatcher to arrange meeting points and as a result the time the trains are on the road is increased. When all things are con- sidered, the advantages of having air compressors in yards are so evident that their installation seems essential for the economical operation of large freight terminals. Shortage of Mechanics Threatened ;^jf There are comparatively few freight P yards which have facilities for testing empressors |,rakes before the engine is coupled to in lards ^^^^ train. This practice has so many advantages, however, from both maintenance and operating standpoints, that it seems that it should be more generally used. It makes it possible to determine the condition of the brakes far enough in advance of the time when cars are to leave to permit proper repairs being made and speeds up the handling of trains by reducing the time they are held at terminals for inspection. Proper maintenance of the air brake is necessary not only for the sake of safety but also to secure economy of operation. Men who are familiar with the condition of etjuipment agree that the general standard of air brake maintenance is not what it should be. Brakes cannot be kept in the proper condition unless they are tested before the engine is attached to the train and while a test on all incoming trains is of great a.ssistance in improving the con- dition, it does not take care of cars received from connect- ing lines. Shocks resulting from variations in braking power between the cars in different parts of a train are The withdrawal of mechanics from railway service during the past few months has caused a critical situation on some railroads. A large numl>er of men have already been recruited from the roads, both in the railroad regiments and in the regular service, and there is a prospect that more will be drafted. Mechanical officers are viewing with alarm the further depletion of their forces. At this time the urgent demand for locomotives and cars makes the prompt repairing of equipment of the utmost importance and railroad mechanics may perform quite as great a service for their country by remaining at their posts as they could by going to the front. In England the railroads released about 25 per cent of their normal force of employees for military service and the scarcity of railroad mechanics became so serious that it was found necessary to make them exempt. To avoid if possible a similar situation in this country the Railroads' War Board has asked the Council of National Defense to define the government policy with regard to the enlistment of machinists or other skilled railway employees. In view of the experi- ence of the British roads a consideration of the subject at this time seems advisable. There is no question that the railroads will be called upon to handle heavier traffic during the war than they ever have before and it is conceded that the highest efficiency in hand- ling this traffic is essential if this country is to do its share in the great struggle. Locomotives and cars will therefore be at a premium. The unusually large i)roiiortion of tlie output of the locomotive and car works of the United States which are being exported to the allied countries will reduce the amount of new rolling stock available for American roads during the war, and for that reason all existing equip- ment must l>e kept in efficient condition. This cannot be done unless the car and hxomotive repair sh(jp> are worked at their full capacity. Therefore a full complement of me- chanics is necessary. If skilled workmen are drawn away from the shops in large numbers the efficiency of the railroad systems may be seriously impaired. Recently a large numl>er of men have left railroad shops to work at the navy yards. In one shop 12 machinists resigned in a single day as a result of the government campaign to secure mechanics. Notices to the effect that men were wanted for service in the navy yards had been distributed at other shop points and the situation became so critical that the government was requested to withdraw them. This was done without delay. The railroads will find it hard to replace Jlly, 1917 RAILWAY MECHANICAL ENGINEER 369 mechanics who leave the shops at this time, as men who have l^en trained in other industries cannot as a rule be used successfully on railroad work. The navy yards could no doul't use mechanics drawn from other sources, where their positions might be filled by women. Recruiting of mechanics for navy yards from the railroads should be discouraged. Tlie problem of maintaining the efficiency of the railroads during the war is one which the experience of the Allies will help us to solve. While the situation in the shops has not as yet become acute except on a few roads, mechanical de- partment officers should keep in close touch with the labor situation in order to avoid a disorganization of their forces. New Departure The design of the Pennsylvania Deca- pod type locomotive, a description of '" . which is published elsewhere in this Design issue, involves one of the widest de- partures from the well worn groove of conventional practice which has ever been undertaken. The constantly growing demand for increased locomotive capacity has led to the successful development or adoption in this country of many labor saving and capacity increasing devices, such as the locomotive stoker, the superheater and brick arch, and yet the ability to continually increase locomotive capacity within the limitations imposed by track conditions and right-of- way clearances has been severely taxed. In the Pennsyl- vania locomotive the possibility of still further increasing the capacity has been created by eliminating the uneconom- ical range of cut-offs ordinarily employed at slow and mod- erate speeds. It is evident that high tractive effort obtained by working the locomotive at full stroke is accompanied by a waste of steam as compared with the expansive use of the steam at higher speeds. The limitation of the maximum cut-off not to exceed 50 per cent at starting and during slow speed operation, the cylinders being increased in size to off- set the decrease in mean effective pressure per unit area, offers a most promising field for the conservation of the steam supply which may be utilized to develop increased horse- power for a given boiler size. In this connection, however, the fact should not be overlooked that the stresses on the running ge^r are increased by this practice, owing to the higher initial piston load necessary to produce a given mean effective piston pressure as compared with that from a full stroke card. This will require somewhat heavier recipro- cating parts as well as larger rods and crank pins and may be expected to increase the wear and tear throughout the running gear. These, however, are conditions which it should be possible to take care of without difficulty, espe- cially in the case of freight locomotives, the class of power on which the arrangement under discussion offers the great- est advantages. There are a number of incidental advan- tages which this arrangement offers, such as a more uniform starting torque and therefore a decreased tendency toward slipping, which will add to the interest with which the thor- ough testing out of this locomotive in service will be fol- lowed by lcx:omotive designers throughout the country. Un- less the difficulties of maintenance prove greater than ex- pected, no reason is apparent why the new method of propor- tioning cylinders and limiting the cut-off should not become a well established feature of American locomotive practice. Conserve ^^^ need for locomotives was never jjjg greater than it is tcxiay, and the pos- ^ . sibility of obtaining locomotives from otive ower ^^iq builders was never worse, the best deliveries obtainable being from nine to twelve months. In addition to this, locomotive prices are extremely high, and our Russian allies want 2,000 locomotives from us. "Loco- motives, locomotives and still more Icxromotives" are the fun- di.mental needs of Russia today. Professor Lomonosoff, railroad minister with the Russian mission, told Wash- ington newspaper men in an interview. ••(^)uite frankly I can say to you, our American friends," he said, "give us locomotives and we shall give you military success." It is, therefore, apparent that the railways in this country are in a very peculiar situation and every means must be taken to get the greatest possible service out of the available power. The Railroads' War Board has asked that the number of lcx:omotives under repair be reduced from 15 to 10 per cent, thereby increasing the number of locomotives available for service by 3,000. In view of the shortage of labor which is being felt the country over, this is a difficult thing to do, but it must be done and every meml^er of the mechanical department of the railways should consider it his patriotic duty to do what he can to reduce the number of locomotives in shop or awaiting repairs and thereby in- crease the countr}''s supply of motive power. In sp)eeding up the work of IcKomotive repairs, the quality of the work cannot be sacrificed. An engine failure during this time of congested traffic is expensive and increases the congestion. The workmanship therefore must be at least equally as good as formerly. It is the efficiency of the shops that must be increased and with it, the shop output. With the prices for new equipment as they are, the ad- visability of equipping power with capacity increasing de- vices and other devices which decrease the time a locomotive spends in the shop must be given careful consideration. A thorough economic study should be made of the entire situ- ation so that l(x:omotives may be used to the best advantage and so that money for additional power may be spent where it will produce the greatest returns. Many roads have re- stricted their passenger service for the purpose of relieving congestion and to increase the available supply of men and material. In some cases passenger Icxromotives can be used in freight service. Wherever this is done care must be taken not to use them where they will interfere with the expedi- tious movement of freight. They can be used to advantage in doubleheading on fast freight trains and in releasing fast freight locomotives for use in slower ser\'ice. The terminal delay of the locomotive must be reduced. This may be done by a more logical arrangement of the terminal tracks and facilities, by die use of inspection pits, by the consolidation of trains and by running locomotives over two divisions where it is possible to do so. One road has eliminated 34 terminal handlings of locomotives and released 3 locomotives for other ser\'ice by following the latter practice. This not only increased the availability of power, but materially decreased the fuel consumption costs. It has been estimated that a saving of about six dollars a day was made for each IcKomotive that covered two divisions. \\'hether a road operates on the pooled or assigned sys- tem, the enginemen should be made to feel the responsibility they bear to the railways and their countr\- in the present situation. The engine crews should be instructed how to get the most out of their power and supervision should be adequate to see that the instructions are carried out. The engine crews can be of particular assistance and a vcrv great help in making proper and complete work reports at the end of their runs in order that the defects may be promptly located and repairs made with despatch. It is every man's duty as a citizen, from the helper to the man in charge of the mechanical department, to do his level best on the work assigned to him, to work harder and to use his head as well as his hands in increa.«;ing the effectiveness of the motive power on our roads. There is no short cut to the accomplishment of this end. The fundamentals of good locomotive maintenance and operation should be followed more closely even than in the past. Every pennv spent on a locomotive must be made to do its bit, every- ounce of a man's strength must be used to the best advantage, and every thought regarding the work must go towards increasing efficiency and producing more effective results. y P. R. R. Decapod Type Locomotive Maximum Gut-Off Is 50 Per Gent ; Tractive Effort 80,640 Lb. at 7 M. P. H.; Boiler Pressure 250 Lb. IN December, 1916, a Decapod locomotive having a total weight of J66,500 lb., a weight on drivers of 334,500 lb. and a tractive effort of 80,640 lb. was built by the Pennsylvania Railroad at its Juniata shops. The locomotive is the first of its type to be placed in service on this road and is known as the I-l-s class. There are several unique features in the design which represent wide departures from customary practice in loco- motive engineering. Instead of operating at a maximum cut-off of approximately 90 per cent, the valves have been given a steam lap of two inches and the maximum cut-off with the reverse gear in the corner is SO per cent. In order of 82 in. and is made of 1^-in. plate, l^^-in. rivets in 1 9/16-in. holes being used in the longitudinal joints. Like the Mikado boiler, the main barrel course is made in two halves which are joined on the horizontal center line. The shoulders peculiar to the Belpaire type boiler are flanged integral with the upper half, and the rear end of the lower half is flanged to form the throat sheet. A one-piece pressed dome is mounted on this course. The boiler is fitted with a Schmidt superheater of 48 units placed in 5^ -in. flues. There are 244 2^ -in. tubes, the length between the tube sheets being 19 ft. The firebox includes a combustion chamber 3 ft. long and is equipped with a firebrick arch. I I- //>i'_. ^_ —s'af- ...s'Ti'—.^. — s'7f-—4 s'af- — :^—s'4'- i . --t- ), JZZ'TotallVhetlBast- I -H Elevation of the Pennsylvania 2-10-0 Type Locomotive to secure a maximum tractive effort in proper relation to the weight on drivers, this necessitates the use of much larger cylinders than are required where 90 per cent cut-oft" can be obtained. The cylinders are 30 in. in diameter by 32-in. stroke and owing to clearance limitations which pro- hibit a further increase in the diameter of the cylinders, the boiler pressure was fixed at 250 lb. per sq. in. With the notable exception of the high boiler pressure, the Decapod type boiler is of the same general design as that of the class L-l-s Mikados, a large number of which are now in service on the Pennsylvania Railroad.* While there are differences in details, it will be noted by a comparison of the data for the two types given in the accompanying table of dimensions, that there is little difference in the capacity of the two boilers. The barrel of the boiler has a minimum internal diameter • This class was fully illustrated and described in the Railway Age Gazette, Mechanical Edition of July, 1914, on page 343. The smokcbox design is generally similar to that of the Mikado type locomotive. The exhaust pipe stands about 21 in. above the bottom of the smokebox and is fitted witli ;' circular nozzle having four internal projections. The ring blower, however, has been removed from the nozzle tip and placed at the choke of the lift pipe, which is 17 in. in diame- ter. This arrangement is effected by the use of a combincu blower ring and lift pipe bell casting, which is shown in detail in one of the drawings. Each of the frames is a single steel casting 44 ft. 8j4 '"• long with a driver brake shaft bearing cast integral. T^c top rail is 7 in. wide by 8 in. deep, the section changing to a width of 9^ in. and a depth of 7^^ in. over the ja^^>; the lower rail is 6 in. deep. The single rail section to wh^h the cylinders are attached is 53/2 in. wide by 20 in deep. Steam is supplied to the cylinders through an 83^2 -i^' ^^y pipe and 6-in. branch pipes, the admission being controlled i)\- the balanced throttle valve. The steam distribution is a)n- 370 JCLV. 1917 RAILWAY MECHANICAL ENGINEER 371 trolled by 12-in. piston valves and Walschaert valve gear. the auxiliary ports are so placed that their steam lap is ^4 With the exception of the increased lap which limits the in. These ports serve to move the engine only until the maximum cut-off to 50 per cent, the arrangement does not main pwts are opened. differ from the usual Pennsylvania practice. The purpose of the use of the 50 per cent cut-off is to The use of a 2-in. steam lap necessitates some auxiliary eliminate the range of cut-offs within which the water rate of the cylinders is excessive, thereby making possible an increase in the ratio of cylinder power to boiler capacit\'. By Throttle Valve of the Pennsylvania Decapod Type Locomotive means of admitting steam to the cylinders when the locomo- tive is standing in order that it may be started from any po- sition of the crank pins. The means of meeting this re- quirement is extremely simple. Pockets about 1>4 in. deep are cored out of the inside edge of each steam port in the valve chamljer, two in each port located 180 deg. apart. Half Sections Through the Firebox, Showing the Tube Layout referring to the data for the two classes it will be seen that with but slightly increased boiler capacity an actual tractive effort at 7.2 miles per hour of 80,640 lb. is obtained from the class I-l-s locomotive as compared with a calculated maximum tractive effort of 57,850 lb. for the Mikado type. This is further reflected in the ratio of tractive effort times diameter of drivers to equivalent heating surface. As an indication of the extent to which this increased ratio is jus- tified, it has been found that the tractive effort at 25 miles an hour is 44,400 lb. r'>i'-^ 244. Z'i^ Tubes. 48.S^" Flues. Boiler for the Decapod Locomotive, Which Carries 250 Lb. Working Pressure l^vo ports y% in. wide and IJ^ in. long are cut through The design of the running gear and reciprocating parts the valve chamber bushing, opening into the pockets in the follows very closely that of the Mikado type locomotives, yaive chamber casting. This arrangement is shown clearly The piston is of rolled steel and is carried on an extension m one of the illustrations, from which it will be seen that piston rod. The piston rod, driving axles, crank pins, i P. R. R. Decapod Type Locoxiorn e Maximum Cut-Off Is SO Per Cent ; Tractive Effort !:;.■''. S0,()40 Lb. al 7 M. P. H.; Boiler Pressure 2S() Lb. '# ' ; IN hiniiilnr, l'>10, a Dcc;i])0(l hxoinotivo liaviiiii a tutal WL'iuht (j1 .>0().5()(J lb., a weii^lit on (lriviT> of .v'i4,5UU 11>. and a tractive elYort of 80,640 ll>. wa.s built by the Pcnn>ylvania Kailroaii at its Juniata . The loconiotivo is the first of its type to be placed in service on this road and i- known a> the 1-1 -s class. There are several uniijue fraturi-s in the design which repri-M-nt wide departure from customary practice in loco- motive engineering. Instead of operating at a ma.ximum cut-oft of approximately 90 jjer cent, the valves have bet-n given .1 r-leam lap of two inches and the maximum cut-oft witi) the reverse gear in tin- * orner is 5U per cent. In order (tf «s_' in. and i> made of lj4-in. jdate, I'^-in. rivet > in 1 ') l()-in. liole> being u>ed in the longitudinal joints. Like the Mikado boiler, the main barrel course is made in two halve> which are joined on the horizontal center line. 1 he >houIder- ]Kiuliar to tiie Helj)aire type boiler are tlaiii,'ed integral with the u|)per half, and the rear end of the lower iiall' is tiangetl to form the throat >heet. .\ one-piece pressed dome i> mounted on tiiis i()ur>e. The boiler is titted with a .St hmidt .-superheater of 4N units placed in 5;?/^-in. ilu' • There are J44 2 (in. tube>, the length between the tubv: -liiet> being 19 ft. liie tlrel)o\ includes a eombu-rir: (hamlier .•> fi. long and is e, tiM> ne« essitate-> the u>e of mueh larv'eT i\linder> than are re<|uired winre ''0 per cent uil-ofi can be obtained. i lie cylinders are .^0 in. in diameter In" ,)2-in. >tr()kc and owing to clearance limitations whieh pn»- hibit a further increase in the diameter of the tylinder-, the boiler pressure wa> fixed at 2.>(t lit. j)er <(\. in. Willi ilic notable e\cei)tion of the high boiler jtre^-ure. the Deca|)od type boiler is of the -ame general design a> that of the class- L-l-s Mikados. a large number of whieh are now in service on the !'enns\lvania Kailroad/*^ While there are differences in details, it will be noted liy a comparison of the data for the two types given in the accom]>an\ ing table of dimensions, that there is little dift'erence in the caj»arity of the two boilers. The barrel of. the boiler has u minimum internal liianieter •This cla.-s v/as fully illustrated and ilesrritif.l in the Rtiihwy .li^e Gazette. il'chaiti:)!! Edition of July. 1914, on page 343. i he >inokeb«i\ design i> generally >imilar to that of ' »llt pipe stands abou! -1 in. above the bottom of tlie smokebox and i.- Utted wili.;^ 'inular iio/./.le having four intirnal prc)je( tions. The i niT blower, however. Iia.- been removed from the no/./le tip-'li'l. placed at the choke of the lift pipe, which is 17 in. in diai ic- ier. This arranir* nient i~ efu« t«-d by the u.-e of a (ombi? ''1 blower rinu' and lift pipe bell «a>ling^ which i.> shown i.U detail in one of the drawing>. '. ' ' ■''■■"''■' Kaeh of the frames is a sjn.^li- >it-,l casting 44 ft. &V4 ..'"• long with a driver brake >haft bearing < ast integral. ' 'h' loj) rail is 7 in. wide by .s in. deep, the section chant: ■■■■- to a width of [i\j in. and a vn7 RAILW AV M ECHANICAL EXGl.N EER- : }7\ rolln I'V l--in. i)iston valves and Wabchaert valve gear, {vitli :lie exception of tlie increased lap which limits the nwM' '"" >-Ut-off to 50 per cent, the arrangement does not jimr from the u>ual Pennsylvania j)ractice. rii use of a 2-in. steam lap necessitates some auxiliary Throttle Valve of the Pennsylvania Decapod Type Locomotive mo.in.s. (if admitting >teani to the c\linder> when liie locomo- tiVi- is >tanding in order that it may l)e started from any po- >it:nii nf tile crank \nu<. The means of meeting this re- 'lurtnient i- extremely >imple. Pockets aliout 1^4 in. deep .tfc cored out of the insi(h' edge of eacli steam port in tlie Valve •.eliamliiT. twn in c.n h jicrt hicated l.S't deg. apart. tlie auxiliar\ j>ort> arc so }»laced that their ^team lap ii '4 in. These ports .»ervc to move the engine only until the main j)ort> arc oj)ened. The purpose of tlie use of the 50 per cent cut-off is to eliminate the range of cut-offs within which the water rate of the cylinders i.« excessive, thereby making {Kjssible an increase in thi ratio of cylinder power to boiler capacity, By. ^^^^^^2'jof '% - _^-.;^5^-^,_^^_U^- JVe/<5', {^iU\ 0000 ~0 O O O O O ^Jjjl 5 vOI fc^ '-Vv* 0000 «fl.; < -i^^o^^io^^ri^"-^ = >iC)OOGGo3 " ° ° V— LjOOOO( OOOGCCC 0000c o -o o 00 0000 o ^>'iC 00000000 ^riSP o o o o o o o c < 0000 ^dooooocco 00 00 o oOOOOOO ;o 2A4, Z'if'Tubes 48, 5-sFlo€s :l----r---r-^ — -^':^-— t Half Sections Through the Firebox. Showing the Tube Layout referring to the data for tiic two classes it will be seen that with but .-liglitly increased l>oiler capacity an actual tractive effort at 7.2 mile>^ per hour of 80.640 lb. is obtained fr<»m the class I-l-> locomotive as compared with a calculated maximum tractive effort of 57,851)! lb. for the Mikado type. Ihis is further reflected in the ratio of tractive effort times diameter of drivir- to e<|uivalent heating -urface. A" an iiKbcatitm of the extent to wlii(h thiS: increased ratio is jus- titied, it has been found that the tractive effort at 25 miles .111 liiiur i> 44.4(10 lb. . / . r. -^8'4^^-^ /.■^^ ;^}^^-:-.-^)o^^.^^^^ ;-^.,- ,/ ii.::2 ■ :-r^-^''' ;.- -^ * < - < - ■J^'-*^' ■*\A l^^-.y -\ -•■ K.*=?'- ■*!( 244.2iTubei.4Ji.Syfl^s ' .■■ . Boiler for the Decapod Locomotive. \Vhich Carries 250 Lb. Working PressurJB " ports 's ill- >^'tinu. This arranuemeiit is .-^hown clearlv "He of the illu?trati(jn--, from which it will Lc >een tliat rile design of the running gear and ' rcvipFdRating parts follows very closely that of the Mikad«t type lo«omotivcs. The piston is of rolled ."•teel and is carried on an extension pi?ton rcjd. The piston rod, driving u.\les,.vrank p.in=. in RAILWAY MECHANICAL EXGIXEER Vol. 91, No. 7 wrist pins and knuckle i)ins are all of hollow sections and are heat treated. In order to obtain a proper amount of clearance between the top of the rail and the bottom of the main rod at the rear end, the key bolt was put in from the bottom and this arrangement has been found to be very satisfactory. To obtain clearance between the rear end of the main rod and the side rod knuckle pins the special recessed knuckle pin and depressed nut were used. In the following table the principal dimensions and data for the Decapod type locomotive are shown in comparison with those for the class L-l-s Mikado type locomotive: Valve Chamber with Auxiliary Starting Ports The driving wheels are 62 in. in diameter. The front and rear tires are llanged and are 5^^ in, wide. The inter- mediate tires are all flangeless, those of the main wheels being b ■ 2. in. wide, while those of the second and fourth wheels are T'j in. wide. The locomotive is designed to operate on tracks having a minimum radius of curvature of 350 ft. In the connection between the engine and ten- der, the old st\le double safety bars with slotted holes have been rej^laced with a single safety bar which is of the same Ring Blower In Base of the Lift Pipe cross section as the drawbar and >2 in. longer. It is placed immediately under the drawbar, being connected to the engine and tender by the drawbar pins. The driver brakes are operated by two 18-in. air cylin- ders with 13-in. stroke which exert a braking power of 230,000 lb. The arrangement is similar to that described in connection with the class L-l-s Mikados. General Data f -age Service Fuel Tractive effort ' Weight in workinR order Weight on drivers W'ei jjht on leading truck Weight on trailing truck Weight of engine and tender in working order Wheel base, driving Wheel base, total Wheel base, engine and tender Ratios Weight on drivers -f- tractive effort.... Total weight -H tractive effort Tractive effort X diam. drivers -H ef^uivaleiit lieating surfacet Equivalent heating surfacet H- grate area Firebox heating surface -r- equivalent heating surface, t per cent [-'-t----i-'-!rV-i Decapod Class I-l-s 4 ft. 8'/^ in. Freight Bit. coal 80,640 lb.* 366,500 lb. 334,500 lb. 32.000 lb. 547,000 lb. 22 ft. 8 in. 32 ft. 2 in. 73 ft. Vi in. 4.1 4.S 786.7 90.8 4.3 Mikado Class L-1 s 4 ft. 8V2 in. Freight Bit. coal 57.850 lb. 315.000 lb. 236.000 27,000 52,000 lb. lb. lb. 473.000 lb. 17 ft. OV, in. 36 ft. 5'/, in. 72 ft. 3 in. 4.1 5.4 622.0 82.4 5.1 W.LorSoffSfetl CM. and Ground Details of the Knuckle Pin with Recess for Depressed Nut Weight on drivers -i- equivalent heating surfacet 52.6 40.9 Total weight -r equivalent heating sur- face! 57.7 54.6 Volun'e equivalent cylinders with 90 per cent max. cutoff 21.4 cu. ft. 19.9 cu. ft. Equivalent heating surfacet -H vol. equivalent cylinders 297.0 290.0 (Irate area -H vol. equivalent cylinders 3.3 3.5 CyUnders Kind Simple Simple Diameter and stroke 30 in. by i2 in. 27 in. bv 30 in. VaVcs Kind Piston Piston Diameter 12 in. 12 in. r.reatest travel 6 in. 6 in. Steam lap 2 in. ?^ in. Wheels Driving, diameter over tires 62 in. 62 in. Driving, thickne.>.s of tires 3^ in. Driving journals, main, diameter and length 12 in. by 16 in. 11 in. by 15 in. Driving journals, others, diameter and length 11 in. by 16 in. Kngine truck wheels, diameter 33 in. ii in. Engine truck, journals tVi in. by 12 in. 6!ecause of the greater first cost of the motors and wiring. This statement is cor- roborated b}- the following quotation frcMii an article by Charles H. Benjamin which appeared in the Engineer a few years ago: "Experiments made under my direction on sev- eral group instalments in machine shops have shown a loss of from 40 to 60 per cent of the total power of the engine l)efore reaching the machine." He says further on: "Direct tests on 16 large machines driven by independent motors in a locomotive works showed an average of 8.85 hp. for the machine and its work, and 2.35 hp. for the power consumed by the motor and countershafting." This means an efficiency of less than 80 per cent for the motors. An opportunity to determine the loss of power in a purely mechanical drive was afforded by an incident which occurred in a western locomotive shop of about the same capacity as the eastern shop previously referred to. For some reason the boiler pressure went down to six pounds gage and the shop had to be closed for a half day. During this time a round- house man came in and wanted a thread cut on a rod bolt. It was decided to attempt to run the shop on the six pounds steam pressure long enough to do the work required. The engine started the entire line shaft and all the countershaft? and developed full speed. The line shaft is 310 ft. long, 3 in. in diameter and has 38 babbitted hangers, on the line shaft are mounted 87 pulleys connected to 40 countershafts. The engine driving the shop has 16-in. by 24-in. cvlinders and runs at 90 r. p. m. If we allow for a five per cent loss between the boilers and engine and three back pressure, the engine cutting off at ^4 effective pressure on the piston was 5.16 power developed in driving all the 5.16 X 201 X 2 X 180 =11.4 hp. As the average horse- 33,000 power developed in this shop is approximately 100, the total per cent due to stroke, the mean lb. The horse- shafting was 373 374 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 7 loss, including that in the engine, was 11.4 per cent. It might be well to cite another case of direct belt drive. In a New England spinning mill a test was made to ascertain the friction losses, by stopping all of the machines and running only the shafting and belts on idle pulleys. This was found to be 418 hp., the average horsepower developed in the mill being 1,744 and the total loss, including engine losses, 24 per cent. It is a known fact that spinning mills are waste- ful of power because of the great numl>er of countershafts Required. POWER PRODUCTION COSTS There is no reason why the generating equipment in an industrial plant of fair size should not be operated as effi- ciently as that of the central station, so called. Statistics of different public service commissions uphold this opinion. From a semi-annual report of the New York Edison Com- pany the following data is available: Total output 120.000,000 kw. hri. Total income $7,231,602.62 Total station expenses $1,318,570.21 Distribution expenses 1,210,108.84 General expenses 704,400.71 Taxes 402,942.21 Amortization 916,024.11 Uncollectible bills 92.860.08 Total expenses $4,644,906.16 Total expenses per kw. hr 3.87 cents Station expenses per kw. hr 1.01 " Average income per kw. hr 6.02 " The following cost data is taken from the report of the chief engineer of the Fitchburg Yarn Company: Average horsepower throughout year 1,744 Coal per horsepower-year 4,229 lb. at $4..'i0 per ton $8.46 Labor 2.92 Supplies and repairs 1.11 Total operating cost $12.49 Depreciation and interest $4.01 Taxes 0.72 Insurance 0.04 Total fixed charges $4.77 Total gross cost Deduct cost of heating $17.26 .58 Total cost one hp. per year $16.68 Cost per h\>. hour O.SS cents Cost per kw. hour 0."3 cents 3S ^30 ^ zs /s "5 / 1 1 > o\ o o o o as 1.0 4.S so I.S 20 S.S 3.0 3.S 4.0 Million K. yV.H. Output Per Yaar. Fig. 1 — Average Coal Consumed per Kilowatt Hour, Class "B" Electric Utilities, for the Period from June 30, 1908, to June 30, 1911 This industrial plant is, of course, a very economical plant, nevertheless, the figures present a great contrast with those of the central station just cited. The central station has to contend with greater fixed and general expenses. For instance, from a report of the Public Service Commission of the state of New York, a large central station in New York City is shown as having an operating expense of but 26^ per cent of the total cost of production, the remaining 73 5^2 per cent being made up of overhead and distribution charges. This same company is capitalized at over $440 per kilowatt of rated capacity, where a fair sized industrial plant can usually be installed for from $65 to $100 per kilowatt of capacity. By referring to Fig. 1, which is taken from the Wiscon- sin Railroad Commission's report for the year 1914, it will be seen that a plant of 1,000,000 kw. hrs. output j)er year, which is equivalent to approximately 300 kw. installed ca- pacity, is practically as economical in fuel consumption as the plant producing 4,500,000 kw. hrs. per year. This indicates that within certain limits there is not much varia- tion in the efficiency of the machinery and personnel of a large or small plant. RATES AND COST OF PRODUCTION The question is often asked how some of the public utilities are able to sell electricity in bulk for less than it costs to produce it, as they evidently must, in some cases, if 13 It II 10 9 \ A. Entirely by Steam Potyer B. Entirety by Steam n>tYer C. About SO% Steam Potrer S07o Water Poyver D- Almost Entirely IVaterf^tver E. Entirely by miter fhiver 4 6 6 10 12 14 le 16 Hours Use Per Day of Actire Load Fig. 2 — Cost Curves for Commercial Electric Lighting they sell it for Ij/j cents per kw. hr. The answer is that the maximum rate customers make up the deficit. The writer once overhead a conversation between two men, one complaining regarding the cost of light in his house, the other evidently an officer of one of the large f)ower pro- ducing companies. The latter told the complainant that his company did not care for the small users, as they cost more than they return and that the profit was made from the big users of power; tho^e paying the low rate. An exam- ination of the conditions seems to refute this. By referring to Fig. 3 it will be seen that if a company has a 12-cent maximum rate, and if the maximum rate customers comprise 10 per cent of the total patronage and if the company's production costs are such as to require an income of 5.95 cents per kw. hr. for a profit, the remainder of the cus- tomers will have to pay 5.3 cents per kw. hr. If 40 per cent of the power was sold at 12 cents, the remaining 60 per cent would need to pay but two cents. Again, if the maximum rate is 15 cents per kw. hr. and 40 per cent of the customers paid that rate, the remaining 60 per cent would need to pay the small sum of but Yi cent per kw. hr. to make up the necessan.- average income of 5.95 cents per kw. hr. This shows conclusively that the small consumers, or those paying the maximum rate, were the ones most desired. To bring out this fact still more forcibly, Table II has been compiled from the report of the Wisconsin Railroad Com- mission for 1914, referring to a certain large power pro- ducing concern in that state. It will be noted that the company in question sustained a loss of 1.49 cents per kw. hr., as shown in column (2), which is due to the heavy fixed charge of 1.86 cents per kw. hr. According to this statement, it would seem that the company could not exist and it could not if it were not for the fact that all the company's lighting business is outside of the state of Wis- consin, while, of course, the Wisconsin commission only accounts for the business done in that state. Table III shows that 94.25 per cent of the company's business in the state of Wisconsin is bulk sales to other utilities. It fur- ther will be noted by referring to Table II, column (1), JuLV, 1917 RAILWAY MECHANICAL ENGINEER 375 that the fixed charges, including depreciation, taxes and interest on funded debt amount to 172.10 per cent of the operating revenue, the interest on funded debt alone amount- ing to 139.89 per cent, which shows that the company is highly capitalized. Table II — Analysis of Revenues and Expenses of a Wiscon- sin Power Company. AnaWsis of Analysis of Analysis of Different Income Income Classes Account, Per. Kw. Hr. of Expense, Per Cent Sold, Cents Per Cent Operating revenue 100.00 1.33 .... Operating and maintenance expense.. 42.06 .56 19.05 Depreciation 10.00 .13 4.67 X„„ 22.23 .30 10.38 Interest on funded debt and mortgages 139.87 1.86 65.30 Non-operating revenue 1.96 .03 Deficit 112.20 1.49 Total expense 100.00 ^1, 1^/ ^^^:::^^ 1 ^\/^*"*\>/? &/»/ Max.Ri I I ' ^^ N, 1 j i :l40nf\Max.Riife'^ \ \; \ j \ \ S 10 IS ZO ZS 30 35 40 P»r Cenf- o^ E''>e''gtj Sold af Maximum Rafe 45 SO Fig. 3 — Average Minimum Rates at Which Power Can be Sold to Large Users Table III — Percentage Analysis of Sources of Revenue of THE Company Referred to in Table II. Commercial lighting 3.41 per cent Municipal lighting 92 per cent Commercial power 1.22 per cent Bulk sales toother utilities 94.25 per cent Miscellaneous earnings 20 per cent Total operating revenue 100.00 per cent =10.8 requires yi lb. additional coal due to the back pressure, each square foot of radiating surface will be chargeable with 0.5-^102=.005 lb. of coal per hr. Therefore, if a shop requires 6,000 sq. ft. of radiating surface and the required amount of exhaust steam is available 24 hrs. a day for 30 days a month, the shop will be heated with 6,000 X -005 X 24 X 30 2,000 tons of coal per month. If that amount of radiation can be supplied with 20 times 10.8 tons of coal applied directly to the heating system it will indicate an exceptionally good performance. Of course, the above figures are based on the assumption that exhaust steam is available continu- ously, a condition which seldom exists in practice. As far as the exhaust steam is available, however, these results may be obtained, and it is evident that the claim that the back pressure imposed on the engine by the steam heat system neutralizes the saving from the use of the exhaust steam, is entirely unjustified. TRANSMISSION OF STEAM AND ELECTRICITY There has not been much discussion on the comparative cost of steam and electric transmission, probably due to the fact that the advantages of electricity over steam whem conveyed any appreciable distance is so evident that it needs no discussion. There are many cases, however, where steam is conveyed for distances of several hundred feet to isolated power units about the shop, and it may be worth while to arrive at the relation of the two systems of transmis- sion under such conditions. Supposing we have an engine developing an average of 25 hp. at a distance Ixcxa the source of steam supply of 500 ft., which is not an un- common condition. For this distance a 3 -in. pipe will be required, having a radiating surface of approximately 500 sq. ft. According to George H. Banns' experiments, at 150- Ib. steam pressure this pipe will condense, if not insulated, 1.16 lb. of steam per sq. ft. of surface per hour, or 580 lb. of steam per hour. If the engine uses 40 lb. of steam 580 per hp. hr. the loss will be -p— — — =58 per cent. Usually, however, high pressure steam pipes are insulated, and in this case, with the Very best pipe covering the condensa- Fig. 2 has also been taken from the Wisconsin commis- sion's report and shows cost of generation of all the electric companies operating in Wisconsin, at various load factors. It shows the lowest cost to be two cents at 100 per cent load factor. This condition, however, is not attained by any company, 75 per cent being exceptional and the average being 30 per cent. EXHAUST STEAM HEATING The diagram in Fig. 4 has been constructed from data obtained by a company engaged in the steam heating busi- ness. This diagram enables one to tell at a glance the percentage increase in coal consumption per hp. hr. resulting from various increases in back pressure. It will be seen that at five pounds back pressure, which is the most that need be carried on any well laid out heating system of mod- erate size, the increased coal consumption per hp. hr. equals 10 per cent. If an engine consumes 34 lb. of steam per lip. hr. and 90 per cent of that steam is available for heating after passing through the engine, 30.6 lb. of steam per hp. hr. will be available for heating. If a horsepower is produced on five jxtunds of coal with no back pressure, with five pounds back pressure it will require J^ lb. more coal per hour. Each square foot of radiating surface will require 0.3 lb. of steam per hour under ordinary conditions. Each horsepower developed will therefore take care of 30.6 -?-0.3, or 102 sq. ft. of radiating surface. As each hp. hr. 10 9 a Ac /» 2 4 & 8 lO fZ 14 16 Per Cenf Increase in Fve/ Consumption . Fig. 4 — Calculated Additional Fuel Consumption Due to Back Pres- sure from Heating System, Based on 45 lb. M.E.P. tion would be reduced about 75 per cent, bringing the loss down to 14.5 per cent. If an electric motor were used under the same conditions there would be a line drop of about three per cent. Furthermore, 500 ft. of 3 -in, pipe, not including fixtures or labor for installing, will cost about $121. A 500-ft. three-phase electric line, for the wire alone, will cost about ^86. Furthermore, electric mo- tors are much more economical than small steam engines. The Xinth Engineers on Parade The Ninth Regiment of Engineers The Railway Shop Regiment Now in Camp at Philadelphia Awaits Orders to Sail for France BY OUR SPECFAL MILITARY OBSERVER THE Xinth Eni;inccr.> of the Xational Army moljilizinii to full war strength are now in camp in the Commercial Museum at Philadelphia nearly 1,200 strong. They are putting on the finishing touches preparatory to their start- ing for France in the near future to helj) the French repair and maintain locomotives for use behind the front. The men are picked men from the locomotive repair forces of many of the railway shops between New York, Philadelphia. Baltimore and Pittsburgh. Thev are under the command of a regular army colonel and of majors, captains and lieutenants who were formerly mechanical department officers and nearly all of whom are college men and have had a month or more of intensive militar}- training at Plattsburg or Fort Niagara. About the middle of May, W. \V. AtterJjury, vice-presi- dent of the Pennsylvania Railroad, received a request from Samuel M. Felton to assist in the raising of a regiment of shop men for service in France. Mr. Atterburv promptly as- signed to this work James Milliken, special engineer, and for- merly superintendent of motive power of the Pennsylvania at Wilmington. Mr. ^lilliken and his staff entered upon the new duties with a snap and vim, and results began to come in promptly. First, they took three typical shops on the Pennsylvania system, averaged the number of blacksmiths, boiler shop, erecting shop and machine shop employees, etc., and reduced the figures to the basis of 1,000 men. Then they got in touch with the Bureau of Railway Economics at Washington, and obtained the number of motive power employees on each of the roads in the Eastern territory. With this as a basis they assigned a quota to each road in the territor}- and asked for double that number, so as to take care of rejections of one kind and another. Mr. Milliken himself took charge of the recruiting on the Pennsylvania, and with such effectiveness that the road raised 40 per cent of the regiment instead of its assigned 30 per cent. First, he called a meeting of the general super- intendents, and told them that each division hud l)een as- signed to raise a certain number of blacksmiths, boiler makers, etc. He told them to emphasize in calling for vol- unteers that the men were to go to France to repair locomo- tives, that while as soldiers they might be called upon to work hard, they would still be engaged on work with which they were familiar, and that they would not be called upon to go into the trenches as infantry. The superintendents fell in with the idea at once. The very ne.xt day no le?s than 76 men reported from Trenton; faster than the e.xam- iners could take care of them. The entire quota of 30 per cent was filled in 10 days, or before June 1. By June 20 the entire regiment of 1,098 officers and men was com- plete, and the officers had been selected. The regiment ha^ since been asked to raise an additional 10 per cent of en- listed men — 104 more. It still lacks some of these, particu- larly blacksmiths and boiler makers. Each man as he i)resented himself was given a careful physical e.xamination and was quizzed as to his qualifica- tions by William A. Herbert, assistant enginehouse foreman at West Philadelphia. The regiment consists of an excep- tionally fine body of clean-minded and physically fit men, every one of which has a trade and a desire to do big things. The officers are 100 per cent enthusiastic over them. It is interesting to see what kind of skilled mechanics were secured. The following list will show how the trade? are divided: ST.ATF.MF.VT SIIOVVINT. RV TRADES THE M.AKEUP OF THE LOCOMOTIV^E SHOP REGIMENT. CoMMANDixc Officers 37 Medical Men !!"*.! 23 Master Mechanics and Shop Officers 120 Storeroom attendants ] g Draftsmen ] i Stenographers .......... 20 Shop clerks [ . . 6 Storeroom clerks '.'.'... 5 Clerks ,. !..!!... 58 Telegraph operators i .!!.!!..!!.!!.! ! 2 12» 376 Blacksmith Shop blacksmiths 43 Forgemen 4 Sprinp makers 8 Tool dressers 8 I'urnace heaters 4 Forginjr machine men 10 Steam hammer operators 5 Blacksmith helpers ,,,.»,. 44 126 Boiler Shop Cieneral boilermakers 39 Flangers 4 Layout table and template mer. 4 Flue men 17 Riveters 16 Boilermaker helpers 35 Boiler shop machinists 13 128 Eeecting Shop General erecting shop men 24 Valve setters 13 Cylinder and guide men 8 1 )riving box men 8 Spring rigging men 8 Truck men 16 Frame men 7 Cab fitters 8 Throttle and dry pipe men 8 Air brake wen 16 Grate and ash pan men 8 Erecting shop helpers 32 Crane operators 7 -, 163 Machine Shop General machine shop hands .' 24 Engine lathe hands 16 Turret lathe hands 16 Axle lathe hands ,.... 4 Boring mill hands 10 Milling machine hands 8 Shaper hands 6 Planer hands 6 Slotter hands 5 Drill press hands 9 Tool makers 10 Vise hands 27 Air pump men 8 Triple valve men g Injector repairers S T 162 lENDER AND Car Repairmen Cistern repairmen g Truck repairmen 16 Locomotive cab builders 6 Cabinet makers 3 General word woi kers 4 Wood v.ork machine hands • 4 Pipe Shop "*" Pipe fitters !... "i; Plumbers 4 Coppersmiths ' . ." 5 Copper and brass braziers S Pipe fitter helpers 22 Coppersmith helpers 5 r- 58 tLECTKTCIANS General electricians ' 5 Linemen ] , 4 126 128 162 40 58 28 Battery men Electrician helpers . . Stationary engineers Stationary firemen . . Derrick engineer? . . Tin Shop Tinsmiths Lamp makeis Sheet iron workers. Tin shop helpers. . . . 2 3 5 5 4 28 20 Paint Shop Locomotive painters . . Stripers and letterers. 4 4 8 4 20 11 Chauffeurs Chauffeurs ... 30 163 Auto, engine mer 4 Auto, electrical men 4 Misceilaneouk Laborers Locomotive hostlers Brick l.iyer Rigger Chemist Cooks . . Buglers Barbers Tailors Photographers 38 11 38 144 Cirand Total 89 ■> T 1 1 27 13 6 -> 144 1.098 The men in the regiment serve with the same ranks and pay as if they were in the Regular Army. The corporals, as a rule, were gang leaders, the sergeants, gang foremen and commissioned officers, motive power department officers. The men were divided among the six companies as they reported, but by the time this will have appeared in print they will have been rearranged in so far as possible by trades. The assignment of companies, divisions of work and officers will then be as follows: Colonel, Herbert D. Deakyne; lieutenant-colonel. H. H. Maxfield, superintendent, motive power of the Pennsylvania Railroad, at New York; captain, adjutant, William F. Tompkins, a West Point man; captain, quartermaster, C. R. Rogers, a contractor from Corry, Pa.; captain engineer, Van R. C. King, district superintendent, Atlantic Coast Line, Wilmington, N. C. First Battalion — Major, Charles D. Barret, master me- chanic, Pennsylvania Railroad, Sunbury, Pa. Company A — Erecting shop and enginehouse — Captain, J. McDonough, assistant shop superintendent, Baltimore & Ohio, Baltimore, Md.; first lieutenants, F. V. DeHaven, Pennsylvania Lines, West, and C. K. Steins, special ap- 377 •y/(r Irann- in iIk- nrar futiin- Id litlp l\\c 1 rtn< li npair ami maintain lot (iniotivc- tor u-c luliind tlu- fnmt. 1 lu' nun an- pi* kid nu-n from the- l«H«imotivi' ripair I'om- of rruinv of tlie railway >lio|i> lutwcin Now \'ork. riiilatUlphia. liallimori' and l'itt*liuri:!i. Tluy aro inuKr flu- (ommand of a ri'L'ular army tolonrl and of major-, i attain- and ]ioiitfnant.> who win- hirnurl} mcrjianiial (U'liartnunt offut-r- and ncarh all of wlioni arc » nlKu'i mm anivi- military training' at I'latt-lairur ^>^ I'ort Xiauara. Al'out llu' middh' of Ma\ . \\ . \\ . AiiiTl.ury. viii-jin-i- diiit of the Pennsylvania Railroad. nici\cd a ri(|iu.-t from Saniiul .\l. Frlton to a>>i>-t in tin- rai-ini^ of a rcizinicnt of .•«ho|i nu-n for -irvi«r in I'ranti. Mr. .\tl<.riiur\ iironipth a-- .on llu- niw rliitit-- with a -naj) and vim. and rc-ult- Ix-iian to tonic in [trompily. lir-t. tluy t(jok three tyjiiial -lu)|i- \>ti ni. averau'td tlu- numl>er of l.laek.-miths. hoiler -hop. eri-dinu' >hop and machine shop employees, etc., and reduced the tV-'-ire- to the l>a-i- of l.ixtd mt-n. Ilu-n thev <:ot in tou< h with tlu- liureau of Railway l-".conomii.- at W'a-hinmon. and oKiained the numher of motive jiower employee.- on each of the mad- in the l-"a-tern territory. With this as a hasis they a.->imu(l a e called upon !0 work hard, they woidd -till l.e emiairi-d on wcrk w,th win h tluy were familiar, and that they would not i-e c; lied U]'>n. to yo into the trenches as infantry. The Mipe-intendci'i^ fell in with the idea at oiu c. The ver\- next d.r.- n.o 'e-s than To nu-n rejuirted from Trc-nton: fa-ter thaii the c.rTTr iiur- (ould take (are of them. llu- i-ntire <|Uota cf ^^0 |K-r (ent was I'llled in Id days, or before June 1. B\ June J'l the entire re<,'inH-nt of 1.008 oftu er- and nu-n was C(>v.)- plete. aiul the oftu cr- jiad l»een sek'ded. 1 he rcL'iment h.i^ >in(e lieen a>ki-d to raise an additional 10 jier cent of • • f( . s • *■ tj - r: . - r- ■"■.■.': . i^ . ■''"' o/O Bi>' «*Mi til Suop .ri,;. IV.- .'.'. Uliu kr=i«'!fi? . . . ;.'.;.; .... . . J■'l•I^:lIln.•tl ■. :.....■; ."I'limr inakffs ....■...'.■. TiMil ilro's'tT.- ..,......'..• rii!ii;ii'»- heatiTs ......... f'orgirijf mat bine nicti. .. . Slv.'ini h.'iniiMcT oi«eratt)i'". llhick'-iiiitli lieli'ers.. . . .■,.•...■ BviM^R. Sii(>-p- ....... •. ... .-, V. . ,'.'... •.■.\ ... '. 'Ifiicial lioileriiial'-ei s . . J, . . .■ ; . . I'Uiiiijirs ;.. . . . . . , . . i la.V'.nt f.ilili- iunl -tt-nii'l:itv I'".; .;i Fltii iiiii'i .. ....;'.. ....'.■.'., ,.,'.. Ki\ 1 1< t* ., ^ . v. ...■,..'.. .■ .I'>iili rniakcr. lit-') t-rs . , ; ... .... .,. l:..ikr ,5.!iop uiac.li ipiyt -.:.■ t .:■«.• ..'. i-kx- If.vC SllMi ,; . . . . .v.. r.'. . ... . (Wnt-ral ern-tiiiR yh..;!..■, ., >|.rifiK ritfitiiij tnen;;.. ..:.'., . Iiiuk nun .,,,....;;..■...... fraTite tiiti.. ...;.;. .y... .'. .', • '.ii' i'inci> .■.-.,....'.-■';'.•.■.>.'.: riiriittk' ::n>] tlry piiiu .ttuii. .•\ir IiinI.e li'cii. . ..... . ,.. . ,-. •^•rate anil a-h pan nuti. ,..:./: Krntillir sllr.]! 'lt;l)>C1.- ; . J. . ; < r.iiK.' operators'. . , . .'. .:.\ . . , 'iiiural inachino «Ijop..liani'!''.-. Kii^itif k'lthe hanil-.;. ..'..';■, .. TurrtT lallif liainN. i . . . . .u., , .A\l<' 1.1' lu- hati'H .....:. Unriiii: itiiil linil<]<. , . . . . . . i! . .Millliit; iiiufhitie IuiikI*. . . . . . . .'^hai'tr lian'ls. ....... .. ...... Plarcr hatuis . . . . . . . ^.:.;, . , ..■; .""liilttr !iaiiile .......-.," ...'..■•. Hrill |in-»s Iian.l».,....l ..... Tdol iii;iI.er-= ........;., .'...'. . . Vi>.e linrr rcpairtrs ■. . . ... ; .... •>nE* AXD r.\R llri'MRMKV., ; . , , f i^tj rj) rfi'.'iirtvi-i) . '. .-. . , . . I ruck rtp.'iriiicn . . . . .-. . , . 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XC;- ':.'■■ ■■"■■■"'■'■■'■ 1*: i •■■a »*.V» a V3 cC ■ a' a *'«'a.'a a ■ a' « t V ^ ■'»■-* «!a • » a a a *. a * • •"•: 1 a a^a j^a-a a »" .8 16 ■.: •&.. a-a • i ... ■..".. ;...•! ;.• 4 411 • .a* a « a • • a. .a . a -* . . ■^. . .,. . .. ,.,", *'.a 'i..*.a.t a a « a >,.a a 'ir 4 .- S' s ■ ."siB^ • a • • • • ..•.-•• • .'-':. «•.•••% .■•■»• a^k-M- '^4 lis 163 40 58 Katttry mtn ; . . .■'.. . KJcctrician belpirsi . Stationary e^Ki"eer^ Stationary firenici> . Derrick eniriueers . Tinsmith* .,«..;..... I.amp makeis ". .'.>.. . , Sheet iron \\ork«r!<.. . Tin shop bclptr?. .-,. . T'.vixT 5«not» ■. . ... . . ;•...:... Locomotive lu'iinters . . Striper.s and .^lttcrvr^ CH.wrrEt'Rs .:.... ..•. . V- . . C"hanii'cnr.» ............ .- .■ .Auto, engine wer .. . .";'-■,: ; Auto. el«,<:tr.ical men . : '-^ -■ ' •.. . ' "■ .>-":-v ■- . MiscErLAXEots . i . . aV . . . . . ■^ ' Laboreis ..,.."....... . Locoiiiotive Tio»t1fer>- . I!rick Liye*" . : . . . ; - , IviKPcr .............. Chemist ,.... .". Cooks .■.■-'•.-..;'.'■.'..- PiibUts ,. . i ..'. ,....■. . . . l!arlicT> . . ..!'.-. i, . . , ; ,. Tailor' '. . . > . ... N ' - I'hotographers ... . . . . i^cr^lt;!- Tot-nt - > -i**. V a a a *- a • i.a « - j '• a a t W* a. a a.a''» • a.*^^ a a *..a a a' a. a' •> a a a a • • • a •'a',*-. '• •■•"" C " • • • a* a. a a.* '■■■■i . s..'. : 5 ;■■■ ■■■<"■;■ '" '■'.' i^- •>'-'« • - -.- •. •- •'- » l' * *•' «■"•" .4 ■ "'■.-■-••"■-■ •'• . • . . ' -ji^-i -, .i.J.^V;C J;,:.vU-. / >■*.'■ Ik- a>-a* a .*.*,•'_ a « . a « ar * • •• 4 . .'. . ." a '-^•'A • -V a ._.• t ••'•••• « - f • * -. ; '4 - ■ *' ■ ■ 4' ;.a •a?»>"a^, '.•••• *.' • *.•. * " '" - r ' 4- k{ *• • » ^-a'» ^, a V * a «..« ^ »•* a ^ ^ I • • < a a.V^..* • ■a"'^"fc — "• * a -a. -a'. • *'f^ t » < ^ • • • 4 ." .-*. H :J4f ;-44. K«9t 28 The men in the rotiimtnt -^erve with tliC ?iinio r:ink> .ind pay as. if the\ were in ihe Keuular .\rmv. 1 lu- ct»r[>»>ral>. a.s a rule, were gang leaders, the sergeani>. gang foremen and :Commii;.»;ione(l ()ftuer.-«. nidiive power department Offieers. The men were divided among tlie >i\ companie? a* thev reported, hut hy the time this will have appeared in print they will have been rearranged in >o far as possildc bj' trades. The assignment of companit-. divi>iun» oi*. work and officers will then lie as follows: Colonel. Herbert I). l)eak\ne; lieutenant-coloml. ii. H. Maxfield. superintendent, motive power of tlu- l'enn>\lvania Railroad, at New York: captain, adjutant. William F. Tompkins, a Wc-^t I'oint man; captain. <(uarterma>t».r. C. R. Rogers, a contractor from ("orry. Ta.; captain vmrineer. Van R. (\ King, district .•^uperintciuient. .\tlaHiic .('oaSt. Line, Wilmington, X. C. ■ ', ,'' V- "• . ''7. I-'ir.sl Hiittidion — .\laj. llarrei. ni.>ter me- chanic. Pennsylvania Railroad, Sunl)urv. Pa. ' Company- .\ — Erecting >\\u\^ and cngincliou>e— Captain," J. M( Donough, assistant shop superintendent. Baltimore & Ohio, iialtimore. .Md.: fir-t lieutenants. V. V. IK Haven, Penn-}lvania Lines. West, and C. K. Stein?, special ap- vV/ 378 RAILWAY MECHANICAL ENGINEER Vol. 91, X„. 7 prentice, Pennsylvania; second lieutenant, Don C. Minick, Pennsylvania Lines West. Company B — Tender, cab and tank shop — Captain, G. T. Huff, Jr., assistant road foreman, Pennsylvania; first lieu- tenants, R. R. Meigs, a consulting engineer, at Philadelphia, and \V. H. Stevens, also a consulting engineer, from Phil- adelphia; second lieutenant, McClure Fahnestock, motive power inspector, Pennsylvania, at Pittsburgh. Company C — Boiler shop — Captain, G. W. Butts; first lieutenants, F. R. Fitzpatrick, Locomotive Superheater Company, New York, and T. L. Mallam, boiler shop fore- man, Pennsylvania, Trenton, N. J.; second lieutenant, E. D. Hagert}-, storekeeper, Pennsylvania, at \'erona. Second Battalion — Major, C. S. Gaskill, master mechanic, Pennsylvania, Baltimore, Md. Company D — Machine shop — Captain. F. S. Robbins, assistant master mechanic, Pennsylvania, Pittsburgh, Pa.; first lieutenants, J. J. McGuire, master mechanic, Baltimore & Ohio, at Newcastle, and C. G. Boffemmyer, test depart- ment. Pennsylvania, Altoona; second lieutenant, A. G. Moler. Philadelphia. Company E — Electricians (power plants) and shop con- pox vaccination. Some of the men keel over; some have arms as sore as boils, and the inoculations aren't over vet. Y. M. C. A. WORK No military camp could ever be complete in these modern times without its Y. M. C. A. The camp of the \inth Engineers il no exception. The moment the Comnhrcial Museum was occupied, the Pennsylvania Railroad ^■ }\ C. A. brought in writing tables, chairs, pens, ink and station- ery, and started work. It has printed special letterhead>, and envelopes marked "Correspondence Table, Ninth Regiment Engineers.'' It has brought in a piano, a victrola, maga- zines and books, and its efforts have been duly repaid William A. Patton, assistant to President Rea, is in gen- eral charge of the work, and J. Frank Keehler is the man- on-the-job. They have arranged entertainments onre or twice a week, and now and again they have secured a speaker, who talks to the boys on questions of interest. Realizing that Americans are not strong, linguistically, they have secured five French instructors, and the boys have been given an opportunity to learn the language free of charge. The Pennsylvania Railroad Women's Division for War Relief will supply each member of the regiment with a Some of the Pennsylvania Railroad Men In the Ninth Regiment struction — Captain, B. W. Kline, electrician, Pennsylvania, Williamsport: first lieutenants, Alba B. Johnson, Jr., Bald- win Locomotive Works, and William Welch, blacksmith shop foreman, Pennsylvania, Meadow Shops; second lieutenant, Charles G. Brown, Altoona shops. Company F — Pipe and tin shop — Captain, E. B. Whit- man, assistant road foreman, Pennsylvania, Pittsburgh; first lieutenants, W. B. Rudd, assistant road foreman, Pennsyl- vania, Jersey City, and F. A. Wightman, motive power in- spector. Pennsylvania, New York; second lieutenant, J. G. Shaeffer, special apprentice, Pennsylvania, Altoona. The men are now quartered in the big hall of the Com- mercial Museum, with accommodations, incidentally, that would make a fellow who had been to Plattsburg or to the border, green with envy. They have shower baths with hot and cold water — over 60 of them — and with 30 real Ruud heaters. They drill on Franklin Field or on a big parade ground outside tiie museum, and when drill is over, have a chance at the swimming pool on the university grounds. The men drill for four drill periods of an hour, daily. They already march like fit soldiers. Our observer knows, he saw one of the companies doing it on Franklin Field. The men have only one kick. That's about the typhoid inoculations: Three paratvphoid, three typhoid and a small- comfort kit. and some of these have already been sent to the regiment from all sources. THE BAND And the Pennsylvania Railroad furnished the instrument? for a band — a 31-piece band, that was able to play " Ihe Star-Spangled Banner'' three days after they got the men together. The band is pretty strong on many other patriotic tunes by this time, and there is a rumor — it's only a rumor — ^that the regiment is going to have a special song, pre- sumably for the band to play, and that its composers are going to be Irving Berlin and George M. Cohan. But more of that when we hear the words and music. But to be serious again, the regiment is looking forward to some good hard work across the sea. Just where it will go — that is, to what French railway shops — the men din't know as yet, and if they did, they wouldn't tell anyway. But they are prepared for anything. They will carr>' many of their own tools; they also have 12 Pierce- Arrow trucks. The Pennsylvania Railroad is proud of the regiment; and it has a good right to be. Mr. Atterbury, particularly, is taking a keen interest in its success. He has visited the regiment on a number of occasions and has expressed f'n^ hope that he may present the regiment with its colors. Pennsylvania Electric Locomotive Experimental Design for Heavy Trunk Line Service to Operate Over 24 Miles of One Per Gent Grade THE Pennsylvania has designed and built an experimen- tal electric locomotive which is to be used ultimately to handle tonnage trains over the grade west of Altoona, Pa. This section includes the Horseshoe Curve and consists of a 2 per cent grade 12 miles long between Altoona and Gallitzin, the summit of the grade, on the eastern slope, and a one per cent grade 24 miles long from Gallitzin to Johns- town, Pa., on the western slope. This locomotive was built for the purpose of carefully developing a standard unit be- fore going ahead with the production of the number of units doing excites the secondary of the transformer from which the phase converter is operated. This phase converter changes the single phase current supplied to it by the transformer to three-phase current for the use of the traction motors. These motors, of which there are four, have a rating of 1.200 hp. each, giving the locomotive a capacity of 4,800 hp. The three-phase current taken from the phase converter is supplied, through the necessary control switches, to the primaries of these motors and the secondary current thus generated in the other windings of the motors is controlled Fig. 1 — Pennsylvania Electric Locomotive for Heavy Trunk Line Service on Two and One Percent Grades required. In general the locomotive is somewhat similar to those used on the Elkhorn Grade electrification of the Nor- folk & Western in that it uses three-phase motors, fed by a phase-converter connected to an 11,000-volt single-phase contact wire, it also uses the principle of transmitting the motor power to the drivers through regular standard side rods connected to a motor driven jack shaft. Many of the important details, however, in the new loco- motive are distinct departures from any previous design. The most unique feature of the locomotive is that instead of being made up of two cabs like those on the Norfolk & West- by the motorman by means of water rheostats, thus permit- ting very close regulation of the tractive effort developed by the locomotive during acceleration. The two motors which. ^re mounted on each truck frame are geared to a jack shaft driving the driving wheels through connecting rods and the springs in the gears of these jack shafts are so adjusted as to give the effect of a solid gear up to a tractive effort equivalent to 25 per cent of the weight on drivers. Therefore, under all ordinary conditions the effect of a solid gear is obtained. ^ The locomotive has two operating speeds with possibilities Fig. 2 — One of the Driving Trucks for the Pennsylvania Electric Locomotive Showing Motor ami Spring Gear Jack Shaft crn and the St. Paul, it consists of only one cab which rides on two articulated six-wheel driving trucks. The locomotive is to be given a preliminary trial on the Philadelphia-Paoli 11,000-volt electrification of the Penn- sylvania. The locomotive is designed to operate on 11,000 volts, single-phase, 2 5 -cycle current taken from an overhead con- tact wire. The current is supplied to the primary of a static transformer which returns it to the track circuit and in so of operating at any intermediate speed from zero to the max- imum, by means of the rheostatic connections. The lowest of these speeds is 10.3 m. p. h. and is obtained by connect- ing the motors on either truck in cascade with each other and in parallel with those on the other truck. It is contem- plated to use this speed only in slow movements and around yards. The other speed of 20.6 m. p. h. is obtained bv con- necting the motors on both trucks in parallel and this is the speed at which the locomotive is designed to operate in 379 Cf.6 kAll.WAV Ml-.CHAXICAL JIW.IXKKR Ul.. «Vl. prcntiu'. iVim^x Ivania; second lieutenant, Don C Miniik. Pennsylvania Lines West. ('unij)any li — lender, tab und tank shuj) — CaiUain. G. T. Huff. jr.. a^-i-tant ntad foreman. Pennsylvania; fir>t lieu- tenant-, k. k. Meigs, u consulting engineer, at IMiiladelpliia. and W. H. Stevens, also a i(in>ultiniz engineer, from Phil- atleljtliia; -econd lieutenant, MeClure I'aline-tin k. motive power in>pectgr. Pennsylvania, at Pitt-hur^li. ('oniJKiny C-^Iioiler shoj) — tai)tain. G. \\ Hutts; first lieutenaUt"^; F. k. Fitzpatriek, LfKomotive Superlieater Company. New York, and T. I.. Mallam, Imiler -]io|) fore- man. Penn>vlvania, Trenton. N. |.; second lieutin.mt. 1'.. I). H.merty. — Maehine sju^) — Capt.iin. 1". S. kohliins. a»i-lant master nieehanie. Penn>\ Ivania, Pittsliurgli. Pa.; lir^t lieutenants. |. J. MeGuire. ma>ter me( hanic. lialiimore &: < >iiio. at Xewiastle, anil C. G. lioffemni\er, test depart- nient. IVnn-vlvania. .AltO(tna; .-eeond lieutenant, .\. G. .^^roler. Philadelphia. •-' -. . .'■ ' •.. ;t*<«npany K — Idectricians (power plants) and shop con- \u)\ vaccination. Some of the men keel over; some lav arms as son- as Koil-. and the inoculations aren't over ft V. M. C. A. WORK No military camp could ever be complete in these n icm time:> without its V. M. C. A. The camp of the ' inth Engineers is no e.\cej)tion. The moment the Comn 1,1 -NTuseum was occui)ied, the Pennsylvania kailroad ^ M C. A. i)rought in writing tables, chairs, pens, ink and >; iou- cr\\ and started work. It lias i)rinted special letterhead- and envelopes marked ""Corre-pondence Table, Ninth Reg unt I'.ngineer-.'" It Iia> brought in a piano, a victrola, i iga- /ine- and l>ook-. ami it- efforts have lieen duh' rejnud William .\. Patton. a»istant to Pnsident Rea, is in gen- eral charge of the work, and J. Frank Keehler is the lui- on-the-job. 'Ihey have arranged entertainments on. ur twice a week, and now ant! again the\ have .peaker, who talks to the l)0\s on (|uestions of ini re.st. keali/ing that American- are not .-trong. lingui>ticall\ , iliey have secured the French instruct(jrs. and the boy> have -cctr given an opportunity to learn the language free of cli.irne. The Pennsylvania kailroad Women's Division for War kelief will .*uj)pl\ each membiT of the regiment wi ;i a Some of the Pennsylvania Railroad Men in the Ninth Regiment '?fruction — ( aj'tain. \'>. \\. Kline, electrician, iVnn.-ylvania, William-port; first lieutenants. Alba li. John-on. Jr., Bald- win Locomotive Works, and William Welch, l)lacksmith -hop foreman. Pennsylvania, Meadow Shop-: second lieutenant. ( harle- G. lirown. Altoona shops. ( onipuny F — Pipe and tin .shop — C aptain. K. B. Whit- man. a--i-tant road foreman. I'ennsylvania, Pitt-lmrLdi: t'lr-t lieuti-nuni-. W. B. kudd. a-sieiit. to the regiment from all sources. ■■>'• .'*._:.. ..'. .-. . - -'.'J^i- '•-. 1 lit; n.wn " •' ' ' ■ ' ' ' •• .Vnd tile Penn-ylvania Kailroad furni.-hed the in->trunient:^ for a band^a .U -piece band, that was able to play "I}!"< .Star-Sj)angled Haimer'" three days after they got the men toiretlur. Tlif hand i- prett\ >trong on manv other patri-tii' tunes by this time, and there is a rumor— it's only a runi'^r . — that the regiment is going to have a s})ecial song, y"^' .<;umal)ly for the band t(j f)lay. and that its comjmsers jre going to be Irving Berlin and George ^L Cohan. But jivjie' of that when we hear the words and mu-ic. But to be serious again, the regiment is l(X)king forW.^rd to some good hard work a( ross the sea. Just where it will go — that is. to what Frcndi railway shops— the men tl' n't know as yet, and if they did. tiiev wouldn't tell anvwav. Btlt tlie\- are f)rtpared for anything. Thev will carr\ many '»^ their own tools; they also have 12 Pierce-Arrow truck-. The Pennsylvania Railroad is proud of the regiment; ;'i.ci it has a good right to be. Mr. Atterbur)-, particularly. :■* taking a keen interest in its success. He has visited ' '^ regiment on a number of occasions and has expressed ■•' hope that he may present the regiment with its tolors. .„ i Pennsylvania Electric Locomotive Experimental Design for Heavy Trunk Line Service to Operate Over 24 Miles of One Per Cent Grade Till". I\nn-\l\ani;i l)a> doii^MU-ci ami huilt an cxjKrimen- lal tUi trie l(Roni()tivc which i< to l)c used ultimately to handle tonnage trains over the grade west of Altoona, I' i his seeti(jn includes the Horseshoe Curve and consists , ,1 2 j)er cent grade 1 2 miles long between Altoona and G.i :t/-in, the summit of the grade, on the eastern slope, and a oiu; per cent grade 24 miles long from Gallitzin to Johns- touii. I'll- on the western slope. This locfmiotive was built frtr the pur])ose of carefully developing a standard unit be- fon going ahead with the production of the number of units d(jing e\ciie> the secondary of the tran-fornier fftm: which the ]>lia>e converter i> oj>erated. Ihi- pha>e converter changes the .-ingle ])ha>e current .supplied to it \>y the tran>iornier to three-phase current for the use of the traction motor>. I'hese motors, of which there are four, have a rating of l.Jno hp. each, giving the Imomotive a capacity of 4.M>o hp. . The three-phase current taken from the ]>ha>e cmivertef is supplied, through the necessary control switclie^. to the primaries of these motors and the 5econdar\ current thus u'enerated in the other windings of the motors is controlled ^'•"1^ ■■-. ^ t' ^t^'r-'^r^r...^^ Bt" ■ ' _., , . -- • ■ -. ., ^ . -=r* -1 ' ^>^^^^^^ta f^MWMJ^^^s^^m^i Fifl. 1 — Pennsylvania Electric Locomotive for Heavy Trunk Line Service on Two and One Percent Grades liiicd. In general the hnomotive is somewhat similar to iIml-c used on the Elkhorn Grade electrification of the Xor- f!i,ise-i (inverter coniuctid to an 1 1 ,(i()()-volt single-j»hase !ta(t wire, it al-o u>t> the |)rincij>le of transmitting the inide ■ 1- (onnected to a motor driven jack shaft. .Many of the important detail?, however, in the new hno- niotive are distinct departures from any previous design. I lie most uni<|ue feature of the ItKomotive is that instead of inL' madi' up of two cab- like thoM' on the Norfolk &; \\'e-1- by the inotorman by means of water rliooslats, thu> j>ermit- ting very close regulati<»n of the tractive effort developed by the locomotive during acceleration. I'he two mot»)rs which are mounted on <.;uii truck frame are geared to a jack shaft driving the driving wheels through conneiting rods and the >|jrings in the gears of these jack -hafts are >o adju-ted as to give the effect of a >olid gear up to a tractive effort e(|uivalent to 2.S per ivnt of the weight on driver-. Therefore, under all ordinary nmditions the effect of a solid gear is obtained. The locomotive ha- two operating speeds with poUibiKtii^ Fig. 2 — One of the Driving Triiclts of only one lal) which rides ! two articulated six-wheel driving trucks. i he locomotive is to be given a jjreliminary trial on the i'liiladelj)hia-Paoli ll.OOO-volt electritlcation of the Penn- ivania. I he locomotive is designed to Ojxrate on 11,000 volts, iiigle-j)hase. 25-cycle current taken from an overhead con- act wire. The current is supplied to the primary of a static ransformer which returns it to the track circuit and in so of operating at any intermediate s|»eeU from ato to the m;:v- imum. b\ means of the rheostatic connection-. 1 he lov.cst of the>e -jteeds is 10. .i m. j). h. and is obtained Ia txinne- 1- ing the motors on either truck in cascade with cich other .md in parallel with tho.Hf on the other true k. It i- coniem- plated to u-e this speed only in slow movement- and arouni yards. Ihe other s{ieed of 20.6 m. p. h. i? obtained bv c^n- necting the motors on both trucks in parallel and this is the speed at which the locomotive i? designed to operate in .v-> 380 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 7 road service and at which it gives a tractive effort of 87,200 lb. The cab containing the electrical machinery is 72 ft. 6 in. long and 10 ft. wide over sheathing. It has two Z-shaped center girders 26 in. deep, made of plates and angles cov- ered on top with a plate 6 ft. 1% in. wide, which forms the platform floor to which the electrical machinery is at- tached. The side framing is of the same type as on Penn- sylvania passenger cars, consisting of U-shaped posts bent at the top to support the lower roof deck and sheathed with ^x}<-in. plates. The upper deck extends only over the central j)art of the cab for a length of 36 ft. 9 in., leaving a space at each end of cab for the pantagraphs. To permit removal and replacing of electrical machinery the roof of the upper deck is removable and the turtle back decks at each end of cab are equipped with large hatches. No lining is provided for the body of the cab, but the motor- man's ends, which are separated from the main cab by partitions, are lined and insulated and provided with a resilient floor covering. For the protection of the motorman tlie ends of the cab are also provided with strong vertical meml>ers, similar to those used in Pennsylvania steel pas- senger and postal cars. Both sides for the full length of the ujjper deck are made in the form of louvres to provide for ventilation. Each truck is a motor truck, Which receives power from two motors through a spring wheel on each side, mounted on a jack shaft. Each gear wheel is connected to the three drivers by the usual side rods and the remainder of the drive and running gear is similar to those used for steam locomotives. The spring gear for each truck is of the three point suspension type, one point being over the pony truck and the other two points over each frame, consisting of equalizers over each box, elliptical springs l)etween jour- fore are solid bronze forced into a circular opening in the frame casting. The center plate is located halfway between the first and second axles at an elevation of about the height of the top of the frames. Between the second and third axles an auxiliary spring support has been applied for the purpose of equalizing the loads on the various drivers, which will counterbalance the excess weight due to the location of motors between the pony truck and the first pair of driverS; The contact \)e- tween the caps over these springs and the bottom surface of the cab must necessarily be a sliding contact. Each motor truck includes a pony truck of the Pennsyl- vania Railroad type, with an elliptic spring located each (, /z'jf. — j^..6'3^^-6'a--^ /e'o- ^-65-4«-e'a'-4. /sVj--* i U /J4- >j K /-JV- H i< 63 ll'Tofal Wheel Base <- Fig. 4 — Wheel Arrangement of the Pennsylvania Elec- tric Locomotive side of the axle and supported on T-links. As the usual T-links alone will not provide sufficient lateral motion, a rocker casting supported by the elliptic springs has been added. The combination T-links and rocker permit suffi- cient lateral motion for curves of 275 ft. radius. The artic- ulation between the motor trucks is of a construction sim- ilar to a pedestal attached to the cab center sills. The lower ends of the pedestal legs are connected together with a tie bar. This permits each truck to rotate around the center of the center plate without restriction. All bearing surfaces in the articulation are plated with manganese steel. The pulling and pushing strains between drawbars carry through the trucks and articulation in a direct plane 34^^ in. above the rails so that the cab is entirely relieved of these strains. The principal characteristics of the locomotive follows: Railroad classification FFI Overall length 76 ft. 6^ in. Total wheelbase 63 ft. 1 1 in. Driving wheelbase 38 ft. 8 in. Rigid wheelbase 13 ft. 4 in. Height from rail to locked position of pantagraph 15 ft. 6 in. Height from rail to top of cab 14 ft. 8 in. Width over cab body 10 ft. in. Overall width . 10 ft. 1 in. Diameter of driving wheels 72 in. 1 Mameter of pony wheels 36 in. NVeight on drivers 198 tons Number of driving axles 6 Weight of each pony truck 21 tons Total weight of locomotive 240 tons \'oItage 0? locomotive 1 1,000 Tractive effort at hourly rating of motors 87,200 lb. Speed 20.6 m.p.h. Capacity of locomotive— one-hour rating 4,800 li.p. Fig. a— A View of the Jack Shaft With Its Spring Gear nals and helical springs outside of the first and third jour- nals. Brake shoes are provided for one side of each driver, the brake arrangement being of the usual steam locomotive type with two cylinders, each 16 in. in diameter and located be- tween the frames between the second and third axles. The train brake and locomotive brake can each be operated in- dependent of the other. Above the frames and between the first pair of drivers is located a sand box with sand pipes leading to the front of the first pair of drivers and to the roar of the third pair of drivers, and equipped with Leach double "E ■ sanders. The gear wheels have inward projec- tions forming the jack shaft journals. The bearings there- CARS AND LOCOMOTIVES ORDERED IN JUNE Although June is usually a comparatively quiet month from the standpoint of equipment purchases, the purchases in June this year held up exceedingly well. The domestic purchases of locomotives were not large, but there were im- portant purchases by foreign roads. The purchases of freight cars, however, were considerably larger than in the months immediately preceding. The purchases were as follows: Freight Passenger Locomotives cars cars Domestic 64 11,945 2 Foreign 443 100 Among the important locomotive orders were the following: Chicago & Alton 10 Mikado Baldwin Southern 21 .Santa Fe American Russian CJovernment 400 Narrow Gage Americna The important freight car purchases included the following: Atchison, Topeka & Santa Fe 500 Gondola .Am. C. & F. Canadian Ciovernment Railways. ... 5,000 ...Can. C. & F- Illinois Central "5 Caboose ;...Co. shops 250 Box Co. shops 250 Stock Co. shops M.Trianna Coal Co 1.000 Coal Cambria Missouri Pacific 500 Box Co. shops Norfolk & Western 2.(100 Box Co. shops Pennsylvania 1,000 Box Co. sliops <. New Power for Southern Railway 4-8-2 Type Weighs 314,800 lb., 2-10-2 Type 370,600 lb., Tractive Efforts 47,800 and 71,000 lb.. Respectively THE Southern Railway and its associated lines are now- receiving from The Baldwin Locomotive Works 30 locomotives of the Mountain type for passenger serv- ice, and 55 locomotives of the Santa Fe type for freight service. These locomotives considerably exceed in weight and hauling capacity the designs heretofore used on this road, and they constitute a notable group of modern hea\y power. Of the Mountain type locomotives, 23 are for the and switching service. In the present instance, the Ragon- net power reverse mechanism is applied. The firebox is placed entirely back of the driving-wheels, and has a combustion chaml)er 44 -i^ in. long. In order to provide a free entr\' to the throat under the combustion chamber, a conical ring is used in the middle of the barrel, increasing the shell diameter from 76^/^ to 87 in. The eciuipment includes a Schmidt superheater. Security arch £5^ Pacific 24 in. by 28 in. Mountain 27 in. by 28 in. Mikado 27 in. by 30 in. Santa Fe 28 in. by 32 in. |£ llVi in. 69 in. 63 in. 57 in. V a n D ~ o ■- . 185 190 175 190 54 66.7 53.3 88 tx n CI V 3,058 3.668 3,198 5,234 660 942 699 1,341 la ^•5 141,500 209,800 215,700 294,400 'c— ' 232.300 314,800 272.940 370.600 ce o 35.000 47,800 51,700 71,000 Southern Raihva}' proper, while five are assigned to the Cincinnati, New Orleans and Texas Pacific, and two to the Alabama Great Southern. These engines replace Pacific type locomotives, a comparison of the two types being as sliown in the table. The figures clearly indicate the increased capacity of the new engines, which are able to handle heavy trains on schedule without forcing the maximum speeds above reason- and power operated fire-door. The superheater flues are electrically welded into the back tube sheet. The tender is carried on equalized p)edestal trucks, and has a frame composed of 12-in. logitudinal channels, with white oak bumpers. The coal and water capacity are 12 tons and 9,000 gallons respectively. The Santa Fe type locomotives are replacing Mikados, a large number of which have been built for the Southern Mountain Type Locomotive for Passenger Service — Southern Railway able limits. This means added safety in operation, and economy in the maintenance of track and equipment. The four pairs of driving-wheels are equalized with the rear truck by a continuous equalization system on each side. The four-wheeled front truck is of the Economy constant resistance type. Long driving-boxes are used on the second, or main, pair of driving-wheels, and flanged tires are used throughout. Sufficient lateral play is allowed to permit the locomotives to traverse cur\-es of 20 deg. Flange oilers arc applied to the leading drivers. The main frames are vanadium steel castings of most substantial construction, as they have a width of 6 in. and a depth over the i)edestals of 634 in. The pedestal l)inders are of iron, and are held in place by three bolt? at each end. The Commonwealth rear frame cradle is applied. The steam distribution is controlled by 14-in. piston valves driven by the Southern valve motion, with which the railway has had an extensive experience, both in passenger, freight Railway by The Baldwin Locomotive \\'orks. A compari- son of these two types is also shown in the table. Comparing the Santa Fe type with the Mikado, it may be noted that while the increase in tractive force is 37 per cent (approximately the same as the increa.se in total weight and in weight on drivers), the increase in total equivalent heating surface is 71 per cent and in grate area 65 per cent. Provision has l^een made for fully utilizing the high boiler power of the Santa Fe type engines, as they are equipped with mechanical stokers. The Street stoker is applied to 50 engines, and the Hanna stoker to the re- maining five. As in the cas^e of the passenger locomotives, the firel)oxes have combustion chambers and brick arches. The boiler has a straight top, l)ut the third ring is sloped on the bottom to allow a sufficiently deep water space under the combustion cliamber. Running gear details include lateral motion driving-boxes on the front axle, long boxes on the third or main axle. 381 382 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 7 lULV, 1917 RAILWAY MECHANICAL ENGINEER 383 Economy front truck, and Hodges trailing truck. The swings of the trucks and the lateral play between rails and flanges are sufficient to permit the engine to traverse curves of 16 deg. The wheels of the third, or main pair have plain tires. Flange lubricators are applied to the front and rear driving-wheels. As the doors in the front wall of the cab are necessarily verA- narrow, a running board is placed below the cab on each side, and hand holds are placed on the outside of the fab below the side windows, so that the men can easily reach the main running boards ircxn the firing deck. To teep within the clearance limits, the bell is placed on the curve of the boiler at one side of the center, and there are four sandboxes, placed two right and two left. The tenders are of the same capacity as those used with the passenger locomotives, and are similar in design, with the exception of such changes as are necessary on account of the application of stokers to the freight l(x:omotives. The tables contain further particulars of the locomotives: Engine truck, journals 6I2 in. by 12 in. Trailing truck wheels, diameter 42 in. General Data 4-8-2 Gage 4 ft. 8^ in. Service Passenger Fuel Bit. coal Tractive effort 47.800 lb. WeiRht in working order 314,800 lb. Weight on drivers 209,800 lb. Weight on leading truck 53,800 lb. Weight on trailing truck 51.200 lb. Weight of engine and tender in work- ing order (approx.) 480.000 lb. Wheel base, driving 18 ft. Wheel base, total 38 ft. 11 in. Wheel base, engine and tender 73 ft. 354 in. Ratios Weight on drivers -r- tractive effort.... 4.4 Total weight -=- tractive effort 6.6 Tractive effort X diam. drivers -=- equivalent heating surface* 649.1 Equivalent heating surface* -7- grate area 76.2 Firebox heating surfacet -r- equivalent heating surface,* per cent 6.5 Weight on drivers -=- equivalent heating surface* 41.3 Total weight -i- equivalent heating sur- 2-10-2 4 ft. 8^ in. Freight Bit. coal 71,000 lb. 370.600 lb. 294,400 lb. 26.700 lb. 49,500 lb. 546,000 lb. 20 ft. 7 in. 38 ft. 8 in. 74 ft. 9'/4 in. 4.1 5.2 543.5 84.C 5.1 39.5 Trailing truck, journals 9 in. by 14 in. BoUcr Style Conical wagon- top Working pressure » ..-ii .i, .•;.,. . 190 lb. r>er sq. in. Outside diameter of first ring 76l/i in. Firebo.x, length and width llAli in. by 84 'A in. Firebox plates, thickness Sides, back and crown, H in-; tube. Mi in. Firebox, water space Front, SVi in.; sides and back. Tubes, number and outside diameter.., Flues, number and outside diameter..., Tubes and flues, length Heating surface, tubes and flues , Heating surface, fireboxt Heating surface, total Superheater heating surface Equivalent heating surface* , Grate area 6 in. bv 12 in. 42 in. 8 in. by 14 in. Straight top 190 lb. per sq. in. S8V2 in. 13m in. by 96 in. Sides, back and crown, H in.; tube, Ml in. Front, 6 in.; sides and back, 5 in. 259— 2«/i in. 50—5^ in. 21 ft. S'A in. 4,853 sq. ft 381 sq. ft. 5.234 sq. ft. 1,341 sq. ft. 7.446 sq. ft. 88 sq. ft. 5 in. 183— 2;NT GROSS TONS HAULCO ONC MILC 1 o»Tt or MC H POUNDS 1 »:3:«i» SlT • • » n i2;)3'i«ii» 16'. y V i>- •00 SOO / TV «k -r --- ••». T > i SOO 4O0 1 1 1 1 «0O I , J lOOO 1 1 1 lOOO •oo t 1 •00 •OO 1 •00 TOO ^ ''m- Jf^ V V af s, / s, i r* k TOO •OO A / »* \l / V > 4 ■*> ^ / *<. 1 d ■ > •OO SOO f *« •s f ■^ f *v BOO 400 1 "!~ «0O J Fig. 1 — Graphic Picture Showing Coal Consumed per 1^000 Gross Ton Miles i Some railroads have been for years, and are now, pre- paring daily statistics for the use of their general and division operating officers, and these are being secured bv wire advice sent regularly to the chief despatcher. Such roads are already provided with ihe necessar}' data for deter mining the pounds of coal used, the tons hauled and the miles made by each individual and each machine. Other railroads should have no difficulty in establishing a similar system. Ever\' despatcher's sheet now shows or should indicate the tonnage and mileage of every train on his district, and messages will give him a complete daily fuel record, when a few simple calculations will show the pounds of coal consumed in hauling each unit of 1,000 tons for a distance of one mile. If these figures in turn were wired to the master mechanic or the engine house foremen at the terminals, they would be available for illustration, as they are now on many miles of railroad. Up to this point there would be ver>- little additional expense attached to the suggested plan. Pifl- 2 — A Detail View of the Corner of the Graphic-Picture Coal Consumption Board ently located and well lighted. They may be of simple construction, with black background and white lines. The question of the number of boards to be maintained will depend on many things aside from the various classes of service to be covered. It will also be governed by the space which may be assigned to the boards. Every effort should |je directed against any possibility of confusion, which will reduce the interest desired and expected. If the division is double track and of even grades in both directions, all of the records might be displayed on the same board by show- ing the direction of each train with an arrow, but where it is single track or grades predominate in one direction of traffic, the board should be divided to show the trains in each direction, which will mean the erection of a second board. The records on these boards may be made with white chalk, using different characters to represent each individual and machine, the characters to be known only to the officer and the man interested. If desired, the locomotive may be identified by its number and character. The wall space available will dictate the shape, size and scale of these boards, which may be varied to suit the con- ditions. However, the vertical and horizontal proportions should be such as to show the daily unit consumption, dis- torted as much as possible, so as to emphasize the varia- tions in the amount of coal used. A horizontal scale of 3 in. for each day, with a column for pounds on each side, will require a board 8 ft. wide; a vertical scale of 4 in. for each 100 lb., with the necessary space at the top for proper headings, another at the middle to separate the individual from the locomotive performances, and a third at the bottom for recording engine numbers, with their char- acter or other information will recjuire a board 5 ft. hiiih to cover a variation of I.OOO lb. Such a board is shown in Fig. 1 with the record of one engine as worked by two men. Some idea of the working appearance of the suggested board is shown in Fig. 2, which covers only one comer of the complete board, but which will show its application. This board shows coal consumed on the basis of gross ton- nage, but the same principle may be applied to net tonnace and it may be modified as may seem desirable. It is believed that the employees will soon show by their improved records that the graphic representation of performance displayed each day, has created an interest that will repay the slight expense of its adoption in a very- short period of time. HANDLING HEAVY TRAINS ON GRADES* W hile there are probably many shortcomings of the present practices of train handling on mountain grades, a thorough knowledge of the caj^abilities of the air brakes, together with a good organization for its proper maintenance, will enable verv good results to be obtained. Railways having heavy grades to traverse should estab- lish convenient "dead line" points where their own and foreign line equipment may be properly inspected and re- paired before it is permitted to proceed. Such points need not lie where the descent of grade begins. From records obtained at such points, where a thorough inspection is made, it has been ascertained that a large percentage of the brakes are in a very bad condition, show- ing excessive brake cylinder leakage. This inspection has also disclosed the fact that the retaining valve and its piping are receiving practically no attention by many rail- roads operating in level districts. In order to successfully handle heavy tonnage trains on grades with air brakes exclusively, it is imperative that the retaining valves and pipe be in such condition that they can properly perform their work. It is also essential that brake cylinder leakage be reduced to the lowest possible point. A uniform adjustment of piston travel is required. At the summit of grades a test should be made to ascer- tain if all brakes are operative, and piston travel adjusted to meet operating conditions. All mountain railroad men should realize the importance of having the brake system charged to standard pressure before starting from the summit of any grade. Train and enginemen should have a knowledge of the tonnage allowed to be handled over the district, which should be prescribed by special instructions in the time tables. During cold weather, when operating on grades of 4 per cent and when length of train will permit, it is advis- able, immediately after starting and before the entire train is on the descending grade, to apply the brakes and work steam for a short distance for the purpose of wearing off any accumulation of snow and ice that may be between the wheels and brake shoes. Retaining valve handles must be turned to holding position before beginning the descent. After starting from the summit the engineman should make the first application of the brakes as soon as practicable without stalling, and fully recharge while the speed is low. This is to test the holding power and get the aid of the retaining valves. The speed of trains for the first mile should be exception- ally low for the purpose of allowing the wheels to assume a gradual heat, to compensate for expansion. The speed thereafter should not exceed schedule running time. Speeds when on 4 per cent grade should not exceed 10 m.p.h. if braking conditions are favorable. If unfavor- able, this speed should not be permitted. Speed and air pressure are the most imj^ortant factors to be considered. The engineman must understand that the critical time in * .Xhstract of a committee" report presented at the 1917 convention of the Air Brake Association. grade braking is during the recharge of brake pipe and auxiliary reservoirs; also, that he should regulate the appli- cation of the brakes to maintain as near as practical^le a uniform speed. To accomplish this the one reduction method must be followed, making a brake pipe reduction of sufficient amount to hold the train, and in recharging keep the Ijrake valve in release position until brake pipe pressure is entirely restored before returning it to running position. Variation from the above practice is often resorted to by braking from release position and has given very satisfactory results. When New York B brake valve is used it should \)e kept in release position at all times when brakes are released. In any case the release and recharge should be made as rapidly as permissible. Frequent applications and short holds are preferable to keeping the brakes applied for a long period. By using the short cycle method a more uni- form speed can be maintained. This practice is being fol- lowed on many railroads where heavy grades are encountered. Since the use of the hand brake for the control of trains is prohibited, except in cases of emergency, the retaining valve necessarily has to take its place in grade braking; safet}- depends largely ui>on its condition and handling. When handling long freight trains, it is necessar>- to have the slack bunched in advance of the train brake applicaticm. There are several ways of doing this, but the important feature to be considered is to bunch the slack gently. This can be done successfully b\- the use of the independent engine and tender brake, but on account of the liability of bunching the slack too severely, the use of the independent or straight air driving brake for bunching the slack is generally con- demned. However, it has been proven by experience that by the use of the independent or straight air brake on the locomotive tender alone, the slack can be gently and suc- cessfully bunched at moderate speeds without the danger of overdoing the matter and damaging equipment. After it has i^een determined that all the slack is in, a moderate brake pipe reduction can be made with no shock of consequence in rear of train. If it is desired to make a stop, the driving brake must be cut in and permitted to work in c(mi junction with the train brakes. It many times happens that the main portion of the train is passing over reverse curves with the locomotive and head cars on tangent track and descending grade. Under such a condition there is a tendency for tlie head portion to run away from the rear portion and the use of the independent brake on tender alone is found to be very beneficial in pre- venting the running and surging of train slack. In such cases the independent brake should be graduated on and when conditions have changed it should be graduated off. By taking advantage of the many different conditions met with the independent brake used only on the locomotive ten- der will l)e found very valuable in controlling slack and eliminating the danger of slipping locomotive tires. When a stop is made on ascending or descending grade and the locomotive brake is insufficient to hold the train, or where the engine is to be detached, sufficient hand brakes must be applied on head end to hold it on descending grade 385 386 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 7 and on rear end on ascending grade. Under no circum- stances should the automatic brakes be depended upon to hold the train while standing. Liability of wheels sliding is greatest when starting after a short stop, when retaining valves are in use, and sufficient time should be allowed for the retainers to reduce the pres- sure before attempting to start. Train men should inspect from the ground for wheels sliding; hence, the necessity for the engineman to keep the speed low. Short movements with long heavy trains should be avoided, but if necessary, a sufficient number of hand brakes must be applied throughout the train to control the slack. The report was signed by: C. H. Rawlings, chairman; J. E. Fitzgerald, L. S. Ayer and Charles T. Goodwin. j DISCUSSION On some roads retainers are tested when cars are on the repair track. The weight type of pressure retainer unseats at times due to jarring and pressure is lost. Many cars now in service have ven*' low braking p)ower and maintenance and also manipulation must be of the best. Some special cars used on heav)' grades have been braked at 114 per cent on 60-lb. cylinder pressure with good results. The empty and load brake has facilitated the handling of large ore cars on heavy grades. STEEL PASSENGER TRAIN EQUIPMENT The Special Committee on Relations of Railway Opera- tion to Legislation has issued bulletin No. 93, which shows that on January 1, 1909, there were in service only 629 all- steel passenger cars and 673 passenger cars with steel under- frames, while on January 1, 1917, the number of all-steel cars was 15,757, and the number of cars with steel under- frames increased during the same time to 6,386. The statistics show that the construction of wooden pas- senger cars has practically ceased and the wooden cars still in service are being rapidly retired. The number of wooden cars in service Januar>' 1, 1912, was 48,126, but on January 1, 1917, the number was only 39,169. During the calendar year 1916 alone 2,213 wooden passenger cars were removed from service. The replacement of wooden ecjuipment with steel can not be regarded as a profitable undertaking, but only as a measure of safety. The first cost of steel cars is higher and the available data, though meager, indicates that Percentages Total , * ■ ^ Acquired in — number Steel Steel underframe Wood 1909 1,880 26.0 per cent 22.6 per cent 51.4 per cent 1910 3,638 55.4 per cent 14.8 per cent 29.8 per cent 1911 3,756 59.0 per cent 20.3 per cent 20.7 per cent 1912 2.660 68.7 per cent •20.9 per cent 10.4 per cent 1913 3,350 63.0 per cent •30.4 per cent 6.6 per cent 1914 4,495 74.6 per cent '29.9 per cent 4.5 per cent 1915 1,696 73.7 per cent •20.1 per cent 6.2 per cent 1916 1,445 92.5 per cent '7.3 per cent 0.2 per cent January 1, 1917 (un- , der construction).. 1,759 82.5 per cent 16.9 per cent 0.6 per cent • This figure includes w-joodcn cars reconstructed with steel underfratnes. i ' ■ — the cost of maintenance is considerably greater than for wooden cars. In its last aimual report the Interstate Com- merce Commission recommended "that the use of steel cars in passenger train service be required and that the use in passenger trains of wooden cars between or in front of steel cars be prohibited." In view of the fact that of the 1,445 passenger train cars built during the year 1916 only three, or 0.2 of 1 per cent of the total number, were of wood, any legislation of that sort seems quite unnecessary. It is inter- esting to note that only 7.3 per cent of the cars built in 1916 were of steel underframe construction, as compared with 92.5 per cent all-steel. The number of cars of steel, steel underframe and wood acquired by the roads during the years 1909 to 1916 inclu- sive, is shown in the table above. According to an act of Congress which was signed August 24, 1912, the railroads will not be allowed to use any full postal cars which are not of steel or steel underframe con- struction after July 1, 1917. The introduction of steel po-tal cars began before the passage of this act, however, as is shown by the following table: Steel Postal cars acquired in — Steel Underframe Wood 1909 52 50 5 1910 140 10 11 1911 286 ?8 11 1912 30 10 1913 101 18 1914 204 1 1915 19 3 1916 29 It is estimated that the steel passenger train equipment now in use on the railroads of this country has cost the roads $325,000,000. That the expense of the change from wood to steel has been borne by the railroads is proven by the fact that between 1909 and 1915 (the last year for which figures are available) the revenue per passenger per mile increased only 0.057 cents or from 1.927 cents to 1.985 cents per mile. There are now in service approximately 36.169 wooden pas- senger train cars. The committee estimates the cost of re- placing these cars with steel equipment as follows: Average Number Cost Amount Postal 237 $19,000 $4.503,OuO Mail and baggage 2,251 17,500 39.392.500 Mail, baggage and passenger... 547 17,500 9,572.500 IJaggage and passenger 3,129 17,500 54.757.500 Baggage or express 6,608 14.800 97.798.840 Passenger 20,906 23,000 480,838,000 Parlor, sleeping, dining 4,432 37,000 163.984.000 Business ^. 736 26.000 19,136,000 Motor 323 35,000 11.305.000 Total 39,169 $881,287,340 The railroads will undoubtedly retire the wooden cars as rapidly as their earnings will permit. Assuming a value of $4,000 for each car repaired under the classification of accounts of the Interstate Commerce Commission, replacing this equipment will necessitate a charge to operating expenses of $156,676,000. At an annual rate of interest of five per cent, the annual charge on the investment required for this new equipment will be $44,064,367. Type or Passenger Train Equipment in Service Under construction or contracted for but not yet In service receiveil on December 31, 1916 December n. 1916 , -^ ^, / ^ Num- Steel Steel ber of under- under- Sections — roads Steel frame Wood Steel frame Wood New England 13 643 344 4.056 49 3 East 87 6,223 1,881 12.846 886 64 2 Southeast 63 548 603 4.212 235 2 3 Northwest 29 734 212 3.640 16 Southwest 49 678 452 2,876 40 West 52 3.652 1,491 8.922 103 42 5 Sleeping Car Co.'? 1 3.276 1,403 2.617 122 187 15.754 6,386 39,169 1.451 298 10 Total l.'nited States 294 1.759 51 Canada 8 51 1.50J .'98 10 Total r. S. and Canada. . 302 1.8111 Classes of Equipment : Postal 909 194 237 51 1 Mail and Baggage 851 454 2,251 117 4 Mail, Baggage and Passenger 46 57 547 5 2 ' Baggage and Passenger 691 204 3.129 103 Baggage or Express 2.029 1,485 6,608 324 60 1 Passenger 6,047 1,906 20,906 658 42 6 Parlor, Sleeping and Dining. . 4,095 1.829 4.432 182 188 Business 42 152 736 10 1 Motor 1,044 105 323 1 15.754 6,386 39.169 1.451 298 10 Total United .States 61,309 1.759 Mileage: United States 235.406 Canada 31.299 Total 266.705 61,309 385 108 4.780 5.273 15.862 6,771 66,582 43,949 / Erie Steel Passenger Equipment For Main Line Service; Important Features Ar© Light Weight and Strength of the Superstructure AN order of five all-steel coaches and one all-steel bag- gage car has recently been placed in service by the Erie Railroad. These cars, which were built by the Pressed Steel Car Company from designs prepared by L. B. Stillwell, consulting engineer, New York, weigh materially less than the steel underframe equipment now used by the Erie in similar service, and are especially note- worthy because of the distribution of metal in the super- A Perspective View of the Anti-Collision Bulkhead Construction Structure, which provides an unusually stiff construction throughout. The light weight of the cars was made possible by following the same system of high truss side frame design, differing only in detail, that was used in the all-steel sub- urban cars built for the Erie about two years ago, and de- scribed in the Railway Age Gazette, Mechanical Edition, for July, 1915, page 356. This saving of weight is of importance not only in effect- ing a reduction in the first cost through the elimination of unneces5ar\' steel, but also because of the possibility of changing from wood cars to all-steel cars in main line service, without taxing the capacity of existing passenger motive power. In many cases the advent of all-steel equip- ment has necessitated an increase in the size of locomotives used in through passenger service. A third, and no less important econom\', will result from the reduction in the amount of fuel used per car-mile with the lighter weight. Aside from the economic advantages accruing from the light weight, the design of the new cars is of interest because of the unusual strength of the car body which is designed especially with reference to its ability to resist destruction in collision or derailment. This is accomplished by the introduction of two new members in the body end. viz., a collision diaphragm forming a ceiling above the saloon, lavatory and passageway between, and special door posts in the body end frame. The collision diaphragm consists of a horizontal plate Interior View Showing the Details of the Body and Underframe Construction girder having a 3-16 in. web member placed across the car from side plate to side plate, and extending lengthwise of the car from the door header into the body of the car about 5 ft. 6 in. This horizontal girder securely ties the side walls together at the ends of the car body, and it is ex- pected that in collision the walls will thereby be drawn in to resist penetration, rather than be split apart to allow pen- etration. Also, this horizontal girder, being backed up by the high girder side frame and tied down by the door posts, is itself expected to offer great resistance to penetration. The special body-end door posts are in the form of ver- 387 388 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 7 tical beams 21 in. deep, with 3-16 in. web and pressed steel flanges. They are framed into the underframe below and into the collision diaphragm above, with connections capable of developing the full strength of the beams. The arrangement of the body door posts and the anti- telescoping tie member is clearly shown in the perspective drawing of the end construction of the car. The vestibules are of the usual con.-^truction and obviously are less capable of resisting a severe shock than is the heavy body end con- struction. Consequently, if the car is subjected to a violent collision shock, the vt-stibule structure may be expected to or collision, but in themselves not infrequently increase the destruction of life and property because of the effect of tlieir excessive weight. In case of collision the underframe of at least one car in a train is usually raised at one end above that of the adjoining car. When this occurs, the greater the weight and strength of the underframe as compared with that of the superstructure of the neighboring car, the more effective it becomes in destroying that superstrucure. The additional weight of material incorporated in the heavy body end structure is more than offset by the reduc- tion in weight effected elsewhere in the design. The con- .e greatlv checked, if not arrested by the heavy body end construction. This should greatly reduce, if not eliminate that most common and most destruc- tive form of collisioin — the splitting open and telescoping of one car by one of it^f neiglibcrs or by a locomotive. This design is th^ result of a careful study of the effects plete weight of the coaches, including the four-wheel trucks, Imt excluding the lighting equipment, is 111.000 lb. each. The weight of the car body is such that it may be carried on four-wheel trucks with journal loads well within the limits prescribed by good operating practice. The framing system of the through line cars is similar to that employed in the Erie suburban cars with the e.xcep- tion that the windows are rectangular, whereas those of the A View of the Framing at the End of the Car, Also Showing the Body Bolster and Underframe Stiffening Plate of collisions and derailments upon cars, particularly those of all-steel construction, which has covered a period of six years. This study has been based upon personal inspection and examination of the photographic records of many acci- dents involving passenger equipment. As a result it is the conclusion of the designers that the heavy underframes so generally used in steel passenger train equipment not only afford little protection again.st damage to cars in derailment Four-Wheel Truck for Erie Through Line Coaches suburlian cars were of the Gothic form. In each case the vertical members are framed together into a girder, the depth of which is equal to the full height of the side walls, and which acts as a load carr}ing member. This not only produces a car structure free from appreciable deflection, but greatly increases the safety of the passenger space in case of accident. 1 he side frame of the car is in the form of a girder 7 ft. 7 in. high, with suitable openings for windows, and has for its bottom member the 4 in. by ij/^ in. by 3-16 in. angle side sill, and for its top member the 3-16 in. pressed channel side plate, 5 '4 in. wide. The side sheathing and letter- board are ^s in. plate, roller leveled. The main piers extend from sill to plate and are pressed steel channels with re- entrant flanges. Main piers, except those at the smoking compartment in the middle of the car, are 12 in. wide by 4j8 in. deep, and are formed from various thicknesses of steel plate, as required by their respective locations in the car frame to develop the full depth of the side as a single girder. The piers are braced by the side sheathing and the belt rail below the windows, and by the letterboard and JCLV, 1917 RAILWAY MECHANICAL ENGINEER 389 upper belt rail above the windows. The lower belt rail is a channel-shaped pressing 3-16 in. thick and perforated to j-eceive the main piers. The center sills are composed of 12-in., 25-lb. channels, with a ^-in. top cover plate and 4 in. by 3^^ in. by }i in. [)ottoiii flange angles, and have a total cross-sectional area of 27.915 sq. in. They are supported and alined by the high girder side frame through the body end sills, bolsters and cross bearers which are placed at every main pier, 5 ft. 1 1 in. between centers, thus eliminating all possibility of deflection in a vertical plane. For bracing the center sill against hori- zontal deflection, 12 diagonal braces are incorporated in the underframe, which, with the side sills and cross bearers, form a horizontal truss brace 9 ft. 9 3^ in. wide. The diagonal braces are 4-in., 5. 2 5 -lb. channels. The cars are fitted with friction draft gear of the Miner A-3-P type and class B-10 friction buffers. The double body bolsters are formed of 5-16-in. pressed diaphragms, 10-in. by ^-in. bottom cover plates, and a single top cover plate M-in. thick, as shown in one of the photographs, forward of this cover plate is a 3-16-in. floor plate extending to the body end sill. This plate securely ties the side sills, end sills and center sills. The cross bearers are all formed of 3-16-in. pressed diaphragms Interior of the Erie Steel Coaches with 3}^ -in. by %-in. top cover plates and 5 3^ -in. by 5-16-in. bottom cover plates. The roof framing is shown in the two views of the interior of the car frame, and has been made to co-ordinate with the upper portion of the side walls in such a manner as to act effectively in combination with the collision diaphragm, to resist compression stresses and to protect the passenger ?I)ace in case of overturning of the car through derailment. Ihe roof sheets are 1-16-in. ingot iron, and the carlines are pressed channel, % in. thick. The clere story is fitted with Ward ventilators. The seating arrangement of the new cars conforms to that of other cars now in Erie through line service, a smoking 'ompartment seating 12 passengers being placed in the middle of the car. The walls of this compartment are fitted with leaded glass windows and the seats are upholstered in leather. The seats in the rest of the car are uphol.stered in plush. Each end of the car is fitted with a saloon and lavatory. The seating capacity of the cars is 76, including the 12 seats in the smoking compartment. The illumination of each car is obtained from ten incan- descent lamps set on the center line of the ceiling. Safet}' Car Heating & Lighting Company fixtures with Holophane shades are used. The power for lighting is furnished by a straight storage battery installation, consisting of a 16-cell, 1,200-ampere hour Wilson battery with lead lined cells. The capacity of this equipment is sufficient to furnish light for the round trip between Jersey City and Chicago with- out recharging. The general features of the design of the truck are shown in one of the illustrations, and is similar to that used under the Erie all-steel suburban cars previously referred to, this design having proved ver>' successful in service. The frame is of the riveted truss type and the spring arrangement is such as to secure a remarkably easy riding truck. The riding qualities are considered fully equal to those of the usual t}pe of six-wheel truck. The trucks are equipped with the American Brake Company's clasp brake. The general dimensions of the cars are given in the fol- lowing table: Length over vestibule end sills 78 ft. Length over body en^ in., 6 in., Ojj in.. 7 in., 7 '4 in., iy2 in. Maximum, 7 in., 7 5^ in., 8 in., 9 in. Reports covering exj)eriments with long piston travel, that is, 7 in. to ly* Fn., indicate that such is preferable to a shorter travel, and also indicate that there is a tendency to maintain the piston travel considerably longer than the 5J/2 in. minimum so generally recommended. It is also stated that by changing in. standing travel to 9 or 10 in., standing, all slack action was practically eliminated under the same method of l>raking, and that from the results obtained a 7 J/2 in. standing piston travel was adopted. Direct or (Jradukited Release. — There seems to be consid- erable difference of opinion with reference to the use of .graduated release with such brake equipment as contains this feature. Of 24 reports. 11 show the use of graduated release and 13 the use of direct release. Single or Double Brakes. — The major portion of the equip- ment reported is equipped with single brakes; that is, with one service brake cylinder. However, where Pullman cars araroperated, reports quite generally show such cars equipped with double service brake equipment. Instructions far Brake Operation. — Almost without excep- tion it is the practice to begin the brake application with light reductions, from 6 to 8 lb., although in some instances the range is from to 10 lb. Generally any succeeding reduc- tion following the initial reduction is left to the judgment of the engineer. In releasing the common practice is to use release position ot the brake valve, either with direct or graduated release, although running position is used as standard on one railroad, with the graduated release. The practice of applying the brake before closing the throttle is becoming quite general and is reported as prevent- ing slack action. It is the general practice to stop with brakes applied on the second application, where the two application method is used, if the train consists of more than 9 cars. Type of Draft Gear. — Friction gear is used quite exten- sively, and appears to be coming into general use. In some instances entire trains are equipped with friction gear, al- though the type of draft gear in general service necessitates operating trains of mixed spring and friction draft gear. Average .Slack Betraeen Cars. — From 1 J/2 to 8 in. slack between cars has been noted in handling trains, the max- imum occurring between the engine and first car. The aver- age is about 2 in. per draft gear. Strength of Draft \Gear as Reflected by Failures. — It is evident frcm the investigation that draft gear generally is inadequate tor pre-;ent heavy passenger service, draft gear failures occurring universally in starting and stopping trains. Type of Foundation Brake Gear. — While the single shoe type of brake gear is in use generally, the clasp type of brake gear is being gradually introduced throughout the country. Pressures Carried. — Ninety and 1 10 lb. brake pipe pressure is the general standard, although in a few instances 70 and 100 lb.- is the standard. The main reservoir pressure is generally controlled by a duplex compressor governor, set for 20 lb. excess in running position and 40 lb. excess pressure in lap position of the automatic brake valve. Main Reservoir Capacity. — General practice is to use 50,000 to 60.000 cu. In. main reservoir capacity. Slack Action. — Rough handling due to slack action both in starting and stopping trains is reported universally. Proportion of Auxiliary Reservoirs to Brake Cylinders.-— General practice is to use standard auxiliary reservoirs as specified by air brake companies for the various size Irake cylinders, although it is found that auxiliary reservoirs much larger than the above are used. It will be noted that the statements presented at the last convention with regard to rough handling of passenger trains throughout the country is confirmed; also that, in a mea-ure, the causes as enumerated by them exist generally. Howt ver. the investigation has developed the fact that improvtiiient is possible through instruction and reasonably close super- vision with reference to brake manipulation and maintenance. The investigation has also developed the fact that rough handling occurs due to methods of brake manipulation where modern brake gear and operating mechanism is in use. In order to determine the point brought out at the last convention, with reference to maintaining the proper projjor- tion of brake cylinder and auxiliary reservoir volumes as specified by the air brake companies, one railroad comjjany provided an 18-car passenger train for test purposes. Ihe brake equipment on the cars was modified so that the auxiliary reservoir volumes were of such proportions that brake cylinder pressure would be built up in proportion to the brake pipe reduction so that the action of the brakes would very closely resemble the proportions intended by the brake manufacturers. It is verj' clear from the above tests that notwithstanding the fact that the brake was designed to provide a slow and prolonged service stop, the tendency has been to so change its proportions that its ability to produce a gradual and smooth stop has l)een greatly reduced or entirely destroyed. The fact has l>een established that rough or unsatisfactory handling of passenger trains is uni- versally prevalent; also that an attempt is being made to overcome this condition by prolonging the time in which the train is brought to a stop during service a{)plications, by certain methods of manipulating the brake. It is also estab- lished that it is possible under such manipulation to provide satisfactory handling, .so far as brake applications are con- cerned, with the addition of a slightly increased fiexiljility obtained by a modification in piston travel adjustment. The report was signed bv G. H. Wood, chairman; W. F. Peck, M. E. Hamilton, Mark Purcell, C. U. Joy, L. S. Ayer, T. F. Lyons, L. P. Streeter, M. S. Belk, W. J. Hatch, C. H. Rawlings, J. A. Burke, R. C. Burns and Wm. Spence. DISCUSSION The report of this committee was accepted without dis- cussion and the committee was continued for another year. There was, however, a discussion of the paper on this sub- ject by J. A. Burke and W. Hotzfield, which was pre- sented last year (see Railway Mechanical Engineer of June, 1916, page 299) but held over for discussion this year. The main points brought out in this discussion are as follows: Bad shocks are experienced at times with all types of equipment but with proper manipulation satisfactory control of trains can be secured. Among the causes of shocks are variations in the braking power due to lack of uniformity of piston travel, non-standard auxiliary reservoirs, or desiizn of foundation brake gear, and the tilting of trucks equipped with the single shoe type of brake. It has been foun i best to make a light application before closing the throttK', making any further reduction required to secure the desired braking effect in one application. It is not advisable to use the two-application stop with long trains. The brake equipment should be modified so that it would be easier for the engineman to avoid shocks. Relatively long piston travel is an aid in securing this result. The standard sizes of auxiliary reservoirs should be adhered to. The adoption of the clasp brake will result in a great reduction of shocks. / r- Wooden Stock Cars for the I. C. Cars Built Largely of Wood on Account of the High Price of Steel and Which Have Given Good Service A SUCCESSFUL design of wooden car which was built cast steel bolsters, draft arms and striking plates, steel rein- to meet the present conditions is illustrated by the forced ends and steel carlines. They have been so satisfac- .>00 stock cars which were delivered to the Illinois tory that it is planned to build another lot of similar design. Central several months ago by the American Car & Foun- The cars are of 80,000 lb. capacit}' and have an average light weight of 41,000 lb. They are 40 ft. long inside and 4 ■ « I i I I t4__j^:.4£|4^ I<- Half End View and Section of Illinois Central Stock Car 40 ft. 10 in. over the end sills. The width between the belt rails is 8 ft. 6J4 in. and over the eaves 9 ft. 7^ in. The main draft members are made up of two 5-in. by 9-in. ^ry Company. These cars, which were designed by the sills, to which are attached cast steel draft arms, designed to railroad company, are constructed largely of wood, but have meet M. C. B. requirements. Above the draft arms and End View of Illinois Central Wooden Stock Car 391 392 Vol. 91, N,. 7 u II U u o (0 k C t) U o c V c l« ■o c n c _o ♦• > V U 2/C>s Iriv, 1917 RAILWAY MECHANICAL EXGIXEKR 393 rivctid to them is a cast steel striking casting. Two of the tru?> rods pass through the casting and the Z-bar end posts are riveted to it on either side. The double pocket coupler is fitted with one M. C, B. Class G draft spring and one 8-in. 5v i>-in. friction spring. The end framing is a combination of stiel and wood types. On each side of the door openings at the end is placed a 5-in., 11.6-lb. Z-bar which is riveted to the striking casting and bolted to the end plate. Inside the Z-bars and bolted to them are two 5-in. by Sy^-'m. wood post-. The diagonal end braces are 5 in. by 3J4 ^^- 'irid the ladder cripples are 3 in. by 3 in. The end belt rail is rein- forced b>' a steel tie 5 in. wide and }i in. thick fastened to the Z-bar end posts and to the side belt rail. Steel corner plates are fitted at the intersections of the side plates and end plates and side sills and end sills. The end slats and belt rail are 1-K+ in. thick. The underframe is made up of eight 5-in. by 9-in. sills, with cast steel bolsters and 4-in. by 5-in. sub-sills under the draft sills. The end sills are 9 in. by 9 in. and the needle beams 4 in. by 10 in. Waterproofing is applied over the sills under the floor. There are eight l^^-in. truss rods with If^-in. upset ends arranged in two groups of three near the center line and two single rods close to the side sills. The upper framing, except the ends, has wooden posts. The corner posts are 5 in. by 5 in., the door posts 5'/. in. by 4 9/16 in. and the intermediate posts and king posts are 5 in. by 2^2 in. The posts fit into malleable iron pockets at both top and bottom and are rabbeted to receive the ^-in. vertical tie rods. The side plates are V/2 in. by 3 1/2 in. mortised for the tenons of the end plates and tapered on the upper edge to conform with the roof purlines. The center belt rail is l-ji in. by 5 ^2 in. and is located 2 ft. 10/ 4 in. from the floor. The bottom belt rail, or base board, is If^ in. by 9 in. set to give ^ in. clear opening above the top of the floor. The side slats are 1}^ in. by 5j/2 in. spaced with 2-in. openings between the slats. The belt rails and slats are bolted to the side posts and all inside edges are rounded. The flooring is 2J4 in. thick, butt edged. M the side door threshold a zy^-in. by 2 5^ -in. by 54 -in. steel angle is applied. The roof is of the single board type 13/16 in. thick. The ridge pole and the four purlines are of wood supported on carlines of 3-in. by 23/2-in. by /4-in. angles which are bolted to the side plates. Cast steel side frame trucks are used under these cars. The air brake is the New York Air Prake Company's schedule C F-C-10. The Illinois Central is now planning to build several hundred stock cars in the company's shops which will be duplicates of the former order. There will also Ije built box cars which will be of similar construction but equipped with all-steel ends, steel roofs and metal-lK)und doors. / @ / 1 The Safety Appliance Standards* Necessity of Federal Control ; Reasons for the Selection of Fixed Dimensions and Locations BY HIRAM W. BELNAP Chief of the Division of Safety, Interbtate Commerce Commitsion ^^ • ^m " ^^S^' '"-' 9^^—!^^ %i -.,r. --"!r:^^'" ^^j^f^^^^^^^MP^ —^ m^^S0^. ^^^^^^^^^^^^^ ^ IX the early days of railroad operation the safety appli- ance equipment of cars on different railroads was arbitrarily fixed by different operating officers, and then, as now, opinions varied widely. In those days the interchange of cars was not thought of; and there was no necessity for any uniform standard. As the carriers' business grew, however, the necessity of een fol- lowed in the safety appliance standards fi.xed by law and by the Interstate Commerce Commission's order. The early records of the association are incomplete, but the minutes of the third annual meeting, held at Chicago, June 9, 1869. contain quite a full discussion concerning a resolution offered, fixing a standard height for bumpers. In this discussion it is said: "Consequently, it is necessar}% both for economy and safety to men in coupling, also for rapidit}' in making up 394 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 7 trains, that the height of drawbars be as uniform as possible. Everyone familiar with the making up of trains knows that it is in consequence of the great difference in the height of buffers that so many of our men employed in coupling trains are injured and lives lost, because drawheads do not come in line, one being high and another low, thus driv- ing by and crushing the man that is in performance of his duty, or maiming him, frequently, for life." It will thus be seen that one of the very earliest matters discussed by the Master Car Builders' Association was stand- ardization, dealing with a condition which at that time re- sulted in more accidents that occurred from any other one cause. Indeed, the record shows that the question of per- sonal safety of employees received prominence in the discus- sions before there was any discussion concerning rules of interchange between carriers. Eight years later the matter of a uniform and standard location for ladders was first discussed, and while the idea received support, there were differences of opinion as to whether the ladders should be placed on the sides or on the ends of the cars. This difference of opinion continued until 33 years later when the Interstate Commerce Commission settled the dispute by requiring both end and side ladders on all cars requiring ladders. In 1879 the association adopted the recommendation that running boards on cars should not be less than 18 in. in width and project 5^.2 in. beyond the end of the car, the projecting end to be supported Ijy two metal braces; and that there should be two good, substantial steps of wrought iron of 1^4-in. by y2-m. metal, fastened on each side sill at diagonal corners of the car; and, further, that each box and stock car should have two ladders of not less than five steps each, of ^-in. round iron, projecting 3y2 in. from the sid- ing of the car, securely fastened to each end of diagonal corners, with a roof handhold directly over the ladder, the lower step of the ladder to be provided with a guard. In 1885 a committee reported upon the comparative ad- vantages in the construction of freight cars with or without end platforms, and laid the foundation of what is now covered in the Commission's order under the heading, "End Ladder Clearance." Recognizing that in order to provide proper safety there should be a uniform location for hand brake shafts, a com- mittee in 1875 recommended that the best possible position for brake shafts was the left-hand corner of the car as one stands on the track facing the end of the car. While no definite action was taken on this recommendation at that time, it was adopted in 1879. Regardless of this fact, how- ever, thousands of cars were placed in service that did not comply with this recommendation. Thirty years later, in 1909, a committee submitted to the Master Car Builders' Association a report definitely fixing certain standards in the construction of the hand brake. This report was submitted by letter ballot to the membership to be adopted as recom- mended practice. The hand brake arrangement described in that report is the standard hand brake required by the Commission in its order issued two years later. If there be any doubt in the mind of anyone as to the necessity of legislation definitely to fix and locate standard safety appliances, this study of the record of the Master Car Builders' Association appears to be convincing. The recommended practices and the standards fixed by that as- sociation, which are well recognized as the safest and best, but which were not mandatory, were deviated from in such a radical manner that it was only through the strong pres- sure of legislation that they could be made positive and per- manent. I When the question of arranging for the number, dimen- sions, location and manner of application of the appliances required to be fixed by the Commission was taken up, the committee representing the Commission, in conference with a committee designated by the president of the American Railway Association, was instructed to follow as closely as possible the M. C. B. standards and recommended practices concerning these appliances. In so far as it was possible to do so and provide the proper factor of safety, these instruc- tions were strictly adhered to. In some of these regulations the dimensions or location of an appliance are fixed to ihe inch, and even to the fraction of an inch; and while this may seem upon su{ierficial view to be arbitrar}^" and unrea- sonable, the ^pecified measurement in every instance is founded upon a good, substantial reason. Mere uniformity is not alone the reason for the exact speci- fication of measurements; the question of safety is also in- volved. But the measurements prescribed are also of incal- culable practical advantage in enabling ever>' railroad corn- pan}- to carry in stock appliances which, whenever repairs are necessary on any foreign car while on its line, will be found available. There were two good reasons why the hand brake was definitely located on the left side of the car. A large majority of cars already had the hand brake on the left side, and the M. C. B. recommended practice called for the hand brake on the left side of the car. Uniformity of location was re- quired so that the hand brake could be located by an employee with certainty even though he were working in great haste. Locating the hand brake definitely on one side of the car also removed the danger of an employee being fouled by the hand brake wheel on the adjoining car, which sometimes occurred where brake shafts were applied indis- criminately. The order requires the hand brake and air brake to oper- ate in harmony. It is a well known fact that if the hand and air brake do not work in harmony a dangerous condi- tion exists because the air brakes may be applied suddenly while an employee is operating the hand brake. He is then in danger of being thrown from the top of the moving car, or in case a club is being used, of being struck in the side with sufficient force to break a rib. I have seen brakemen with their sides bruised and bleeding from being struck by their brake clubs when using the hand brakes to assist in holding trains on heavy grades. Brake shaft size is fixed at not less than 1 34 in. in diam- eter. Brake shafts of smaller diameter were too often twisted off when brakemen attempted to stop heavy drafts of cars in hump yards where brake clubs were used in the ordinan.' performance of their work. The requirement that the brake shaft should be without weld is for the purpose of estab- lishing with certainty as far as possible that the brake shaft is of clean, clear metal. Prior to the adoption of these stand- ards inspection disclosed hand brakes with shafts broken at the weld. This led to the conclusion that it is not feasible in practice to determine merely by inspection whether or not a weld is a good one. The requirement that the brake wheel shall not be less than 15 in., preferably 16 in., in diameter was adopted because it established a proper ratio in connection with the ratchet wheel, which was to have not less than 14, jirefer- ably 16, teeth. For every three inches the hand on the Ijrake wheel moves, the ratchet wheel is moved forward one notch, thus furnishing the greatest degree of efficiency, and at the same time providing the greatest factor of safety for the employee manipulating the hand brake. If there were fewer notches in the ratchet wheel, the hand would travel much farther to reach a notch in the ratchet wheel, and in many instances efficiency of the hand brake would be impaired. The requirement that the brake wheel shall not have less than four inches clearance was for the purpose of providing sufficient room for an employee's hand when using the hand brake, as well as to correct an evil that was developing in equipping high-side steel gondola cars with brake wheels that barely cleared the tops of the ends of the cars, leaving JlLY, 1917 RAILWAY MECHANICAL ENGINEER 395 but little room between for the brakeman's hands and not enouszh for a brake club. It may be interesting to know why the brake shaft was located not less than 17 in. nor more than 22 in. from the center of the car. The cars of greatest width at the time the Commission's order was under discussion were practically 10 ft. wide. One-half of this width left 5 ft. on each side from the center of the car. Beginning at the center of the car the first requirement to be met was that the running board mu.-t be not less than 18 in., preferably 20 in., in width. This took 10 in. of the five feet. If a 16-in brake wheel is used, one-half the wheel extending from the staff to the edge of the running board would require the staff to be 18 in. from the center of the car, and it was to prevent the location of the brake staff nearer the center that this minimum distance is prescribed, and under no circumstances can the brake wheel foul the running board. On many cars a brake-step board is used. To provide proper safety its minimum length should not be less than 28 in., and by restricting the location of the hand brake shaft to not more than 22 in. from the center of the car, the brake-step board extends beyond the briike shaft a sufficient distance to furnish secure footing to employees, and at the same time does not extend beyond the inside clearance of the end ladder. Inasmuch as the outside end of end ladders may be as far as eight inches from the side of the car, a minimum length of tread of 14 in. is established for end ladders for the reason that all cars were not of sufficient width to insure the use of a ladder with 16-in. treads. Following these standards, cars can be built so that the ladders, brake-step boards, hand brakes and running- boards will each furnish their full factor of safety with- out interference. In order that the hand brake wheel might not encroach too far upon the end ladder clearance and thus be a menace to brakemen using end ladders, the order provides that the brake wlieel shall not extend to within four inches of the vertical plane limiting this clearance. By such an application, pro- tection is furnished employees when using the hand brake, and they are protected from being struck by any portion of an adjoining car. -All of the arrangements shown in the Commission's order relative to the method of attaching the brake wheel and the ratchet wheel to the brake shaft, the brake chain to the brake shaft drum, and other details of construction were adopted for the reason that, after having been carefully considered by the Master Car Builders' Association, they had been recommended as furnishing the proper factor of safety. The safety appliance act specifies that all cars requiring secure running boards shall be so equipped. The Commis- sion's order fixes their width at not less than 18 in., preferably 20 in., and requires that they shall run the full length of the car at the center of the roof. The width of running boards is practically the same that was established as early as 1879 as the proper and safe width for running boards by the Master Car Builders', and as the minimum that will furnish a proper and safe pathway for employees while pass- ing over cars that many times are moving at high speed. In icy or frosty weather great danger exists by reason of em- ployees slipping while trying to descend from the tops of cars with metal roofs, and to meet this condition the order re- quires on such cars latitudinal extensions of not less than 24 in., in width. Refrigerator cars are usually equipped with ice hatches at the corners, and if so equipped, do not require these latitudinal extensions, as the danger of slipping is not present. Running boards on some cars had trap-doors in them that were often left open; and then, too, employees were constantly being injured by falling from and being thrown from the tops of cars by reason of tripping over the nails and other insecure methods of fastening running boards. To remove these dangers the order states that while the run- ning board may be made up of a number of pieces, it can not be cut or hinged at any point and must be securely fastened with screws or bolts. Considerable difficulty w^as experi- enced in making it understood that the so-called drive-screws or fluted nails could not be used in place of screws or bolts for the purpose of securing running boards to saddle blocks. Experience has shown that such drive screws do not properly perform the work demanded and their use is clearly a viola- tion of the standardization order of the Commission. Recognizing the ever-present danger to employees in pass- ing from car to car, special provision is made to extend the running board beyond the ends of some cars for the reason that unless this is done the distance would be entirely too great for the average man to step from one car to the next one; and at the same time in order to prevent the running board projecting so far beyond the end of the car as to strike ad- joining cars, the order provides that the ends of running boards shall not be less than 6 in. nor more than 10 in., from the vertical plane from which end ladder clearance is reckoned. When running boards project more than four inches from the edge of roof of car they must be secureh- sup- ported so that in case an employee should step on the extreme end no danger will be encountered by the breaking off of the end of the board. Both observation and experience had shown that unless a proper sill step is furnished, men will step on the arch bars, oil boxes and brake beams, even clinging to the ends and sides of the cars, while doing switching. To fumjsh proper safety, sill steps of sufficient width of tread and close enough to the ground to be used conveniently, furnish the only means possible to prevent employees using other and more dangerous footholds in their work. A great many cars were already equipped with four sill steps and four ladders at the time the Commission's order was promulgated, and this condition was advanced as one of the reasons why all cars should be so equipped. It was finally determined that four sill steps were required on cars to furnish a proper de- gree of safety to men in switching. The M. C. B. recom- mendation as to cross-sectional area for sill steps and dimen- sions for ladder rungs was adopted for the reason that ex- perience had demonstrated their safety*. The distance at which the sill step should be placed from the top of the rail, what should be the proper spacing of lad- der treads and what distance should be maintained between the ends of cars was determined after interviewing and care- fully measuring nearly 1,000 railroad men in different terminal yards. This scientific and practical method of de- termining how high sill steps should be from the top of the rail, what distance was necessary between the ends of the cars in order to provide proper safety to the men using end ladders, as well as to ascertain the proper spacing of ladder treads, was undertaken so as to establish beyond question just what dimensions were proper and should prevail. It was found by these measurements that a man's average per- pendicular step was about 19 in. To prevent the applica- tion of ladder treads of uneven spacing that might l>e a menace and mislead employees using laddlers, particularly at night, it was decided that the spacing of ladder treads should be uniform, a variation of no more than 2 in. being permitted. A maximum distance of 19 in. was fixed so that the average step a man may desire to make in ascending or descending a ladder could not be exceeded. The question of end ladder clearance was determined after it had been found that the average measurement of a man from his hip to his knee was 22 "s in. Cars were being built with end ladders that constituted a menace to employees re- quired to use them, for the reason that the clearance space fur- nished at the end of each car in some instances did not exceed 8 in. or 9 in., and in some cases where cars had truss rods ex- tending across the ends, even this slight free space was en- croached upon. It can thus be seen that a fundamental safetv requirement demands the end ladder clearance required on 396 RAILWAY MECHANICAL EXGLVEER Vol. 91, No. 7 every car. Safety for emjiloyees using end ladder? requires a space between the ends; of the cars greater than this average distance, .<;o for this reason it was determined that when cars were coupled together the ends of the cars above the end sills should not be closer than 24 in. It was found that this could be provided in all classes of ecjuipment by fi.xing the basic point from which to measure on a line in a vertical plane passing through the inside face of the knuckle when closed, with the coupler horn against the buffer block or end sill. This end ladder clearance is only refjuired for .30 in. from the side of the car for the reason that that distance was found sufficient to cover the end ladder location on all classes of equipment. If end ladders only were provided on cars a material ele- ment of danger would l>e present in using them when switch- ing in yards and also on account of the closing in of cars at the corners when rounding curves. For every degree of curvature the cars at their corners close in .42 in., so that on 10 to 15-deg. curves, many of which exist in yards, the cor- ners of the cars are from four to si.x inches clo.ser together than when the cars are on straight track. To eliminate this danger side ladders, as well as end ladders are required. On the other hand, if only side ladders were provided on cars, there would be a material element of danger in using them on account of the close clearance of many bridges, tunnels, build- ings, freight houses, and the extremely limited clearance be- tween tracks, particularly in the eastern portion of the coun- try, where the tracks were l)uilt when cars were much nar- rower than the present equipment. The end ladder furnishes protection when working in such places. The proper location for side and end handholds was de- termined in the same manner as the location of sill steps, spacing of ladder treads, and end ladder clearances. Em- ployees were interviewed and measured for the purpose of determining at what point it was l^est to place these safe- guards, and it was found that by placing the side and end handholds not to exceed 30 in. above the center line of the coupler, the best possible location was provided. In order to prevent handholds being applied too far below this loca- tion and to establish practical uniformity, a variation of not to exceed six inches Ix^low this point was named as a limit. In addition, in order to provide proper safety for employees re- quired to couple and uncouple air hose, it was found neces- sary to place handholds on the face of the end sills so that in case cars were suddenly or unexpectedly moved an em- ployee might have a clo.^^e and convenient handhold to grasp ancl thus protect him.«elf from serious injury or possible loss of life. On cars that have platform end sills an additional end handhold is refjuired, placed not more than 60 in. above the platform end sill. This handhold .serves as a protection to emphnees when crossing over cars on the end sills and its necessity is plainly apparent. The earliest recommenda- tion covering handholds made by the Master Car Builders' As.sociation provided that they must be two feet in length, but this dimension had I)een changed from time to time until handholds 12 in. in clear length were recognized as meeting safety re(|uirements. When the question of definitely fixing the dimensions required by the safety appliance acts came up for di.scussion by the committee fixing the standards, it was very readily decided that no handhold would furnish the proper factor of safety to employees unless its clear length be at least 16 in. .\ftelr consideration and further investiga- tion of all clas.«;es of cars, a slight modification was permitted in the equipping of cars with certain end handholds 14 in. in length. This can be done only when the construction of the car renders it impo.-^sible to u.'se 16 in. handholds. The many types of couplers led to the use of several differ- ent kinds of uncoupling mechanisms. Uncoupling levers that were actually a menace to the employees required to use them were in use on some classes of equipment. A re- cently made tabulation of all the cases that have been prose- cuted under the safety appliance acts disclosed the interest- ing fact that approxmiately one-half were for inoperuiive and defective uncoupling mechanisms. The Commission's order does not require any particular type of uncoupling lever, but clearly states that the uncouplmg levers mav |)e either single or double and of any efficient design, ihey must extend a sufficient distance from the center of the car to insure that an employee using them shall not be between the ends of the cars while doing so, and if of the rocking type, safety requirements are only met when a lock or stop is used that will prevent the inside end from flying up and over in case of breakage, as accidents from this cause have frequently occurred. In the early records of the Master Car Builders' Associa- tion are found many discussions relative to the use of lag screws and even nails in applying handholds, ladder treads and other appliances on cars. For many years it has been recognized as the best practice to use only bolts or rivets. The safety appliance acts required that the manner of ap- plication should be definitely fixed, and inasmuch as the greatest safety could only be furnished by the use of bolts or rivets, their use was required. From the statistical reports of the Interstate Commerce Commission, figures covering two five-year periods have been taken and the results compared. These figures show average results for five years immediately preceding and for five years immediately following the issuance of the Commis- sion's order of March 13, 1911, namely, 1906-1910 and 1911-1915. Five-year averages are taken for the reason that more uniform results are thus obtained than could be secured by comparing the figures for single years: Locomotives in service .... Cars in service Cars per train Tons |>er train Tons hauled one nii'e Kniployecs in train service In the first five-year p)eriod there were 1.219 employees killed and 15.910 injured while engaged in coupling and uncoupling cars. In the second period the number killed was reduced to 857, a reduction of 30 per cent, and the number injured fell to 14,245. a reduction of 10 per cent. In accidents to employees due to falling from cars and getting on and off cars the results were not so favorable. \\'hile the numi)er killed fell from 3,247 to 2,537, a total of 710, or 22 per cent, the number of employees injured increased from 59,006 to 68,179, giving a total increase of 9,173, or 16 per cent. These figures are significant only as indicating a tendency, and I do not want to be understcK)d as claiming that all tlie improvement shown is due to the Commission's order. That is perhaps the determining or controlling factor, and be- cause of its existence other factors of safety have been brought into j)lay. It is clear, however, that the tendency is toward greater safety, and while giving full credit to ether factor-. we are justified in concluding that the laws, through the Interstate Commerce Commission's methods of administer- ing them, are substantially accompli.shing the purpose etter work, but these would be of little use if they were not ecjuipped with the proper cutting tools and in the case of milling machines, regardless of the type, design or age, it is essen- tial that good cutters be used in order to obtain the best results therefrom. The modern type of milling cutters as now used, in most up-to-date shops, differ considerably from those generally in use but a few years ago, both in design and material. The old style carbon steel cutter with many teeth, narrowly spaced, had to give way to the high speed cutter having few wide spaced teeth. It is hard to realize the advantages these new types of cutters have over the old st>Te until a compari- son has been made of the work each will do. The wide spacing permits larger and stronger teeth and better clear- ance and escape for good large chips, consequently greater feeds can be used. It also lessens the amount of grinding 397 398 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 7 necessary- and the tendency to heat the cutter and work while in operation. It was noticeable, that very soon after the introduction of these coarse tooth type cutters, the lead- ing manufacturers accepted the advanced design and are now showing them in their catalogs. In many of these new design cutters, considerable attention has been given to the spiral and for the various classes of work care should be taken to secure the proper lead, pitch and form of teeth for such cutters. In the last few years nearly all milling cutters for rapid heavy duty work have been made of high speed steel, the small sizes being cut from solid stock and the large ones usually ])uilt with bodies of cheaper material and inserted high speed steel teeth. There is no question but that high speed steel is the proper material for such tools and will continue to be used by exacting mechanics even at the pres- ent high price. The necessity for economy in this line however, has caused wonderful development in the design and construction of in.serted tooth cutters to fully meet the reciuirenients and which are equal in performance to those made from the solid material. One of the greatest factors for efficiency in milling is proper lubrication of the cutters. Without some good means of cooling, it is impossible to get near the maximum amount of work out of any design of cutters for the limit of speed is reached when the cutter burns. Therefore, in order to prevent destruction of the tool and to get the most out of the cutters it is necessary that they be kept cool. This is acccfnplished by the proper application of lubricants and it has been demonstrated that the nature of the lubricant is of minor importance so long as a sufficient quantity is pro- vided. One of the prominent milling machine manufac- turers after making exhaustive experiments along this line has developed a very complete system of cutter lubrication, which is featured in connection with its make of machines, special appliances being furnished for the equipment when required. This system provides for a liberal stream of fluid, which is forced upon the cutter through a hood, keeping the cutter cool and also serving to wash away the chips, which adds to the life of the cutter. The possibilities of milling with helical cutters are very great and many shops are employing this method for cutting blocks from the solid in steel or iron, where formerly the job was done by drilling holes to release the block and then finishing to size on the slotter or shaper. Where proper equipment is used for such work the time is greatly in favor of the milling process and the increasing amount of work being done in this manner bears evidence of the fact. One particularly .«mall job of this character which may be in- teresting is the milling of keyways in piston rods or cross heads instead of drilling, chipping and filing them. This job ma\ be done on a knee type milling machine but there are some good small portable devices which were recently brought out by the use of which a considerable saving may be effected. A high speed three-tooth helical cutter is used and if driven to capacity will cut keyways in piston rods in from 12 to 30 minutes each, depending upon the size and nature of the material. These rod keyways when drilled and chipped Ijy hand usually take from three to five times longer than when they are done by the milling process. There are other well known operations in railroad shop work which it is believed could be handled with more econ- omy and satisfaction if a little preliminary time was given to the study and working out of the proper equipment and way to do the job. If one is interested, though doubtful, about .some particular operation, which may be done by the milling process, a blue print or a sample of work might be sent to a good manufacturer for a guaranteed time and cost estimate of the job. This may save a lot of experimenting and the machine tool makers will be glad to tell what it will cost and how it can Ije done. It is always well to remember the following as essmtial to good results on the milling machine: Keep the machine in good condition at all times. Use arbors of as large diameter as possible to prevent chattering and springing away from the work. If a rigid intermediate support can be used with a bear- ing close to the cutter, it will be helpful on heavy duty work. Use high speed coarse tooth cutters of a design to suit the work and make them produce results by keeping 'hem cool by lubrication when cutting steel. Increase the feed in proportion to the speed of the cutter to the limit of finish required. Good cutters will produce more work and stay sharp longer when used under these conditions. RECLAIMING AIR PUMP PACKING GLAND RINGS BY WILLIAM K. CLEARY Air Brake ForemaD, Boston & Maine, Lyndonville, Vt. When air pump packing gland rings become enlarged by wear, they must be renewed or the pump cylinders will be worn unevenly and piston packing will require frequent ji;- placement. In order to avoid scrapping the packing gland rings, the following method of repairing them has been adopted by the writer. The old rings are first bored out to an inside diam- eter of 1^ in. and then three grooves are turned on the in- side of the ring, each 1/16 in. deep. Two grooves are then cut longitudinally to the same depth. The rings are then placed flange dowTi, on a smooth surface and a taper plusj placed in the center of the bore to form an easily removed h- I I I I I ■J- I li I I I I I I - — I -4 -I A Packing Gland Ring Bored Out for Babbitting mandrel, about which is poured a babbitt composed of 80 per cent lead and 20 per cent antimony. The babbitt is then finished to the proper size and the ring is ready for applica- tion. The grooves hold it securely. Packing gland rings have been repaired by this method lor about two years. Engines making 50,000 miles have come in with piston rods worn only .002 in. with the surface pol- ished to a perfect gloss. The cost of the repairs is betwien six and seven cents per ring, which effects a saving of abiut 20 cents per ring as compared with the scrapping of ihe old rings and the application of new ones. Whenever the repaired rings become worn, it is only necessary to melt o\it the old babbit and reline them to continue them in service. Increased Use of Fuel Oil. — According to statistics issued by the United States Geological Survey, 5,477,951 l>arrels, or 15 per cent more fuel oil was used in 1916 than in 1915. The average distance covered by a locomotive per barrel of fuel oil consumed was 3.33 miles. Rod Work on the Chesapeake & Ohio Second Prize Article in the Rod Job Competition. Or- ganization and Methbds for Handling Rods Described BY H. M. BROWN Shop Superintendent, Chesapeake & Ohio, Huntington. W. Va. THE Huntington shops of the Chesapeake & Ohio are separate, so that two machinists are enabled to work on well equipped to handle rod work. The machines are each side of the bench. Below the benches are drawers and so located that a progressive system of operation is suitable cupboards to take care of the tools of the machinists, olitained, no delay being encountered in passing the rods from one machine to another until they have been completed. This enables the work to be done at a lower cost than if Foreman Lauer-Ouf orlnsptcfor n Mochinlsfs 12 Hach'inisfs Helpers , 6 Laborers and Suveepers 7 Machine Hands 2 Machinists Apprentices Fig. 3 — Motor Truck for Carrying Rods About the Shop Fig. 1 — Organization of the Rod Gang the machines were placed indiscriminately throughout the shop as the rods do not have to be handled as much. The machine tools employed in the rod work are of the latest ^^ ^^^ ^^ ^^ f^, ,^^ th^t ^^^ undergoing repairs. The design and are particularly adapted to this work. ,1^^^,^ ^^^ ,^,j ^ rods, as well as new rods are stored on The organization of the force for handling this work is benches directly behind the lathes used for turning the bush- shown in Fig. 1, and the arrangement of the machine tools From Engine Stripping ffoom io Lye t'Ots and Cleaning Platform Strippir}g Hoom Crane Abore Rthim Moremenf to Stripp, Room tor Engine hbeytheekd pping, »1 Slab Miller Planer -J\ Erecting ona Mac/line Shop. Vertical Milki Drill Press. •e LatheJ^-^ a fl Shaper f Benches ^>r Onrhead Cmnei -^i" lixhinists Series All Work Blacksm/ttt Shop Furnace SOOOLb\^^ HcunmelC—1 i& Billet Pile. «- GOD Fig. 2 — Arrangement of Machine Tools IS shown in Fig. 2. The path followed by the new and old 'ods as they pass through the shops is indicated by the arrows. The new rods start from the billet pile just outside the smith shop, and end at the stripping room, where they "fe placed on the locomotives. The old rods start and end 'it the stripping room as shown. They are cleaned in a lye ^at, of course, before they go into the shop. The benches are arranged longitudinally and are made Fig. 4 — Forging the Rods Under the Steam Hammer 399 400 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 7 ings and the shaper for machining front and back end to easily control the temperature and maintain it at a more main rods. The cleaned and stripped rods, as well as new uniform degree than when either coal or oil is used. The rods, are stored on benches directly behind. On all repair billets are brought to the proper temperature slowly, but at work the size of the pins is obtained by the mechanic, who a sufficient speed so that at no time will the billets slough. calipers all axles for turning. He delivers the sizes of the The proper temperature is determined by a colored glass scale supplied by the United States Bureau of Standards. Fig. 7— Milling the Ends of the Rods Fig. 5 — Finishing the Sides of a Rod on a Slab Milting Machine The billets are then forged to a template under a steam axles to the machinist on the boring mill, and the sizes of hammer as shown in Fig. 4. The actual time from the re- the pins are delivered to the machinists on the lathes. With ceipt of the billet at the blacksmith shop until it is forged this method it is not necessary for these mechanics to lose to shape is eight hours. After the rods have been forged any time whatever in getting sizes. A motor truck, shown in Fig. 2, is used for carrying the rods from one shop to another and between the machines, where it is necessary. This truck is capable of carrying two tons and gives excellent service with little expense and practically no delay. The new rods are made directly from billets which are Fig. 6 — Boring the Rods on a Double Spindle Boring Machine Fig. 8— Slotting the Rods for the Knuckle Joint Connection purchased in the open market under physical and chemical sf)ecifications made by the railroad company. As an order is placed the blacksmith shop foreman selects the proper sized billets. The billets are taken from the pile to the they are set aside and just before the shop closes at night, forging furnace by the electric truck. The furnaces in they are put back into the furnace and allowed to anneal which the rods are heated uses gas which makes it possible with the cooling of the furnace and in this way relieving all It LY, 1917 RAILWAY MECHANICAL ENGINEER 401 hammer strain. They are removed from the furnace the following morning and delivered to the machine shop by Fig. 9— Fluting the Main Rods the rod. This is done on a slab milling machine as shoNSTi in Fig. 5. Both the center and ends are milled. On account of the grease cups which are forged on the rods, it is im- possible to get more than one rod on this particular machine, except when the rods are being fluted, where it is possible to allow the grease cup to extend over the side of the ma- chine. After the rods have been milled to size, they are paired and laid off according to a template. From tliere they pass to the double spindle rod boring machine sho^^^l in Fig. 6, the paired rods being bored for the brass fit and the knuckle pin bushing. An adjustable boring tool is used for boring the holes in the rod. After the rods have been bored, the oil cups and knuckle pin oil cups are drilled, faced and tapf)ed, a skip thread tap being used for this purpose. The ends of the rods are milled in pairs as shown in Fig. 7. The jaw in the end of the side rod for the knuckle connection is made on a slotter as shown in Fig. 8. Fig. 9 shows the method of forming the channels in the rods on the same slab milling machine shown in Fig. 5. The actual cost of labor and material for finishing a pair of middle connection rods complete for a heav>' Pacific type locomotive is $156.77. The front end and back end of the side rods are handled in pairs in the same manner as described above with the middle connection rods. The cost of manufacturing from the billet to the finished main the electric truck. They are allowed to cool throughout the rod is $254.57, while the complete cost for a complete set day and night, not being machined until the next morning, of rods on a heavy Consolidation locomotive is $624.88, The first machine work to be done is to mill the sides of including the brasses. .4 @ Interesting Back Shop Performance Consolidation Locomotive Given General Repairs and External Boiler Inspection in 33 Hours on the D. & H. THE Delaware & Hudson, at Colonie, N. Y., made an locomotive was due for its five-year external boiler inspec- interesting performance a short time ago in putting tion as required by the Federal government; this requires the a locomotive of the Consolidation type through the complete removal of the lagging, shop for general repairs in IZ hours. It was one of a class The locomotive is used in freight service on the Pennsyl- that was in considerable demand, and in this particular case vania division and is of the following general dimensions: it was desired to turn the engine out with the least possible General In addition to the usual general overhauling, the Ser^vice'y.'."...'.'.'.'.'.*.*.'.'..' ....*.....'.*.".'.'.".. .".'.'.'.'.'.'.'..'.'.'.'.'.'.'.'.\\,.!\fw delav. Fig. 1 — Photograph of the Locomotive Before the Work Was Begun — 7 a. m. Monday 400 RAILWAY' MICHWKAI. KN'dl Xl-.l.k \'"i.. 91. Xo. 7 ings and the shaper for machining front and back end to easily control the temperature and maintain it at a mo'e main rods. The cleaned and stripjjcd rods, as well as new uniform degree than when either coal or oil i« u>ed. T e rods, are stored on benches directly behind. On all repair billets are brought to the proper temj)erature >l()wl\ , lait t work, the size of the pins is obtained by tlie mechanic, who a sufficient Sj)eed so that at no time will the iiillets ■«1oul. ;. calipers all axles for turning. He delivers the sizes of the The proper temperature is determined by a colored gl. > scale supplied by the United States Bureau of Standard -. Fig. 5 — Finishing the Sides of a Rod on a Slab Milling Machine axles to the madiiiii^t on ihi' boring mill, and the . \\ itii this methtxl it is not necessary for these mechanics it) jn-v any time whatever in getting sizes. A motor truck, shown in Fig. 2, is used for (arrying tlu rods from one shop to another and Itetween the matliim-. where it is necessary. This truck is capable of carrying two tons and gives excellent service with little i\|»en-(.' ami practically no delay. The new rods are made directlv from billets which are Milling the Ends of the Rods The billets are then forged to a template und hammer as shown in Fig. 4. The actual time f (eipt of the billet at the blacksmith shop until to shape is eight hours. After the rods have 1 er a -te im rom the r< it i> fori ."■■i >een tors. .'< '1 Fig. 6 — Boring the Rods on a Double Spindle Boring Machine purchased in the open market under physical and chemical specifications made by the railroad company. As an order F'Q- 8— Slotting the Rods for the Knuckle Joint Connection is placed the blacksmith shop foreman selects the proper sized billet>. The billets are taken from the pile to the they are set aside and just before the shoj) closes at night forging furnace by the electric truck. I'he furnaces in they are put back into the furnace and allowed to anne;: which the rods are heated uses gas which makes it j)OSsible with the cooling of the furnace and in this way relieving al' i«;i: RAILWAY MI-XHAXTCAL EXGt\!-:KR 4Ml li;iio:ner strain. They are removed from the furnace the f,,! wins,' morning and delivered to the machine shop by Fig. 9 — Fluting the Main Rods till- • Ti •lectric truck. The) are allowed to c(K)1 throughout the and night, not l)eing machined until the next morning. u- tir-t machine work to he dciiic is to mill \hv -idi-^ of >'• the rod. This is done on a .->lab milling machine a> shown in Fig. 5. Both the center and «nds are milled. On account of the grease cujjs whi(h are forged on the rods, H is im- possible to get more than one rod on this particular machine, except whtn the rods are l>eing fluted, where it is jK)^>il»le to allow the grease cup to extend over the side of the ma- chine. After the rods have lieen milled to size, they are jtaired and laid off acKjrding to a template. I'rom ihtre they jjass to the double spindle rod boring machine *hown in Fig. 6, the paired rods being bored for the brass tit and the knuckle pin bushing. .\n adju.-^table boring tool is u-^ed for borinsi the holes in the nxl. .\ftcr the r(jd> have been bored, the oil cups and knuckle ])in «jil cups are drilled, faced and taj)ped, a skip thread tap Iniiig used for thi> ]»urpose. The ends of the rods -arie ^ niillfd in pairs as shown in Fig. 7. The jaw in the ontl of the >ide rod for the knuckle connrction is made on a sloticT as shown in Fig. 8. Fig. 9 shows the method <►{ . forming; thi diannels in thr rods on the same slal) milling V, nia( hinc -hown in Fig. .^. ,* % Ihe actual cost or and mau-ri.il for fmi-hing 'a ' pair <;f middle connection rods complete for a hea\y Pacitic i\l)e loconnttivi- is S\5(k7~. The front end and baik end of the >i(ic rods are haname m.mncr as doiribed above with the middle conni(tii;n nnl^. J'he (<)7. while the complete cost for a com])lete set* ■ of nxls on a heavy Consolidation locomotive is $624.88, iiu hiding the brasM-. •• ■ i . :• •■».'. Interesting Back Shop Performance ■ .,/ ' .'Consolidation Locomotive Given General Repairs and • •> ^ ^^^.^ ^^ . ■ V^^ Boiler Inspection in 33 Hours on the I). ^; H. V:, . THE Delaware & Hud,-on, at Colonic, N. V., made an interoting performance a short time ago in putting a locomotive of the Consolidation tyj)e through the sini[) for general repairs in S3 hours. It was one of a class tliit was in considerable demand, and in this partitular case it Aas desired to turn the engine out witli the least j)ossible (lelay. In addition to the usual general overhauling, the due (Koniotive was tlue l(jr it> iivr-year «.\t«.-rnal l»■^^•.^ *•/'•• '■■ '■-. ■•'■''.■■■ ■.•■'■ Jr.! :^i' ien<»tr . . . .... ...... .,...., \Vii t ill woiliiii: onler.... .,......, . .' . . \V,:. t t'» -. ... . ....... .... Win, ,;t on Itaiiiiti; inick. .......;... Wfi t ol II V"H' ;iii •:•■■■. RA1L\\A\ .\11XH.\.\1(.AL KXGIXKKR A{\3 :.i Wn<;/i'«;:< • , .': Ui.v Hlcr and stroke ami kiijith. .-. I>r i V i lis;-, d i a ni < 1 1 r 1 1 \ i- r ; i resi . . . j^(fi\.ng- jourIlal^. main, diannti. « .,. l)rr> ti)? J'''"'"''''- "I'ki'^. "lianulti ;mii;-i. .j.u..=;5<) 11). ;.. . . , J?.5*I0 lb. ...ii-^.Air lb. :.;:. .......; .. .17 ft. ,.;:.:. . :: . .st> ft. i in. .-.;.. ... .6,? ft. 1 '.; ill. i. , . . .;... . Sini.ple ,'^..,,.iS in. by M) in. i';.4.. .S.;^..'.'. . .." in. . : .-, .i l"3n. by 17 in. ..';... m ill. liv !.< in, .•■...i?; . ... ...,.■... .30 JHi .,.i';.. . . . : . . .'.\Vootterj' . i". ; iiHi; lb. Iitr >>.,. .^i .■>•,, l<)0 *q. ft. ) cold on a ^[on- photoiirapli l«ein<4 been removed, the hnomotive was ( (imi>litcl\ >trij.i'xd. tlie lau.u'ini: and jacket wert- rtnioved entire!}, the whet-i- were dropiied. the .-uiitrhealtT unit- removed and the Imili-r was ready for the t'lrst test. Tlie valves were also out, the \}(A< torn uuide l)ar removed anu|Krheater unit.- were removed, the work of removinii the lartzi- super-' heater tlues was heyun. I'he locomotives in the di>trict in whiih tlii- locomotive operates usually have hut very little dittuulty with .m ale in the Loiler. liut on this particular engine the >uperheater llue> were .-io scaled that it took until 6:35 p. m. to remove the entire thirty-eight. ■ The third picture was taken at 1 :00 j). m. on the >ume dav. and i> >liown in Fig. .v It will he ohserved tliat the hoiler luis part of the lagging applied. Tiie >pring rigging was also reapplied. The hoiler had heen given it> test and the wheel^ ajtplied. The wheels were placed undvr the (.ngine during the noon hour at a time when the K^a-t dis- turhance yvould. Ijc cau.-H.-d to the rc-t of tlie worknv.ii aud^ Fig. 4 — The Locomotive at 5 P. M. Monday T.ikeii on the wash track. 1 he following is a schedule of '.•le principal work tiiat was to he done on it; lull jatkii and lai^pin^ rt-nioval ••■ .'.■, ' '■■■■'■'■•■/■"' .■'"'. "'.•''■.•.' •. late caiis ittnovcd of wliicli tin le were bt-twtiii l.JW artit 1,300 ."^iilicrluatir thie;- ri'ninvtd Small tubes Killed and i'rci--irtMl . ■' _, ■. N(Av shoes .-'iiii \\edi!r~ -' •; '." Ntw diiviiiR brasses . . ■_ ■ . "- Tires turned ' ".;..•.', i-vwer gliides planed and jiruiurd ''■.'■•■ Crnssliead rebabbitted ' .' '• ■ ' -N< \v rod brasses ..■■■':■ ■• ,■.■••''■ .Main and side rod* and draxVbnr anileaJcil:. .*ir brake iipiiiiimiit "Verliaided ; •■ ? Ilirottle proiind •/ ■■-■■. 1 hi- next picture ctf the loromotive was talcen at 9:00 in. of ihe -ame thi\ . anil i> shown in Fig. 2. lietween ' \'<--n and nine o'lloik the Imilrr frt/iit aiul the mttini: had the crane could Ik' >pare(l hot. This work is usually done h\ the night shift. The practice at this shop is to jirovide a full set of sjiring rigging for apj)lication to the locomotives as they pass through the shop. The locomotive a> it a|)i)eared at .^-.00 p. m. on th;- same day is shown in Fig. 4. Ihe lower guides are hack in their j>lace, having l>een jilaned and ground, the lagging has l)een applied and die jacket is in i)la(e. The heads of the Tate stavlxjlts have heeh removed and replaced, and all the >tav- liolts examined. .As stated above, the tluis were removed iit (>:.o p. m. Ihe new ones were applied lomplete in 1 hour and 25 minutes after the old ones had Keen removed. During the night the ^-uperheater hall joint> were ground and unit~ replaced. Ihe front end netting wa- put in position, the >ide rod* were hung and a larue amount of tlu : ijiing 404 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 7 was reapplied. The crosshead and cylinder heads were ap- plied. The appearance of the engine at 7 :00 a. m. on Tuesday is shown in Fig. 5. The rest of the work was done between 7:00 a. m., when etc. The valves were squared by moving the locomotive by a smaller engine. The boiler was washed out and was filled with hot water and fired up in about 30 minutes. The engine was in the hands of transportation department at Fig. 5 — The Locomotive as it Appeared at 7 A. M. on Tuesday. the day force again took the engine, and 12:30, at noon, 4:00 p. m. on Tuesday, just 33 hours after it was received at when it was finished complete, fired up for the testing crew, the shops. The photograph shown in Fig. 6 was taken when As will be seen from a close examination of Fig. 5, the work it left the shop. The regular shop forces were used on this Fig. ocomotlve Ready for the Transportation Department at 4 P. M. Tuesday. done during this period consisted of applying the main rods, engine and a little overtime was paid to get the engine out applying the motion work, crank pins, extension piston rods, as soon as possible, but with the night force, which is com- crossheads and guides, cab fittings, brake connections, pops, mon to this shop, very little overtime was required. July. 1917 RAILWAY MECHANICAL ENGINEER 405 The practice at this shop is to have as much of the ma- terial as possible ready for a locomotive before it comes to the shop. An advance report is submitted for every loco- motive so that the material will be ready for application. The shoes and wedges and the spring rigging are made up in advance from new material so that they can be applied immediately. A shop schedule system is used in this shop. Tlie performance described above is a very special case, as it was desired to release the engine as promptly as possible. Preparing material for application in advance has helped a number of shops on other roads to considerably cut down the time that locomotives are in the shop. .< ^> HANDLING ROD REPAIRS* BY JAMES GRANT Great Northern, St. Paul, Minn. The rod department of the Dale Street shops, St. Paul, of the Great Northern, is located in a building entirely separate from the machine and erecting shop. It adjoins the wheel or stripping shop, and a gang of machinists con- sisting of four bench hands, five machine hands, one ma- chinist apprentice and one helper constitutes the force. One one Lodge & Shipley engine lathe with a 24-in. swing and a 10-ft. bed, and one 50-ton hydraulic press. These ma- chines enable the rod gang to do practically all its own ma- chine work, thus making it an independent unit from the machine shop. Locomotives coming to these shops for repairs are first stripped in the wheel or stripping shop. The rods are then cleaned and trucked into the rod shop, where they are stamped for identification and examined for any defects. It is a standing practice on this road to anneal all rods when an engine goes through the shops, so after all the brasses and bushings have been removed, the rods are trucked to a large annealing furnace located in the boiler shop, which also adjoins the rod shop. After being annealed the rods are brought back to the rod shop for repairs. If a rod brass strap is found to be worn above the standard size, it is taken to the blacksmith shop and closed just enough so that it can be machined again to the standard dimensions. This practice always keeps the straps to a standard opening, so that when a brass is to be replaced outside the main shop, a new one can be readily obtained through the storehouse properly machined and practically ready to apply. This is a great help at small ^^\\\V\\\\\\\\\\\\\\\\\\\\\\^^^^ Double Emery t/rheel. i I I -K m I L-JU lU ^I Material Racks L . fl J ^ZD kV\\\\\^ \\\ \\\\\\\\^^^^ .76'8'^- Arrangement of Machine Tools for Rod Work at the Dale Street, St. Paul, Shops of the Great Northern of these machinists supervises the work and is called the "leading hand." These shops turn out an average of 35 locomotives per month, and this gang handles the rods for all of them. The following machines are located in the rod shop: One Newton 2-spindle rod boring machine, one 20-in. by 2J^-in. double emery wheel, one 42-in. Niles vertical boring mill with two heads on the cross rail, one 26-in. Morton draw cut shaper, one 2-in. by 24-in. Jones & Lamson turret lathe, one 13 -in. column shaper, one 4-spindle drill press, •Awarded third prize in the Rod Job Competition which closed May 1. roundhouses, which have not got the machine facilities. Many roads just fit the brasses to suit the straps ir- respective of whether the strap fit is worn to larger than the standard dimensions. In this case, when a brass is changed, it is often found necessary to insert a liner in order to keep the brasses tight in the strap. All rods are very care- fully examined after annealing for any signs of cracks or warping. All machine work pertaining to rod overhauling is done in the rod department, with the exception of making the crosshead pins. This work is taken care of in the machine 4m4 R A I L W A \ M IX: H A \ I C A I. I : \ ( . I \ I . I-. R Vol. 91, Ko was reapjilit'd. Ihe crosshcad and cylinder head> were ap- etc. Tlie valves were scjuared by moving the locomci v^ plied. rhe appearance of the engine at 7:00 a. m. on by a smaller engine. The boiler was washed out and is Tuesday is shown in Fig. 5. filled with hot water and fired u|) in about SO minutes. k^. The rest of the work was done between 7:00 a. m., when engine was in the hand< of lran>p.■! hour- after it was received at wiicn it was finished complete, fired up for the testing crew. the shoj)S. The photograph shown in Fig. 6 was taken when .\- will l>e seen from a close examination of Fig. 5. the work it left the shop. The regular shop forces were used on thi- Fig. 6 — Locomotive Ready for the Transportation Department at 4 P. M. Tuesday. done during this period consisted of applying the main hkIs, engine and a little overtime was j)aid to get the engine out apjjlyinij the motion work, crank pins, extension jiiston rod>, as >ooii a> possible, but with tlie night force, whirli is coni- cru.-shead= and guitle-. tal) fitting.-, l)rakc connection-, pop.-, nion to thi- -hop. very little overtime was remitted for every loco- m. live so that the material will be ready for application. Ti e shoes and wedges and the sprinc; rigging are made up iii advance from new material so that they can be applied in mediately. A shop schedule system is used in this shop. Ti;e performance described above is a very special case, as it was desired to release the engine as j)romptly as possible. ]': paring material for application in advance has helped a IK ;nl>er of siiops on other roads to considerably cut down the t ;;!!-• that locomotives are in the shop. HANDLLNG ROD REPAIRS BY JAMHS GRANT Great Northern, St. Paul, Minn. i lie r, one ma- cliinist apprentice and one helper constitute? the force. One one Lodge & Shipley engine lathe with a 24-in. swing and a 10-ft. bed. and one 50-ton hydraulic press. These ma- cliines enable the rod gang to do practically all its own ma- rhine work, thus making it an in(le|)endent unit from the machine shop. Locomotives coming to these shops for repairs are first strijjped in the wheel or stripping shtip. The rods are then (leaned and trucked into the rod shop, where they are stamped for identification and examined for any defects. It is a standing practice on this road to anneal all rods when an engine goes through the shops, so after all the brasses and bushings have been removed, the rods are trucked to a large annealing furnace hnated in the !)oiler shop, which also adjoins the rod >li(>i). .\fter being annealed the rods are l»rought back to the rod shop for repairs. If a nnl brass strap i> found to be worn above the -tandard >i/.e. it is taken to tiie blacksmith sho]) and c]o>ed ju>t enijugh >o that it can be macliined again lo the standard dimensions. 'rhi> practice always kc^ps the .*traj)S to a standard o|)ening. so that when a brass is to be replaced outside the main shop, a new one lan be readily obtained through the storehouse properly machined and practically ready to apply. This is a great help at small " ^"^--'r^':"^; N\\sS'\\\'-^/s\\\\\\\-.,-. V ^^ t Double Emery iVheef. f ^ Dn// Press. =^ I I I I Stand. Materia f Stand. W Cupboard, .• V f Four Spindle Drill Press %\ Zji24 Lathe. Tool Stand. Tool Rack. /-;. I ■■■..{. Tool Stand J- w 24- Lathe. -J Shape r. SifKfle . Emery . Wheel. . •:;.;• X ■'.;■; ^"*-V^:J:f~n { J^Trairelling .'...':■''. . :;\\': Hyd. Press. SraiS Crarje . •■ -S:. So'ndle 3i'-er. ■ I ■ jj T ^~. ** - — ■ ' — J N lilts Boriny Hill,. Rod Horses. ' S's-d >ra*ensrl- Paz'^f. ■ Rod Horses iS ^LE^szTT-Zirz: ■- '.W Rod Horses Iron Top Benches Material Racks I If 768 Arrangement of Machine Tools for Rod Work at the Dale Street, St. Paul. Shops of the Great Northern I 'f these machinists supervi.-«es the work and is called the leading hand." These shops turn out an average of 35 locomotives per month, and this gang handles the rods for all of tiiem. 1 lie following machines are located in the rod shop: One Newton 2-spindle rod boring machine, one 20-in. by Zyj-in. double emery wheel, one 42-in. Xiles vertical boring mill with two heads on the cross rail, one 26-in. Morton draw cut sha{)er. one 2-in. by 24-in. Jones & Lamson turret lathe, one Li -in. column shaper, one 4-spindle drill press, • .•Vwnrde.'l tWf^i.r>r:ze in the R'di \(>h Ciim\-i.u\'u,ii wliiili clii-< •! May ll' . • roundhou.H's. which liavi' not got the madiine fat ilities. Many roads just fit the brasses to suit the straps ir- resj>ective of whether the >traj) fit is w<,rn to larger than the standard dimension?. In this case, when a 1ira» is changed, it is often found necessary to in>ert a liner in order to keep the bra.sses tight in the strap. .\11 n)ds are verv care- fully examined after annealing for any signs of cracks or warping. .\11 machine W(jrk j)ertaining to rod overhauling is done in the rod department, with the e.xception of making the crosshead pins. This work is taken care of in the machine 406 RAILWAY MFXHANICAL ENGINEER Vol. 91, No. 7 shop. If it is found necessary to true up the knuckle pin or bushing holes, this work is done in the rod boring ma- chine, and special care is taken to always keep exact centers. Rod bolts are all machined in the Jones and Lamson turret lathe, and all bushings are machined in the vertical boring mill working both heads, turning and boring the bushing at the same time. The bushings are pressed in by hydraulic pressure. The first operation in machining the brasses is to take a cut from both halves. They are then sweated together in order to facilitate machining. The strap fits are made on the draw cut shaper. The brasses are then fitted in the strap, which is bolted on its own rod, and securely keyed in posi- tion. The operation of boring and facing is then performed on the rod boring machine and is completed with one set- ting. This is considered to l)e the only perfect way to bore brasses, as it eliminates any danger of a twist and keeps the bore at each end of the rod in perfect alinement. The front and back end main rod brasses are handled the same wav. N^o brasses are scrapped if they are found still to be in condition for further service. Sometimes all that is needed is to take up a little lateral, which is done by riveting on a brass liner. This reduces them enough to allow for re- boring. They are alwaxs put in the rod and bored and faced on the rod boring machine. It is quite a common habit for machinists to scrap all brasses and order an entire new set every time an engine goes to the shop, thereby, en- tailing a lot of unnecessary expense. The leading hand in this department examines all old brasses and determines if it will be profitable to use them again. When all the machine work has been done and the bolts and wedges have been properh- fitted, the whole set is put to- gether with knuckle pins applied and are carefully trammed. If a rod is found to be long or short, this defect is remedied before leaving the department. Ever>- rod must tram to gage, and the length over the entire set must be exactly to standard dimensions. After carefully checking the rods, they are then taken down and are ready to apply to the locomotive. The rods are applied by the gangs on the erecting floor, as the rod men never leave their own depart- ment. All crank pin sizes are brought to them, and every- thing is worked to gage as near as possible. A keeper screw is applied in all rods to prevent the bushing from turning in the event that it works loose, thus always ensuring lubri- cation from the grease cup. All the grease cups are carefully gone over and over- hauled by the rod department also, and care is taken to see that proper grease channels are made in order to lubricate the crank pins. When the rods are all set up to standard lengths it is un- necessary to trouble with "spotting" and "plumbing" the crank pins when the rods are applied, and they can be slipped on in most any position. If they don't connect then the locomotive is either out of tram or there is something wrong with the pins. Xew rods for the entire system are also handled by this department. The machine work on new rods is done in the machine shop, where the slab and vertical millers are located, but all laying out, fitting up, and boring brasses and bush- ings for these rods is done in this department. While the foregoing methods may not be the least expen- sive for handling rods, it is considered to be one of the most thorough and practicable. Rod trouble is one of the smallest sources of worry on this road, and care in overhauling them certainly is a decided factor towards eliminating these troubles. RECLAIMING CAST IRON WHEELS Chilled iron wheels with slid flat spots are now being re- claimed with success on one of the large western roads by grinding the tread of the wheel until the flat spot is ground out. During the past year the price of chilled iron whc-ls has advanced approximately 80 per cent and the differential per pair of wheels is now more than $6. As the cost of grinding is less than 60 cents a pair the method effects a very large saving. Before the practice of grinding car wheels was adopted an investigation was made to determine the average dej th of chill in the wheels. The inspection showed that it varied widely and instructions were issued that the wheels made by certain manufacturers were not to be ground as it was found that the depth of chill was not great enough to permit it. At the present time system wheels with flat spots up to 3^ in. in length are ground, and wheels of foreign roads with flat spots up to 3 in. in length. The longest flat spots are ground out of the wheels which are comparatively new and of the smaller tape sizes, since the small wheels always have the greatest depth of chill. The average chill of j good quality wheel is usually about ^ in. and since a ilat spot 3y2 in. long represents a depression of only .095 in. from the normal contour of the wheel it will be seen that a considerable depth of chilled metal remains after grinding. It has been found difficult to determine the original tape size, since the painted marks are often obliterated and at the present time all wheels for this road are cast with five projections and the tape size is shown by chipping off some of them. No wheels having shelled out spots or with tread which has been brake burnt are reclaimed. Wheels which are suit- able for grinding are shipped to the nearer of the two points on the system where the grinding machines are located and after being ground are placed under system cars at those points. In order that the performance of the wheels may be watched after grinding the place where the work is done and the date are stamped on the plate of the wheel. From one to two hundred pairs of wheels are reclaimed ever)' month and the records show that a very good performance is secured from them after grinding. Since each pair is exactly mated and there is no eccentricity in the wheels which have been ground the tendency toward flange wear is less than in the case of new wheels. The cost of reclaiming wheels by this method is in detail as follows: Interest, depreciation and repairs to machines, per pair 5 cents Power per pair, at lyi cents per K.W. hour 15 cents Grinding wheels, per pair 12 cents Labor and pro rata, per pair 25]4 cents Total 57 J4 cents The life of the abrasive wheels used on this work varies somewhat. The number of wheels which each one grinds ranges from 100 to 175, the average being about 125. Since car wheel grinders are located at only two points on the system it is necessary to ship wheels which are to be reground greater distances than those which are renewed. No reference to this extra cost has been made above as it is offset by the fact that when the wheels are reground it is not necessary to press them off the axles and rebore and remount them, as is the case when new or other wheels are applied. Liberty Lo.an Subscription. — In the recent drive for the purchase of Liberty bonds. 73 per cent of the men in the Colonic shops of the Delaware & Hudson subscribed. Flawless and Homogenous Steel Casting. — A 60-in. rotor weighing 10,000 lb., which was recently installed in a large ocean-going yacht as part of a Sperry gyroscopic stabilizer, was made of cast steel. So perfectly was the steel cast that after machining it was found that no balanc- ing was required. July, 1917 RAILWAY MECHANICAL EXGIXEER 407 EMERGENCY INJECTOR REPAIRS BY F. W. BENTLEY Xot long ago the steam valve and priming nozzle of a Xo. 11 Nathan non-lifting injector was found to be broken on a locomotive which was about to leave the roundhouse at a ^mall engine terminal where no spare parts were available for making the repairs. The size of the steam opening through the nozzle and valve Most Frequenf- Poinf' of Breakagfe Tapped out J Oas Pipe Thread S Gas Pipe or "* ~ Lubricafor Oif Pipe of Brass ^^ tvh/ch is threaded^ Method of Making Emergency Repairs Priming Nozzle to an injector is such that the hole may very readily be tapped out with a J^^-in. pipe tap. A piece of Y^-m. brass oil pipe from an CHUCK FOR FINISHING PISTON VALVE PACKING RINGS The drawing shows the details of a chuck which was de- signed by T. B. Baldwin, superintendent of shops, New York, Chicago and St. Louis, at Conneaut, Ohio, for finish- ing piston valve packing rings with diameters 10^4 in. and 11 in. The rings are first roughed out and sawed before being finished in the chuck. The base of the chuck is shown at A and may be designed to fit any lathe spindle. It is provided with four radial slots through the bottom of each of which is an oblong hole Y2 in. wide by 1 in. long. A stud is tapped into the center of the plate. The clamping jaws are shown at B. These are placed in the slots in the chuck's base with the y2-\Vi. studs passing through the holes in the bottom of the slots and are held in place by nuts on the end of the studs. The adjustment of the jaws is eft'ected by means by a 11/16-in. steel disk, having four eccentric slots through its base. This is placed against the back side of the base plate with the jaw studs extending through the eccentric slots. The adjust- ment is obtained by turning the plate about the spindle boss on the back of the base of the chuck, two ?'^-in. holes in the plate being provided to fit a spanner wrench shown in the drawing. With the ring in place in the jaws, as shown in the sectional sketch, the clamping plate A is placed over the stud in the center of the l)ase and after the ring has been tightly closed by closing in the clamping jaws, the plate is ^.4!.4.-./l^-/-'-J i, 41 1 Machine Shtl. I's Threads. I" r' ' - •ffi. #•9 N Chmp'rng h— //— -+--/^-H h-^:-, LZ^ ■16 Thdt. I , /6 Threads fir /nch , Machine Sfeel. Wq^ •o* Diam.'Erough Smaller fo Enter ^ Hok '-mr ar^-^. t^^^ -_4:__. Details of the Paclists of a blue flag which is more or less carefully stuck into a tie or into the ground. Often this signal is either knocked down by the wind or by some careless employee, thus offer- ing no protection to the string of cars on which the work is being done. In winter it is difficult to place it in position so that it will remain fixed. Sometimes switchmen will take a chance, remove the flag and place a car on the repair track. Blue Signal Safety Device Being Applied This, of course, is contrary to the rules and should never be allowed. In order to provide a signal wliich will give ample and positive j)rotection, the Acar Manufacturing Company, -^0 Church Street, New York, lias recently placed on the market a signal standard which cannot be removed except by tiie proper authorized person. As shown in the illustration, tins l)lue flag standard is clamped and locked. to the rail and c n only be removed by the man who carries the key for the \o<.^ and when cnce put in i)o«iition, it will remain in place. I'-^ clamj) which fits over the rail is made to fit the shape of the rail and can be apj)lied to rail sections weighing from 56 "^ 100 lb. The arms of the clamp are riveted together and telescoped :n the body of the standard which is a piece of pipe. The ui)i)er part of these ar:ns extend out througli a sK't irLY, 1917 RAILWAY MECHANICAL ENGINEER 411 in ilie pipe and the arms are of such shape that as the the draft gear is closed under compression there are no standard is raised they will open the clamp. As the standard stresses on any of these members. The draft ke> s and side is lowered the clamp grips the rail and holds the standard in links are made of rolled steel, while the front and back draft an upright position. The e}e in the upper end of the arm lugs and key housing are of cast steel. whii'h extends out through the slot in the pipe will then line The following advantages are claimed for this type of up with an eye in the lug on the pipe body so that the standard may be locked in position. Any kind of a iarget may be used in the standard. The one shown in the illustration is painted blue with the words "Car Inspector" lettered on it. A hook is provided for a lantern when the standard is used at night. This device is New Design of Keyoke Draft Gear Attachment construction: It eliminates the bending of draft keys. It permits of using all the space between the draft sills for draft gear. It provides for tying the draft sills together at the rear of the draft gear where buffing shocks are trans- mitted to the underframe. It facilitates the application of either the draft gear or the key attachment and makes it possible to remove or replace either without o'sturbing the other. It permits of quick removal or replacement of the coupler. This attachment can be designed to accommodate any type of friction draft gear which is placed wholly be- tween the sills. . Blue Signal Safety Device Set in Position made of substantial material and can be used for a variety of other purposes, such as marking train tracks in passenger stations, protecting team tracks and in any other places where cars are spotted and are not to be disturbed. MURRAY KEY ATTACHMENT A new design of draft gear key attachment has been placed on the market by the Keyoke Railway Equipment Company, Chicago, 111. The device consists of two slotted links out- side the draft sills at each end of which are placed draft keys of the usual standard dimensions. The front draft key passes through the coupler and draft lugs while the rear key passes through a key housing which fits in a recess in the rt'ar integral draft lug casting. The slots in the front draft lug castings are of such a length that when the limit of capacity of the draft gear is reached the front key takes a Waring on the lug. This relieves the side links and draft keys of all stresses in excess of the cushioning capacity of the gear. It is intended that a coupler with extensions at tlie rear of the key slot be used with this device, thus chang- ing the stresses on the front key from bending to compres- sion when the key comes in contact with the front draft lugs. The rear draft key has a bearing in the key housing for the full distance between the draft sills, which reduces the force tending to bend the key. Sufficient clearance is al- lowed in the slots in the draft lugs and I'nks so that when POSITIVE LOCKING POWER RE\ ERSE GEAR During the 1916 conventions of the Master Mechanics' and Master Car Builders' Associations at Atlantic City, a power reverse gear provided with a positive friction lock was exhibited by the Pittsburgh Locomotive Power Reverse Gear Company, Pittsburgh, Pa., and a description of the gear was published on page 1440 of the June 19. 1916, issue of the Daily Railway Age Gazette. Since that time the operating mechanism of the gear has Ijeen materially altered in order to simplify the cab equipment. In the original design the movement of the rotary valve, which controls the admission and exhaust of air from the operating cylinder and lock chaml>er, was controlled by an arrangement of two sliding ])ars placed in the cab. To the upper bar was attached the operating handle. On the upper face of the lower bar were provided two rollers which worked in a double offset longitudinal slot in the upper bar, causing a lateral movement of the lower bar when the upper bar was moved longitudinally. The lateral movement of the lower bar actuated the rotary valve. The lapping of the valve, which automatically released the air pressure from the operating cylinder and admitted pressure to the chamber above the locking diaphragm was brought about by the longitudinal movement of the lower bar through its connection with the crosshead on the operating piston rod, tlie normal relation of the upper and lower bar being thus restored. The cab arrangement with this construction was awkward because of the length required for the moving bars and their guides. Without changing the functions of the gear, the double l)ar operating mechanism has Ijeen substituted by a 412 RAILWAV MIICHANICAL HNGIXKILR Vol. 91, No 7 rutk and pinion lapping device placed below the cab floor, while the graduating valve is directly operated by means of a rotary handle and circular toothed quadrant in the cab. This provides a cab equipment which is compact, and which is no more difficult to operate than the automatic brake valve. By referring to the sectional view of the operating valve in the accompanying drawing it will be seen that the mov- ing parts are two rotary disks. The main valve P on its upper face is seated against the valve chamber cap. The upper end of the hollow stem of this valve carries the toothed pinion Q and this meshes with the rack /, the connection of which with the crosshead of the operating piston is clearly shown in the drawing. The ports in the upper face of the main valve are so arranged that registration is maintained throughout a complete revolution. The lower, This lug operates in a short recess in the upper face of the pinion and limits the extent to which the graduating valve may be moved ahead of the main valve. Under normal con- ditions, with air pressure available, the movement of the piston in the operating cylinder promptly follows that of the graduating valve and reverse lever, which may thus \^ moved quickly from any position in the quadrant to any other desired. Should an attempt be made to move the engine in the roundhouse before the pump is started, how- ever, no movement of the piston will follow the operation of the reverse lever in the cab and this condition is imme- diately brought to the attention of the hostler or enginenian by his inability to move the reverse lever beyond the com- paratively narrow limits of the recess in the face of the pinion. The position of the reverse lever is thus an indica- tion of the position of the link in the block whether pres- General Arranoement and Sectional Elevation of the Rotary Valve of the Snyder Power Reverse Gear or graduating valve R, is seated against the lower face of the main valve. The graduating valve stem passes up through the hollow stem of the main valve and is attached at its upper end to the reverse lever A through an operat- ing shaft and the coupling sleeve S. The normal relation of the graduating valve and main valve is such that the ports leading to the two ends of the operating cylinder are both connected to the atmosphere, while the locking diaphragm is in direct communication with the source of pressure. Any movement of the reverse lever .1 and graduating valve immediately releases the pressure in the lock chamber to the atmosphere and admits pressure either to the rear or forward end of the operating cylinder, depending upon whether the reverse lever is moved forward or backward. The resulting movement of the operating piston causes a corresponding movement through the rack and pinion of the main valve which is thus caused to follow the movement of the graduating valve. The two valves assume their normal or neutral position relative to each other immediately after the movement of the reverse lever ceases, air pressure then being released from the operat- ing cylinder to the atmosphere and admitted to the lock chamber. It is evident that the position of the block in the link is determined solely by the position of the reverse lever and is unaffected by the condition of the operating piston rings and piston rod packing or by the condition of the valve it- self. Leakage can only increase the air consumption dur- ing the short periods that the parts are actually in motion. It will be noted that the connecting sleeve which joins the operating rod to the graduating valve stem, is provided with an arm on the end of which is a downward projecting lug. sure is available to operate the gear or not and it is im- possible to move the reverse lever from one position to an- other only to find after the engine has been started that the position of the link blocks has been changed. The locking device on the new gear remains essentially the same as that which was previously described. Although designed primarily for operation with air pressure, this re- verse gear may be arranged for operation with steam. PORTABLE COLUMN BORING BAR The illustration shows a small portable column boring bar which has recently been designed by the Pedrick Tool &: Machine Company, Philadelphia, Pa. As shown, the column of the machine is mounted on a base for use on a floor plate, but for boring or drilling parallel holes in lar£;e pieces, the column may be mounted on a long bed, the a\i? of which is placed at right angle to the center line of the l-ar. In the design of this tool, effort has been directed toward securing the greatest possible simplicity. While this in a measure limits the range of its usefulness in comparison with larger and more expensive standard floor boring ma- chines, it is the belief that under many conditions this is not of sufficient importance to overcome the advantages which simplicity affords. The bar is driven through a train of powerful compound gearing by an electric motor which is mounted on bracket? supported from the gear housing. Connection from tlie motor to the gearing train is made through a second system of gearing which is carried on a movable arm. The speed of the bar is changed by using different sizes of gears on this arm. The compound gears are also arranged to be k-LV. 1917 RAILWAY MECHANICAL ENGINEER 413 driven directly from the primary pinion shaft or through the intermediate gear shaft, a change of driving speed also being effected in this manner. The bar is provided with a new constant feed arrangement having three changes which art available for either direction of operation. Ihe design of the boring bar differs materially from the usual practice, the arrangement being such that the bar n:a}' be used either fixed or traveling and changed from one method of operation to the other almost instantly. As is the case with the standard portable boring bar manufac- tured by the same company, a square thread feed screw is contained in a groove in the bar of this machine. The screw is supported in bronze bearings of special design to take the thrust and a cutter head engaging the feed screw with base plate is 2,900 lb., while the machine complete, mounted on a bed, ranges from 4,200 to 4,500 lb., depend- ing on the size of the bar. A motor of 1>^ hp. rating is required for the 3^ in. bar; a 2 hp. motor is required for the two larger bars. ^M pa 1 ■ ^^^1 ^^^^^^^^^^^^^^^1 H^^^^^^HI •^^ '*•>*?■ *^^-— 1 Portable Column Boring Bar of Simple Design by a half-nut, travels along the bar. When used in this manner with the bar fixed, the outer end is supported by a column of conventional design with a movable bearing to facilitate tlie proper al nemont of the bar. When possible to use the tool in this manner, the advantages are clearly apparent as the bar does not have to be twice the length of the work, and the work is placed close to the main bearing where the bar is rigidly supported. With the bar fixed the capacity of the machine ranges from bores of 3^ in. to 24 in. diameter. Conditions are often encountered which call for the use of a bar capable of boring long holes of small diamete:r. Heretofore it has been impossible with this type of bar, to bore holes through which the bar itself could not be passed, and as the smallest practicable diameter of bar is fixed by the necessity of providing a feed screw of reasonable strength, a considerable range of the smaller bores is thus unprovided for. In order that work of this kind may be handled, the bar has been designed to travel, just as would the spindle of a drill press or boring machine. In the end of the bar is a Morse taper socket for the insertion of drills or auxiliary bars. Where used for boring out small bearings an auxiliary bar with a fixed tool, properly supported at the outer end, may be used, the travel of the tool .being effected by the travel of the main bar. The bar has a vertical adjustment on the column ranging from 14^/^ in. to 56^ in. above the floor plate, thus provid- ing a vertical travel of the saddle on the column of 42 in. The travel of the cutter head on the bar is 48 in. while the travel of the bar itself is 54 in. for the 3^ in. bar, these dimensions being respectively 52 in. and 45 in. for the 4 in. and 4^ in. bars. The net weight of the column CRANK PIN INSPECTION GAGE The government rules for the inspection of locomotives increase the cost of inspecting engines and require consid- erable time, particularly when the monthly inspection is made. To reduce the delay incident to the inspection of main and side rod bearings, P. J. Colligan, master mechanic of the Rock Island at Chicago, has devised an ingenious method, the main features of which are now protected by patent. Mr. Colligan's invention covers crank pin collars with holes cored or drilled opposite the edge of the pin, making it possible to insert a gage or feeler between the pin and tne bushing to determine the amount of wear. A spe- cial gage is provided which has sections of the proper thickness for main rods or side rods of either road or yard engines. It is only necessary to select the proper feeler for the pin which is being inspected and insert it through the hole in the collar which shows the greatest opening. If the gage will pass between the brass and the pin, the limit of wear has been reached. This gage is shown in the illustra- t;on. As will be seen, it also provides a means of determin- ing what the allowable limit has been reached on crossheads and one section serves as a staybolt gage. This method of inspection possesses numerous advantages. It saves the time consumed in removing and replacing col- i^ These Ho/es Nof Less Thartf^Oiam. Crosshead^ye^ La-fera/^''^ I Jl .J |. H—-^ ,% 1 [ "S M.fhd Rood Bng \ ; j» Kind of Service Moifyfvifd Btonnff Side fhd Bearing Rvnf Bock MbinBh OfherPins Road 4' 4' A- K Yard L & s St 1 16 16 Crosshead Lafenil^'. Verfrca/ '^ Jelt Tale Holes Slay bolls f/'l* I.C.C. tYear Limif Oage for Hod Brasses and Crossheads. Colligan Crank Pin Collar and Inspection Gauge lars and reduces the chances of collars becoming loose due to their being improperly re-applied. In some cases the wear of bushings is determined by raising the rod with a bar and measuring the amount of movement. This method is inaccurate, as oftentimes there is a considerable thickness of grease between the surfaces, or the rods are held rigidly by the crank pins. Neither of these factors interferes with the use of the gage devised by Mr. Colligan. The holes in the crankpin collars make it easy for the engineer to locate a ■pound" in the rods and thus save unnecessar>' labor in the roundhouse. It can also be used to tell when a sufficient amount of grease has been fed to the bearings. The expense of drilling holes in the collars is small and for new work or renewals the opening can be cored. This arrangement has been applied to a large number of engines. The Jerome-Edwards ^letallic Packing Company, Chicago, is handling the sale of this device. Meeb (Formerly the RAILWAY AGE GAZETTE, MECHANICAL EDITION with wliirli the AMERICAN ENGINEER was incorporated) Published on thb Fibst Thirsday of Every Month by the SIMMONS liOARDMAX PUBLISHIXG COMPANY Edward A. Simmons. President \.. V>. Sherman, Vice-President Henry Lee, I'ice-Prcsident and Treasurer M. II. Wii'm. Secretary WooLwoRTH Building, New York. N. Y. F. H. Thompson, Business Manager. Chicago. Chicago: Transportation Blilg. Cleveland: Citizens' Bldg. Washington: Hoine Life Bldg. London: Queen Anne's Chambers, Westminster. Roy V. Wright, Editor R. E. Thayer. Mannsiiig Editor C. B. Peck, Associate Editor A. F, Stieiiixg, Associate Editor Entered at the Post Office at New York, N, Y., as mail matter of the second class. Subscriptions, including the eight daily editions of the Railway .-ize Gacette published in June in connection with the annual conventions of the Master Car Builders' and American Railway Master Mechanics' Assi- ci.Ttions. payable in advance and postaRe free: L'nited States. Cana'la and Mexico, $2.00 a year; Foreign Countries (excepting daily editior.s>. $3.00 a year; Single Copy, 25 cents. WE CUARANTEE, ihat of this issue 9,100 copies were primed: that ,t these 9,100 copies 7,998 were mailed to regular paid sub^criber=. 118 w. e provided for counter and news companies' sales, 291 were mailed to ad- vertisers, 189 were mailed to e.xchangcs and correspondents, and 504 were provided for new subscriptions, samples, copies lost in the mail and offii'e use; that tlie total copies printed this year to date were 63.747, an averaii;^ of 9,106 copies a month. The RAILWAY MECHANICAL ENGINEER is a member of the A>-o- ciated Business Papers (A. B. P.) and the Audit Bureau of (...culations (A. B. C). Both houses of Congress have now passed the bill increas- ing the membership of the Interstate Commerce Commission, but with differences which will necessitate reference to a con- ference committee. Three of the all-steel cars authorized some time ago by Congress for the mine-safety service of the Bureau of Mines have just been delivered, and will take the place of three of the old cars which have been in operation since 1910. These cars are to be located at Reno, Nev.; Raton, N. Max., and Butte, Mont. The Interstate Commerce Commission has begun the work of moving from its present quarters, scattered through four different buildings in Washington, to its new office building at Eighteenth street and Pennsylvania avenue, where all of its departments will have modern and commodious quarters under one roof. The Executive Committee of the National Defense Com- mittee of the American Railway Association has notified the railroads of the country that the Secretary of War has ap- proved the suggestion of the committee that the holding of conventions which stimulate passenger travel l)e discouraged, at least until the railroads are more nearly able to handle the freight business that is being offered. The Railway Fuel Company, with capital stock of $10,000. has been organized at Birmingham, Ala., and has acquired coal lands to the extent of 2,000 acres or more, in Walker county, Alabama. The president and other officers of the company are officers of the Southern Railway Company, and it is said that the purpose is to furnish coal for use in the lo- comotives and in the shops of that railroad. Charles Gates Dawes, president of the Central Trust Com- pany, Chicago, has been recommended for the position of lieutenant-colonel in the seventh regiment of the railway contingent of nine regiments being organized by S. M. Felton, president of the Chicago Great Western. If his com- mission is approved, Mr. Dawes will be assigned to duty at Atlanta, Ga., where the seventh railway regiment is now being recruited. The Interstate Commerce Commission has announced a postponement of the effective date of its locomotive headlight order issued last December. The commission's requirements as to headlights will apply to all locomotives constructed after October 1. 1917. instead of julv 1, and for locomotives con- structed prior to that date the changes required are to be made tlie first time they are shopped for general or heavj- repairs after October 1, but all locomotives are to be equipped by July 1, 1920. In the discussion of the emergency shipping fleet section of the Deficiency Appropriation bill in the Senate on May 16, Senator Hoke Smith, of Georgia, proposed an amend- ment to the bill, which authorized the purchase of ships for carrying freight, appropriating $100,000,000 for the pur- chase of freight cars. The amendment would reduce to that extent the appropriation for an emergency merchant fleet. The amendment provided that the cars shall be used by railroad companies under such terms and for such compen- sation as may be approved by the President. The Southern Pacific recently compiled statistics showing comparative prices of railway materials in May, 1915, and May, 1917. Prices of locomotives have increa.sed approx- imately 75 per cent, the price of the Pacific type, for in- stance, advancing from $27,000 to $47,290. Passenger cars have increased 50 per cent in cost, the price of a steel chair car in 1915 being $12,500 as compared with $18,750 in 1917. Various types of freight cars have increased from 60 to 85 per cent in price. Steel underframe box cars which cost $1,255 in 1915 now command a price of $2,010. Senator Pomerene has introduced in Congress a joint reso- lution, S. J. Res. 77, to provide for the regulation of the pro- duction, sale and distriljution of coal during the war. The resolution authorizes the President to fix the prices of coal, and to regulate the methods of sale, routes of transportation, and apportionment of coal among merchants and consumers, either directly or through the Federal Trade Commission, or such other agency as he may designate, for the period of the war or for such time as he may consider necessary. If a coal mine operator or dealer conducts his business in a manner prejudicial to the public interest, the President is authorized lo take over the business. Increased Pay for Shop Men The Louisville & Nashville has made a general increase in the pay of shop men, said to affect 8,000 men; and for most of these men the workday has been reduced from nine hours to eight hours. The pay of machinists and boiler- makers has been increased from 42 cents an hour to 48 cents. 414 Illy, 1917 RAILWAY MECHANICAL ENGINEER 415 The Nashville, Chattancxjga &: St. Louis has increased the pav of shopmen on a basis substantially the same as that which has been announced by the Louisville & Nashville. I'he Chicago, Milwaukee & St. Paul has granted to its nia'hinists, to the number of about 2.000, an increase in pay of iiyz cents an hour, effective from May 1 . It is announced at Paducah, Ky., that the shopmen of the Illinois Central, and also those of the Yazoo & Mississippi Valley, have received an advance in pay aniounting to IJ^ cents an hour. The Canadian Northern has increased the pay of shopmen throughout the company's lines. It is said that the rates on all divisions, from Lake Superior to the Pacific Coast, are now uniform, the increases west of Winnipeg being less than those east of that point. The Canadian Pacific has advanced the pay of shopmen 6 cents an hour, the increase being granted to all employees be- longing to the federated unions. According to a statement in a Montreal paper, several hundred women are included in this advance. This road increased the pay of trainmen last month. MEETINGS AND CONVENTIONS International Railroad Master Blacksmiths' Association. — At a meeting of the executive committee of the International Railroad Master Blacksmiths' Association held in Chicago on May 26, it was voted to postpone for one year the annual meeting of the association, which was to have been held in August at Chicago. American Railway Tool Foremen's Association. — At a joint meeting of the officers and executive committees of the American Railway Tool Foremen's Association and the Sup- ply Association held at the Hotel Sherman, Chicago, June 2. 1917, it was unanimously voted that the ninth annual con- vention of the association should be postponed for one year. The American Railway Tool Foremen's Association and the Supply Association jointly donated the sum of $50 to the American Red Cross. The secretary-treasurer has been in- structed to publish the 1917 Y^ear Book as heretofore. The followitig I'st ?j'cs ntmes of secretaries, dates of ne.vt or regular meetings and flaces of ir.eetiiif; of mechanical associations : Air Brake Association. — F. M. Nellis, Room 3014, 165 Broadway, New York City. American Railroad Master Tinners'. Coppersmiths' and Pipefitters' Association. — O. E. Schlink, 485 W. Fifth St., Peru, Ind. Conven- tion postponed. .^MERICAN Railway Master Mechanics' Association. — T. \^^ Taylor, Kar- pen BIdg., Chicago. Convention postponed. American Railway Tool Foremen's Association. — R. D. Fletcher, Belt Railway, Chicago. Convention postponed. American Society for Testing Maierials. — Prof. E. Marburg, University of Pennsylvania, Philadelphia, Pa. American Society of Mechanical Engineers. — Calvin W. Rice, 29 W. Thirty-ninth St., New York. •Association of Railway Electrical Engineers. — Joseph A. Andreucetti, C. & N. W., Room 411, C. & N. W. Station, Chicago. Car Foremen's Association of Chicago. — Aaron Kline, 841 Lawlor Ave., Chicago. Second Monday in month, except June, July and August, Hotel La Salle, Chicago. Chief Interchange Car Inspectors' and Car Foremen's Association. — W. R. McMunn, New York Central, Albany, N. Y. Convention postponed. International Railroap Master Blacksmiths' .Association. — A. L. Wood- worth, C. H. &• D.. Lima. Ohio. Convention postponed. International Railway Fuel Association. — J. G. Crawford. 547 W. Jack- son Blvd., Chicago. International Railway General Foremen's Association. — William Hall, 1126 W. Broadway, Winona, Minn. Convention postoned. Master^ Boilermakers' Association. — -Harry D. Vought, 95 Liberty St., New York. Convention postponed. Master Car Builders' .Association. — J. W. Taylor, Karpen Bldg., Chicago. Convention postponed. Master Car and Locomotive Painters' Assocation of U. S. and Can.ada. — A. P. Dane, B. & M., Reading, Mass. Convention, September 11, 1917, Hotel La Salle, Chicago. AiACAtA Frontier Car Men's Association. — E. N. Frankenberger, 623 Bris- bane Bldg., BuiTalo, N. Y. Meetings, third Wednesday in month. New York Telephone Bldg., Buflfalo. N. Y. Kailway Storekeepers' Association. — T. P. Murphy, Bo.x C, Collinwood, Ohio. Convention postponed. IKAVELING Engineer!;' Association.— W. O. Thompson. N. Y. C. R. R., Cleveland, Ohio. GENERAL G. H. Bussing, superintendent of motive power and equip- ment of the Mexico Northwestern, has !:>een promoted to general superintendent in charge of the transportation, main- tenance of way and mechanical departments, with office at Ciudad Juarez, Chihuahua, Mexico. The position of su- perintendent of motive power and equipment has been abolished. E. B. Hall, assistant to the general su})erinttndent of mo- tive power of the Chicago & North Western at Chicago. 111., has been appointed acting assistant su;:^rintendent at Mil- waukee, Wis., succeeding P. Camp1)ell, granted leave of ab- sence. William Schlatge, general mechanical ?u]>erintendent ot the Erie, is now located at Meadville. Pa. The headquar- ters of both the mechanical and stores departments have been removed from New York to Meadville. Carl Scholz, manager of the mining and fuel department of the Chicago, Rock Island & Pacific at Chicago, has been appointed mining engineer of the Chicago. Burlington & Q u i n c \ . with the same headqu-.rters. Mr. Scholz was born at Slawentzitz. Germanv, on July 2. 1872. He was educated in min- ing engineering at the Royal Gymnasium at B e u t h e n, Germany, and came to theUnited States in 1889. From 1891 to 1895, he was mining engineer for the Mount Carbon Company, Powellton, Ya. From the latter date until 1901. he was part owner and manager of the Thomas Scholz Company, the Superior Coal &: Lum- ber Company, and the Railway Extension Company, of Mam- moth, W'. Ya., the Riverside Coal Company, of Riverside, W. Ya., and the Carbon & Coke Company, Carbon. W. Ya. In August, 1902, he became connected with the mining depart- ment of the Chicago, Rock Island & Pacific, and later was manager of the mining and fuel department, at the same time being president of the Rock Island Coal Mining Company and the Coal Valley Mining Company and director of the Improved Combustion Company and of the Crawford County Mining Company. He has been president of the American Mining Congress for three terms, and in 1910 was sent to Europe by the United States Bureau of Mines to investigate and report on mining conditions. .\s mining engineer of the Burlington he will have charge of the development of the southern Illinois coal properties of that road. MASTER MECHANICS AND ROAD FOREMEN OF ENGINES A. E. Dales, heretofore division master mechanic of the Canadian Pacific at Edmonton, Alta., has l^een appointed division master mechanic at Calgary, Alta. G. H. LiKERT, general foreman of the locomotive depart- ment of the Chicago, Rock Island & Pacific, at Horton, Carl Scholz 416 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 7 Kans., has been appointed master mechanic of the Colorado and Nebraska divisions, with headquarters at Goodland, Kans., succeeding AL B. McPartland, resigned. F. Williams has been appointed superintendent and mas- ter mechanic of the Gulf, Florida & Alabama, with head- quarters at Pen>acola, Fla. He succeeds J. P. Lynahan, su- perintendent, and B. Dotson, master mechanic, resigned. W. H. WoRTMAX, formerly division master mechanic of the Canadian Pacific at Calgary, Aha., has been appointed di- vision master mechanic and trainmaster at Cranbrook, B. C, succeeding G. Moth. CAR DEPARTMENT P. S. \V.\LTER has beta appointed general car inspector of the Pennsylvania Lines West of Pittsburgh, Southwest system, with office at Columbus, Ohio, succeeding Charles F. Thiele, promoted. SHOP AND ENGINEHOUSE L. F. Vox Blucher, roundhouse foreman of the Gulf, Colorado & Santa Fe at Galveston, Tex., has been recom- mended for first lieutenant in the Third Reserve Engineers. S. Hayaaard, heretofore locomotive foreman of the Ca- nadian Pacific at Swift Current, Sask., has been appointed locomotive foreman at North Bend, B. C, succeeding John MacRae, transferred. JOHX ^LacRae, formerly locomotive foreman of the Ca- nadian Pacific at North Bend, B. C, has been appointed loco- motive foreman at Swift Current, Sask., succeeding S. Hay- ward, transferred. Stephen E. Mueller, general foreman of the locomotive department of the Chicago, Rock Island and Pacific at Cedar Rapids. la., has been recommended for first lieutenant in the Third Reserve Fngineers. F. P. Nash, general foreman of shops of the Illinois Cen- tral at Palestine, 111., has been recommended for a commis- sion as first lieutenant in the Illinois Central company of the Chicago railway regiment, the Third Reserve Engineers. E. P. Poole, supervisor of tool equipment and piecework of the Baltimore & Ohio at Baltimore, Md., has been prc^- moted to assistant superintendent of the Mt. Clare (Balti- more) shops. J. S. Temple has been appointed supervisor of tool equip- ment and piecework of the Baltimore & Ohio, with headquar- ters at Baltimore, Md., succeeding E. P. Poole, promoted. Mr. Temple has been for some time in the department, having supervision over tool equipment and piecework. PURCHASING AND STOREKBEPING Benjamin S. Hinckley, purchasing agent of the Boston & Maine at Boston, Mass., resigned on July 1 to go into other business. Mr. Hinckley has been in railroad service since August 1, 1899, and has been purchasing agent of the Boston & Maine since July, 1911. W. J. HiNER, assistant purchasing agent of the Cleve- land, Cincinnati. Chicago & St. Louis, has been appointed purchasing agent at Cincinnati, Ohio, succeeding George Tozzer, retired. A. W. MuNSTER, general storekeeper of the Boston & Maine, at Boston, Mass., has been appointed purchasing agent, succeeding B. S. Hinckley, resigned. COMMISSION APPOINTMENT Charles A. Nelson, heretofore with the Delaware & Hudson Company, has been appointed junior railway me- chanical engineer in the division of valuation of the Inter- state Commerce Commission, Eastern district, with office at Washington. D. C. Jack Coughlin. treasurer of the Railway Motor Company of America, died at his home in Chicago on June 7. The Mahr Manufacturing Company, Minneapolis, Minn, has opened an office at 120 Liberty street, New York, in charge of J. R. Matthews. The New York offices of the General Electric Company were moved on June 16 from 30 Church street to the Equit- able building, 120 Broadway. The entire twentieth floor of the building will be occupied by the company. The Barco Brass & Joint Company, Chicago, announces that on July 1 the name of the company was changed to Barco Manufacturing Company. W. P. Steele has been appointed western representative of the .\merican Locomotive Company, with headquarters in the McCormick building, Chicago. James H. Slawson, sales agent of the National Malleable Castings Company at Chicago, has been elected vice-president of the Joliet Railway Supply Company, with headquarters at Chicago. Mr. Slaw- son was born at Cleve- land, Ohio, and entered railway service in 1890 with the Lake Shore & Michigan Southern in the same city. He was successively employed in the office of the as- sistant general freight agent, in the revision department, the tariff bureau, the auditing department and the of- fice of the chief en- gineer. In 1902 he was employed by the National Malleable Castings Company at the Sharon (Pa.) plant with special railroad duties. He was later made chief clerk, following which he was promoted to local treasurer in charge of the business affairs of the Sharon plant, and in 1912 was transferred to Chicago as sales agent. The Joliet Railway Supply Com- pany, of which he becomes vice-president, is a subsidiary of the Northwestern Malleable Iron Company of Milwaukee, Wis. The Illinois Steel Company, Chicago, announces the ap- pointment of C. H. Rhodes, of the Canadian Steel Company, as purchasing agent, succeeding J. C. Hoot. J. A. Meaden, vice-president of Paul Dickinson, Inc., Chi- cago, has resigned to become sales manager of the Automatic Screw Machine Products Company, Chicago. Brown & Company, Inc., Pittsburgh, Pa., makers of fine irons and steels, has changed the location of its New York office from 50 Church street to Room 20.38, Grand Central Terminal. W. L. Garland, sales representative of the Safety Car Heating & Lighting Company at Philadelphia, Pa., has also been appointed representative of the Vapor Car Heating Company, Inc. The Steel Car Company, Cleveland, Ohio, has placed * new pkint in operation for the repair of wooden cars. The J. H. Slawson ILLV, 1917 RAILWAY MECHANICAL ENGINEER 417 toinpany is planning to put up another building for the re- piiir of steel cars. W. \V. Hall, formerly Pittsburgh sales manager of the Republic Iron & Steel Company, has been appointed assis- tant general manager of the Columbia Steel & Shafting Com- pany, Pittsburgh, Pa, H. F. Bigler, Jr., has been transferred to the railway de- partment of the A. M. Byers Company, Pittsburgh, Pa., and from now on will devote all of his time to railway work, as- .si>ting S. P. Broome. Karl \V. Bock, formerly secretary and assistant to the vice- president of the Union Pacific Coal Company, Omaha, Neb., has been appointed manager of the Walter A. Zelnicker Sup- ply Company. St. Louis, Mo. The Lincoln Electric Company, Cleveland, Ohio, an- nounces that it has appointed as its Indianapolis representa- tive the Ross Power Equipment Company, 617 Merchants' Kank building, Indianapolis, Ind. J. W. Bettendorf, president and treasurer and J. H. Ben- dixen. second vice-president and sales manager of the Bet- tindorf Company, will assume the duties of Robert Parks, who has resigned as general manager. H. G. Doran & Co., Peoples Gas building, Chicago, has been incorporated to buy and sell mechanical and other de- vices, with a capitalization of SI 0,000. Harry G. Doran is president and A. D. Cloud, secretary. The H. W. Johns-Manville Company has moved its Pitts- burgh showrooms to new and larger quarters, and sales of- fices were opened on the ground floor of the Westinghouse building, corner of Ninth street and Pennsylvania avenue. Charles H. McCormick, for a number of years connected with the Standard Heat & Ventilation Company, has been appointed special sales agent for the National Railway Ap- pliance Company, at 50 East Forty-second street, New York. Walter H. Bentley, vice-president of Mudge & Co., Chi- cago, has been elected president of the Locomotive Specialty Company. Railway Exchange building, Chicago, general dis- tributors of the Ripken main rod arm and other railway specialties. The Ryan Car Company has started to employ women workers in its works at Hegewisch, 111., in order to overcome the shortage of labor. On June 25 five women were put to work doing light manual labor such as handling lumber, sort- ing light material, etc. Robert Parks, "eneral manager of the Bettendorf Com- pany. Bettendorf, Iowa, has resigned to become connected with the Canadian Car & Foundry Company. It is reported that the Canadian Car & Foundry Company will open their Ft. William (Ont.) plant shortly. The Dakin Emergency Safety Brake Company, Indian- apolis. Ind.. has been incorporated with a capital stock of S50.0U0. to manufacture safety brakes and other devices. G. E. Dakin. M. A. Dakin and Samuel Dakin, all of Stan- ton, Mich., are directors of the corporation. The American Steel Export Company, New York, an- nounces the appointment of Charles S. Vought as assistant general manager of sales. Mr. Vought was formerly one of the managers of the order department of the Cambria Steel Company, and has been associated with the .\merican Steel Export Company for some time. Ralph E. Graves, Pittsburgh representative of the Cleve- land Punch &: Shear Works Company, Cleveland, Ohio, has been placed in charge of the new office opened by that con- cern in the McCormick building, Chicago, and will have charge of the middle western territory. T. J. McNamara succeeds Mr. Graves as manager of the Pittsburgh office. W. G. Clark Locomotive Stoker Company The Locomotive Stoker Company announces the appoint ments of W. G. Clark as general sales manager, with head quarters at Pittsburgh; F. L. Wassell as Western sales man- ager, with headquarters in the Railway Ex- change building, Chi- cago, and O. B. Capps as eastern sales man- ager, with headquar- ters at 50 Church street. New York. W. G. Clark, prior to his appointment as general sales manager, held the position of western manager of the company. He gradu- ated from Columbia University in 1899 and at once entered the me- chanical engineering department of t li e Metropolitan Street Railway Company in New York. In 1902, he became con- nected with the Westinghouse interests by entering the en- gineering department of the Westinghouse Electric & Manu- facturing Company at East Pittsburgh. ' He then went to the West- inghouse Air Brake Company as inspector, and later was repre- sentative at St. Louis, Mo. In 1905. he was appointed western man- ager of Westinghouse. Church Kerr & Co.. which position he left to become western man- ager of the Locomotive Stoker Company, with headquarters at Chi- cago. F. L. Wassell. who has been appointed western sales manager, was formerly secretary of the company. Mr. Wassell l)e- came associated with the Westinghouse interests in 1910. when he entered the employ of the Westinghouse Air Brake Company at Wilmerd- ing. Pa., as private sec- retary. He later be- came assistant secretary of this company. In 191.S he was made sec- retary of the Locomo- tive Stoker Company, but it was not until the summer of 1916 that he became actively con- nected with the Stoker company as its secre- tary at Pittsburgh. O. B. Capps, who has been appointed to the position of eastern sales manager, was for- merly eastern repre- sentative. Mr. Capps started work in the mechanical engineering department of the American Locomotive Company at Schenectad\, .». Y. F. L. Wassell O. B, Capps 418 RAILWAY MECHANICAL EXGIXEER VcL. 91. No. 7 In 1909, he left the Locomotive company to enter the employ of the Locomotive Stoker Company as mechanical expert at Schenectady. In the summer of 1915, he took up the sales work as eastern representative, with headquarters at 50 Church street, New York City, which position he now leaves to become eastern sales manager, as above noted. C. A. Newman, formerly manager of sales promotion for Henion & Hubbell, Chicago, wholesalers in power pumps, mining and mill supplies, has been made sales manager of the Boiler-Kote Company, with general sales offices in the Fisher building, Chicago. The Walter A. Zelnicker Supply Company, St. Louis, and allied companies have secured the services of Charles H. Trapp, who is to act as confidential secretary to Mr. Zel- nicker, the president. Mr. Trapp was associated with James Stewart & Co. in St. Louis, Denver and Idaho, and lately with Terrell Croft, consulting electrical engineer, St. Louis. Carl B. Woodworth, general foreman of the Mt. Clare shops of the Baltimore & Ohio, has been appointed a mem- ber of the staff of traveling engineers of the American Arch Company. Mr. Woodworth was born in Fort Wayne, Ind., on December 16, 1883. He was educated in the public schools and served a machinist apprenticeship in the Wabash shops in that city. In 1907 he graduated from the mechani- cal engineering course of Purdue University and then entered the service of the Baltimore & Ohio at Garrett, Ind., as machinist. Subsequently he was appointed roundhouse fore- man at Parkersburg, W. Va., motive power inspector at Loraine, Ohio, and acting master mechanic at Benwood, W, Va. He has also served as chief inspector at tiie Baldwin Locomotive Works and supervisor of shop practice at the Mt. Clare shops. H. T. Herp New Officers of the Westinghouse Electric & Manufacturing Com- pany .^t the meeting of the board of directors of the Westing- house Electric & Manufacturing Company, held at New York on June 20, the board, in addition to declaring a regular quarterly dividend of 1^ per cent on both preferred and common stock, also declared an extra dividend of 3^4 of 1 per cent on both common and preferred stock, amounting to $375,000, for the benefit of the Red Cross. The following officers were elected : Guy E. Tripp, chair- man of the board; E. M. Herr, president; L. A. Osborne, Charles A. Terry, H. P. Davis, H. D. Shute, H. T. Herr, and Wal- ter Cary, vice-presi- dents; T. P. Gaylord, acting vice-president ; James C. Bennett, con- troller and secretary ; Warren H. Jones, as- sistant secretary; H. F. Baetz, treasurer and assistant secretary ; S. H. Anderson, assistant treasurer and assistant secretary; L.W.Lyon.-:, assistant treasurer; F. E. Craig, auditor; W. B. Covil, Jr., and W. J. Patterson, assistant auditors. Henry D. Shute, who has been promoted from treasurer to vice-president of the Westinghouse Electric & Manufacturing Company, has been associated with the company since 1893. Mr. Shute was born 1.1 Somerville, Mass. He graduated in electrical engi- H. O. Shute neering at the Massachusetts Institute of Technology in 1892. He later spent some time studying in Germany at the School of Mines in Clausthal, and also at the Technical School in Dresden. Mr. Shute has had a wide experience in the Westinghouse company. His first two years w. re spent in the testing de- partment, and later he was engaged on erec- tion and laboratory work. He subsequently became associated with L. B. Stillwell. For a short time afterwards he was an assistant foreman of the experi- mental department of the Niagara Falls Power Works. Later he was transferred to the engineering depart- ment, where he de- signed alternating cur- rent apparatus, being prominently identified with the steam railroad electri fication work done by the Westinghouse company, .\fter nvc years' service with the company, Mr. Shute took up work in the sales de- partment, in which he remained until 19ri.> when he was made assistant to the vice-president, L. A. Osborne, which position he filled until 1910, when he was elected acting vice- president. In 1914, Mr. Shute was made treasurer of the company, succeeding T. W. Siemon. Herbert Thacker Herr, who has been elected a vice-presi- dent of the Westinghouse Electric & Manufacturing Com- pany, has been identified with the Westinghouse Machine Company since 1908, filling, respectively, the positions of general manager, second vice-president and general manager, and, finally, vice-president and general manager and a direc- tor of the company. Mr. Herr was born in Denver, Colo., and received his education in the public schools of Denver and at Yale University. After leaving college he became identified with the following railroads, in various capacities: Chicago & North W^estern, Denver & Rio Grande, Chicago, Great \\estern, Atchison. Topeka & Santa Fe. and the Norfolk & Western. In 1906 Mr. Herr was made general superintendent of the Denver & Rio Grande, and two years later re- tired from the railway field to become vice- president and general manager of the Du- quesne Mining &: Re- duction Company, at Duquesne, Ariz., whero he remained until he moved to Pittsburgh. Mr. Herr is officiallv connected with a num- ber of other industrial and financial institu- tions, being a director of the Pittsburgh Meter Company, vice - presi- dent and director of the Westinghouse Air Spring Company, the Westinghouse Gear i^- D\namometer Company, and the Rodman Chemical Company. Walter Car}-, who has been elected a vice-president of the Westinghouse Electric & Manufacturing Company, was since Walter Cary JrLV, 1917 RAILWAY MECHANICAL EXGIXEER 419 19(i4 associated with the Westinghouse Lamp Company, filling for the greater part of the time the positions of vice- president and general manager. Mr. Cary was born in Mil- waukee, Wis., and received his education in the schools of that city, and at Harvard University. After leaving college he became associated with the Gibbs Electric Company, of Milwau- kee, as secretary, and in 1889 he, with some other local men, formed the Milwaukee Electric Company, manufactur- ers of dynamos and motors, becoming its vice-president and in 1Q02 its president. Mr. Cary is well known throughout the electrical industry on account of his activi- ties in the field of in- candescent lighting. H. F. Baetz. who has been elected treas- urer of the Westing- house Electric & Manufacturing Company, was born and raised in Pittsburgh, and educated in the schools of that city, graduating from Allegheny High School in the class of 1887. On the date of his election as treasurer, Mr. Baetz had just completed to a day 30 years of service with the Westinghouse Electric & Manufacturing Company. Mr. Baetz began his business career as a timekeeper in the Garrison plant of the Westinghouse Electric & Manufacturing Company, and after only one year of service, and at the age of 18, he was made paymaster of the company. Two years later he was trans- ferred to the accounting department, where he worked until 1899, when he was made acting assistant treasurer. In 1902 Mr. Baetz was elected assistant treasurer of the company. H. F. Baetz Tuco Products Corporation The Tuco Products Corporation has recently been organ- ized under the laws of New York, with a capital of S5 00,000, and has purchased the entire business of the Transportation Utilities Company, of New York, and the Magnesite Pro ducts Company, of San Fran- cisco. The former company has been en- gaged in business with the railroads for more than ten vears, han- dling the "tuco" brand of insulation and pres- ervation; National car roofing; National and Universal trap doors; Imperial and tFniversal car screens; Eclipse deck sash ratchets ; Perfection sash bal- ances, and Kicker and Wedge locks for trap doors; Flexolith com- position flooring; Resisto insulation; Tucolith plastic car flooring: Tucork insulation; Brown weatherstrips; the North Pole drinking fountain; pulverized magnesite and chloride magnesium. The Magnesite Products Company has been established for several years, manufacturing "Klingstone" flooring, magnesite, stucco, plaster and paint. Magnesite is one of the principal materials used in the manufacture of Tucolith plaster car floorings, and the only known suitable supply (low in lime content) heretofore came from the Balkan states. That source being shut off by the war, forced the company to make a search for the right raw material, and after exhaustive laborator}' tests and resulting negotiations, the consolidation mentioned was effected, which assures a convenient and apparently un- limited supply. It also makes possible an expansion of the business, by which it is planned to deal with the application of stucco to old wooden passenger stations. There will also be added a complete line of fire-proof wall board, plaster and paints. Arrangements have practically been made for 16 branch agencies to handle the business in different sections of the United States and Canada. David H. McConnell has been elected chairman of the board. Mr. McConnell has been identified with many large business interests in which his financial genius and busi- ness foresight have been a factor in their success. He is at the present time at the head of a large manufacturing business which employs thousands of agents, and is also a director in a number of railway supply companies. David W. Pye, president of the corporation, is well known in the railway supply field. For 21 years he was connected with the Safety Car Heating & Lighting Company, which company he joined on September 1, 1889, as assistant to the treasurer. Later he was made purchasing agent, and still later made assistant to the president, then second vice- president, and finally vice-president. In 1910 he left that company to become president of the United States Light & Heating Company, and two years later was elected presi- dent of the Transportation Utilities Company. Mr. Pye has spent his entire business career of 27 years with large con- cerns specializing on railway requirements. Garrett Burgert, vice-president and treasurer, was fw 27 years with the Ramapo Iron \\'orks, for the first 10 years as superintendent, and the remaining 17 years as sales man- ager. He was then elected president of the Metal Plated Car & Lumber Company, in which capacity he served for eight years, or until 1912, when that company was absorbed by the Transportation Utilities Company. He was then made secretary, and in 1916 was elected vice-president. Harold B. Chamberlain will have direct charge of the railroad sales department. After Mr. Chamberlain left col- lege he spent several years in the mechanical and car depart- ments of the Baltimore & Ohio. He left railway service to accept an appointment in the mechnical department of the Safety Car Heating & Lighting Company. Later he went with the Transportation Utilities Company, and after several months in the plant was assigned to the selling staff. W. V. V. Clarke has been appointed engineer of plants. Mr. Clarke, a Cornell graduate, has been especially educated in engineering and chemistry. He has for the last few years had charge of certain gas interests in Brooklyn, and will have direct charge of the San Francisco, Chicago and New York plants. D. W. Pye Thomas Berry, one of the founders of the firm of Berry Brothers, varnish manufacturers, Detroit. Mich., died at his home in that city on May 24. Mr. Beny was l)orn in Sussex, England on February 7, 1829, and came to Detroit in 1856 with his two brothers, with whom he established the firm which bears his name, in 1858. He maintained an active in- terest in the business until shortly before his death. L. H. Mesker, formerly sales manager of the Kearney & Trecker Company of Milwaukee, Wis., is now associated with the sales department of the Cleveland Milling Machine Company of Cleveland, Ohio. Mr. Mesker has had wide experience in machine tool sales having been connected with the Motch-Merry weather Company of Cleveland, and Man- ning, Maxwell &: Moore, at St. Louis, Mo., and Cleveland. 420 RAILWAY MECHANICAL ENGINEER Vol. 91, No. T^!?^^SJ^35^^?^ ..■ i :^ > vjjV Offset Boring Head. — Catalogue F, issued by the Marvin & Casler Company, Canastota, N. Y., describes and illustrates the Casler offset boring head. Tools. — Tool book No. 13, recently issued by the Goodell- Pratt Company, Greenfield, Mass., is a 432-page booklet descriptive of the company's line of tools of all kinds. Heating Appliances. — A booklet issued by the Gold Car Heating & Lighting Company, New York, describes that company's thermostatic heat regulating system for public buildings, etc. Push Button Specialties for small power and light wiring and remote control switches for industrial motors are described in catalogue No. 8, issued by the Cutler-Hammer Manufacturing Company, Milwaukee, Wis. Sanitary Fixtures for Railway Cars. — Catalogue No. 213, recently issued by the Dayton Manufacturing Company, Da\-ton, Ohio, is descriptive of the line of Dayton closets, washstands, water coolers, etc., for railway passenger cars. Metal Hose. — A booklet recently issued by the Pennsyl- vania Flexible Metallic Tubing Company, Philadelphia, il- lustrates and describes the company's Penflex metal hose. Several pages of the book are devoted to the use of the hose by railways. Oxy-Illuminating Gas App.^ratus. — Bulletin 101, is- sued by the Brad ford- Ackermann Corporation, New York, is a four-page folder illustrating and describing the "Astra" oxy-illuminating low pressure gas apparatus designed for lead burning purposes. Vises and Anvils. — The Columbian Hardware Company, Cleveland, Ohio, has issued a catalogue showing its line of vises and anvils. The booklet in its 36 pages contains illus- trations of the vises, remarks as to the uses for which they are intended, and lists of sizes and prices. Rr'et Cutting Gun. — The Rivet Cutting Gun Com- pany, Cincinnati, Ohio, has issued a catalogue describing its so-called rivet cutting gun, a pneumatic tool for cutting rivets. The booklet contains a number of illustrations of the gun in use in cutting rivets on freight cars, etc. Direct Current Motors from 1^^ hp. to 40 hp. are de- scribed and listed in Bulletin No. 1000 of the Eck Dynamo & Motor Company, Belleville, N. J. The motors included are kno\vn as type D, have commutating poles, are venti- lated by internal fans and are equipped with self-alining ball bearings. Ball Bearings in Machine Tools. — This is the title of a very attractive booklet which has been issued by the Hess-Bright Manufacturing Company, Philadelphia. The booklet describes the annular type of ball bearing, and shows its advantages over earlier types. There are several illus- trations of the bearings and machines on which they are used. . Boiler Metal Treatment. — The Perolin Railway Service Company, St. Louis, Mo., has recently issued an eight-page pamphlet outlining the service it renders in con- nection with the treatment of locomotive boilers with Perolin. The pamphlet describes the action of Perolin in removing scale from locomotive boilers and protecting the metal after the scale has been removed. Flue Welding Apparatus. — The Dra]»er Manufacturing Company, Port Huron, Mich., has issued a booklet descrip- tive of its pneumatic flue welder for scarfing, welding and swedging boiler tubes, its pneumatic tube welding machines for welding and swedging locomotive superheater tubes, its flue reclaiming attachments, and its ball finishing tools for repairing superheater units. Tool Grinder. — Catalogue K-4, recently issued by the Gisholt Machine Company, Madison, Wis., describes and illustrates the Gisholt universal tool grinder. The booklet shows the advantages obtained by using the grinder and by keeping tool-post tools in a conveniently located tool room. Several of its pages show how tools are ground by the Gisholt method and a description is given of the grinders themselves. F"reight Car Appliances. — Catalogues Nos. 10, 20 and 30, issued by the Wine Railway Appliance Company, To- ledo, Ohio, deal respectively with that company's steel lad- ders, car ventilating shutters and the Wine self-centerinsr roller side bearing. Each booklet is well illustrated with views of the appliances, plans showing their installation and views of cars on which they have been applied. Commonwealth Devices. — The open heanh cast steel devices manufactured by the Commonwealth Steel Company, St. Louis, Mo., are described in a pamphlet which the com- pany has recently issued. The booklet illustrates and de- scribes the trucks, underframes, bolsters, draft gear, etc., which the company manufactures. Scattered throughout the booklet are illustrations showing scenes at the company's plants and processes in the manufacture of steel castings. The Best Way Out.— The Cleveland Twist Drill Com- pany recently put on the market its Ezy-out screw extractors for removing broken set or cap screws, studs, staybolts, etc. The extractors have met with such success that the company has now also put on the market three other sets, in addition to the No. 17 set which was sold originally. These four sets. including 12 sizes of extractors, are described in a folder "The Best Way Out," recently issued by the company. Riveting Machines. — The John F. Allen Company, 372 Gerard avenue. New York, has recently issued a ver\' com- plete catalogue showing its portable pneumatic compression and hammer riveting machines. The machines described in the calatogue consist of jaw riveters with 8, 10 and 12 in. cylinders, varj'ing in weight from 775 lb. to 5,200 lb., com- pression lever riveters, lattice column riveters, alligator rivet- ers, hammer riveters and belt-driven jaw riveter. A complete list of the different parts of these riveting machines is also included in the catalogue. Wood Block Floors. — The Ayer & Lord Tie Company, Chicago, has issued a 24 page booklet illustrating and de- scribing its interior wood block floors. This book describes the history of wood blocks for floors and pavements; their advantages for interior use from the standpoint of sanita- tion, comfort, cleanliness and general efficiency; and con- tains an exposition of the material and workmanship neces- sary for good results and a list of industrial and commercial structures for which these floors are applicable. The book- let is well illustrated by photographs. Pipe Threading and Cutting Machines. — The Landis Machine Company, Inc., Waynesboro, Pa., has recently is- sued Catalogue No. 23 illustrating its pipe and nipple thread- ing machines, pipe threading and cutting machines and chaser grinder. This catalogue contains 45 pages, giving detailed descriptions of these machines together with the size and manner in which they should be ordered. A com- plete description of the Landis chaser is given and instruc- tions for the application of them to the Landis holder. The descriptions of the pipe threading and cutting machines are given with specifications for the different types, including those with the mechanical speed change and those operated In' the variable speed motor. Similar information is given regarding the pipe and nipple machines. Volume 91 August, 1917 No. 8 CONTENTS EDITORIALS: Everyone Can Help Win the War 421 Mechanical Association Year Books 421 Transporting Material in Shops 422 Better Operation of Locomotives 422 Car Men and the Car Shortage 422 Fuel Department Organization 422 Xeed for the Utilization of Scrap 423 Keeping the Valuation Up-to-Date 423 False Economy in Locomotive Repairs 423 COMMUNICATIONS: A Foreman's Plea 424 Tobesura Weno "Back on the Job" 424 Tools for the Workmen , , ,^ 424 GENERAL: *; Modern British Tank Locomotives 455 Car and Locomotive Prices 430 D. & R. G. Santa Fe Type Locomotives 43I Rock Island Fuel Department 434 Method of Increasing Air Capacity on Double Headed Trains 435 CAR DEPARTMENT: Strengthening Wooden Furniture Cars 437 Brake Cylinder Pressure Regulator 433 French Box Cars Built in America 439 Draft Arm of Rolled Steel ' 449 Safe Life of Air Brake Hose 443 Side Bearing Location 445 Mechanics of the Chilled Iron Wheel !!!!!! 446 Cut Jour >al — Owner's Defect 447 Safety Hanger for Bi ake Rigging 443 Everyone ^^ ^P't^ of the greatly increased traf- Can Help ^^ which the railroads have had to Win th W handle in recent months, the car short- * " age is not nearly so severe as it was, although it is many times greater than it ever has been at this time of the year. Undoubtedly traffic conditions will be far more severe in the coming months because of the large amount of material that will have to be handled in connection with the encampments for the men who are now ^Jei^g conscripted, and the large amount of material that will have to be shipped abroad to our army in France and to our allies. Our success in the war is dependent in a very large degree upon the successful operation of our transportation systems and nothing should be left undone to maintain the equipment in the best of condition and pre- pare during the coming months for the unfavorable weather conditions which will have to be overcome during the Winter. The remarkable success that the railroads have already had is largely due to the loyalty and patriotic spirit of the officers and employees and the general co-operation which has been extended to the railroads on the part of ^"e public and the government in helping to secure better •"ar loading. Railway employees must not neglect to do their full duty in seeing that the best possible service is secured from the equipment and that it is maintained in such con- dition that it will be able successfully to stand the heavv ^t^rvice to which it will be suljjected not only during the coming winter but during the duration of the war— and SHOP PRACTICE: Handling Rods at Maccn Shops 449 Hand Tools and Safety First 450 Conserve Material 451 Automatic Oil Filter 451 A Handy Staybolt Chuck 452 Machining Car Wheels and Axles 453 Exploded Reamer 454 Pneumatic Shearing Machine 455 Cutting Holes in Side Rods with Oxy- Acetylene 455 And Then the Worm Turned 456 Repairing Main and Side Rods 457 Jig for Reboring Compound Air Compressor Cylinders 458 Ball Bearing Pipe Center 459 Flat Punch for Ajax Bolt Machine 459 Alligator Power Shears 460 Norton Jack Truck 460 NEW DEVICES: Apron for Heavy Duty Lathes 461 Vestibule Trap Door Lock 461 New Ajax Forging Machine 462 Water Gage Glass Guard 462 Thread Lead Indicator 463 Jig for Use in Upsetting Axles and Drawbars 463 Insulation for Passenger Car Floors 464 Special Tip for Cutting Rivet Heads by the Oxy-Acetylene Process... 464 Kerosene Engine for McKeen Motor Cars 465 GENERAL NEWS: Notes 466 Meetings and Conventions 467 Personal Mention 468 New Shops 469 Supply Trade Notes. 470 Catalogues ..*^i>.»..-...^. ^ 472 this promises to be not a matter of months but possibly of years. In a large measure the war has resolved itself into a business proposition and those who can contribute toward the better upkeep and operation of the railroads' trans- portation systems and the various industries are as impor- tant in the interest of a successful outcome as the men who will have to shoulder guns and fight in the trenches. Mechanical Association Year Books Practically every one of the railway mechanical associations have voted to postpone indefinitely their 1917 con- ventions. This was done because it was felt that the men could not be spared from their work. It is, of course, to be regretted that there will be no oppor- tunity for the practical men to get together and discuss problems which are of so great importance at the present time. This can in a large measure, however, be obviated if every association will proceed as is its custom to publish a year book or official proceedings, including the papers that would have been presented at the convention. The General Foremen's Association has planned to publish its advance copies, in accordance with its past practice, and send them to the various memljers of the association with the request that each member study the papers carefully and send to the secretary written (iiscussions concerning them. This ]ilan could well be followed by other associations, .\fter a definite date for tlie closing of the discussions, sufficient ma- 421 422 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 terial should l^e in the hands of the secretary to warrant the publication of the rcii;ular official proceedings. In this way the memljcrs of the association will have an opportunity of obtaining the ideas of others on important problems. Every member of the associations which intend to follow this practice, should consider it his patriotic and individual duty carefully to study the various subjects and send to the secretary his best thoughts and information regarding them. heckle or hamper him. In so doing you will be rendering a real patriotic service to your fellows and your country. Transporting ^^^^ scarcity of labor makes it necessary . to study closely the merits of any de- ' vice that may be introduced into rail- in Shops j.Q.^jj shops with a view to conserving time and human energy. During the past few years a number of railroads have used electrically operated trucks for transporting material in and about shops with great success. The ease and rapidity with which these can cover the ground and negotiate sharp curves and the saving which they make possible in the number of laborers required about the shop are of extreme importance at this time. If neces- sary, a boy can operate them; in one railway storehouse in Canada a woman was observed in charge of one of these trucks. In a great many instances, and particularly in storehouses, trucks so arranged that the bodies can be ele- vated can be used to great advantage with special platforms. Material can be piled on these platforms and the body of the truck can be run under them, the platforms elevated and transported to another part of the shop, leaving the truck free to be used for other purposes while the plat- forms are being loaded and unloaded. Better Operation ^'^^er has such a heavy and prolonged stress been placed on the locomotives of this country, and the end of this abnor- Locomotives ^lal situation is not in sight. It will last at least until the end of the war, and it is becoming more and more recognized that this may be a matter of years. The power must not be allowed to fail no matter how great this stress may become or how severe the coming winter may be; and it is vital also that the fuel which is used be conserved to as great an extent as possible. Every officer and employee in the operating and mechanical de- partments can do his share in helping to operate with the greatest possible economy and efficiency; but a specially heavy responsibility rests upon the shoulders of officers such as traveling engineers, road foremen of engines, traveling firemen, and those having similar duties. The men on the locomotive must be fully educated in the proper performance of their duties and as to the extreme importance of the transportation systems in winning the war. This can best be accomplished by personal contact and by showing the men in detail exactly how they can better their perform- ance. The weakest spots in the force should be tackled first and simple methods must be adopted to let the men realize that their good and their bad points are recognized. Good performance should be commended and poor performance patiently studied so that the l)est means may be found to improve it. The traveling supervisors of locomotive opera- tion and the engineers and firemen should also realize that the easiest way of overcoming trouble is by preventing it. A little energy exerted when defects first appear will often pre- vent heavy expense and holding the engine out of service later. Co-operate also with the engine house foreman and help him: do not criticise and approach him in a fault- finding spirit. His job is no easy one at any time and, particularly at the present time, it is no bed of roses. With more work and responsibility than he has ever had before, he is confronted with all sorts of laljor and material troubles. Stand back of him with your help and influence; do not Car Men and the Car Shortage The Railway War Board a few monilis ago issued a strong appeal to the rail- roads to reduce the car shortage In- loading cars to their capacity and In keeping to a minimum the number of cars undergoing re- pairs in shops. This ajjjical has been admiralily answered and despite the abnormal Ijusiness the railroads have been making a better showing. The work of the car foremen and car inspectors will have a direct bearing on how success- fully the railroads meet the nation's needs. They are tiie men on the firing line who must challenge the enemy "de- fect." As the United States has joined the Allies in Euroj^e and o."cred of her resources that the war might be won, so must the car repair forces all\- themselves to the general cause of more cars and safe cars and "give to foreign cars, while on its line, the same care * * * * that it gives to its own cars." Never before did M. C. B. Rule 1 mean as much as it means today. There are no "home cars." There are no "foreign cars." There are "our country's cars." On June 1 the net car shortage was 105,000 and although this was a decrease of 30 per cent under the shortage on May 1, it was 1,300 per cent greater than the largest previ- ous shortage reported for the same month. The demands for equipment are unprecedented and with the heav\- Ijurden of military traffic in the late summer and fall the demands will be greater. The backbone of the railroads is equip- ment. The cars must be safe to operate; they must l)e strong enough to carrj- their full burden and there must be enough of them. The men in the trenches on the battlefield are offering their lives for their country. The men in the trenches of the railroad field can show their patriotism and valor by sticking to their jobs and putting the best they have into making the equipment serve its purpose, do its duty and carry supplies to those who are giving their lives. Fuel Elsewhere in this issue is published Department ^ description of the fuel department ^ ^ . .. organization of the Rock Island which Organization . ^ j. ^. , , , is of particular mterest m that the officers of the department rank as general officers and the department has full control of the purchase, inspection, dis- tribution, handling and consumption of the fuel. It brings all fuel matters under one central head, that head having sufficient power to insure the different problems that arise in fuel matters being solved to the best interests of the rail- road. Generally speaking, fuel has l)een considered largely a mechanical department matter. It is a fact that the mechanical department is responsible for the consumption of the fuel; it is sup)posed to get the most it can out of each pound of fuel and for this reason is supposed to make any savings in fuel that may be made. There is no question that the mechanical department can by proj:)er instruction of its engine crews and by keeping the steaming qualities of its locomotives up to standard, keep tlie fuel l)ill down, but be- yond that its hands are tied. There is a great deal more to the fuel problem than burn- ing the fuel. While large economies can be made by proper methods of firing and by good locomotive design, there are great possibilities for economies in the purchase, distribu- tion and handling of the fuel. It should, therefore, be ap- j)arent that by bringing these matters uhder one head better all-around results will be obtained. It is far easier to con- vince an officer who is responsible for all fuel matters that certain grades of coal should l)e used on certain divisions than to convince an officer who is only responsible for the money spent for fuel. It is also easier to co-ordinate all the various problems entering into decreased fuel bills by August, 1917 RAILWAY MECHANICAL ENGINEER 423 holding one department responsible than by having the re- sponsibility spread over various departments. Need for the ^^^ several years past much interest ,, ... . has been shown in the reclamation of Utilization J -111 ] scrap and many railroads have grad- of Scrap ually built up extensive plants for the rtiiairing and reworking of the numerous classes of material which accumulate at the scrap yards. During this develop- ment attention has been directed in these columns to the danger of overzealousness in reclaiming scrap material. Be- cause of a lack of an adequate system of accounts, figures for the cost of reclaimed material often have been inaccurate and have led to the extensive use of material which could have been purchased new in the open market to better ad- vantage. This situation, however, has been remedied in a large measure by the introduction of l^etter accounting methods and more careful supervision of the work of scrap reclamation, and at the present time the great need is for a more extensive use of reclaimed material than has ever be- fore been attempted. Owing to the unusual demand for iron and steel products of all kinds, much difficulty is being ex- perienced and will continue to be experienced in securing necessary materials for use in maintaining both cars and lo- comotives, in quantities sufficient to meet the demand. Wherever such material may be secured from the scrap }ard, it? use mav be of considerable advantage in assuring a con- tinuous and adequate supply of certain classes of material, irrespective of the cost of working it over in the reclamation plants. However, with many of the materials involved showing increases in price during the past two years of anywhere from 100 per cent to 300 and 400 per cent, no fear need be felt as to the financial justification of such a policy. Xo matter how extensively reclaimed material may be used, there are always large quantities of material passing through the scrap yard which must be sold. The prospects are that during the coming winter the demand for many classes of scrap material will be unusual because of the in- ability to secure an adequate supply of ore from the Lake Superior mines before lake navigation closes. The railroads being among the large sources of scrap supply may, there- fore, perform an important service by seeing to it that all useless material is collected and sent to the scrap yard, where it mav be available for the market as the need arises. it is often necessar}- to depart from the usual practice and provide some definite check on the work. On one road a special arrangement has been made which it is believed will insure the correct separation of charges with- out making it necessary to employ a man to check the indi- vidual items. A record of the cost of making an addition or betterment to a single locomotive or car is carefully checked. The cost of this single operation and the amount chargeable to capital account are recorded as standard charges. The work done in the shops is not separated be- tween the accounts at the time it is done but a record is kept of the number of cars or locomotives to which each addition or betterment is applied. At the end of the month the total charges to capital account are computed from the records of additions and betterments and the unit costs. The sum thus secured deducted from the total charges gives the amount to be charged to maintenance of equipment. A scheme of this sort could be used in nearly any shop with but slight expense and the results should be better than are obtained where charges are apportioned by the workmen or by shop clerks. Keeping the The problem of devising a method Valuation ^^ keeping the valuation of shop equip- jj j^ ment and rolling stock up-to-date is one which is troubling the mechanical departments of the roads that have completed the valuation. It is extremely difficult to secure enough clerks to do the work properly, yet it is essential that the valuation be kept up-to-date in order that it shall never l^e necessary to dupli- cate what has already been done. The methods followed by the roads in the past in keeping a record of charges to capi- tal account will not satisfy the requirements of the Interstate Commerce Commission. In the majority of cases where past records have been checked in connection with the valuation work it has been shown that the systems formerly in use did not result in the proper charges being made. Many items properly chargeable to capital account have been charged to maintenance of equipment. It is to the interest of the roads to keep the charges properly distributed and a careful check of any new system which is adopted should be made to see that it actually does insure correct distribution. The charges for new shop equipment and rolling stock can usually be handled with comparatively little troui^le, but the accounting system often fails to secure the proper divi- sion between the charges for repairs and those for additions and betterments to equipment. In handling these accounts False Economy ^^^ present scarcity of skilled rail- . , ,. wav mechanics creates a strong tempta- in Locomotive ,. - , i- i , , • i i tion to slight repair work in the shops Repairs jj^ order to secure greater output. It seems necessary at this time to sound a warning regarding some of the short cuts that are now being put into practice. One of these methods of speeding up work which can hardly be called new but is now being used more extensively than heretofore is setting valves without putting rollers under the main wheels. There is no question that such procedure saves time but when locomotives' are repaired they should l>e put into condition to operate at their maximum efficiency and this object is not secured unless the valves are set accurately. The proportions of the valve gear which give the best re- sults in locomotive service have been determined by careful experiment. If valves are set without determining any of the events and merely equalizing the travel, the benefits of correct design are lost. The slight amount saved in the shop by reducing the work involved in setting the valves is offset many times by the cost of the extra fuel consumed by locomo- tives which do not have the proper steam distribution. It may be argued the enginemen can determine by the sound of the exhaust whether the valves are set properly. At best, this is merely a check on the point of cut-off and is useful only in showing whether an equal distribution of power for each stroke is .^Jecured. It gives no indication as to the lead or the point at which cut-off takes place. Furthermore, locomotives equipped with superheaters are usually worked at such long cut-offs that irregularities cannot l>e determined by the sound. ()uite as bad as inaccurate methods of setting valves is the practice of deviating from standard dimensions at the whim of the valve setter or the enginemen. At one of the shops on an eastern road the man who was emplo}ed as valve setter had his own theories regarding the proper proportions for the valve motion. He maintained that plenty of lead made a smart engine, consequently he set the valve's on all locomo- tives with -^s in. more lead than was specified in the standard instructions. This man had considerable prestige as a valve setter among the shop men and no one saw fit to insist that he adhere to the standard. If the effect of his practice on the fuel consumption of the locomotives had l>een apparent the valve setter would no doubt have seen the error of his policy. It is unfortunate that railroads so seldom applv indicators to locomotives in order to determine the actual steam distri- bution. It seems probable that if indicator cards were taken periodically a marked gain in fuel economv would result. Unfortunately the roads are not in a position to put such a method into practice, particularly at this time. Every shop can. however, do its part to insure that fuel will be used eccncmically by adhering to standards and by seeing that the valve motion is put in the best of condition. 424 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 ^ ■ . " i .v'M J'. ■ -" • '- ' . -i^- ."■-'' '' i; -c. :.^-?^P'i y 5ii^ .-. , : . .. . ■ - '.-NVf^^/it'-^-- ^ ■■ ---^^aM A FOREMAN'S PLEA The West. To THE Editor: Can your journal not use its influence against the shabby treatment that some railways accord their foremen in the matter of wage adjustments? ^^'e see our men given increases in pay when conditions justify, but the foreman's wages are stationary, except for those on the hourly rate, who are legislated for by the labor organizations. Such grievances are the making of advocates of government ownership. As matters are now we seem to have no system of compensation, but the matter is left to the personal preferences or friendship of some person higher up. A Foreman. TOBESURA W ENO "BACK ON THE JOB" (IVith Apologies to Wallace Invin.) Chicago, 111. Dear Editor: Since previous epistle, I am completely exonorate, restore to job with salute, profound assurance of faith my loyalty, honor and ability. Kind friends in office of Chief also present me with Iron Cross decorate with ribbons, al- though I are little worry about elaborate excuse for not dis- playing appropriate inscription. Friends say it constitute treason to U. S. A. to give real Iron Cross so substitute one made in America are present. In fact, accurate picture my decoration shown in Crane catalog page 593. My dealing with you are also excuse as Hon. Members of Congress declare that press must be free in glorious re- public, that it shall not be gag like Russian vodka or Berliner Zeig- fest. On assuming job, I receive S. O. S. sum- mons from secretary of Lodge 41,144 to help save overwork brothers. He advise engines all shot to pieces, round- house foreman won't do work and trainmaster working everybody to death so can't make garden and reduce high cost to live. I report on job Monday a. m. and immediately place five engine on Form 5 roll of honor relating following history on each: Engine 421-R. drive flange 1-11/16 in. big wide gash in mud ring corner which are leaking and wearing hole in ashpan. Engine 468. — Hole in stack which are also not sitting up straight, 6-in. flat spot on tender chafering iron, draw-pin have ^-in. slot wore up and down, angle bar in right back corner firebox instead of grate which are missing. Engine 394. — Right side-bearing tank gone entire, cistern leaning on one side instead of both making dangerous con- dition, brake beam safety hanger bracket bolt thread strip and tap lost off. Engine 381. — Lubricator dirty, water glass lime up so unintelligent to read, gage cock leaking on top stuck below, engineer seat box cushion spring resolutioniency missing ?nd front cab window too dirtv for vision. "It are not New Packing Imperial Government Desire to Inflict but Tight Joint." Engine 413. — Reverse rod come back hard go ahead easy which make engineer lay off for lambago in back, two flues plug, patch leaking fierce, packing gone both piston rod and headlight insufficient in mean spherical candlepower. I hope this report satisfy brother Secretary, but not so — he say mm won't do work and should come back tomorrow unexpected. I return as he require and first thing see whole front engine 413 envelope in steam. I commence to inscribe Form 5 when mm appear in excitement. He say wait and confiscate wandering machinist. We take stuffer box and cup out and he point triumphant to brand new packing. I reply it are not new packing imperial government desire to inflict on railroad but tight joint. He remark .solo voice it can't be done. I resume writing while mm inquire uneasy about course. I converse gently explaining that rod wore 1/32 in. in hollow which require turning down and re- spectively make such recommendation on Form 5 which I hand out polite all the time grieving inward. I are unable to see brother Secretary again, but hope he become satisfy over this cup-de-tete. Yours truly, Tobesura Weno. TOOLS FOR THE WORKMEN Paris, France. To THE Editor: Having worked for many years in the shops of American railroads and thus being acquainted with the methods fol- lowed in supplying the workmen with the necessary work- ing tools, I am taking this opportunity of telling how the French railroads handle this matter for the purpose of showing, what was in my case, a delightful contrast. When I obtained work as a machinist in the shops of a French railway I was given a locker and a large tool drawer, both equipped with good locks. Then I went to the tool room and obtained a good number of files and chisels, center punch, hammer, goggles, two large cloths (used in- stead of waste and exchanged for fresh ones once a week), a pound of soft soap to wash with, and a list of all the things that were given to me. This list was to show what I was responsible for and, should I resign, the tools would be checked against it and any missing would have to be paid for. The tool room was splendidly equipped with every- thing a machinist could possible want and all tools were kept in first class shape. The best thing of all was the fact that no one did any stealing of tools and the consequence was much smoother working, less delay and less disputes. This also applied to locomotives — there was no robbing of one locomotive to supply the needs of another. A large bench was provided for the various parts removed from a locomotive and it was rare to find anything missing when the time came to put them back. The helpers received the same equipment as the machinists. One good feature is that each gang foreman has his own supply of standard studs, bolts, nuts, washers and cotter pins, with the result that these things could be obtained quickly. The gang foreman is always sure to have the unu.sed ones picked up to return to his cupboard. With the usual American system, the workman usually gets an order for more than he wants, so as to be on the safe side, then has to go perhaps a hundred yards or more to the storeroom to get the material and any nuts, etc., that are left over are usually swept up with the rubbish. W. G. Landon. NoRiMAL World Production of Coal. — A compilation made by the National City Bank gives the coal production of the world, during the recent normal years, as 1,500,000,- 000 tons, 38 per cent of which was produced in this country, 21 per cent in Great Britain and 20 per cent in Germany. Great Britain has exported 75,000,000 tons in normal years, the amount in 1916 having been reduced about half. The United States exported 31,000,000 tons in 1916. Passenger Tank Locomotive, London & North Western Modern British Tank Locomotives Large Numbers of These Engines Are Used to Move Both Passenger and Goods Local Traffic BY E. C. POULTNEY Mem. Am. Soc. M. E.; A. M. I. M. E. ALL the railways in Great Britain use considerable numbers of tank engines for local passenger and goods traffic and the tabulated statements of dimen- sions accompanying this article gives particulars of the wheel arrangements mostly favored at the present time, together with the principal dimensions of a number of modern en- gines. The most usual type of tank engine for passenger service till recently has been the 2-4-2 type, and large num- bers are still to be found on most lines. Possibly the most notable example of this type of engine were those built by J. A. F. Aspinall for the Lancashire & Yorkshire, which line probably operates more passenger trains by tank engines than any other railway in England. Of the passenger train mileage on this road 56 per cent is operated by tank loco- motives. These engines were the first to be built by Mr. Aspinall and were the first Lancashire & Yorkshire engines to be fitted with Joy's valve motion, which has been the standard on this line ever since. They had inside cylinders 18 in. by 26 in., 5 ft. 8 in. four-coupled wheels, leading and trailing radial axles, 1,216 sq. ft. of heating surface and a steam pressure of 160 lb. At the time of their introduction they were among the most powerful tank engines in Britain and did excellent work on a road running through a thickly populated country. Several of them have been rebuilt and fitted with the Belpair boilers, Schmidt superheaters and 20^-in. cylinders. So far as short distance goods traffic is concerned, the type of engine most used is the 0-6-2 design and nearly all railways have numbers of these engines. In general, they are not particularly large as a big boiler to- gether with side tanks of ample water capacity cannot be carried on eight wheels, and a total heating surface of 1,300 sq. ft. and 18-in. cylinders marks the limit that can be reached with this wheel arrangement; hence, the 2-6-2, 4-6-0 and 4-6-2 types are finding favor, these designs being used for both passenger and goods traffic. Generally, the details of design follow the practice of the particular railway on which the engines operate, standard parts being used as much as possible. Superheaters are much used and where track troughs are available, water scoops are provided, so arranged that they may be used when the engine is travel- ling either funnel or bunker first. So far as yard service is concerned, many lines use eight coupled engines either of the 0-8-0 or 4-8-0 type, the later design having been recently introduced on the North Eastern Railway, but it safely can be said that most of the shunting service is still performed by engines of the 0-6-0 or 0-6-2 type. There are several different designs of radial axle box in use for supporting the front and rear ends of tank engines. The type used on the London & North Western, Lancashire and Yorkshire and some other lines, is what is known as the Webb pattern. In this design the axle box is made of cast iron and extends across the full width of the engine. The axle boxes are fitted with bearings in the usual way and the connecting piece between the boxes proper is of an inverted U section, wide enough to span the axle. The axle box works in curved pressed steel guides ^ in. in thick- ness bolted to the main framing of the engine. The box is kept central when on a straight track by two right and left hand coiled springs between the main frames under the axle and within the framing of the guides. The movement is limited to 1 li in. in either direction. The weight on each journal is taken by laminated springs placed above the axle in the usual manner. A pin extends dowTiward from the spring buckle to the top of the axle box; a suitable sliding piece fixed at the end of the pin slides on a flat surface on the top of the box whenever it is deflected in either direc- tion. Another form of radial box much used consists of two axle boxes made of cast iron of ordinary' construction con- nected together transversely by two steel plates disposed on either side of the axle. The radial motion of the arrange- ment is obtained by allowing it to swing about a centre pin suitably placed on the longitudinal centre line of the engine to which it is attached by radius rods formed some- what like a Y'', the extremities of the equal legs being attached to each axle box and the single end being suitably formed for working around the center pin. Strong coiled centering springs are mounted on a transverse piece fitted 425 426 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 between the main framing of the engine and an attachment on the radial box. The axle boxes do not work in the usual horn blocks as the radius rods hold them in position and there is sufficient plav in the radius rod where it is attached to the centre pin to permit of the rise and fall of the axle boxes due to inequalities in the road. The springs are of the laminated type mounted above the boxes and a pin extends from the buckle and bears on a flat plate sliding on the top of each box. The latest practice on the Great Western, Great Central its upper surface spherical and machined all over rests on the cross stretcher casting, a suitable rectangular exten- sion on its lower surface fitting into the rectangular cavity in the stretcher casting. Under the inside cylinders is tbe center casting on which the bogie turns; this center fits inio the intermediate casting just described. In the rectangular cavity of the bogie frame stretcher at each side of the rectan- gular extension on the intermediate casting are disposed coiled compression springs. They hold the bogie central but allow for a limited lateral movement, the turning or Great Central Passenger Tank Locomotive and Great Northern is similar to American practice in the design of two-wheeled trucks, the radial movement being controlled by radius rods working from a fixed centre and the centering being done by swinging links. Where four- wheeled "bogies" or trucks are used, they are, in general, similar to those used for tender engines. The London & North Western standard bogie provides for a circular turn- ing movement round a centre and for a lateral movement, which takes place between curved guides, the control of which is effected, by means of coiled springs. The most circular motion being obtained by means of the center just described. Suitable oil grooves are cut in the working sur- faces and lubricators are provided for supplying oil. This bogie is the kind most favored and is known as the Adams bogie. It is a strong construction and results in a steady running bogie. More recently some designers have made use of the American swinging link arrangement for tak- ing care of the lateral motion, but this arrangement is ex- ceptional. Some engineers employ side bolsters for the bogies, this Tank Locomotive for Passenger Service, Lancashire & Yorkshire usual form of bogie is arranged so that lateral movement between the truck and the center pin take place in a Straight path at right angles to the longitudinal center line of the bogie. The bogie is built up of two side plate frames held by a central casting the upper part of which has a machined surface. This casting is divided trans- versely by a rectangular cavity which extends nearly the full width between the bogie framing. A castmg having practice being much used on the Great Western Railway. The new ''Baltic"' type tank locomotives in service on the Brighton Line have side bolsters fitted to the four-wheeled bogies, A number of noteworthy examples of tank engines of mod- ern design are referred to in the table and illustrations. Some of these engines are quite exceptional, particularly the 4-6-4 locomotives for the London, Brighton & South August, 1917 RAILWAY MECHANICAL ENGINEER 427 00 o c •; 00 : c;iC^\ofc »'^ o u • O ' PJ OJ VO « O ^ c • o M ac \o 4 ^«^ r^i 0) > H O o u o < H E u o 00 Mo' "> S5 0oc^ oc> s ■* .?ci , CMOOOO (M00\O rMves o . ^ o 12; ^00 >o >o l^ n is »J • Q, C -^VOOOCVICO^N JOPO -OVO • O Q Oiii O ^^ O 'T — " 3 •* cj o " <7v C\J 0^ r>. '^ ON •0\ •o .\oooc>««o>c • • O Cn C\ • ^ uT) .-I , « — t^TT^ 5m00«^>O -OfMO •'«VO ^M m ^^ f*: O CM so eg •-* t^ »*; >o m -< CJCM^ VOO\ oo«oe*oooccoo 0\ eg ^ >0 t^ f" o oc c ■»■* ro-^r»3000 • OOO: f*l f*; TT O - ,-io,- - - « ^CNJ N ^- -^ o l/^# ^1 ooc>)tntncs]tnOOOQOQ 0)M — »Ot^ .COO -OvS C) « CN> to NO O "1 1>. 00 M 00 t^ t^CNim^vOioOOoOMo ocgoo^^o . o "* ^< » irv ot ri 0>-« -O •f0OOC>«^>0 vOf -^ TgOOO^O — n -^oo f*5 r^ tx f*5 vo CMrO^ 0CVO_^C T VC OC pg « X I^— '00 •vOCOO"^t^0C t^vo "O . 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The London & North Western uses two types of tank engines for passenger traffic. The 4-4-2 engines are generally similar to the 4-4-0 express engines in use on the line except that the coupled wheels are 6 ft. 3 in. in diameter instead of 6 ft. 9 in. The cylinders are between the frames and have their valve chests on the top, the two cylinders com- plete with steam chests being one casting, which is usual practice in British design. Joy valve motion and semi- balanced flat valves are used, and the crank axle is built up and has a central bearing in accordance with Crewe prac- tice. Four coil springs take the weight on each journal of the coupled axles and laminated springs take the weight on the trailing radial axle box and on the bogie wheels. The vacuum brake apparatus is used, the equipment consisting of a large ejector for creating the vacuum and an air pump for maintaining it while the train is in motion. The engines are doing excellent work in the London. Birmingham and in the Manchester districts. The most recent engines introduced have six coupled wheels, a leading bogie and trailing wheels with radial axle boxes at the trailing end under the bunker. These engines have the first Belpair boilers to be applied by the London & North Western and are also fitted with Schmidt superheaters. In general, they are designed in accordance with modern Crewe practice. The fittings include a mechanical lubricator for the valves and pistons taking its motion from one of the cross heads. The back plate of the boiler is covered ; this is not usual. On the Great Central Railway several classes of tank engines are in use and the latest designs represent very powerful engines. The 4-6-2 engines are used for pas- senger service and the 2-6-4 type are intended for heavy coal traffic, but are fitted with the vacuum brake apparatus and are thus available for passenger traffic if required. The 4-6-2 engine has inside cylinders and 10-in. piston slide valves on the top of the cylinders, which are operated by the ordinary link motion through the medium of rockers. The engine has a Belpair boiler with a 21 -element super- heater of the Robinson type. The lubricating of the valves and pistons is done by a mechanical lubricator driven from one of the cross heads and having eight feeds. The 2-6-4 engines are fitted with boilers which duplicate with those of the large 4-4-0 express engines known as the "Director" class, and the motion is similar to that used on the large 4-6-0 express goods engines recently described. The cylin- ders are between the frames and the piston valves are driven through rockers by the ordinary link motion. The connect- ing rods are milled out to an I section and the big ends are formed by slotting out the end of the rods and fitting in brasses which are held in position by a cap held by two 2^-in. bolts. A steam brake applies blocks to the coupled wheels and two blocks to each of the wheels of the four-wheeled bogie. The brake on the bogie is applied by two steam cylinders, placed one on each side between the wheels. Each cylinder has two pistons and the brakes are applied by admitting steam between them, a suitable spring arrangement being provided for releasing the brake blocks. The Lancashire & Yorkshire, besides using the 2-4-2 en- gines, already mentioned, have in service a number of large 2-6-2 engines, one of which is illustrated. The engines at the time of their introduction were the largest tank engines running in the countr>\ These engines have inside cylin- ders, with their valve chests above. Semi-balance flat valves are used, driven by the Joy valve motion. The leading cou- pled axle is the crank axle and is of the built-up t^pe. The leading and trailing ends are carried by radial axles. The water scoop is operated by a vacuum cylinder ver}' like those used for the brake equipment. Several classes of tank engines are employed on the North Eastern Railway both with two and three cylinders. The 428 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 latest type has three cylinders, and particulars of these will The 4-8-0 engine is for yard work and is similar in the be found in the table of dimensions. The passenger engines arrangement of its motion to the passenger engines except are of the 4-4-4 type. The three cylinders, together with their valve chests, are cast in one piece. The leading axle is the crank axle and the crank pins are 120 deg. apart. Three sets of link motion, the reversing of which is done by a steam gear, operate the piston valves direct, giving outside that the valve for the centre cylinder is driven through a rocking lever, which, as the valves have end admission, necessitates the use of crossed rods. The same arrangement is used on the 4-6-2 engines. In each case the leading coupled axle is the crank axle. For yard work and general Three-Cylinder Tank Locomotive for Passenger Service, North Eastern Railway admission. The valve for the centre cylinder is on the top with its axis inclined downwards to the centre of the crank axle. The valve chests for the outside cylinders are inside the frames at the side of their respective cylinders. The two four-wheel bogies are alike. Each journal is pro- vided with two coil springs taking the weight through cross beams spanning the axle boxes. The leading springs of the service of an intermittent nature three-cylinder engines seem to offer distinct advantages. They are less complicated than four-crank arrangement and the writer favors their more general adoption, either with simple or with compound cylinders. The 0-6-4 engines used by the Midland were introduced to take the place of 0-4-4 locomotives originally used. They Great Western 2-6-2 Passenger Tank Locomotive leading bogie and the trailing springs of the rear bogie are doing excellent work, especially in the Birmingham and are made more resilient than the other bogie springs and it is claimed that this arrangement enables the engine to travel over the road more easily. The engines are fitted with the Westinghouse brake equipment which works the brake on the engine as well as the train. Manchester districts. In the Manchester district they handle trains which load up to 200 tons behind the engine over ruling grades of 1 in 100 to 1 in 130 at 31 miles per hour, including stops. About Birmingham they haul 130-ton trains over grades of 1 in 75 to 1 in 165, at 35 miles per hour, August, 1917 RAILWAY MECHANICAL ENGINEER 429 including stops. The cylinders are between the frames and have flat valves working in chests between the cylinders and operated by the ordinary link gear. A steam brake and steam sanding gear is provided. The wheel splashers and the motion plates are formed from pressed steel, a most unusual practice. On the Great Western several types of tank engines are in use, the most modern of which are illustrated. The 4-4-2 engine is for passenger traffic, as is also the 2-6-2 engine. These engines follow closely the standard practice of the road in all particulars.* The Belpair boiler with tapered barrel will be noticed, also the cast saddle on which rests the smoke box. The 2-8-0 engines are used for heavy coal and other traffic, and so far as the writer is aware, are the only tank engines of their type in Britain. The coupled wheel base is 20 ft. and in order to ease the locomotive when passing around curves, the trailing wheels are allowed one inch side play on each side of the engine. The knuckle joints in the coupling rods are fitted with spherical bear- ings. The greatest development in tank locomotive design has, undoubtedly, taken place on the London, Brighton & South Coast and recent engines are enumerated in the table in the order of their appearance. The 4-4-2 engines were intro- ducd some years ago and showed that still larger engines might be utilized with the result that the 4-6-2 t^^je appeared. on the bogie wheels through the medium of cross beams spanning the axle boxes. Both the front and rear bogies are identical. The cylinders are fitted with a special design of automatic by-pass and air valves. The device consists of two small cylindrical castings, one placed inside and concentric with the other. The inner chamber is fitted with a small piston, the upper side of which bears against the rounded end of the stem of a small disc valve which seats on a port in the main cylinder barrel. The under side of the piston is con- nected by a small pipe to the main steam chests. The outer castings of the two valves required for each cylinder are connected by a suitable pipe and at the bottom of the outer casting is fitted a small disc valve which opens inward and is supported by a light coil spring. On steam being admit- ted to the main steam chests, the small pistons hold the relief valves to their seats. When, however, steam is shut off, these valves fall and thus establish connection between the two ends of the cylinder. Should there be a tendency to form a vacuum, the valve at the bottom of the outer casing allows air to enter freely. The reversing of the engine is effected by a screw and wheel gear. The screw passes through a cylinder supported on trunnions and containing a piston and hollow piston rod engaging with the main screw. Air from the Westing- house brake svstem is admitted to the front side of this Tank Locomotive for Express Passenger Service, London, Brighton & South Coast This differs mainly in the location of the cylinders which were inside in the 4-4-2 engine and outside in the 4-6-2 design ; both have Schmidt superheaters, piston valves and link motion. The 4-6-2 engines have now been followed by 4-6-4 engines, which are the largest engines of their kind in Britain. The present engines have been built at Brighton by L. Billington for working express trains between London and Brighton and London and Portsmouth. The boilers have Belpair fire boxes and Schmidt superheaters of 21 elements. The cylinders are outside and drive on to the second coupled axle. Walschaert valve motion is used, working piston valves in valve chests between the frames. The motion is trans- ferred by means of rocking shafts having a short lever at each end and on the same side of the centre line. The feed water in the tanks is heated by part of the exhaust steam. A VVier feed pump is placed on the left-hand side of the engine in front of the side tank, and a hot water Gresham & Craven injector is mounted on the fire box back plate. Two coil springs to each axle box take the weight on the coupled axles and two coil springs to each axle box take the weight For more details of Great Western practice, see the Railway Mechanical Engineer for November, 1916, page 552, and December, 1916, page 621. piston, so that in moving it forward to raise the connecting links, the driver is assisted by the air pressure. The gear is held in the required position by a clamp on the reversing shaft, also operated by air pressure. A small handle work- ing a three-way cock is mounted in a convenient position near the reversing wheel for controlling the air supply to the reversing cylinder or to the clamping cylinder, as desired. In its central position the cock puts both these cylinders in communication with the atmosphere, in the second position air is admitted to the clamping cylinder to hold the gear and in the third position air is exhausted from the clamp cylinder, thus freeing the gear and at the same time air is admitted to the reversing cylinder to assist in raising the links. The North British and the London & South Western engines, referred to in the table, are not large engines. They are, however, in point of power, representative of many tank, locomotives running on other lines. The London & South Western engine has inside cylinders with valves and motion* similar to the North British engine. It has, however, a built-up crank axle, having the crank webs extended to form balance weights and no balance weights are placed in the wheel centres. This engine is fitted with a feed water 428 RAILWAY MKCilAXICAL ENGINEER \"oL. 91, N\). i^ latest tyjtc lias tlinv cyliiuk-rs. ami particulars of thc.-e will be found in the table of dimensions. The passenger engines are of the 4-4-4 type. The three cylinders, toyethor with their valve ihests, arc cast in one ])iece. The leadinii axle is the crank axle and the crank i)ins are 120 dej^. apart. Three sets of link motion, the reversinc; of which is done i>y a steam L'car. operate the piston valves direct, civinc outside The 4-8-0 engine is fo: yard work and is similar in the, arrani^ement of its motion to the passenger engines exccjH that the valve for the centre cylinder is driven through a rcxking lever, which, as the valves have end admissi;)ii. necessitates the use of crossed rods. The same arrangement is used on the 4-6-2 engines. In each case the leading coupled axle is the crank axle. For yard work and geni \\ Three-Cylinder Tank Locomotive for Passenger Service. North Eastern Railway admi>-i(iii. 1 ln^ valve for the centre (ylinder i> on the top with its a\i> int lined downwards to the centre of the crank axle. The valve i he-its for the outside cylinders are inside the frames at the side of their respective cylinders. The two four-wheel Logics are alike. Kacli journal is pro- vidcfl with two coil >]>rings taking the weiirht through t ro-^- -ervice of an intermittent nature three-cylinder engines seem to offer distinct advantages. They are less comjjlicated th;iii four-crank arrangement and the writer favors their m< of tlie to take the place of (1-4-4 iotomotives originally used. They Great Western 2-6-2 Passenger Tank Locomotive ■•/...■, •• V • « leading liogic and the trailing >pring- of the rear l.otiie are made more re>ilient than the other i)ogie >j»ring> and it is claimed that this arran-jeiiu-nt enables the engine to travel over the road \nurv ea-il\. Ihe eii«4ine> are lated with the VVestinghoU.-ie brake equipment uhieh work* the I«rake on the engine as well as the train . •- are doing excellent work, especially in the Birmingham an'l Mam hester districts. In the Manchester district they handl train-^ which load up to 200 t1 miles per hour. iiH hiding stops. About liirmingham they haul l.>0-ton trains oviT grades of 1 in 75 to 1 in 1()5. at S5 miles per hour. V •- * ft • - . ■**.',* ■•* *■ ■GUST, 1917 RAILWAY M ECU AXIL AL EXGIXEER 4J9 ,i,^ ading stoj)S. The cvlindcrs are Ijctwcen the frames and ha\e flat valves working in chests between the cylinders and operated by the ordinary link gear. A steam brake anil iti- m sanding gear is jirovided. The wheel splashers and till- motion i)lates are formed from pressed steel, a most un :"Ual practice. -^ ■ " f >n the Great Western several types of tank engine- are in use, the nu)St modern of which are illustrated. The 4---2 engine is for jjassenger traffic, as is also the 2-0-2 er-:ine. These engines follow closely the standard practice of tl.r road in all particulars.* The Beli)air boiler with tapered l..;irel will be noticed, also the cast saddle on which re.-^ts till' ."imoke box. The 2-8-0 engines are used for heavy C(jal a!:i other traffic, and so far as the writer is aware, arc ill', only tank engines of their type in Britain. The coupled wljeel base is 20 ft. and in order to case the locomotive v.lun passing around curves, the trailing wheels are allowed oil'.; inch side play on eaeh side of the entrinc. The knuckle jgijtts in the coupling rods are t'ltted with sjjherital bear- ings. ■,.v •,•.■• ■•.-.— ■; The greatest development in tank locomotive design ha?. UTidoubtedly, taken place on the London, Brighton & South Coast and recent engines are enumerated in the table in the order of their appearance. The 4-4-2 engines were intro- ducd some years ago and showed that still larger engines might be utilized with the result that the 4-6-2 typo apjioared. on liie iiotiie wheels through the nwdium of cross beams ?l»anniim the axle boxes. Both the fnont and rear bogies are identical. : . I 11k cxliiukr.- art fitted with a speJiaLtk.-ign of automatic by-jtass and air valves. Ihe device consists of two small cxiindrical castings, one placed inside and concentric with tiie other. Ihe inner chaml>er is fitted with a small piston, tlie upper side of which bears against the rounded end of the stem of a small di>c valve which .H'ats on a port in the main cylinder barrel. The under side of the piston is con- nected by a ."imall pipe to the main steam chests. The outer castings of the two valves RHjuired for each cylinder are connected by a suitalde pipe and at the bottom of the outer ca--ting is fitted a small disc valve which oj»en- inward and is supported by a light coil spring. [On steam being admit- ted to the main steam chests, the Fmall pi.^tons hold the relief Valves to their seats. When, however, steam is shut off, these valves fall and thus estaljlish connecti>es through a cylinder supported on trunnions and containing a piston and hollow piston nxi encairing with the main screw. Air from the Westing- liou-e brake svstem is a the front -iilc ot this T--" ''■'-'^■'a^'^i Tank Locomotive for Express Passenger Service, London, Brighton & South Coast I his differs mainly in the location of the cylinders which vere in.'?ide in the 4-4-2 engine and outside in the 4-6-2 !^si desired. In its central jiosition the C(Kk puts both the>e cylinders in communication with the atmosphere, in the ><.cond position air is admitted to the clamping cylinder to hold the gear and in the third jiosition air is exhausted from the clamj) cvlinder. thus freeing the gear and at the .-anie time air is admitted to the reversing cylinder to assist in raising the links. I' - •. "v- ;■.' The Xortli British and the London & South Westctti engines, referred to in the table, are not large engine*. They are, however, in point of power. rcpTesentative of many tank joeomotives running on other lineSf The London &; South \\\-tern engine has inside cylinders with valves and motion -imilar to the North British engine. It has, however, u built-up crank axle, having the crank webs extended to form balar.ce weights and no balance weights are placed in the wheel centres. This engine is ; fitted with a feed water 430 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 heating arrangement consisting of a number of tubes placed in the side tanks through which is conveyed part of the exhaust steam, the water thus heated is delivered by a duplex steam pump placed under the running board between the trailing coupled axle and the leading bogie wheels. The pump is direct acting, and has two steam cylinders 4^ in. by &1/2 in. and two water cylinders each 3J^ in. by Syi in. The heating surface in the tanks is 234 sq. ft. No injectors are used. It may be mentioned that the subject of feed water heating has received considerable attention in Britain and exhaust steam injectors designed to handle hot water are being used to a considerable extent on many railways with good results. The engine has a steam reversing gear consisting of steam and water cylinders, the latter being used to hold the gear. The table of dimensions is self explanatory, and a study of it will bring out the characteristic features of British tank locomotive proportions. It will be noticed that in most CAR AND LOCOMOTIVE PRICES Figures given by the Interstate Commerce Commission in the appendix to its decision in the Fifteen Per Cent case show increases of from 50 to 150 per cent in the prices of cars and locomotives in 12 months' time. Furthermore, prices have increased about 30 per cent since the first of the year and are still on the upward trend. A year or two ago a freight car cost about $1,000 to $1,500. The Pennsylvania in February paid $3,742 for a 70-ton hopper car and $3,555 for an all-steel box car. The Pennsylvania, according to President Rea, wanted to buy 5,000 coal cars. At $3,742 each the road's reasons for omitting to provide itself with this equipment are apparent. The railroads of this country up to about the first of June were buying locomotives on a large scale, 1,933 engines in the first five months of 1917 as compared with 1,563 in the same period of 1916. They had to pay as high as $60,- CAR AND LOCOMOTIVE PRICES THIS YEAR AND LAST Cari 1916 Road Type Chesapeake & Ohio Hopper .... Chicago, Burlington & Quincy Box Gondola . . . Illinois Central Northern Pacific Refrigerator Gondola . . . 1917 Price $949 808 1,637 1.682 1.SS9 1,042 Date of Order Feb. or July. 1915 March. 1915 (1913) (1913) Pennsylvania Lines East Steel coal Steel box Southern Pacific Tank Gondola ■ Combination baggage and mail. Western Maryland Coal Locomotives — Road Chesapeake & Ohio. Chicago, Burlington Chicago, Indianapoli: Delaware & Hudson Last lots purchased in 1913 1,466 January. 1916 1,500 January, 1916 1,468 March, 1916 1,295 February, 1916 9,786 February. 1916 1.035 October. 1915 1916 Price $1,531 1.540 1,891 2,6Qp 2,475 2.175 3,742 3,555 2,807 1.919 12.319 1.529 Date of Order October, 1916 November, 1916 November, 1916 Illinois Central New York, Chicago & St. Louis Type Weight Price 2-6 6 2 435,000 $31,019 & Quincy Santa Fe 367,850 26.518 Mikado 22.017 i & Louisville Santa Fe 350,000 31,300 Price of i locomotive cent higher. Mikado 278,000 6-wheel switching 170.000 Pacific 278,000 Switching 173,500 January. 1917 January. 1917 February. 1917 February. 1917 February, 1917 February, 1917 March, 1917 October. 1916 1917 Date of Order October, 1915 March, 1915 March, 1915 March, 1916 25 per cent larger Date of Order June, 1916 November. 1916 November. 1916 February. 1915 January, 1915 February. 1916 March. 1916 Norfolk & Western Northern Pacific . . 22.205 12,400 27.818 19.250 1917 locomotives bought under option bought in open market wouJd have cost $3 43,360 Quotation not acc»'pted and none bought. Price $48,139 46,450 42,505 59,000 than former ones is 200 per 41,661 February, 1917 26.756 February, 1917 42.935 February, 1917 23.375 November, 1916 given November, 1916. If 1,750. 77.500 Pennsylvania Lines Fere Marquette . . . Southern Railway Toledo. St. Louis & Union Pacific Western Maryland Mallet 456,000 42,025 Mikado 320,000 27,977 Mikado 320,000 East Mikado 39.000 SanU Fe 320,000 Not shown 8-wheel switching 204,000 Not shown Santa Fe 370,000 $38,400 8-wheeI switching 25.483 Western Consolidation 193,000 19.453 6-wheel switching 156,000 14,913 2-8-8-2 495,000 37,276 (1913) (1913) Jan. or May. 1916 April. 1916 December. 1915 January. 1916 June. 1915 61.200 42.700 61 950 63.000 56,250 38.900 73.850 35.850 24,316 26.780 66.531 January. 1917 January. 1917 April. 1917 February, 1917 April. 1917 April, 1917 May. 1917 May. 1917 March. 1917 October. 1916 Note — The figures in the foregoing table were compiled as follows: The name of the road, the prices given and the type of locomotive or car are given in appendices 3 and 5 of the Interstate Commerce Commission's report in the Fifteen Per Cent Case. The dates of the orders, the weiRhts of tlie locomotives, etc., have been supplied from the records of the Railway Ag^ Gazette. cases cylinders are much larger in proportion to boiler heating surface than is usual practice with tender engines. This is due to the fact that high power is not required to be developed for long periods of time with engines of this type; it is also due in part to the fact that boiler weight has to be kept down owing to the water tanks being carried on the engine framing. The factor of adhesion is also higher in engines of this type than is usual with tender engines. This feature is of value when making rapid starts, which are necessary in local passenger service and in shunting operations. The photographs from which the illustrations have been prepared are all by Mr. F. Moore, Finsbury Circus, Lon- don, E. C. 000 for Mikado or Santa Fe locomotives, $35,000 for eight- wheel switching l(x:omotives and $25,000 for six-wheel switching locomotives. The Norfolk & Western had a chance in May to buy some big Mallet locomotives; but the price asked was too much. The road is now building the loco- motives in its own shops. Two other roads are reported to have paid over $100,000 for Mallet locomotives. The table shows concrete examples of the increase in prices. Shortage of Shipping in Australia. — During the year ending June 30, 1916, there was a falling off of 83,000 tons of freight on the railways of Western Australia, owing to one million bags of wheat having had to remain stacked in the country districts, owing to the scarcity of shipping. D. & R. G. Santa Fe Type Locomotives Heaviest Non-Articulated Locomotives Ever Built; a New Design of an Automatic Drifting Valve is Used ABOUT six months ago the Denver & Rio Grande re- ceived from the American Locomotive Company ten locomotives of the 2-10-2 type which weigh 428,500 11). and have a tractive effort of 81,200 lb. Of these, five are being used between Denver and Salida, Col., on through freight trains and five are being used between Minturn and lennessee Pass, Col., which is at the top of the grade be- tween Minturn and Malta, as helpers. There are many heavy grades and sharp curves. On the line between Denver and Salida the maximum grade is 1.42 per cent with 6-deg. curves, not compensated, and at one point there is a 12-deg. 30-min. curve. Between Minturn and Tennessee Pass the maximum grade is 3 per cent and the westbound track has a maximum curvature of 1 6-deg. Since the rigid wheel base of these locomotives is only 16 ft. 6 in., no difficulty is experienced in operating on these sharp curves. These locomotives were not designed for helper service, the Mal- let type being regularly used for that purpose. Owing to tlie demands of traffic it was found necessary to use a larger number of helper locomotives and the 2-10-2 type was chosen as best fitted for the work. In the district between Denver and Salida the traffic Ef|uivalent heating sur- face ;.36_' sq. ft. 3.036 sq. ft. 6.622 sq. ft. Grate area 8« sq. ft. 49 sq. ft. 80 sq. ft. In order to make it possible for these locomotives to take 1 6-deg. curves without trouble, the tires on the first, the main and the last pairs of drivers were set 53 yi in. apart. On the second and fourth pairs, the tires are set 53^ in. apart. Lateral flexibility in the driving wheel base is se- cured by the use of the Woodward floating front driving axle. The front truck has 6 3^ -in. swing either side of the center and the trailing truck 4>4 in. The boiler has been carefully designed to secure high capacity. It is of the conical type, being 96 in. in diameter at the first ring. .\n auxiliary dome is provided to carry the safety valves and the whistle. The firebox is fitted with a combustion chamber 50 in. long and has a Security brick arch. The locomotives have Schmidt superheaters and are fired by Street stokers. There are two blow-off cocks on each side of the firebox and one is placed in the front course of the boiler. The frames are of cast steel, with a top rail 6 in. by 7 in. increasing to 6 in. by 9 in. over the driving boxes. The front frame rails are 6 in. bv 13 in. The Commonwealth The Heaviest Non- Articulated Locomotive v'n the World — Denver & Rio Grande amounts to approximately 80,000,000 ton-miles per month. About 25 locomotives are required to handle this tonnage. In January, 1917, when the consolidation type was being used, the gross tons of freight per locomotive-mile in this district averaged 942, In March, with five of the 2-10-2 type locomotives in service, the average tonnage was 1,068, an increase of 13.4 per cent. While the traffic increased 1.2 per cent as compared with January, 1917, the train- miles decreased 7 per cent and the locomotive-miles de- creased 11 per cent. A tabular comparison of these locomotives with the Con- solidation and Mallet types, which are used in the same dis- trict, is given below: 2-10-2 Type ThrouRh Freight Service and Helper Tractive effort 81,200 1b. ^eiRht in working order. 428,500 lb. WeiRht on drivers 337,500 lb. WeiRht of engine and tender 624.900 lb. Wheel base, driving 22 ft. 6 in. Wheel base, rigid 16 ft. 6 in. Wheel base, engine and tender 76 ft. 914 in. Cylinders 31 in. by 32 in. Driving wheel diameter.. 63 in. i'Oiler, working pressure. 195 lb. per sq. in. Heating surface, total... 5,369 sq. ft. Superheater heating sur- face 1,329 sq. ft. 2-8-0 Through Freight 44,000 lb. 220,400 lb. 194.100 lb. 378.100 lb. 15 ft. 8 in. IS ft. 8 in. 59 ft. SVi in. 23 in. by 28 in. 57 in. 200 lb. per sq. in. 3,036 sq. ft. 2-8-8-2 Helper 95,000 lb. 458.000 lb. 394.000 lb. 629,200 lb. 40 ft. 8 14 in. 15 ft. in. 91 ft. 3V4 in. 26 in. and 40 in. by 32 in. 57 in. 200 lb. per sq. in. 5,125 sq, ft 998 sq. ft. locomotive cradle is used. They have bushings of Hunt- Spiller gun iron, and the pistons are fitted with bull rings of the same material. The piston valves are 16 in. in diameter. A new device which has been applied to these locomo- tives is the Vincent drifting valve. This consists of a valve attached on the end of the main valve stem and working in a chamber extending out from the valve head. This cham- ber is connected to the boiler through an automatic shut- off valve. It is connected to the steam pipe through a check valve. The operation of the drifting valve is as follows: When the main throttle is opened, superheated steam from the header passes through the pipe shown in the drawing at T to the differential valve B and closes it against the boiler pressure. When the main throttle is closed, saturated steam from the boiler is admitted through the valve A to the differ- ential valve B, and thence through a 1^4 -in. pipe C to the drifting valve connection D or E. It then passes into chaml^er F, through ports G into chamber H, and through ports K into chamber L or M according to the position of the valve 7. When the position of the valve / is reversed, steam exhausts through the ports K and N, or P, into the cham- ber Q, and thence through the pipe R into the main steam pipe and steam chest. A check valve 5 prevents steam from 431 432 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 Sn-^ ^' 7Sf- ^ > E o o & >« IL (0 k O o E « > c Q ■o c m m > August, 1917 RAILWAY MECHANICAL ENGINEER 433 the main steam pipe entering the pipe R. Drain pipes are provided at the bottom of the chambers L and M. The tires on all wheels of these locomotives are flanged. The axles are of carbon vanadium steel, the main axle hav- ing' bearings 13 in. in diameter and 22 in. long, while the front bearings are 11 in. by 19 in. and all others 11 in. by 13 in. The main crank pins have 95^-in. by 10-in. bear- ings for the main rods and 10^-in. by 5^-in. bearings for The principal dimensions and ratios of these locomotives are as follows: General Data Gage 4 ft. 8Vi in. Service Freight Fuel Bit. coal Tractive effort 81,200 lb. Weight in working order 428,500 lb. Weight on drivers .^.■.., 337,500 lb. Weight on leading truck -[•. 31,000 lb. Weight on trailing truck ....'. 60,000 lb. Weight of engine and tender in working order 624.900 |b. Wheel base, driving 22 ft. 6 in. Wheel base, total 41 ft. 5 in. Wheel base, engine and tender 76 ft. 9J4 in. Ratios Weight on drivers 4- tractive effort 4.16 Total weight -^ tractive effort 5.28 Tractive effort X diam. drivers -i- equivalent heating surface* 694.9 Equivalent heating surface* -=- grate area 83.66 Firebox heatitig surface -i- equivalent heating surface,* per cent 5.00 Weight on drivers -f- equivalent heating surface* 45.84 Total weight -f- equivalent beating surface* 58.20 Voliime both cylinders 27.95 cu. ft. Equivalent heating surface* -— vol. cylinders 263.4 Grate area -~ vol. cylinders 3.15 Kind Diameter and stroke. Cylinders Simple .31 in. by 22 in. foliflfnfahr Arrangement of Piping, Vincent Drifting Valve the side rods. The crank pins, side rods and piston rods are of Nikrome steel. The valve motion is of the Baker type controlled by the American Locomotive Company's power reversing gear. The brake equipment is the Westinghouse E T, with two 8^-in. air compressors. Two 14-in. by 12-in. brake cylin- ders attached to the frames behind the cylinders are pro- vided for the first three pairs of drivers. The fulcrums for these cylinders are attached to the frames beneath the cylin- I'ahes Kind Piston Diameter 16 in. Greatest travel 6^ in. Outside lap l in. Inside clearance in. Lead in full gear 3/16 in. Wheels Driving, diameter over tires 63 in. Driving, thickness of tires 3 J4 in. Driving journals, main, diameter and length 13 in. by 22 in. Driving journals, front, diameter and length 11 in. by 19 in. Driving journals, others, diameter and length 11 in. by 13 in. Engine truck wheels, diameter 33 in. Engine truck, journals J in. by 12 in. Trailing truck wheels, diameter 42 in. Trailing truck, journals 9 in. by 16 in. Boiler Style Conical Working pressure 1 95 lb. per sq. in- Outside diameter of first ring 96 in. Firebox, length and width 132 in. by 9654 in. Firebox, water space Front. 7 in.; sides and back. 6 in. Tubes, number and outside diameter 252 — 2 % in. Flues, number and outside diameter 48 — SJi in. Tubes and flues, length 23 ft. in. Heating surface, tubes and flue? 5,001 sq. ft. Heating surface, firebox 368 sq. ft.tl Heating surface, total 6,369 sq. ft. ^^..^ — !'■ ^- ' .^ '''■''- ^ ' ' • ^ .""x^^ -^^5=- V. I > I 1 1 1 »^^^ >'»V. 01 -^. — —5 — r — - ^^77 — — /-— ' \ - - ^ Li ^^^Ik' Pipe Tap ^ 1^ [j_. jj H '___J_.._^^/f__ll _"_J Details of the Vincent Drifting Valve for the D. & R. G. Locomotives der saddles. The two rear pairs of drivers are braked by two 12-in. by 10-in, cylinders. The tender trucks are pro- vided with clasp brakes. Among the specialties applied to these locomotives are the Chambers throttle, Nathan non-lifting injectors, Wood- ward engine trucks. Cole trailing truck, Chicago flange lubricator and Economy radial buffer. The tenders are equipped with Miner friction draft gear, Barber side bear- ings and lateral rollers, the Lindstrom syphon tank valves and Davis cast steel wheels. Superheater heating surface 1 ,329 sq. ft. Equivalent heating surface* 7,362 sq ft! Grate area gs sq." ft Tender Tank Vanderbilt f "me Cast steel ,^.eight 196,400 lb. VV heels, diameter 33 ;„_ Journals, diameter and length ^'vn by' 11 in' Water capacity 10,000 gal! Coal capacity 21 tons * Equivalent heating surface = total evaporative heating surface + l.S times the superheating surface. t Includes arch tube heating surface. X Includes combustion chcmber heating surface. Rock Island Fuel Department Reports to Chief Operating Officer; Controls the Purchase, Distribution and Consumption of All Fuel THE fuel department of the Chicago, Rock Island & Pacific is unique in that the purchase of the fuel, its distribution, method of handling, and its con- sumption are in the hands of the mining and fuel depart- ment, the manager of which reports direct to the chief operat- ing officer of the road. This brings under one head all questions pertaining to fuel and presents an opportunity for the obtaining of a true fuel economy, cost and consump- tion considered. ORGANIZATION The officers of this department rank as general officers and deal directly with the superintendents of the various divisions. Each superintendent is held responsible to this department for the proper handling and use of fuel. The manager of this department has the following assistants: 1. General superintendents of mines, who look after the operation of the company's coal mines. 2. A superintendent of fuel, who looks after the purchase of fuel, its distribution and handling. 3. A superintendent of feel economy, who looks after the fuel economy work. This article deals more particularly with the fuel pur- chased and no reference to the mining organization is there- fore made. To the superintendent of fuel report five inspectors who look after the preparation of coal and oil, and weights there- of; and the coal chute supervisor and his two inspectors, who look after the handling of coal at fuel stations. To the superintendent of fuel economy report the engineer of fuel economy, who has a staff of six assistant engineers, and the inspector of stationary boiler plants. Instructions regarding the use of fuel in locomotive serv- ice and at stationary plants emanate from the office of the mining and fuel department. They are sent to the division superintendents for distribution to the assistant engineers of fuel economy, the road foremen of equipment, Stationary plant engineers, or whoever is affected by them. All ques- tions which arise on the road concerning fuel are submitted through the various division superintendents to the Mining and Fuel Department. The duties of the superintendent of fuel are the negotia- tion of contracts and the purchase of fuel, including coal for locomotives and stationary plants, coke, and oil, and such other special fuels as may be required. His staff looks after the inspection of the fuel, the checkweighing of cars, including surprise checkweighing tests to eliminate careless- ness, deliberate or otherwise, one the part of the mine weigh- master. The fuel inspectors advise the main office regular- ly as to labor matters and any unusual conditions existing at the mines which may in any way interfere with the prompt delivery of coal. Fuel inspectors also send in samples of coal from the various mines for laboratory test, so that from the information available the most suitable coals can always be selected for the respective requirements. The duties of the coal chute super\'isor are to look after the cost of handling fuel and the operations of the 157 chutes on the system. With his two inspectors he sees that the fuel is handled at the lowest possible cost, and where necessary he recommends changes which will reduce the cost, co- operating witli the superintendents on their respective divi- sions. The duties of the superintendent of fuel economy and his six assistants are to look after the economical use of fuel on locomotives, which consists in the instruction of the engine crews in the best method of firing and the supervision of the condition of locomotives as far as they affect the con- sumption of fuel. This includes the inspection of engines at terminals to the extent that the boilers are properly cleaned inside and outside; that the required size of no/zle is maintained; that all packings are in a condition for Lest operation. The fuel economy staff also holds general meetings at the larger centers, where by moving pictures and lantern slides the essential features of fuel economy are vividly brought to the attention of the men using the coal. These instruc- tions include the prevention of obnoxious smoke and other features which are essential to the best results. The duties of the supervisor of stationary plants are to look after the fuel consumption of the stationary plants and to generally supervise the steam generating plants used for the operation of shops, pumps and for heating. He sees that the boilers are fired in the proper manner and that boilers, steam and air pipes are maintained to prevent leaks which cause an increase in fuel consumption. The entire staff co-operates in any method which may bring about the most economical results, and while certain assignments of duties are made, there is a general inter- change of work on matters which bring about final results; in traveling over the system ever)' employee is required constantly to keep fuel economy before him. The coal inspec- tors traveling from one mine to the other are required to travel on locomotives in order to note that tanks are not overloaded at fuel stations, which is the particular duty of the coal chute inspectors; in like manner the coal chute supervisors at terminals check the movement of coal cars, loaded and empty. DISTRIBUTION The Rock Island uses coal from approximately 70 coal mines. The most economical grade of coal is determined for each point on the system and daily schedules of de- livery are drawn up each week in the general office, and the amount of coal to be delivered during the coming week is determined from the previous week's consumption. A coal report is made up in the office of each superintendent daily, the day ending at 6 p. m. ; this is wired to the general office before 3 a. m. the next morning. The information con- veyed in this report is as follows: Amount of coal in pockets at the coaling stations and on the chutes in cars; number of cars not placed at the chutes; amount of coal used at each station during the preceding 24 hours; number of carS in transit for this and other divisions and to what stations consigned; number of loaded cars with company coal wait- ing for train, including the stations at which the cars are held and to what station they are consigned; amount of coal received from each individual mine and from junction points; amount of company coal in cars billed from the mines and junction points and to what Stations it is con- signed; number of cars of company coal loaded at the local mines; number of empty cars delivered to the local mine^ for company ccal; number of cars of company coal received from local junction points with other roads and the num- Ijer of empty cars delivered to those points; amount of stor- age coal loaded or unloaded; together with the amount on the ground at the various stations; amount of fuel oil on hand in storage tanks and in cars, and the number in transit at each station. Also the number of gallons of fuel oil con- sumed during the preceding 24 hours. 434 August, 1917 RAILWAY MECHANICAL ENGINEER 435 This report gives the general office complete information regarding the amount of coal on hand at each station, shows the location of the cars in transit to other divisions and shows whether or not the mines are keeping up with their dailv schedule of output. Under normal conditions, about 1000 cars are required to keep the stations supplied, and this represents about 4^ ■ ^ — — ■■■■■ M-l — ■■ ^ ■ individual performance record, which will be prepared in the office of each division superintendent immediately at the end of each run. The information as to the consumption of coal will be obtained from a slip made out by the en- gineers showing the amount of coal used on each trip. This fuel consumption slip is a part of the time check and will be handed in at the superintendent's office with the time slip so that the information will be promptly available and enable the immediate compilation of the performance of each engine. This method will obviate the necessity for coal tickets which are now used but from which no satisfactory reports can be compiled. RESULTS Tb.is organization has been in operation for about a year, and while this period is entirely too short to determine the full possibilities, it may nevertheless be of interest to point to the following comparisons: For the year ended June 30, 1915, the amount expended for coal for all uses amounted to $7,168,378.41, and for the year ended June 30, 1916, the corresponding amount was $6,762,430.88, or a difference of $405,947.53. This saving was made with an increase in 1000 ton-miles in freight serv- ice of 913,866. This indicates a saving of $826,802.56. In other words, had as much work been done in 1915 as was done in 1916, the fuel bill for 1915 would have been 12.2 per cent greater than it was during the year 1916. It is safe to anticipate that the increased cost of coal due to higher wages calls for intensified work in the direction of fuel economy and that the use of improved mechanical ap- pliances and better firing methods will result in a decided reduction in the quantities consumed, a situation most neces- sary in view of the rapidly climbing cost of coal. Chart Showing the Fuel Performance of an Individual Division entire system. These statements are furnished in the shape of graphic charts and in tabulated figures as well. The en- gine crews are fully informed that these tables do not re- flect conditions entirely within the control of the manage- ment. There are certain factors, such as the quality of coal available, type and size of engine used, grade conditions, and density, direction and distribution of traffic, which all have an important bearing on coal consumption, but inas- much as some of these conditions are more or less permanent, any change of conditions is readily observed by the up or down grade lines on the graphic charts, and considerable competition has been developed in this direction. It is contemplated in the very near future to adopt an METHOD OF INCREASING AIR CAPACITY ON DOUBLE HEADED TRAINS BY E. F. GIVIN Nf echanical Engineer, Pittsburg, Shawmut ft Northern Double heading freight trains has made great reducticms in the cost of operation per ton-mile, but at the same time has produced annoying delays, pump failures and breaks- in-two that in many cases can be traced directly to a too small air compressing plant in connection with the desire of the engineman to get over the road in the required time. With the increase in the number of cars in a train, is a corre- sponding increase in the train line leakage, a large percent- age of which cannot be stopped by the train crew. Inas- much as it is impracticable for both engineers on the locomo- tives to operate their brakes simultaneously, the air com- pressing plant of the leading locomotive must take care of the train, including the leakage, as best it can, while the compressing plant of the second locomotive is idle. On the Pittsburg, Shawmut & Northern the large freight locomotives are equipped with either one No. 5 or two No. 6 New York air compressors, the main reservoirs having a capacity of from 50,000 to 70,000 cu. in. Theoretically this is sufficient to take care of an 80-car train and when on account of the extreme traffic conditions, it was attempted to double head trains, no excessive trouble was anticipated. It soon developed, however, that the capacity of the leading locomotive was not sufficient to produce the proper results and a prolonged car shortage has exaggerated these troubles. It became necessary to devi.se some means to allay, at least, part of the difficulty. To get the trains out of the yards at terminals it was necessary for the second locomotive to be cut in to assist in charging the train, but this led to vari- ous abuses by scMne venturesome engineers w^hich were dan- gerous, and it was necessary to abandon the practice. This made it necessary to either apply more air ccwn- pressors and reservoirs to the locomotives or to devise some 436 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 means by which the capacity of the second locomotive could be utilized. The plan developed was the application of a main reservoir line to each locomotive by which the pumps and main reservoirs of each locomotive could be coupled together, thus increasing the capacity directly in proportion to the number of locomotives coupled. Increasing the pump and main reser\-oir capacity was not feasible because: First. — The first cost was prohibitive when considering that the main reservoir line could be applied to each loco- motive for about $25. Second. — The design of the locomotives would not permit increasing the air producing plant and storage without seri- ously interfering with other apparatus and materially dis- commoding the making of running repairs to the locomotive. Third. — To apply a second No. 5 pump to the locomo- tives having only one No. 5 pump would immediately pro- duce trouble as the enginemen would show a preference for these locomotives. Fourth. — As none of the freight locomotives have super- heaters it appears to be inviting steam failures to increase the steam consumption by applying another pump, especially on locomotives that were not free steamers. Fifth. — The air compressing plant on the second locomo- tive would still be idle. The application of a main reservoir line appeared to pre- sent one very serious difficulty — the loosing of the main reservoir pressure should a hose burst. But investigation shows that this is more of a prejudice than an actual danger, as many passenger trains are operating with a 110 lb. train line pressure with the M. C. B. standard air hose between Secone/ Loeomofiye rhin neseryoir Sixth. — Should the compressor fail on the leading locomo- tive it prevents having to change the second locomotive to the lead. The lead engineman has the use of the com- pressors on the second and any other locomotives coupled in on the head end of the train just the same as though they were on his own locomotive. Seventh. — It gives the engineman much more confidence in his ability to handle the train successfully and increases his efficiency accordingly. The method of piping followed in using this main reser\^oir line is shown in the illustration, a 1/4 -in. pipe being used. These lines are tapped into the main reservoir and extend to the forward end of the locomotive and to the rear of the tender on the left side. The air hose and angle cocks of these lines are painted red to indicate that they carry main reservoir pressure and to prevent the accidental coupling of them to the train line. The special instructions issued by the road to those hand- ling the locomotives equipped with the main reservoir line, cover the handling of the angle cocks when the engine is and is not being used with other locomotives. The men are cautioned against tampering with the governors, thus in- creasing the main reservoir pressure and particular atten- tion is called to the necessity of frequently examining the main reservoir line hose for leaks or signs of distress, in order to prevent any failure in service. The instructions for coupling up the main reservoir line are as follows: "When the main reservoir line hose have been coupled, the main reservoir pressure on both the lead and second locomotives must register the same before the angle cocks of •y^^ Pump /^ Main Reservoir Line fbinfed Red \ Engineers ' kb/ire Head Locomoflire Hain Reservoir "T*. S^ndard ^irHose Main Reservoir Connechon Beftreen Locomofires ^^ iocomofive and Tender Connection Main Reservoir Piping Diagram for IVIain Reservoir Line the cars. The M. C. B. standard air hose specifications re- quire a 500 lb. hydraulic test pressure for a certain length of time without developing leaks or defects which convinced us that there was little likelihood of a failure from this source, although it was guarded against in the instructions as shown further on. As a matter of information we use the New York B3 HP locomotive equipment with the inde- pendent straight air valve and carry 90 or 110 lb. main reservoir pressure. The source of loosing the main reservoir pressure due to breaking off a pipe has always been present on a locomotive and has frequently occurred without any serious results, especially on locomotives with large pumps and main reservoir capacity. The advantageous features developing from the use of the main reservoir line are as follows: First. — Increasing the pump and main reservoir capacity in proportion to the number of locomotives added to the head end of the train. Second. — It cut the time of charging trains at terminals or on the road in the same proportion. Third. — It decreases the tendency of the brakes to drag and practically prevents breaks-in-two from the brakes not releasing promptly on the rear end. Fourth. — It divides the service of the compressors cutting down the chances for compressor failures and decreases the wear and tear on the compressors. Fifth. — It equalizes the steam consumption of the com- pressors tending to help a poor steaming locomotive. the main reservoir line are opened between the locomotives. In other words, the main reservoir line pressure on both locomotives must be either zero, 90 lb., or 100 lb., and not zero on one locomotive and 90 lb. on the other; or 90 lb. on one locomotive and 110 lb. on the other. "After the main reservoir line pressure on both locomo- tives register alike, one main reservoir line angle cock must be opened slowly to charge the air hose between the locomo- tives to main reservoir pressure and to prevent rupturing the hose; then the other angle cock opened. "Before the main reservoir line is coupled up, the angle cock cutting out the brake valve on the second locomotive must be closed to prevent the second locomotive feeding the train line. The train line will be supplied and reduced by the engineman on the lead locomotive exclusively." The instructions covering the tests to be made on the main reser\'oir line are as follows: "At shops or other points where the air on locomotives is tested, the main reservoir and train lines of two or more locomotives should be coupled up and each locomotive tested separately by cutting out the engineman's brake valve on all the locomotives except the locomotive under test. The test should be made the same as if a single locomotive were be- ing tested, but care should be exercised to observe that the brakes apply and release correctly, and that all the pumps are operating properly without shutting down before the proper main reservoir pressure is reached and maintained on all the locomotives." 6A DEPAIQMC ii J fiyr STRENGTHENING WOODEN FURNITURE CARS In the strengthening and rebuilding of wooden furniture cars the Illinois Central has developed some interesting meth- ods that have served their purpose admirably. The cars Fig. 1 — Distorted Running Board Due to Weakened Construction were more or less old and range in outside length from 40 ft. 10^ in. to 50 ft. 10^ in. Being of wooden construction and of considerable length for such cars it was found that the severe service to which freight cars are now subjected distorted them to the condition shown in Fig. 1. The cars being in otherwise good condition, a well developed plan of reinforcement was adopted. The underfrarae was strengthened by the addition of two 8-in., 21^-lb. channel draft sills, with a j4-in- cover plate, extending for the full length of the cars. These sills were applied between the existing wooden center sills as shown in Fig. 2. The body bolsters and all other parts of the old equipment were retained. The needle beams were reinforced by 2 5^ -in. by 2^-in. by ^-in. angles applied at the tq), directly below the sills. In addition to this, diagonal braces were applied in the form of angles which extend from the ends of the needle beams back to the draft sills at the body bolsters. The floor was also strengthened by using 2J^4-in. flooring instead of 1^-in. The sides and ends were strengthened by replacing the side posts with other posts 1 ^ in. thicker. This necessitated bringing the posts outside the sheathing and this was done by rabbetting the post for Yi in. on each side from the out- side for the siding. This is clearly shown in section Y-Y in the end view shown in Fig. 3. This was supplemented by the addition of a ^-in. tie rod at each post extending through the sills and plates. The ends were reinforced fur- ther by diagonal strap braces 3 in. by y% in., extending from Secfion of Bols^r * — y i— 1- ^^i'__^..#__J ' B \ A \ Chti of Car. CarNos S€cfion af Botsftr. Cars 29001- Z9I0O and Z9I0I-Z93OO. I n X nfj T a "J' I I I ^ '*'■ "* \ lZ%9'zi'^30T.-4l'Fur \ Z900l-i9IOO SecHon af Needte Beam. \i3i\9'4X\,30T-4i'Fur\l9ioi-i930o\ Secfion af Needle Beam. - •30T-4S'fi/r\z820/-3»499\ Cars ZS20I- 26*99 4^ -Ti»r- - - -^ -r ^^g^:E^ ^ !L ^ J■J ■ m^{>J^Jr-■^H4-■ifag-^-J^"-^^^^ Bolsters on Pr,sen}Cari , ,, , .. BolstenonfresenfOirs !P.^J1PL"fpin?d ^IOjjenjlhOi>erSiJls_ ^ ^ ^LliJ^J^SfLPjUCjil!^ ^^ f^l"J?2P*^. u ^— / 3a'i/)'/«»^^^ /)./«#- /0«H«#-^»^ Al' 4,1" I Mntr»^ n^*r r^i^mr PI^Hm \ /^# _38'j0^lengffi OrtrQ>rtr^nqfe_ _jn'iyj:tr>3fhOnr(^rerJMl I ^ \i' -.fH'—— --+-/-rr ii'o'—^ ^—aV- — — ^—a'o- — -m. iz'9%'- --j -^^ Phte f'' r4 ^ £i y.lt— ^>/i-l-__.4— -- 3o'4- --.3'7i- ---^- — Av ^r; .4z'3k- *. *- 47 Oi'- Under frame ffe/'nfortemenf. Arrangemenf for 41 ff. Fumifure Cam. Underframe Reinforcement Arrartgemenf for4Sff. fvmifure Cart. Car Nos. 29001-29100 and 29101-29300. Car Hot. 28201- 26499. Fig. 2 — Underframe Reinforcement for Long Wooden Furniture Cart I 437 438 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 the side plates to the end sills; by ^-in. tie rods at the belt rails and end plates; by ^-in. strap bolts extending from the corner posts to the first side posts; by angle plates at the belt rails, and by the addition of 1^-in. sheathing to /A i — ti ^ u ! — r I I -%Sfn7p Bo/fs-^ fc Imn Brace- "■«'' rSidtSills-Jia ^>J H s'sfOi^rS/dtSi/ls—Za ^>^ .^'sk-^^^^^-Ai S^Hon Y-Y. End Brace Fbsfen'mg tv Comer Ang/e. Ffg. 3 — End Elevation of Reinforced Furniture Cars the regular inside sheathing up to the loading height. These reinforcements are all clearly shown in Fig. 3. The roof was strengthened by the addition of 23/2-in. by ^-in. diagonal strap braces extending from the corner posts to side plate as shown in Fig. 5. These braces are bolted Fig. 4 — Remodeled Furniture Car for the Illinois Central to the carlines. The carlines are reinforced by 2^-in. by lYi-m. by ^-in. angles which are bolted to the purlines. A double board roof is used with plastic roofing between. The first layer of boards is laid flush with the side plate. The plastic roofing is then applied and allowed to extend over on to the side of the side plate. The facia is thea applied, this fastening the plastic roofing to the side plate. k 6-in. strip of galvanized iron is laid on top of the plastic roofing extending down for 2 in. over the facia and on top of this the top roof boards are placed. This method of reinforcement has been applied to a large Fig. 5 — Interior View of Strengthened Furniture Car Showing the Roof Bracing number of cars and has been found to be entirely success- ful. The cars are well able to meet the present day operat- ing conditions and their life has been materially lengthened. An illustration of the finished car is shown in Fig. 4. BRAKE CYLINDER PRESSURE REG- ULATOR In order to have some measure of relief from the evils at- tendant upon the use of the single-shoe brake, pending the accumulation of the funds required to meet the sometimes very great expense of remodeling trucks to provide for a suitable clasp brake rigging, a device has been designed which makes the auxiliary reservoir volume a function of the piston travel. The brake application starts with an auxiliar>- of verj- much reduced size, which keeps down the brake cylinder pressures for light brake pipe reductions. The continued outward movement of the brake piston cuts in, at predetermined points, additional auxiliary volumes, finally giving full service pressure when the proper brake pipe re- duction has been made. This greater flexibility of brake oper- ation than the clasp brake, but, of course, all the troubles and losses due to dragging brake shoes remain. This new device also arranges for the use of the first small auxiliar>' reservoir for all reapplications of the brake after a partial release, thereljy cutting down the build-up in pressure on that re- tained in the cylinder and making smooth handling of long trains at low speeds much more certain. Women Workers in England. — A sidelight on the em- ployment of women in Great Britain is indicated in the report of the Employment E.\change for 1916. The registration, presumably for those desiring positions, showed an increase of 55.9 per cent in the number of women in that year com- pared with the number in 1915. The decrease for men was 18.7 per cent. There was an increase for boys of 23.8 per cent and for girls of 8.3 per cent. — Iron Age. •From a Paper by Walter V. Turner before the Franklin Institute.^ French Box Cars Built in America Description of 24,800-lb. Capacity Box Cars Built for Du Nord and Paris, Lyons & Mediterranean ON account of the war a large amount of railway equip- ment has been built in America. The freight cars built for the French railways have many interest- ing features in their construction. There were 4,000 built for the Paris, Lyons & Mediterranean and 1,300 for the Chemin de Fere du Nord. These cars were built by the National Steel Car Company, Ltd., Hamilton, Ontario. p. L. & M. FREIGHT CARS The cars built for the Paris, Lyons & Mediterranean were standard equipment, being well adapted to general service. They are sufficiently well ventilated for hauling cattle, horses or men and are equally as well equipped for hauling loose or sacked grains, baled hay, munitions and almost any other kind of miscellaneous military' equipment. They are shown extend between the pedestal sills and to which they are con- nected by rolled steel angle connections and top gusset plates of flat steel. Underneath these gussets and riveted to them and to the cross sills and the pedestal sills, are cast steel brackets for the suspension spring. The draft sills, or draft gear guides consist of four 2}i- in. by 2;?^8-in. by 5/16-in. rolled steel angles at each end of the car extending between and passing to the end sill and cross sill nearest the end of the car. The top draft sills are riveted permanently to the end and cross sills, but the bot- tom ones are bolted in place and can be taken down for the removal of the draft gear. Between the draft sills at each end of the car is a steel casting, the back end of which is bolted to the cross sill and serves as a stop for the draft spring when the buffers are under compression. A single Fig. 1 — Box Cars Built for the Paris, Lyons & Mediterranean With Brakeman's Box or Guerlte in Figs. 1 and 2. The principal dimensions of these cars are as follows: Cage 4 ft. Syi in. Length over end sills 23 ft. 9^ in. Wheel base 12 ft. 3^ in. Length inside .23 ft. 714 in. Height from rail to top of floor 4 ft. ^ in. Height from rail over body roof 12 ft. 2'A in. Height from rail over guerite roof 13 ft. 914 in. Width of car body inside 8 ft. 7 'A in. Width over floor at door opening 9 ft. lli in. VVidth of door opening S ft. 6^ in. Approximate weight of car 24.500 lb. Underframe. — The underframe of these cars is of all-steel construction, all sills being made of rolled steel shape. The pedestals for the wheels are sheared from steel plate 23/32 in. thick. These are riveted directly to the pedestal sills. These sills are 10 in., 21.8 lb. rolled steel ship channels, ex- lending the full length of the car between end sills to which ihey are connected by rolled steel angle corner connections and top and bottom cover plates. The end sills are of the >ame rolled section as the pedestal sills and extend across the car past the pedestal sills to the side sill line, where they sup- port the side sills and corner posts. There are four cross sills per car, of 7-in., 12.25-lb. rolled steel channels which 7-in., 15-lb. rolled steel I-beam forms the center sill and ex- tends between the cross sills through the three intermediate spaces. They are connected to the cross sills by rolled steel angle connections and flat plate top gussets. On the center and draft sills and extending the full length of the under- frame is bolted an oak nailing strip for the floor. One large semi-elliptic spring extends almost entirely across the underframe at each end and ser\'es both for the buffers and draft gear. These springs are supported by and slide between the draft sills, and the center spring band is a drop forging with a jaw at the front in which the forged draw hook anchors or pivots. Heavy forged buffers of the mushroom type are mounted in cast steel guides near each end of the end sills and their long forged stems extend through the end sills and cast steel inner guide and termin- ate in cast iron brackets fitting over the ends of tlie draft springs. When the draw hooks are pulled forward the in- ner guides for buffer stems act as stops for the ends of the springs; and when the buffers are compressed, the steel cast- ings mentioned above act as stops behind centers of springs. The side sills from the door opening to the ends of the car are of 3 V4-in. by 2-in. by 5/16-in. rolled steel angles and 439 440 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 8 those across the door openings are of the same section with Running Gear. — Two thousand cars are equipped with short legs sheared to 1^^ inches. The side sills are sup- solid forged steel wheels, 40 9/16 inches in diameter, and ported at the ends by the end sills to which they are riveted two thousand with steel-tired wheels, having cast steel cen- Fig. 2 — View of the P. L. & M. Box Car, Showing Dropdoors in the Sides Open and at intermediate points by braces of flat steel bars extend- ing to the pedestal sills. The floor of the car is made of 1 ^ inches thick, yellow pine or oak. boards with 3/16-in. cracks ters. The built-up wheels have tires 2^ inches thick and steel retaining rings. The axles are of forged steel, rough- turned and annealed. The journals are 5% in. by 10^ in. Fig. 3 — Box Car of the Plain Type for Du Nord Railway between, except over the draft gears at each end where ingot The journal boxes are of mailable iron, being cast in two iron tongue strips are inserted. iron tongue strips are inserted. August, 1917 RAILWAY MECHANICAL ENGINEER 441 There are no journal bearing wedges, but the solid brass bear- ing tits the inside contour of the top of the box. The dust guard? are in two pieces, being parted on the horizontal center line of the axle and having springs at the top and bottom wiiich keep the joints closed. The dust guards are made of two thicknesses of heavy sole leather with canvass between and the edges bound in sheet steel. Oil is poured into the boxes through spots cast on the lower halves and is fed to the journals through large wicks. The suspension springs are of the semi-elliptic type seated on the journal boxes and connecting to cast steel brackets on the pedestal sills by pins and forged links. Brakes. — The car is equipped with clasp brakes, cast iron shoes and National Steel Car Company's patented trussed beams. The brakes are operated from the guerite by a ver- tical hand wheel, which is bevel geared to the vertical screw shaft. The screw shaft nut is connected through forged links to a bell crank just under the end sill, and this bell crank actuates the main brake connecting rod. The total pressure on the brake shoes with a stated force bers. The upper door guide on the door is a 2-in. by 1 5^-in. by 5/16-in. rolled steel angle extending the full width of the door and riveted to the top of the door frame. The above guide slides between two rolled steel angles, which are sup- ported on cast steel brackets on the side of the car. The door is fastened by an outside drop forged hook which drops into a cast steel keeper in the door post. The hook can also be operated from the inside by a cast iron handle. The door is stopped at the back by a malleable hook which wedges into a stop on the door post and forces the door close in toward the body of the car. The shutters are of pressed steel, sliding in grooves on side posts, and they are operated by pivoted handles which drop down within reach of the operator when standing on the ground. The height of the shutter can be regulated by three forged pegs in the side washer plates which fit in a slot in the shutter handle. The side door posts are 3-in. by 3-in. by ^-in. rolled steel angles and the intermediate side posts are 3-in. by Zl^-in. by 5/'16-in. steel tees. The corner posts are made up of one 3-in. by 2^-in. by 5/16-in. tee and one 23^-in. by 1^-in. by Fig. 4 — Du Nord Railway Box Car With the Guerite applied at the brake wheel must equal 70 per cent, of the loaded weight of the car. This is very greatly in excess of braking power as applied on cars in America, which is calcu- lated on the basis of the light weight of the car. Side and End Framing. — Each side of the car has one slid- ing door mounted on bottom rollers with a rolled steel angle track and four shutters. The door frames are of 2^ -in. by l^-in. rolled steel angles welded in the comers. The out- side flange of the angle is exposed with wood sheathing fit- ted to the inside of the frame. A vertical tee of 3-in. by 2^- in. by 6.1 -lb. rolled steel section forms a center brace on the outside of the door, and all corners are securely tied with flat steel gussets. The bottom corner gussets are pressed to form the outside half of the roller sheave and track guide. Horizontally across the center of the door frame and on the outside is riveted a flat steel bar which ties the side mem- 5/16-in, angle on the outside at each corner and one 2^-in. by 15^-in. by 3/16-in. rolled angle on the inside of the sheathing. Side diagonal braces of 35^-in. by 5/16-in. steel plates run from the foot of the door posts to join the comer posts just below the bottom of the shutter openings. The side plates are lYz-va.. by 1^-in. by 5/16-in. rolled steel angles extending the full length of the car and are gusseted to the end plates and steel carlines. They are reinforced above the door with 5/16-in. by 5j8-in. plate. Tiie end plates are of the same section as tlie side plates. The end posts are deformed I-beams, which extend from the bottom of the end sills to the steel end plates. The spacing of the end posts of the guerite end of the car is wider than at the plain end, and to them is riveted the pressed steel cantilever which supports the guerite frame. Two end diagonals of 31^-in. by 5/16-in. flat steel bars cross at each end of the car 442 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 8 on the outside of the sheathing. The feet of these diagonals are blanked out of plates and welded to the bars, being illus- trative of standards of work on European freight cars. The side and end boards are ship lapped fir. The thickness of the boards for a distance of 37^/^ in. above the floor line is 1 3/16 in.; above that point they are Ji in. thick. Roof. — Tongued and grooved roof boards 9/16 in. thick are screwed directly to the wood carlines and end plates. Four of the wood carlines bolt to steel carlines formed by bending 2-in. by l^^-in. by yi-in. rolled steel angles. The wooden end platts rest on and bolt to the steel end plates. On top of and belted to the rolled angle side plate is a yellow pine side jilate of substantial section, into which is dove-tailed the ends of all wooden carlines. This side plate is under-cut for the full length to receive the top edge of a door hood or eave strip of No. 16 galvanized steel about 8 in. wide. This forms an effective roof projection across door and shutter openings. Guerite. — The construction of this cab is most elaborate and expensive, and it is hard for Americans to see the neces- sit}- for any such quarters for a brakeman. The guerite is framed of oak with tongued and grooved sheathing, drop sash in front and hinged sash in the rear just over the body roof, glazed doors and upholstered seats. There are two pivoted seats to each guerite and they are counter balanced with heavy castings which swing the seats up and out of the way when unoccupied. All of the framing, sashes and doors are mortised and tenoned and glued together. Steel framed stairs with forged hand rails on either side afford access to the guerite. NORD RAILWAY OF FRANCE CARS During the winter of 1915 and 1916 the same company built 1,300 four-wheel, steel frame freight cars of the same capacity and of similar size for the Briti.sh War Office for use in France. The cars were built to the du Nord Rail- way of France drawings. Twelve hundred of these cars were of the plain type, as shown in Fig. 3, and the remaining hundred were equipped with the guerite, or brakeman's box, as shown in Fig. 4. The cars shown in Fig. 3 are equipped with foot lever brakes located at diagonally opposite sides and breaking on two wheels per car. The guerite type cars are equipped with a screw brake and brake beam very similar to American rail- road practice. In service a train is made up of one car of the guerite type to ten or twelve of the plain cars. The brake on the guerite type of car is of the screw type and very pow- erful. It is designed to exert a force through the brake shoes on the wheels of approximately 70 per cent of the gross weight of the car, that is, including the load. The foot levers on the plain type of cars are seldom used on the road. They are used mostly in the yards. This brake will be noticed in the lower left hand corner of Fig. 3, and it is applied by the brakeman running alongside of the car and dropping the foot lever from its safety catch. To apply the brake, the brakeman stands on the end of this lever, which projects be- yond the end of the car. There is a ratchet device ver\' similar to that used in American practice, used on the screw brake of the guerite type of car. It has a helical spring applied to the brake mast, the function of which is to unwind the brake automatically upon the release of the ratchet. This ratchet dog is usually operated from the brakemen's cab, but it is also arranged to be released from the inside of the car by a conductor's cord, extending througii the end of the car and attached to the dog. The superstructure of these cars consii^ts of a steel frame with 1-in. tongue and groove single lining. The cleats shown on the side of the car in Fig. 3, are riveted to the side sill midway between each side post to prevent the bottom post from l>uiging when carrying grain, etc. The small plate in the center of the panel on either side of tlie side doors is provided to secure a staple for hitching cattle when the cars are u.'^ed in such service. The roof of these cars is made up of angle carlines covered with roof board, on the top of which are applied flat gal- vanized steel roof sheets running crosswise of the car and butting over the center of each angle carline. This joint is laid in thick lead paint, on top of which is applied the wooden roof cleats, which are securely bolted through the roof board to the carlines. The underframe is of all->teel construction. The material on these cars conforms to the best Ameri- can railroad practice, the British War Department having specified, in nearly all cases, the Canadian Pacific Railway's standard material specifications. The inspection of the work during the process of manufacture was carried on bv the Grand Trunk Railway System. These cars were shipped from the works of the National Steel Car Company knocked down and were erected in France. They were painted with colors suitable to produce a khaki effect when the final coat was applied "somewhere in France." DRAFT ARM OF ROLLED STEEL More than a year ago the E. J. & E. designed a draft arm made of plate and structural shapes for reinforcing some of the compam's wooden box cars of 80,000 lb. capacity. A large number of these draft arms have been constructed at the company's shops at Joliet and applied to cars as they came in for repairs. In the design care was taken to provide ample sectional area over the bolster and extreme stiffness between the bolster and the draft gear. The section extending over the bolster is made of a Yz-m. steel plate 26 in. wide at the bolster and tapering behind the draft lugs to a width of 19 in. Two 8-in., 16-lb. channels are riveted to this plate, with the flanges turned outward. The draft lug castings, for double spring gear are riveted to the backs of the channels. Behind the lug ^r 7-" ml' f^''*'^ '4'Hbi^y\ vi** TTT — I ^^ H-— * ^* M ^4i4x^L I _ k, -1^^ :i , r-- ^^^=^> 1 1 — I— -I ^ ^t*f, T-t*nbft' T— — i»E^-'«l ;: » . »'^; y^^ii*.-> •- i A. i* i .9-4? • ^ -®- .=-"- *• -* i^^, y i * . is^sl^*!*-* ' ''^ \t I'lh^h. ■■^— --,4— ■v-p-t -— ' I iHaf, ! ij.. 1 1 ^*T=n ">•' * tf ^ ^., 0^^^ Lug Casf/ng,g f^rvh tJ»eef .- inApplt/ing ZS^"- ^-9'-^ -Mi—- .85-- 4U',%'l A'^of I'PlaM- &r. 16.25 Lb. i_a 1j ± \—l2i'-M ii''s:rL -66- Rolled Steel Draft Arm for the E. J. & E. castings the channels are reinforced with 6-in. by 3-in. by ;^^-in. angles riveted to the inside faces, with the flanges extending outwardly. The angles are connected by a f^-in. plate riveted to the bottom flanges which stiffens the mem- ber at this point and also keeps the channels from spread- ing. A 4-in. by 4-in. by ^-in. channel is riveted to the upper side of the draft plate outside the end sill and carries a 34 -in. by 6-in. plate extending across the end sill. Four of the truss rods pass through this plate. Across the end of the channels is fastened a 4-in. by 2^4 -in. by ^-in- angle with the longer leg horizontal which acts as a striking l)lock. A short section of V/z-m. by 3-in. by ^-in. angles is riveted to the end of each channel between the flanges and •v4-in. by 5-in. plates are riveted to these angles to support the carrier iron. August, 1917 RAILWAY MECHANICAL ENGINEER 443 SAFE LIFE OF AIR BRAKE HOSE* There are many angles to the question of the safe life of an air brake hose, but, generally speaking, the life is v^hat we make it. From our researches we are led to the belief that the greater portion of air hose failures is due to the destructive practice of pulling them apart, "cornering" cars while switching, couplers passing, etc. While all rail- road companies have in their standard code of rules one prohibiting the pulling apart of air hose, this rule is not generally enforced, and hose are therefore subjected to abuses which shorten their life materially. In order to determine the average safe life of an air hose in actual service; or, in other words, the time that should be allowed to elapse after hose are put into service before they are removed thereby anticipating possible hose failures, inspections and records were made of a total number of 2,500 hose that were re- moved on account of being burst, and also inspections of 5,000 hose which were still in service. As there is such variation evidenced in the number of months' average serv- ice as between various groups of hose examined, the record of the burst hose is given in the several groups in which the examinations were made. Number of Hose Examined. 446 79 370 28 6 63 61 393 S28 49 2S 17 2 100 100 100 133 Total Number Months in Service. 13.333 2,075 11,358 694 426 2,025 1,812 11.842 13,728 582 904 459 213 2,S.S0 2,725 2,950 3,990 Total 2.500 Total 71,566 Average Life of Each Hose in Months. 29.8 27.3 30.4 24.4 71.0 32.1 29.7 30.1 26.0 32.0 36.0 27.0 106.O 2S.5 27.25 29.5 30.0 Average 28.6 The hose examined while still in service showed the fol- lowing average life: Number of Hose Examined. 200 382 470 402 55 404 5O0 500 500 500 100 152 100 200 200 235 ]00 Total Number Montlis in Service. 6.500 ■ 5,730 9,644 7.280 1.765 8,988 13.800 11.250 9,615 7,705 1,955 2,475 1.730 5,120 5.644 4.879 2,361 Average Life in Months. 32.5 15.0 20.5 17.85 32.1 22.2 27.6 22.5 19.2 15.4 19.5 16.3 17.3 25.6 28.2 20.7 23.6 Total 5.000 Total 106,441 Average 21.3 Study of the data in regard to burst hose shows a very wide variation in the term of service, the minimum being 24.4 months, and the maximum 106 months. This latter was for only two hose. It will be noted that in spite of the fact that some few hose gave a very long term of service, the general average life of burst hose examined was but 28.6 months. In regard to the hose still in service which were examined «'ind which are also shown in groups, it will be noted that the average life of the various groups, as well as the general average of the whole number, is low as compared with the average life of those burst. A comparison of the general averages as between those hurst and those in service shows that the hose examined in ser^Mce should continue so for 7.3 months longer. It is the opinion of the committee that abuses to which hose are subjected, including failure to uncouple the hose Abstract of a committee report presented at the 1917 convention of the Air Brake Association. by hand, are responsible for most of the damage that causes hose failures. In order to prove this statement 500 burst hose were examined for the purpose of recording the point of rupture. Of these, 245 or 49 per cent burst at the nipple end; 102, or 24 per cent, burst at the coupling end; 153, or 30.6 per cent, burst elsewhere in the hose body. Of the above number, 150 or 30 per cent, burst on the protected, or under side; 135, or 27 per cent burst on the front, or upper side, and 215, or 43 per cent, burst either on the gasket side or on the side in line with the back of coupling. Of the 245 hose which burst at the nipple end. 132, or 50 per cent, were bruised, or kinked as a result of being pulled apart repeatedly. Examination was also made at one terminal of 16,272 hose which passed through in six days, and the following data was collected: In service less than two years, 11,790, or 72.5 per cent. In service two to three years, 3,433 or 21.09 per cent. In service over three years 1,049, or 6.4 per cent. The foregoing would indicate tliat not 50 per cent of the hose survived the two year limit and only 6 per cent survived the three year limit. There was also a record kept in one big yard of the num- ber of hose burst while getting out trains, and a record of the total number of cars handled was kept for the purpose of determining about what percentage of hose could be ex- pected to burst in ordinary traffic. Tlie record showed as follows: Total number of cars handled in thirty days, 284,- 000; total number of hose handled in thirty days, 568,000; number of hose burst during thirty days, 282; percentage burst of all hose handled 0.05 ; average life of the hose burst, 29.9 months. We also made obser\'ation of the abuse, other than pulling apart, to which hose are subjected in switching. The record for one month made by one obser\'er in only one terminal shows 148 hose ruined by cars "cornering" or couplers passing, which caused the hose to be broken or cut off from the brake pipe. In the 148 cases observed, 30 angle cocks and brake pipe nipples were broken. In all cases the hose was absolutely ruined, and this before the trains were made up. When we consider that such abuses are of daily occurrence in many busy yards, the resultant damage to air hose may be imagined. Except in comparatively new hose, less than eighteen months in service, the cover cracks gave little indication of the real condition or probable durability of the hose. That is to say, there were as many burst when slightly cracked as there were when badly cracked. The lesson to be drawn from this is that the surface cracks in the hose depend great- ly on the ageing qualities of the material supplied by dif- ferent manufacturers, but does not ser\'e to give a reliable indication of the real condition of the interior fabric. What may result from hose bursting in a moving train is problematical, but to say the least, the damage, delay, and expense usually involved would pay for the hose it.^elf many times over. It would, therefore, seem a matter of economy to remove hose that have been in service 28 months, even though test may not show them to be poroused. because the foregoing data indicates that the average hose is liable to failure at any time after that length of service. We believe that if each hose made the same car mileage in the 28 months, they would all l^e in such a condition that failure might be expected at any time. Removal of air hose at the time limit mentioned would increase the number of hose purchased and, therefore, the total cost for hose; hence, any economy effected would not be apparent in the purchasing and stores account, but would be reflected in the maintenance of equipment account, and in the earning capacity of the various units of equipment. The question might be asked: Why i? the average life of hose not more than twenty-eight months? The answer is: First: Because of the rigors of the service. This involves 444 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 exposure to the elements detrimental to the materials of which the hose is constructed. Second: Pulling hose apart instead of uncoupling by hand, "cornering" cars, etc., which has such a destructive effect on the inner lining of the hose, this lining being really the life of the hose itself. Third, and last but not by no means least: the specifica- tions under which some of the hose are manufactured. This is not intended as a reflection on the specifications and tests, but we have information from one of the large manufactur- ers that to follow specifications to the strict letter would re- sult in a hose of inferior quality at times and the manufac- turer, therefore, in order to give a reasonable term of service, must use his best judgment in modifying the specifications in certain particulars. The hose made to specification are not guaranteed for a definite term of service, and so long as the test specimens pass the required tests, there is nothing else demanded of the manufacturer. However, the materials may not at times be those that will age the best. Another question might be asked: What can be done to increase the life of the hose? First: With hose of the present manufacture begin the life saving in the hose mounting room. The nipple ends should be rounded off smooth. The hose clamps used in mounting should be flexible and should not be used after they have elongated sufficiently to allow the shoulders to come together when clamping the hose. Particular care should be exercised in mounting hose to see that the lining is not damaged. Second: Every effort should be made to stop the abuse of hose while switching and have the hose parted by hand. Third: Hose should be purchased from manufacturers whose product gives the best general results; and in order to give an idea of how far reaching this may be, the follow- ing data of the life of a number of hose of different makes is offered. The name of the manufacturer is unnecessary, because any air brake man or engineer of tests can in a very few days obtain the same data on his own lines. The table fol- lows: Number of Hose Average Manufacturer. Inspected. Life in Months. 1 ISO 28 2 150 31 ISO 32.8 ISO 22.07 150 35.5 ISO 26.7 lOO 21.8 100 28.1 9 100 34.8 All of the above were removed from service on account of bursting, and it will be seen at a glance that the different lengths of service as between the lowest and highest is about thirteen months, or about 56 per cent greater than term of service from the hose of one manufacturer than that of a certain other manufacturer. This is a question that is worthy of deep consideration when we understand that one of our foremost railroad companies purchased as many as 700,000 hose in one year. The committee feels that we should not close the paper without bringing to your attention the possibilities of a properly made braided hose as compared to a wrapped hose, and furnishing some comparisons with reference particular- ly to their ability to pass the M. C. B. test, and for that rea- son we will give a brief resume of the requirements of the tests and the ability of the braided hose to pass it. Tensile Test. — This test cannot be satisfactorily made owing to the practical impossibility of detaching tube and cover from hose body. Stretching Test. — This test cannot be satisfactorily made. The stocks would pass the 1913 M. C. B. Specifications but it is impossible to detach tube and cover in condition to give proper test specimen. Porosity Test. — Test showed porosity practically nil. Hose practically all rubber in one homogeneous mass. Ab- sorption test showed that hose totally immersed in water for one week absorbed 0.8 per cent moisture only. Bursting Test. — Average bursting pressure 1,400 lb. Expansion at 1,000 lb. pressure 3/16 in. in circumference. Elongation practically nil. Special abrasion resisting cover used of tensile strength about the same as 1913 M. C. B. Specification. There can be no ply separation in this hose. Friction Test. — Test cannot be made satisfactorily on ac- count of the practical impossibility of detaching tube from cover. Reference to the foregoing will show that the braided hose was able to pass every test to which it could be subjected, and as the price of braided hose was only slightly greater than that of wrapped hose, at the time the test was made, the braided hose should be tested out in actual service, and the matter of using it instead of wrapped hose is one well worthy of consideration. We were not able to obtain any reliable data to show whether the burst hose examined was removed from passen- ger or freight equipment. However, hose in passenger serv- ice cannot be expected to last much, if any, longer, than those in freight service, for while they are not usually subjected to such rough treatment as are the freight hose, they are generally operated with higher pressures, and make so much more mileage than do freight car hose that in the ordinary course of events they could not be expected to outlive t'le latter. It is a noteworthy fact that comparatively few of the hose inspected were removed on account of being porous, which indicates that this feature of hose failure is not receivinjT the attention it should, and your committee believes that if more testing with soapsuds was done on the repair tracks, considerable economy would result by the removal of poious hose, because they are responsible for much of the d;:lay occasioned in getting out trains and for much of the damage incurred while braking moving trains. The trouble experienced and damage resulting from try- ing to handle the brakes on leaky trains is so well known to all here present that comment is unnecessary'. The committee hopes the matter will prove sufficiently in- teresting so that all concerned will make a campaign to in- crease the life of the air hose. The report was signed by M. E. Hamilton, chairman; Jos. W. Walker, M. S. Belk and George W. Noland. DISCUSSION The stresses in the hose when they are allowed to un- couple are quite high, especially with hose couplings which do not conform to the standard custom. The practice of un- coupling by hand has caused a marked reduction in the con- sumption of hose. Removing hose at regular intervals and testing with soapsuds when cars are on repair tracks resulted in eliminating failures. The use of hose protectors is not ad- visable but hose should be mounted carefully. It was sug- gested that it might be well to change the angle at which hose are hung so that they will be bent less when coupled. The association voted to recommend to the M. C. B. As- sociation that a rule be provided that air brake hose, as at present manufactured, be removed 30 months after date of manufacture. British Steel Imports. — The extent to which Great Britain has been increasing her output of steel products is re- flected in the February, 1917, statistics of steel imports. The imports of iron and steel amounted to 27,428 tons as com- pared with 76,125 tons in February, 1916, and a monthly average for the year of 72,740 tons. Iron ore imports were considerably greater than for the same month a year ago, the amount being 507,560 tons this year and 403,973 tons last year. August, 1917 RAILWAY MECHANICAL EXGIXEER 445 SIDE BEARING LOCATION* BY LEWIS K. SILLCOX Mechanical Engineer, Illinois Central One of the refinements in the design of the average freight truck which seems to seldom receive definite attention and from the tendency of practice followed in certain sections of the countr}', it would appear as being entirely misunderstood, is the matter of the proper location of side bearings. The real truth of the matter has been forced on some roads through their experience with the derailment of locomotive tenders and it is made a live issue in this class of equipment principally because there is more liability for obtaining a higher center of gravity than is possible in the case of the G87* iofS.B itofS.8 ([dupporf for Wheel' ^Support for Wheel Fig. 1 usual freight car; the high center of gravity causing a great tendency for the equipment to roll dangerously. There is, generally speaking, only one remedy for such cases and that is to decrease the distance between the centers of the side bearings and this has been successful in eliminating the difficulty mentioned in most cases. Derailments occurring in the case of freight equipment cars are so few considering the total number of cars handled that we are often led to believe that the location of the side l)earings has nothing to do with the case. The raised outer rail of curved track is illustrative of track out of line, espe- cially with respect to slow moving equipment. The same conditions may prevail at any point where the relative ele- Truck Wheel base C-.€(' Ceriier to Center of flails » 6 Diagonal Distance Between Bearing Points of Opposite WfieelS'E Fig. 2 vation of the rails is not uniform, because of soft spots in the track or improper ballasting. The discussion of conditions, so far, brings up the study of the subject with respect to how far it is possible to trans- fer the loading to one side of the truck and still not reach the danger point, there not being enough load on the opposite side to hold the forward wheel to the rail when negotiating a curve, the forward wheel acting as a guiding element for the whole truck. The load placed upon the guiding wheel to hold it down is in proportion to the total load carried by the wheel, which * From a paper presented before the Car Foremen's Association of Chicago. acts vertically to prevent the wheel climbing the rail. This resultant is influenced xeiy materially by the distance frown center to center of the side bearings. In order to appreciate this, we will consider the centers of the side bearings directly over the centers of the rails. In the case of a curve where the outer rail is elevated the inner side bearing is thrown over towards the outside of the rail. But this inner bearing is carrying the load and with its center approaching a point outside of the rail, it naturally follows that none of the weight of the car body is carried by the opposite wheels and therefore, no assistance is rendered these wheels in bringing them to bear on the rail. Fig. 1 shows this condition. Assuming W equal to the weight on the left side bearing, P (16,200 ib.) equal to the weight on the right side bearing, B, the distance between the center line of the right side bear- ing and the point of bearing of the wheel on the rail, and L equal to the distance between the center lines of the rails, we have, under the above conditions, the following: \v B w o.s B w or L 162O0 or W = 135 lb. P L 162O0 59 Now if the side bearings were spaced 54 in. center to center B would equal 29.5 — 27. = 2.5 and \v B L \v or 2.5 59 or W = 687 lb. P L 16200 Still again with side bearing 48 in. apart B would be 29.5 - 24 = 5.5 and w B w 5.5 or or W = 1510 lb. V L 16200 59 From the above, it is evident that in order to obtain any Horizonial force; ^8S.4 Horizonial Force r H Verfical Force 54 " Bearing i 45 "Bearings Fig. 3 pressure on the guiding wheel in the case of cars engaging curves with elevated rails, or rough track where the surface of the rails is not uniform, it is first necessary- to have the working position of the side bearing inside the line of sup- port or rail. In order to obtain a practical idea of the problem under discussion a 40-ton car was selected and weighed on a section of scale track having a 2-in. elevation, this height being con- sidered as representing the full compression of the springs with the initial side bearing clearance added; thus throwing the load off the center and entirely on the side bearing. The results obtained were as follows: With side bearings spaced 60 in. center to center the weight registered was 3,100 lb. With side bearings spaced 48 in. center to center the load registered on scales was ap- proximately 5,000 lb. The light weight of the car was 45,000 lb. with trucks registering 6,300 lb. each and the car body 32,400 lb. Being a car of rigid construction, it was possible for the diagonally opposite side bearings to carrj- the entire load, 16,200 lb. going to each. The difference in the amount of weight trans- fer, as between the car with 60 in. and 48 in. spread of side bearings, amounted to: 1,900 5,000 lb. — 3,100 lb. — 1,900 lb., or = 12 per cent. 16,200 When the car is standing normally on level track, we should expect to carry the total light weight of the body on 446 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 the truck center plates and there is a distance of approxi- mately 30 in. from the middle of the center plate to the center of the rail or support. At a distance 6 in. in along the bolster from the side bearing it was possible to transfer 12 per cent of the total load to the other wheel, or 2 per cent for every- inch the side bearing was moved in toward the center. This rate of increase would probably be steadily maintained until the large bearing of the center plate equal- ized the loading, as in most cases it acts for a distance of about 5 in. all around the center. Referring to Fig. 2 the following is assumed: A = Horizont.il pressure between the wheel and the rail. B = Vertic-il load of the wheel on the rail. C =• Whfel base == 66 in. D ~ Weight on pivot wheel. E = Distance between the bearing points of diagonally opposite wheels on the rails = 89.4 in. F ^ Adhesion between wheel and rail =: 21 per cent of the load. G = Center to center of rails = 4 ft. S]^ in. + Jv minutes to inspect the bushings. When new bushings or main rod l)rasses are needed, a storehouse ticket is issued giving the pattern number of the brass. This ticket is placed in a ticket receiving box, several of which are con- Vtnientl}' located throughout the shops. Messenger boys i'om the store department visit these ticket boxes every twenty-five minutes during the day, gathering up tickets and ' Entered in the Rod Job Competition. taking them to the store house. The store house force fills the orders and delivers them promptly to. the department order- ing the material. If the material wanted is not on hand the store house clerk writes on the ticket "Xot on hand" and re- turns it to the foreman issuing the ticket. All rod, knuckle bushings and main rod brasses are turned and bored on a Bullard boring mill. We find that the work can be done much quicker on this machine than on an engine lathe. The main rod brasses are machined for the strap fit on a Dill slotter, special chucks for the brasses being fitted to the slotter. Better time is made on this machine than can be made on a shaper. All rod strap bolts up to and including lyj in. by 16 in. are turned on a Las- sitter four-spindle bolt turning machine, and are carried in the store stock. When bolts are needed for a set of rods, they are cut to length on a lx)lt altering machine and threaded in a bolt cutter. All knuckle and wrist pin blanks are made on a 6-in. Pond turret lathe and carried in stock. When they are needed they are threaded and cut to length in the turret lathe, leaving only the bearing and fits to be made. Knuckle pins for all classes of locomotives have a taper for the fits oi 1% in. in 12 in.; the wrist pins have a taper of ^ in. in 12 in. Having one taper for the fits on all classes of locomotives makes less work for the tool room in the main- tenance and manufacture of reamers. The rod keys are forged on a drop hammer. The rod wedges are made of cast steel. The rod wedge bolts are made on a turret lathe and are carried in store stock. The rods are forged from the best hammered iron and Adjustable Chuck for Boring Rod Eyes are planed and channeled on a slab milling machine. The ends are finished on a vertical miller, the knuckle jaws being milled on a Xo. 5 Ingersoll milling machine. The rod eyes are bored on a Newton cylinder boring bar, a special chuck being made to fit the machine for this class of work. All grease cups are made solid on the rods when they are forged. Tlie cups are drilled and tapped on a heavy drill press. Grease plugs are made of malleable iron; 449 450 RAILWAY MECHANICAL EXGIXEER Vol. 91, No. 8 they are machined in quantities and carried in store stock being drawn when needed. The machines in the rod group consists of one 18-in. engine lathe, one shaper, one boring bill, one power press, one cold saw, one drill press, one sensitive drill press, one disc grinder, one swing grinder, one slab miller, one vertical miller, two face plates and two work benches. All holes are reamed with an air motor. The rod group is served by the shop traveling crane and one jib crane. All rods are lifted with cranes and handled between departments with the Hunt system of industrial tracks. Thus the least pos- sible amount of labor is required to handle the rods from the time they are removed from the locomotive until they are applied. When the rods are finished they are delivered to the erecting shop by the department doing the work. This method of handling simplifies deliveries, as each department keeps the work moving and enables the foremen to keep their departments clean. HAND TOOLS AND SAFETY FIRST* There are still many operations that require the use of hand tools in a machine shop. Among these are filing, chipping, benchwork in general, and blacksmithing. The thought of danger is specially associated with moving ma- chines, but although these do cause a great many accidents, a surprisingly large proportion of the injuries received in machine shops results from the use of hand tools. The possibilities of accidents in connection with ma- chines are easily apparent. The swift, untiring motion, and the grinding, clattering, and whirring sounds, suggest re- lentless force; and while machines are in motion, contact of any portion of the human anatomy with certain parts of the machines almost inevitably results in personal injury. Carelessness may or may not be an important factor in an accident of this kind. Hand tools, however, are apparently quite harmless; yet (as stated above) they cause many accidents, and nearly all such accidents may be fairly attributed to personal care- lessness or neglect. Mishandling tools, neglecting to keep them in good condition, and leaving them about in danger- ous places, are forms of carelessness that cause trouble sooner or later. Suppose a machinist is about to file a piece of work in a lathe. Handles come off from files quite frequently, and they are not always easily found when wanted. In the hypothetical case that we have in mind, the machinist starts to work with a file that is minus a handle. When working close to the lathe dog the end of the file is struck by the dog and the pointed tang is forced backward into the man's hand or wrist, or possibly into his abdomen if he is stand- ing directly in line with the file. A similar accident may occur while working at the bench if the file breaks, or if it slips in the workman's hands, although the results are usual- ly less serious in a case of this kind. Never use a file with- out a handle. A painful accident sometimes occurs when a workman, in attempting to drive a file more firmly into its handle, grasps the tool by the handle instead of by the metal part. A heavy file will sometimes drop out in a case of this kind, remaining balanced in a vertical position on the bench for a moment, so that the man's hand or wrist comes down violently upon the sharp tang. In tightening a file by pound- ing on the bench, always grasp it by the metal part, instead of by the handle. Some shops use safety handles of special design. In one form a hardened steel nut with sharp threads is inserted in the handle, and the handle is twisted on with considerable force. The sharp threads of the nut then cut into the tang and hold it securely in place. Another man may be setting up a large nut with an open- • Taken from The Travelers Standard for .Tuljr. end wrench that is a trifle too large for the nut, or the jaws of which have been battered or twisted out of shape by mis- treatment. In either case the wrench is likely to slip off the nut, and the workman's knuckles may come in contact with some hard object and be cut and bruised, even if noth- ing more serious occurs. Use a wrench that is in good con- dition and of the proper size. Workmen often use monkey-wrenches for hammering, and thus damage the jaws or the adjusting screws, so that when the wrenches are put to their proper use the jaws slip around the nuts and more knuckles are bruised and require atten- tion. Never hammer with a monkey-wrench. Similar bruises often result from applying monkey- wrenches improperly. If the wrench is used in the posi- tion shown in Fig. 1 , for tightening a nut, the jaws are like- ly to spread and to slip off the nut when force is exerted upon the wrench handle. The correct method is shown in Fig. 2. When the wrench is used in this way the pull on the handle tends to tighten the jaws, and thus causes them to grip the nut more firmly. As an additional precaution, avoid using a monkey- wrench as a substitute for a socket wrench, whenever possible. A chipper who fails to wear goggles and to provide a needed screen to protect other persons against flying chips Fig. 1 — Wrong Way Fig. 2— Right Way from his work, has only himself to blame if the chips strike his own eyes, or those of some other person, and cause pain- ful injuries. The danger associated with the use of punches, cold- chisels, hand drills, and other similar tools, when the heads are worn, burred, or "mushroomed," has been pointed out by nearly every writer on safety topics. Men continue to use these defective tools, however, and, as a result, from time to time flying burrs or spalls that break off inflict cuts and bruises on the arms or faces of the users, or of persons near by. When the flying fragments of metal strike the eye, the result is likely to be a permanent injury or even a total loss of sight. Furthermore, when the tool being struck has a burred head, the hammer is more likely to slip off and injure the hand that is holding the tool. Have chisels and other similar tools dressed whenever the heads are burred. No workman should knowingly use a sledge hammer that is loose on its handle or that has a split handle, nor any other defective tool. If the tools are the individual property of the workman, he should inspect them frequently and have them put in good condition before using them; and if they belong to his employer he should notify the foreman if they are defective, and insist on having safe implements. A good plan is to have all hand tools, and particularly such August, 1917 RAILWAY MECHANICAL EXGINEER 451 t(K>ls as sledges and others with wooden handles, kept in the tool room, to be checked out only when needed. In this wav one man — the tool-room keeper — can be made respons- ible for seeing that no defective tool reaches the hands of a workman. Tools left lying in passageways, and near the edges of platforms, benches, racks, and shelves, and on step-ladders, are potential accident producers. "A place for everything, and everything in its place" is the safe rule for sharp- edged, heavy, and otherwise dangerous tools. Insecurely placed work — perhaps a heavy casting or forging — often falls from the bench, endangering the feet and limbs of the workman. Avoid this danger by keeping such objects in safe positions, and by properly supporting or securing them, whenever necessary. Every machinist doubtless knows that striking tempered steel with a steel hammer or other steel or iron implement endangers the eyes, but every little while somebody tempts Providence by trying the experiment again. When cutting a short piece from a rod or bar of metal with a sledge and a blacksmith's cutter, the short end, when severed, is likely to fly and injure someone, unless care is used to strike lightly when the rod is nearly cut through. The smith also knows (or should know) that to avoid flying pieces he must stand at one side when doing this work. Broken and bent tongs and tongs that do not fit the work are unsafe. Repair all broken tongs at once, or put them in a safe place where they will not be used. Don't hang hot tongs in the rack, because someone may grasp them with the intention of using them, and be severely burned. Contrary to safe practice, pieces of hot metal are often left lying about on anvils, benches, and other places, and these may burn any person who attempts to pick them up. Mark hot pieces in some unmistakable way, so that burns from this cause will be avoided. Finally, there is the ever-present danger of infection that is associated with even the slightest wound or abrasion of the skin. Such injuries are daily occurrences in machine shops, and are often considered too trivial to require atten- tion. Nevertheless, they frequently lead to serious cases of blood poisoning. The lesson that we desire to teach and to emphasize in this article is "Exercise greater care in the use of hand tools." forget the apparent harmlessness of these implements, and remember the capacity that they have to cause suffering, when mishandled or when used carelessly or negligently. "There is a serious shortage of steel products. The Gov- ernment has served notice on mill owners with reference to the steel output for building ships. We can not expect the deliveries which we have had in the past, and prices have already increased over 400 per cent. As is the case with many other items, bar iron and sheet steel should only be used when absolutely necessary. Save the stocks of iron and steel by using second-hand and scrap. "Every mechanic, foreman and employee should devise methods of saving material. We must admit that we can make savings, and savings are being made in many ways by a thorough investigation. Ever}- officer and employee should do his full duty to conserve the use of material and only make a requisition for material when a full knowledge of conditions warrants the money being spent. As recently stated in a circular by President Harahan, 'Every requisi- tion for material and supplies should be scrutinized with the greatest care, and full knowledge of conditions which exist. By close co-ordination and discouraging calls for hundreds of small items of material and supplies, we can greatly reduce our purchases without impairing maintenance and operation of the railroad.' "Following are prices of material January 1, 1915-1916- 1917. We cannot reduce the price. The only way to make a saving is by reducing the use, and properly protecting material after purchase. Save your material. Axles, Driving (lb.) Brass Castings (lb. ) Brooms (each) Coke (ton) Chain (r wt. ) Castings, Malleable (lb.) Castings, Steel (lb.) Couplers (each) Gasoline (gallon) Iron. I'ar (cwt.) Iron, Galvanized Sheet (cwt.) Nails (keg) Nuts. Hex, % in (keg) Nuts, Square (keg) Pins, Knuckle ( each) Rivets (cwt.) Roofs, Car (each) Siding (1,000 ft.) Steel, Firebox (cwt.) Steel, High Speed (lb.) Tubes, Boiler (ft) Tires. 6 in. Flnnee 65 in (set) Wheels, Rolled Stiel, 36 in (each) Waste, Wool (Ih.) Waste, Cotton (lb.) 1915 $0.03 .12 .25 3.65 2.44 .03 "^ .03^ 9.00 .09 1.15 1.94 1.65 7.86 3.92 .17 2.00 24.00 12.50 1.74 .55 .07^ 238.46 22.84 .05 '/i .0454 1916 $0.04 ;i .14 .28 3.76 3.05 .04 ! i .04 9.80 .13'/i 1.76 4.44 1.95 12.96 6.08 .25 2.52 26.00 14.00 1.90 2.50 .11 248.21 23.04 .06 .05 J4 1917 $0.06^ .29 .57 7.00 5.65 MH .09 M.rs .19 3.27 7.25 3.25 26.10 10.25 .42 4.24 44.21 18.50 4.57 2.5S .21 475.64 37.58 .11 .10 CONSERVE MATERIAL The Seaboard Air Line in its Store Department Bulletin for July has made a very strong appeal for the conserva- tion of material. It applies so aptly to all railway shops that it is reproduced, in part, below: "Do you find the prices being lowered on any articles you may buy for your personal use ? On the other hand, they are being constantly increased. "The Seaboard is feeling this same condition, and the dollar it spends for material and labor does not go any farther than your dollar. On the other hand, many of our employees have received increases in wages, whereas the rail- road must shoulder these increases in labor and material and operate on the same rates. In the face of such con- ditions, we must economize in the use of material in every Way, "We can all do more than we have done. It has been necessary on account of enormous increases in the price of material to conserve it in every way. Practically every item of material which we use can in some state be used for ^'ar purposes. It is now a patriotic duty of every employee to conserve iron, steel, lumber and other material, so that any excess may be available for war purposes — do your bit. AUTOMATIC OIL FILTER BY E. A. M. An arrangement for filtering and reclaiming the oil from stationary engines, machines, pumps, air compressors, etc., which has been giving excellent service during the past two years, is shown in the illustration. This arrangement is designed to work automatically; the oil from the power units flows to the filter by gravity and a pump which is operated by a float returns the oil from the filter to the storage tank from which it is used again. Its use has clearly demon- strated its practicability and since it was designed five others have been built. The filter consists of four tanks of 21^4 in. in diameter. The oil is received in a small tank of 12 in. in diameter which is located in the tank at the left of the illustration. This small tank is ISyz in. high, extending 1 in. alx»ve the top of the large tank in which it is located. The bottom of this small tank is a brass screen of fine mesh on which is placed a layer of felt and above that a little wool waste. The oil from the power units is filtered through this material to remove the dirt. It passes on to an inverted, corrugated umbrella-shaped pan which tends to break the oil awav from the water. The oil rises to the top of the tank and the water passes to the bottom, \\hen the oil reaches a level of 35 in. in this tank, it passes out through a 1-in. pipe to a simi- lar corrugated umbrella pan in the second tank. The water 452 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 passing out through the bottom of the tank through the 2-in. water line, passes up through a riser to a height % in. be- low that of the oil. The water drains off through the 2-in. water pipe shown to the sewer. The water and the oil in the second tank become further A HANDY STAYBOLT CHUCK A chuck for turning staybolts when applying in the fire box sheets which does away with the necessity of squaring the ends is shown l>elow. The driver, which is made of tool separated, the (jil rises to a height of .>4>>4 in. when it passes steel, turns readily in the recess in the body of the chuck. It /JV' Cover /TMWif n naives I'/p/ef for oil conveyed (from machines Emergency drain Supported from bracMef, [Afend 15 'iie.'oiv fop ofrtiervoir r Ixttnd !s 'behn fop ofrexryoir Sc ToSemer.^ Arrangement of an Automate Oil Filter -^r-^T'yMMm over into tht- third tank. Similarl\, the water this time passing up through a 1-in. pipe to a level of 343/2 in., or 14 in. below the level of the oil, passes off to the sewer through the 2-in. water pipe. The same process is carried through in the third tank. Inasmuch as but little water is obtained from the oil in the second and third tanks, a small amount of water through a Y^-va.. water supply is admitted to these tanks at a point 15 in. below the top of the reser- voir to assist in operating the system. By the time the oil reaches the fourth tank it is in first-class condition. From there it is pumped to an elevated storage tank for distril>u- tion. The pump is automatically operated by a white jnne block soaked in paraffine which is 12 in. in diameter and 10 in. high. This block rises with the oil until it strikes a washer forged on the rod on which the block slides. The buoyancy of the block is sufficient to work levers starting the pump. .\ similar washer at the bottom of thi.s rod catches the float as it lowers to the bottom of the tank and shuts off the pumj). There is a difference of J4 i"- •" the oil level in the diftVrent tanks except l)etween the third and fourth. This insures a positive flow of oil between them. S.\rETY First. — The Great Western Railway (England) statistics as to accidents to its employees showed, up to 1913, an almost invariable tendency to increase. In 1914, how- ever, this tendency was arrested, and. whereas in 1913 the increase was 11.2 per cent, in 1914 it was converted into a decrease of 3.7 per cent, and in 1915 and 1916 to further decreases of 16.2 and 10.9 per cent, respectively. It is claimed tliat this improvement may be associated with the initiation in 1913 of the "Safety First'' movement. — The Engineer (Lovdoti). is held in place by the Knurled cap. The chuck is slipped over the head of the staybolt and the driver engages as soon as the motor turns. When the bolt has been screwed in the proper distance the chuck is disengaged by turning in the opposite direction for a short distance. In operating the staybolt chuck it may l)e used most convenientl}' with a reversing motor, although it can be L"n^ fro- ■I \ \ '* ' fit VA*! ; \ ^*V JH^t rxrr N0.4 ^'■^ ^•^'" Hachint Jftel Catt Hardtned. W j - 1' — i- i Tools feel. ToolSftel Hachint SfttI CattHardened -4-4-,-. J ; Chuck for Turning Staybolts With Ends Not Squared removed without difficulty when a non-reversing motor is used by turning backwards by hand about a quarter turn. The drawing shows two sizes, the recesses in the bodies of which are \-y\ in. and 2 in. in diameter, respectively. These have been found to have a wide enough range to take care of all the sizes of staybolts commonly used. Machining Car Wheels and Axles Benefits Derived by Greater Precision in This Work ; Methods Followed by a Large Railroad Described CONSIDERING the heavy character of the work done in machining car wheels and axles and the number of tons of metal handled per day, the short time taken to machine each wheel or axle and the fact that this work is performed in many small shops where expert super- vision cannot be expected, the number of delays to train movements from defective workmanship on this part of the equipment is surprisingly small and speaks well for the con- scientious care given this subject. Recent improvements in the performance of this class of work have been made pos- sible by the use of recording pressure gages on wheel mount- ing presses that make a graphic record of the pressure at which wheels are pressed onto the axles, by more substantial lathes and boring machines and last, but not least, the use of micrometer calipers to check the work. This work ap- pears crude to persons accustomed to machine manufacture. However, the work as performed in the average shop stands the test in actual running conditions and to go to greater refinements would only add to expense without compensat- ing benefits. A description of the method followed in one of the lead- ing railway shops follows: CAR AXLES Car axles are generally turned on special center-drive double end axle lathes of heav}^ construction on which both ends of the axle are turned at the same time. A series of tests were conducted to ascertain the proper cutting speed and feeds best adapted for this work, for which purpose a variable speed motor was belted to the lathe. This test in- dicated that the best all around results can be obtained when running about 45 r, p. m. on the larger axles, such as 5 -in. by 9-in. journals and feeding about 1/16 in. per turn. This gives a cutting speed between 80 and 90 ft. per minute on the 7 -in. wheel seat. With good average high speed steel and a liberal supply of water or cutting compound applied to the point of the tool, the tool would hold its edge for several axles. Higher cutting speeds while possible with good steel had a tendency to cause the axle to chatter and were not recommended for practice. This comparatively high cutting speed and feed of about 1/16 in. per revolution pro- duced a fairly smooth surface that would meet the require- ments for wheel seats and also the journals were turned smooth enough for average burnishing. Considerable controversy has been indulged in concern- ing slow cutting speeds and coarse feeds versus fast cutting speeds and fine feeds. With the average workman grind- ing and setting his tools, there is no question but that on the average a smoother job could be produced with the high speeds and fine feeds, and as a result the lathes were speeded up to about 45 r. p. m. An axle wheel seat turned with a 1/16-in. feed will permit re-mounting three or four times without re-turning the axle, whereas with a coarser feed and deeper humps and hollows, the humps are pushed off more when mounting and dismounting and call for more frequent turning. After the turning operation, which is going on at each end of the axle at the same time, the journals are rolled or burnished. This operation is now quite common. The burnish wheel which is about 4 in. in diameter is made of carbon steel, hardened and carefully ground on the periphery and in the hole, one edge of the wheel being made convex to about 1/16 in. less in radius than the fillet on the axle. The other surface of the wheel is straight. This burnish wheel is mounted in a forked holder that is secured in tool posts, the burnish wheel revolving freely on a shaft passing through the fork. By pressing the burnish wheel against the axle and feeding the carriage back and fortli, the journal becomes verj- smooth and a surface that gives satisfactory service is formed. Care must be taken to set the burnish wheel true with the axle to prevent rolling a shallow thread on the journal. The fillets are finished by feeding the car- riage by hand so as to roll the entire fillet. As a further refinement, journals are finished with emery cloth fitting in a soft wood block concaved to the radius of the journal. The wood block is forced against the journal by the tool post and is fed back and forth, the emer)' cloth being well oiled to prevent the emery lodging in the axle. Afterwards the journals are carefully wiped to remove all loose emery. The method outlined above produces a ver>" satisfactory journal. A simple test for determining the high and low spots on a journal is to lightly rub a new hand emery or oilstone lengthwise of the journal and note the marks on the surface. A truly turned or ground journal will show almost a continuous line from end to end. Poorer work produces only a few spots. In order to insure good workmanship it is essential that all axles be properly measured or calipered. both to check the workman and to insure that lathes are in a proper state of repair. The micrometer caliper is now very extensively used for this purpose and where used has invariably raised the standard of workmanship, lessened failures and has be- come very popular with the workman, so much so that it would be difficult to make them go back to the machinist calipers for measuring the work. When turning wheel seats to fit wheels, or boring wheels to suit axles with calipers, the workman must set one set of calipers to another set and make allowance for the amount the axles should l>e larger than the wheel bore. This at best can only be an approxima- tion and requires a man of considerable experience to insure proper dimensions and wheel fits. With the micrometer caliper the axle diameter and wheel bore can be measured exactly, so that the amount the axle is larger than the wheel bore is known to one or two thousandths of an inch. Prac- tice has clearly demonstrated that measurements can be made more quickly by a micrometer than by machinists' calipers and all wheel shops making use of other than micrometer calipers should carefully consider their use. The question of educating men to their use at first appears a bugbear, but experience has shown that this was only a "bugbear" for the men soon come to prefer the micrometers. It is good practice to measure each wheel seat at each end and in the middle with the microneter calipers. A wheel seat should not vary in diameter more than .004 in. for use in cast iron wheels and less for steel wheels, a greater taper being liable to start a crack in the wheel or cause it to come loose. This may be obtained without delaying the output. When these micrometer measurements are taken, the average diameter should be chalked on the axle for the benefit of the workman mounting the wheels, as will be ex- plained later. The above limit of .004 in. can readily be obtained with lathes in a fair state of repair. Unfortunate- ly, the wear on axle lathes is large, especially on account of the burnish wheel which naturally throws a heaw strain on the shears of the lathe and causes them to wear over the space the carriage travels. This wear can to a certain extent be equalized by shifting the tailstock, thus making 453 454 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 8 the error the same at each end. A lathe on which wheel seats are turned at either end which has become so worn that a taper in excess of .004 in. is obtained throughout a cut should be repaired, as a greater taper is liable to cause a loose or cracked wheel. Lathe centers should be kept in proper shape and should be ground to an angle of 60 deg. or to a standard center gage. It is essential that all railway shops maintain this angle. Car axles go from one road or shop to another for repairs and the general appearance of the centers in many axles indicates that the question of lathe centers has not been given enough attention. Unfortunately double end lathes ^have two dead centers, therefore, the centers cannot be ground in place by portable center grinders. Therefore, other methods should be followed such as grinding them in tool room grinders, etc. It should be remembered by all who turn axles that an axle being turned on poor, rough, or improper shaped lathe centers may ruin the centers in the axle and cause it to run out of true when being returned, thus making it necessary to turn off an excessive amount of metal to true it up. ' WHEEL BORING Wheels are generally bored on special wheel boring mills having massive chucks for the clamping wheels. The ad- justable boring bar having a micrometer dial for setting the cutters to various diameters is now becoming quite popular and possesses many advantages. Where the ram travel will admit, double cutter bars are used, having one set of cut- ters near the end of the bar and the second set some seven or eight inches above. With the latter, the lower cutters are used for roughing and the upper cutters for finishing. By this method one set of cutters can be kept sharp for the finishing cut. It is generally the custom to insert a tool at the extreme upper end for slightly counterboring the wheel, which is helpful when mounting. When axles have been measured with micrometers as de- scribed above, a memorandum is made of the axle wheel seat sizes and posted on the boring mill. The boring mill operator then bores the wheels a certain amount smaller than the diameter of the wheel seats. For steel wheels this averaging about .001 in. for each inch diameter and some .002 in. for cast iron wheels. When rough boring, the cutters are set about .04 in. small bv the micrometer dial on the bar for the average machine. For a mill in a good state of repair and where the bar is very rigid this can be reduced. It is essential, however, that the finishing cutters remove enough metal to true up all surfaces of the hole. After the roughing cut is taken, the finish cutters are set to the exact diameter re- quired and the finish bore is taken, after which the hole is measured, and, if correct, the size is chalked on the wheel. When mounting a wheel on an axle the micrometer sizes chalked on the axle and the wheel indicate the wheel for each wheel seat. With fair adjustable boring bars having micrometer dials, an average workman will bore 90 per cent of the wheels to within .001 in. of the size called for. The methods explained above have many advantages over the older methods where solid cutters were used in the boring bars and where it was necessarj- to turn each wheel seat to a certain diameter to fit the wheel bore. When turning new axles it requires a high grade workman to turn each wheel seat to an exact size, say to a limit of .001 in. It is more economical to turn axles to a limit of say .010 in. over or under size, as this can be done easily and a larger output will be obtained from the axle lathes. The wheels can then be bored to suit with the aid of the adjustaljle boring bars. The operation of setting the cut- ters in boring bars is confined to turning the setting screw and micrometer dial to the required figure. For repaired axles it is essential that the smallest amount of metal be turned from the axle in order to prolong its life, the practice being to simply true up the axles without regard to size, and bore the wheels to suit. With the ad- justable boring bar and micrometer measurements this can be done without any delay to the output. When consider- ing the fact that the average axle can only be reduced in diameter about 34 i^^- it is true economy not to turn away more metal than necessary. With axles at normal price, each .001 in. diameter is worth about four cents. Just now the cost is very much in excess of the above. GRINDING AXLES The question of grinding car axles has been discussed pro and con by makers of grinding machines and railway people and has gone so far that the Norton Grinding Com- pany made a special grinding machine for this purpose. This machine employed a grinding wheel with an 8-in. face. This was fed directly onto the journal or wheel seat and had no lateral motion. Where the journal was longer than the face of the wheel, the grinding wheel was shifted by a hand control wheel, similar to the usual plan on grind- ing machines. The wheel was then fed in a second time and the axle ground until the second cut was equal to the first. This could be readily ascertained by sparks being thrown from the surface previously ground. On the com- pleted surface it was impossible to detect the line between the two surfaces ground. The fillet was provided for by rounding the corner of the grinding wheel to the same radius as the fillet. This was done by a radius turning diamond holder and was made in a very short time. It would appear difficult to maintain a true surface on a grinding wheel having an 8-in. face; however, with the modern grinding wheel methods of manufacture, it was found that the face would remain true for several axles and that the time required to true wheel with a diamond was not a serious consideration. The future of the grinding machine for car a.xles is hard to predict. Without a doubt the average work turned out is better than by present methods. But the present methods appear to meet the requirements. For new axles it is not practical to grind to the finish size without previous turn- ing to about 1/32 in. above size. This will require the axles being handled twice. For repaired axles, grinding apparently has the advantage that a smaller amount of metal will be removed from the axle. This may result in a saving that will make grinding ver>' attractive. EXPLODED REAMER Engineering of London in its June 22 issue prints an interesting letter from Conrad F. Mendham regarding the explosion of a 12-in. reamer of 1.840 in. diameter. The reamer was made for a special job and very carefully fin- ished, but was found to be a trifle too small in boring its first and only hole. It was then repacked in the original oil paper, brown paper and corrugated strawboard in which it was received and placed in an empty drawer. Three weeks later the drawer was opened and the reamer was found in two pieces, lying about 3 ft. apart. A small third piece was found inside the package. Both the brown and oiled paper were badly torn and in the case of the latter a large portion was reduced to pieces about /4-Jn. square. The steel was of good quality and the fracture shows a clean, new, honest break, resembling the feather figure usually seen in ice blocks. The area of the fracture was 24 sq. in. Mr. Mendham states, "Without taking into consideration the greatly increased tensile strength due to hardening, the internal stresses tending to burst the bar may easily have been over 1,000 tons. It is curious that this tool, made for boring out mold shapes for forming up high explosive ma- terial, should have itself exploded before doing any useful work." August, 1917 RAILWAY MECHANICAL ENGINEER 455 PNEUMATIC SHEARING MACHINE BY E. A. MURRAY Master Mechanic, Chesapeake & Ohio, Clifton Forge, Va. The device for shearing coupler yoke rivets shown in the illustration can be made at slight expense and enables the Hi w ■ -^^^^1 ^^^^^^l-r:^- . ll i ^H ■ '■" ■ 35 :^- of carrying coupler yokes to the shear is quite considerable. The base of the machine consists of two 9-in. I-beams and four 9-in. channels to which are riveted two 3^ -in. steel plates. At one end of this frame is placed a yoke which carries two air cylinders, the upper one of which serv^es as a dash pot. The lower one is 20 in. in diameter and the upper 1}i in. At the other end of the frame is bolted a heavy casting which serves as a fulcrum for the steel arm which carries the shear and shear blade. Directly under the shear blade is bolted a block which serves as a support for the coupler yoke when the rivets are being cut, the other side of the yoke being held up at the same time by a movable bracket to which is attached a handwheel, which is at- tached to a screw. By tightening this screw after the coupler is in position, it is impossible for the coupler to turn when the shear blade comes down upon it. The arm to which the shear blade is attached is of steel. It has a travel of 2 in. and is guided by a slotted casting, bolted to the fulcrum casting. The lever, which is attached to the cylinder is of steel, the proportions being such that a leverage of five to one is obtained on the shear. A lateral movement for the pins in the piston rod and the shear arm is provided for by slotting the holes in the lever. The air to the machine is controlled by the 3 -way valve shown just below the large cylinder and at the left Pneumatic Shearing Machine for Coupler Yokes yoke rivets to be cut at any point where compressed air is available. The saving effected by eliminating the necessity hole with the center five-eighths inch in from the edge CUTTING HOLES IN SIDE RODS WITH OXY-ACETYLENE A device for cutting out the holes for the crank-pin bushings in side rods is being used with success at the Silvis shops of the C. R. I. & P. A sketch of the parts is shown below. In using the device the hole for the bushings is first laid out in the usual way. A one and one-half inch hole is then drilled in the center and a three-fourths inch The Elevation and End View of the Pneumatic Shearing Machine 456 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 bushing shown in the illustration at A is placed in the hole, being held in position by the collar B, secured by a set- screw. The swivel C is then slipped inot the bushing A and the guide D is placed through the hole in C with the offset downward, and held in position by the set-screw in C. The fork E is placed on the end of the guide, extending upwards. The torch is set in position with the tip extending downward through the hole in the end of the guide, and fbr^ Thumb Q ■Scrgw, f- £ Diam. Sliding Fif- I ^wq I'Thas r._. ^forStf ^ ' ScrtPf SoffSi€tl Collar -5o0 Steel. . I' -.<." C' A ^- -] 1 ^Diam. Sliding Fit •\ J '^ For ^ Thumb Screur So/^f Steel D Device for Grinding an Oxy-Acetylene Torch When Cutting on a Circle clamped by a thumbscrew. The handle is supported by a pin placed through a hole in the fork E. The guide is adjusted to cut about three-eighths inch inside the marked line, and the cut is started at the three- fourths inch hole. The holes are finished as is usual on the horizontal boring machine. This device has been found to save considerable time as compared with the method of boring the holes on a drill press. AND THEN THE WORM TURNED BY HARVEY DEWITT WOLCOMB "And finally," continued the young man, "you recognize the fact that when you buy any piece of material from a private firm, you certainly must pay them a profit on the article. But with my system, I propose to save that profit for your company by manufacturing right in your own shops. No doubt, you have some machines at the various shops on your road which can be spared, in fact, I feel there are some machines which are not in use at all, and by moving this machinery to some one point, you have the beginning of a manufacturing plant which means the saving of thousands of dollars to your company. By manufactur- ing yourself, you save the delay in purchasing in the open market, you save the profit made by the private concerns, and you place your production on a basis where your own shop management is responsible for the output. They can handle the supervision of the plant at no added cost to you, and the only increa.sed cost of which you would be aware is my salar>'.*' The general manager looked at the young man who sat opposite him in his office, with a look of admiration for the very able manner in which he had just presented his case. The G. M. was known from one end of the road to the other as a "war horse " of the old school, and it was understood that any one who could slip anything by the "Old Man" was certainly pretty slick. He was raised in the school of rail- roading where the man who held the important and dig- nified position of general manager was looked upon as almost equal to the Supreme Being. When any man entered his august presence it was with a very profound feeling of his own insignificance; thus all the "Old Man" had to do was to roar and the subject in his presence either swallowed his tongue or had a case of heart failure, and there was no further argument. But here was a young man who appar- ently knew what he was talking about, for he had his facts and figures all arranged to a nicety, and did not hesitate at any of the questions the "Old Man" fired at him, so he must certainly be able to deliver the goods. The arguments he presented were very plausible and convincing, and for once the "Old Man" was nearly caught. As he turned the matter over in his mind, however, he began to wonder why his own mechanical officers had never proposed such a plan. He felt that his mechanical department included some of the brightest men in the field, and in the past they had alwavs seemed to be up to date — in fact, had made several records in economical management which he had been justly proud of. There must be a loophole somewhere, and he decided not to take any action without first giving his own men a chance. Turning to the young man who had been patiently wait- ing his decision, the G. M. said that while the plan just pre- sented looked ver\- good, it would be necessary to look into the matter very carefully before signing a contract, and thus closed the conference. Thus was laid the foundation for the "turning of the worm." As is usually the case, John Gillen, machine shop foreman at Grants, the largest shop on the system, was one of those overworked, underpaid mechanics, who are reallv responsible for the good, everyday records in shop produc- tion, but for whom ver^- little consideration is ever shown. Shortly after the above conference was held, the general foreman asked Gillen one day how much he could save if he had some more machines. Instantly, John had visions of at last receiving the few new machines for which he had l)een plugging for the last three years, and mentally began to rearrange his shop to receive them, and to select the work he would assign to them. His vision was soon when the general foreman told him of the plan he had just heard. "Somebody has been stuffing Man' on the manufacturing idea," said the gen- eral foreman, "and he has about made up his mind to try the scheme at this shop by gathering up all the old cast-off machines along the line and putting them in the right win;? of your machine shop so that you can look after the work." "Dont fool yourself about anybody stuffing the G. M." said Gillen, "he knows better than to try any idea like that. Didn't he tell you himself that for any railroad to run their own foundry ^\as a waste of money, and isn't that just as much a manufacturing proposition as making up parts in our machine shop? I suppose some 'bug' has discovered that we are not efficient and wants to practice on us. Now, if you really want to save some money for this company, just make up a requisition for that new radial drill and those two planers I need, and I will show you how to save on our every-day jobs. Why, I haven't a single tool in the shop that has been built since we adopted high-speed tool steel." "Yes, I know," quickly replied the general foreman, who knew what to expect when Gillen got started on his hard luck story aljout the kind of machine tools he had to ^et along with. So he beat a hasty retreat while the way was yet open. Now, under a gruff e.xterior. the general manager always respected and appreciated true loyalty on the part of his employees, and he had often been much annoyed and not a little hurt, when approaching an employee whom he knew to be a good man, to have him slip through a door or around an engine in order not to have to pass him. Whenever he visited Grants shops, he always liked to go over the place alone in the morning, before the day's work had begun. Not long after the idea of establishing a manufacturing department had been suggested to the general manager he came face to face with John Gillen, while making one of his early morning visits to the Grants shops. Much to his surprise John did not try- to dodge him, but came straight shattered of which the "Old August, 1917 RAILWAY MECHANICAL ENGINEER 457 up to him as if he intended to start the conversation. In the past the general manager always had literally to corner John before he could hold him long enough to get anything out of him. "Mr. Allen," began John, "I have been working for you a good many years, and have never had any reason to think that I have not made good, and yet, every time I want simply to move a machine the matter has to be taken up before a committee, none of whom knows as much al)OUt what I need as I do. I am the man on the ground all the time and can study my conditions better than some one who comes here only occasionally. A person speaks with authority because of his ability. His ability is recognized because of his records, and I guess I have been with you long enough to establish records to prove my value to your company. The other day I made a request to turn a lathe to a slightly different angle because the light shone on the workman's eyes. I simply wanted to move the machine a little to improve conditions for the operator, and in turn in- crease the amount of work he could turn out. But what happened? The committee came over to investigate the need of the change, and because it happened to be a cloudy day they turned my request down as unnecessar}-. The reports which I make deal with conditions, not theories, and I only ^ant a chance to prove to you that the best investments are made on knowledge acquired by thorough experience. ■'And I don't get any better results when I ask for the new machine tools, which we need so badly at Grants. How long would you keep your train despatchers if they put one of our big 'hogs' on a two-car train, and then expected one of our little eight-wheelers to haul a long, heavy freight train over the road? That is just what I have to do every day here in our machine shop. I use old, antiquated ma- chinery, which was built before some of our locomotives were; in many cases I have to handle a small job on some big awkward machine, simply because I haven't any ma- chine of the right size to use. You have purchased heavier locomotives and immediately arranged to lay heavier steel and strengthen bridges on which to run these big engines, but here in the shop, you have given us more powerful tool steel and expect us to get out the full amount of work it is capable of doing by using it in the same old light ma- chines. You wouldn't place one of these old boilers, such as were built 20 years ago, on a modern locomotive, because it couldn't make enough steam, yet you expect us to keep up with our work, which is always growing heavier and larger in amount with our old equipment. "Well, John," replied the G. M., for once in his life at a loss for an argument with which to silence Gillen effectively, "just what do you want?'' Although Gillen was so nervous that his knees were shaking, he came right back at the G. M. To begin with," he replied, "I want a planer that will take a cut at least one and one-half inches deep with a one- eight inch feed, and will wade right through the cut without a whimper. We have one planer here that will stand all we can give it, but I have so much work for it that it never gets a chance to breathe. We need new lathes, a new drill press and some grinders." John got so wrapped up in his pet subject that he forgot himself entirely and asked for enough machines to equip his entire shop. Finally, he reached the point where he was unable to think of anything lie had left unprovided for, and stopped for breath. "Now, see here," replied the G. M., "one trouble with you fellows is that when you ask for anything, you ask for so much that you are way out of reason. I feel confident you need some new machines, yet from your own account I am unable to say just how many. But I am going to leave the matter entirely in your hands, and I want you to go over the ground carefully, make up a list of just what you need and I will arrange with your master mechanic to order what you say is actually required." "Remember," continued the G. M., "this is a matter en- tirely between you and me. I will answer for any request you may care to make, and I am depending on you to be absolutely fair in what you ask for. While the railroad would like to give you an entire new plant here, you want to remember there are other fellows who are probably just as bad off as you are. Don't forget to say just what make of machine you want, for I intend to see you through this deal, if it is the last thing I do." Before John could say another word, the G. M. moved off, leaving him to wake up to a realization that the G. M. was human, after all, and open to a reasonable business proposition from one of his own men. Shortly after this, as the general manager O. K.'d a special requisition for machine tools, he could not help but recall his conversation with Gillen; and to identify this one requisition, should any question ever arise as to why the road should purchase a new planer, a new radial drill and two new lathes, he wrote up in one corner: "And then the worm turned." REPAIRING MAIN AND SIDE RODS' The operations in repairing rods are much less ccxnpli- cated than manufacturing new ones. First, it is necessar\' to mark and check them according to the number of the engine, clean each of them thoroughly, dismantle, straighten, re-fit, renew such parts as cannot be repaired and re-tram. Such as are not in accord with the original cards are altered to conform thereto. Repairing is one branch of the business and manufactur- ing new rods is altogether another. A gang brought up 5^3— E^ ' Desk SSI Arrangement of Machine Tools for Handling Rods for a Shop Output of Eight to Ten Locomotives per Week 10 — Power Press — 25 tons 1 1— Radial Drill— 5 feet 12— Radial Drill— 42 inches Upright 1 3 — Grinder — Swing 1 4 — Grinder — dry 15 — 5 Benches List of Tools 1 — Lathe — 28 inches bv 8 feet 9 — Shaper — 24 inches 2— Lathe — 18 inches by 6 feet 3 — Lathe — 18 inches by 6 feet 4 — Lathe 5 — Vertical Turret — 30 inches 6 — Vertical Turret — 34 inches 7 — Shaper — 24 inches 8 — Shaper — 24 inches on repairs only may in time l)ecome as proficient as the gang handling new work, but rarely can this l)e reversed. The various ways for handling repair and new work are also different. Men accustomed to do nothing but new work seldom, if ever, became expert at repairing. It calls for a different variet)' of resourcefulness. The size of a rod comer depends upon the number of • This article was received with no letter of transmittal from the author. We shall be glad to learn from whom it was sent. — Editor. 458 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 locomotives to be cared for. Good men and a few stout, well-designed tools can accomplish a vast amount in this department. The description which follows is for a shop capable of handling for general repairs eight to ten engines per week in connection with the building of one new engine per week. An essential requirement in any modern shop and espec- ially a rod corner, is an overhead crane. It is possible to get on without it, but very inconvenient. Handling heav>' material is awkward and dangerous. When done by hand, it often results in permanently maiming some employee. In planning this department some attention should be given to the movements of material so as to have it make as few moves as possible. All movements should be forward so that the rods will advance step by step towards the final spot to which they have been assigned. The machines necessary for repairing rods are lathes, shapers, heavy and light drills, vertical turret mills, power press, grinders and benches. Good, strong vises and a full equipment of small tools should also be provided, especially air drills, hammers, jacks and chippers. The illustration shows the arrangement of ma- chine tools in the rod corner, the size and list of the tools being shown below it. In addition to these tools, the fol- lowing tools not located in the rod corner proper are used a portion of the time for new rod work and for repairing old rods: planer 60-in. vertical millinj? machine planer 38-in by 38-in. horizontal milling machine 50-in. horizontal boring mill A rod corner properly laid out and equipped should be able to take care of every detail in connection with the manufacture and repair of rods after the heaviest machine work, such as milling, sawing and slotting, has been done in the main shop. Few, if any, railroad shops have inde- pendent rod departments such as the large locomotive build- ers have. It would mean a big outlay of money and much idle machinery'. The average shop must of necessity plan for its machinery so as to be of general use. A row of solidly constructed wooden top tables, about 30 in. high, makes a most serviceable and convenient fitting up bench. They should have large, strong drawers with locks and a lower deck for storing bolts, clamps and rigging of all kinds for doing the regular and special jobs and to keep such work off the floor. The placing of the machines as shown in the illustration is so that the fitters may be served from one side with the heav>' parts such as bushings, bearings and straps, and from the lathes on the other side with pins, knuckle washers, keys, bolts and all small parts. W-in. by 30-in. by 10-ft. 32-in. by 38-in. by 10-ft. 18-in. Blotter torily, though not quite so quick in its movements. Not many rod comers are adaptable to such a crane as this but where there is sufficient clearance no better arrangement can be designed and none can surpass it for general all-around usefulness. It will easily supplant several husky helpers. The heaviest main rod may be easily handled by one man and with less liability of accident than if it were handled by laborers. The swinging grinder is also useful, as it has a broad sweep and flexible construction, so that nearly every condition may be met. Bushings for knuckle pins and rod connections are made from special steel pipe, bored, turned to size, hardened and then pressed into place. This is a very simple and inexpensive practice, which allows the original holes to be maintained always to standard sizes. This department should be planned with special reference to daylight. If artificial light must be used, have it in abundance. Nothing is more exasperating to the ambitious mechanic than to struggle with darkness while trying to do a good job and a full day's work. Many a rough job is made rougher due to poor lighting facilities. One very important point in the design of locomotive main and side rods is to keep the number of shapes to the mini- mum. Milling cutters are expensive tools to manufacture and maintain, so also are taps and reamers. By neglecting this, it is astonishing how these tools and templates may multiply, while with the exercise of a little skill in designing, these details may be reduced to a comparative few. Rod radii, for example, in a majority of cases may be made to conform to the nearest stock milling cutter, likewise cutters for fluted sections and the adoption of a standard taper, for knuckle pins, bolts, keys, will require but few tools of this nature. Interchangeability will count for much here and effect a considerable saving in a short time. When there is no real object to be gained, rods should be kept the same length center to center — it will help to reduce the variety of billet sizes — and in emergency they may be transferred from one engine to another of the same general class and size. The length of rod center should always be in even dimensions — omitting fractional parts of an inch. JIG FOR REBORING COMPOUND AIR COMPRESSOR CYLINDERS BY EDWIN F. GLASS The sketch below shows the details of an angle plate made from ^-in. boiler steel used for reboring the cylinders for locomotive air compressors of the 8^-in. cross com- |, //_" — 4, ^/jj! J^sk-—\ \^-s'—A B PinHofe ' Refaining ' Pin Hole AngfeP/afu Machine -Tabk o-^ r -Table Bed ■Machine Body Jig for Reboring Compound Air Conripressor Cylinders A post gib crane with sufficient lengths of boom to swing clear and sweep the entire floor space, handles everything within a radius of 20 ft., approximating 1,200 sq. ft. of floor space. On this boom there should be a hoist of 1/^ to 2 tons capacity. It may be operated by power, but a triplex geared hand p)o\ver block will serve very satisfac- pound type on a horizontal boring machine. This angle plate is bolted to the table of the machine, and is held in place by two dowel pins, shown at A. The cylinder to be rebored is bolted to the face of the angle plate, and is brought to the correct position for boring each time it is applied to the angle plate by having the retaining pins in the ends August, 1917 RAILWAY MECHANICAL ENGINEER 459 of the cylinders fit into holes in the angle plate, shown at B. Two center lines are scribed and marked with a center punch on the side of the machine table, as shown at C. These lines are ISfi in. apart, the exact distance between the centers of the cylinders, and are drawn in an exact line with the center of the cylinders. The table bed is fitted with an iron block, shown at D, which is bolted to the table bed with two ^-in. bolts, and held in place by two dowel pins. At the top of this block there is a zero mark, and when the table of the machine is drawn to the center of the cylinder, the line on the block registers correctly with the line on the table. In laying off the holes in the angle plate to correspond with those in the cylinder, care should be taken that the lug or bracket on the back of the cylinders is about % in. above the face of the machine table, this is to allow for irregularity in measurements from the center of the cylinder to the face of the bracket. This device can be constructed at a small cost, and it will be found to save time in doing the work and give more accurate results. The principal advantage of this device is that the cylinders are always bored true with the face, and that the distance from center to center of the cylinders is also maintained. There is no necessity for resetting after reboring one cylinder; simply draw the table to the other center line and change the heads on the boring bar. When setting up a cylinder, line up under the brackets on the cylinder and place a clamp on each end. This will hold the work more rigidly. BALL BEARING PIPE CENTER BY E. A. M. A ball bearing pipe center, which has been found very useful where it is necessary to turn or thread pipes on a .8. Z57hus.Skel.No.6. One Thus. Brass. No. 5. "t — 1 r It One Thus. AaleShel. No. I. 9' !• One Thus. Ax leS feel. No.Z. ""Copper S' Tfi- One Thus. Sfeel. No. 3. K'a-H TaScrerr Ball Bearing Pipe Center lathe, is shown with its details in the illustration. It con- sists of a body /, the shank of which is tapered to suit the tailstock of a lathe. It is made of axle steel and has a finished length of 9^ in. and a diameter of 3 13/16 in. at the largest portion. A ball race is cut as indicated for 23 steel balls. The ball cup 2, is also made of axle steel, being provided with a flange over which the retaining ring 5 is applied. This ring screws on to the large diameter of the body. When once the ring is adjusted it is held in po- sition by a set screw, a piece of copper being applied at the end of the set screw to pre\'ent damaging the threads on the body. The outer end of the body is turned to 1^ in. diameter. Over this is placed the brass bushing 5 which has a sliding fit on the body and revolves on it. It is held in place by a knurled brass nut 4, 1/64-in. play being allowed between the nut and the bushing. The tapered center on which the pipe rests fits over the bushing and revolves with it and the ball bearing cup 2. The ball bearing feature of this pipe center is especially interesting and has given very satisfactory results and the closeness with which the adjustments may be made, permits an accurate center being obtained. The small passage in the body of the center leading to tHe ball race is for proper lubrication. FLAT PUNCH FOR AJAX BOLT MACHINE BY C. W. SCHANB A punch for forming flat keyway holes in brake pins and spring equalizers, which effects a material saving in the amount of tool steel used and in the cost of the punch, has been developed for use with the Ajax bolt machine and is shown in the drawing. The punches formerly used, which are the type furnished with the machine, cost not less than 75 cents each, there being a considerable amount of machine work in finishing them for service as well as a waste of tool steel. The new punches are drop forged in a special die under the steam hammer, scrap pieces of tool steel being used. All the labor which is required to fit the punches is to grind off the burr left by the forging, the pieces then being ready to temper. The cost of manufacturing the punches will not exceed eight cents apiece. The method of inserting and holding the punch in place will be seen clearly by an in- spection of the drawing. In manufacturing the punches originally used, the steel is K c— i r 1. Finished allorer ^2) i r--°--9--i _>U^U— A B C D E \ F ^ (i \ H ir/iJfili i i I 4! V- F ^ |< Jf 4 Flat Punch Designed to Save Tool Steel first cut to length and then annealed for machining. It is then centered and turned in a lathe, after which the sides and edges are milled to the proper dimensions. The mill- ing operation reduces the material from a body j:; in. in 460 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 diameter to blades measuring 3/16 in. by ^ in. thick for the smaller size and in proportion for the larger sizes. ALLIGATOR POWER SHEARS BY J. H. CHANCY Foreman Blacksmith Shop, Georgia Railroad, Augusta, Ga. The drawings show a home made power shear which was built in the Augusta shops of the Georgia Railroad to re- place an old pneumatic shear, by the use of which a great increase in the capacity for cutting up material has been Small Gtar 14 Tie fh I^CiizuhrPikh Large dear 79 Tteth ' ik' Circular Pikh \^ some of the parts were designed especially for this machine. As will be seen by an inspection of the drawings, the mov- able shear plate is operated by a cam on a 3^ -in. shaft. While, no doubt, a machine could have been purchased in the market which would possess some advantages over the one described, the service which this machine is rendering is entirely satisfactory and its construction was taken care of without interfering with the regular work of the shop. NORTON JACK TRUCK BY CHARLES W. SCHANE A truck that is used by the truck and spring rigger min to handle two Norton jacks in and about a roundhouse or car yard is shown in the illustration. The work of these men generally requires the use of two jacks and by handling them in this way considerable time is saved, as they are always ready to be carried directly to the work. The truck is so designed that the jacks may be chained to it, and where the jacks are assigned to special workmen they are locked to the truck and held for their particular use. The device may be handled by one man. The illustration shows clearly the construction of the truck. It is made up principally of bar iron, the tongue being y% in. thick and 3 in. wide. The braces extending from A Simple Shop Made Power Shear effected. The capacity of the machine ranges up to 2-in. round and Y^-xvi. by 4^-in. rectangular sections. The machine was built at the shops at a total cost not exceeding $300. The frame was made from heavy iron beams of 2-in. bv 12-in. section which were available and the tongue to the axle are 1^^ in. wide by ^ in. thick. The yokes which support the jack are made of 3^-in. ma- terial, 2 in. wide. The axles are made from a 3-in. square bar, and are 26 in. long, over all. The journals for the 12-in. cast iron wheels are 1^ in. by 3}^ in- -__/0!.__^ 36^'- >j f< ^si'- A Truck for Carrying Norton Jacks Sec fion A-B. y^^X--i^^-^^^\ |< ,sl H APRON FOR HEAVY DUTY LATHES The apron is the most complicated part of the feed mechanism of a lathe and in the apron the greatest strains are encountered. In an ideally designed lathe, the apron should be strong enough to force the carriage along the guides at any rate of feed and depth of cut which the head- stock will pull and yet in the apron the greatest number of limitations and restrictions are imposed upon the design. The ajjron shown in the photographs has been designed W^^T v^l^^^^^H w ^ Ir, mi ^^^^^^^^^^^^^^ • J m Front of the Lathe Apron by the Houston, Stanwood & Gamble Company, Cincinnati, Ohio, and with slight modifications, depending upon the size of the machine, is being used on all of this company's standard engine lathes, varying in sizes from 30 in. to 60 in. inclusive. The design of this apron includes a number of features which give it unusual driving power, structural strength and durability. The gears are of steel without exception, this material this design the friction clutch has been replaced by the posi- tive toothed clutch, the disks in the initial drive being con- nected by a shearing pin. This type of clutch, of course, does not slip and because of the slight pressure required to hold the clutch closed, it is very easily released. The shear- ing pin provides a weak point which protects the feed mechanism from damage should the carriage be accidentall}- fed against the tailstock, headstock, steady rest, or any other obstruction. The clutch for the cross feed is attached to the carriage and is not shown. However, this is a positive toothed clutch, similar to that in the initial drive. B}- referring to the photograph showing the back side of the apron, the broad face and coarse pitch of the rack pinion will be noted. This pinion and shaft are so arranged that it may be withdrawn from the rack for thread cutting. One of the especially noteworthy features of the design, is the provision of an outer bearing for the rack pinion, which is usually overhanging. The large bevel gear in the initial drive is also provided with an outer bearing, but this is not shown in the illustration. The bearings in the rear of the apron are oiled by means of a capillary wick system which can be seen in the photo- graph. The reverse lever for shifting the double bevel gear is of the usual type and it will be seen that the nut for the lead screw is opened and closed in the usual manner. VESTIBULE TRAP DOOR LOCK In the June 14, 1916, issue of the Daily Railway Age Gazette, was published a description of the Universal trap door which was manufactured by the Transportation Utili- ties Company, in connection with which was shown a special type of door latch and wedge lifter. A new type of door \f en Foot- Operated Trap Door Latch Which Insures the Opening of the Door Back of the Apron, Showing Rack Pinion with Outer Bearing Support latch, which performs the same functions of latch and lifter, has recently been developed, for use with this and the Na- tional trap door, by the Tuco Products Corporation, New having been used in order that these parts may be able to York, successors to the Transportation Utilities Company, stand up under the sudden and unusual strains imposed by This latch is much simpler than the one previously de- unduly heavy cuts or other accidents not infrequently met scribed, being foot operated and self contained, with. Friction clutches have long been a source of annoy- By referring to the drawing it will be seen that the mov- ance because of their tendency to slip on the one hand and ing parts consist of the foot release lever, the latch and two •because of the difficulty of releasing them on the other. In springs. The release lever, which is pivoted at A, contains 461 462 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 the latch and latch spring D. The latch is pivoted at B and when the trap door is closed, is forced back to permit the door to pass, against the tension of the latch spring. As soon as the door closes, the spring again forces the latch out to the position shown in the drawing. In opening the door, the latch itself is not moved. By stepping on the foot lever it is forced down against the tension of spring C, carrying back the latch with it, the whole moving about the pivot A. As the upper end of the lever is forced down by the foot, the lower end of the lever, which extends under the edge of the trap door, moves up, thereby starting the door. This serves to insure ready operation of the door, should it become frozen or stick from any other cause. The design of the foot lever is such that no special care is required in its operation as a downward pressure exerted on it with the foot, no matter at what angle it may be ap- plied, serves to operate it. The operator is thus enabled to so place himself that his leg will not be struck by the edge of the door as it swings up. NEW AJAX FORGING MACHINE Large forging machines have found use on railroads for the economical production of heavy parts such as draw- bars, side rods and eccentric cranks. Machines of more than 6-in. capacity have not been available for this work, although special machines of larger size have been built. To meet the demand for large forging machines the Ajax Manufacturing Company, Cleveland, Ohio, has put on the market a 7-in. forging machine. This machine is the heaviest and largest forging machine ever built. The first 7-in. forging machine was built in 1911 and since that time a number of special machines have been con- Front View of the Ajax 7-in. Forging IVIaciiine structed. These had a single toggle operating the movable die, while the present design has a double toggle. The standard machine is also heavier than the earlier design. The complete machine with its regular equipment weighs nearly 100 tons. The bed plate casting is of steel 21 ft. long and 9 ft. 6 in. wide and weighs about 60 tons. The 7-in. machine is built along the lines of the smaller Ajax up-setting machines. The crank shaft housings are continuous, being bored large enough to take the throw of the crank. The bronze bushed bearings are pressed into the bed from each side forming solid bearings for the crank shaft. The clutch mechanism is located between the main slide and pitman, and in this way the momentum of the crank shaft and pitman are utilized. As the clutch can only pick up the main slide and start it in motion at the end of a stroke, the action is very easy and a minimum of power is used in starting the machine in motion. The side motion of the moving die is operated through a set of knuckles from the main slide in such a way that the dies are closed when the heading tool is about half way forward and re- mains closed until the heading tool is back to the same Ajax 7-ln. Forging l^actiine point. This insures the heading tool being free from the forging before the grip is released. Liners may be used in the die seat to accommodate smaller blocks when light work is being done on the machine. WATER GAGE GLASS GUARD The Simplex Safety Boiler Gage Glass Company, Myrick building, Springfield, Mass., has recently placed on the mar- ket a gage glass guard, the purpose of which is to protect Simpiex Gage Giass Guard the workman when shutting off the gage glass valves when a glass has become broken. It consists of a semi-circular August, 1917 RAILWAY MECHANICAL ENGINEER 463 shield as shown in the illustration, which operates in circu- lar tracks at the top and bottom. A cord attached to this shield and carried to some convenient part of the boiler room remote from the glass is used to operate the shield in the curved tracks. Whenever a glass becomes broken, the shield may be pulled around in front of the glass, thus deflecting the steam and water away from the handle of the valves, enabling them to be closed without danger to the workman. By pulling the shield still further around it will be removed from the tracks, thus giving an unrestricted opportunity for installing a new glass. Before the valves are again opened, the shield is put in its protecting position. This is done to prevent accident in case the new glass should break. When it has been determined that the glass has been properly ap- plied, the shield is turned back to its original position. The interior of the shield is so finished that the water level may be easily read in the glass. The device is of simple construction and can be mounted on the gage rod brackets of any water gage, THREAD LEAD INDICATOR The Bucknell-Thomas Company, Greenfield, Mass., has recently placed on the market a simple and inexpensive but accurate device for testing the lead on screw threads, both external and internal. The illustrations clearly show the construction and method of using the instrument for measur- ^**^^ T^a JsS^ bi! ' ^ z. ^Hl- ! |^^fitt||a^^ ' Bicknell-Thomas Thread Lead Indicator ing the lead on both the screw and inside the tapped hole. In use, the tool is held in one hand, preferably the left, and the screw is pressed against the two points which are spaced }4. in., y2 in. or 1 in. apart, as desired. If the lead of the Testing an Internal Thread for Lead thread is normal the indicator needle will register at zero; if the lead is short the needle will show on the minus side; if long, on the plus side. Each line of the graduation repre- sents .001 in. The little table on which the screw rests in testing is easily adjusted to any height to accommodate screws of any dia- meter. For internal measuring the table is removed merely by loosening the thumb screw and drawing it off. The end of the instrument containing the point is small enough so that tapped holes, as small as 1/2 in. in diameter, can be tested and of course from that up to any size. This is a feature which is of the utmost importance in making sure that the Application of the Thread Lead Indicator to Screws lead of the thread on both the screw and in the tapped hole are the same. A master is furnished with each gage so that the operator may be sure at all times that the needle point is on zero when che gaging points are spaced correctly. If it is necessary to test threads with odd pitches, such as 13 threads to the inch, a master gage can be furnished to which the indicating point can be adjusted. JIG FOR USE IN UPSETTING AXLES AND DRAWBARS A jig lor use in reclaiming tender axles and engine and tender drawbars has been developed and patented by J. J. Lynch and H. Pfluger at the St. Paul shops of the Chicago, St. Paul, Minneapolis & Omaha, the use of whicli reduces the labor required to a minimum. But a few minutes are required for the performance of the work, aside from the time Jig and Tools for Upsetting Drawbars and Axles Under the Steam Hammer in the fire. The jig consists of a hesLvy bar with shoulders at either end, the face of one being vertical, and the other oblique. To increase the stiffness of the device, the shoul- ders are tied together with heavy rods. As sl^own.in the photograph, the jig is being used for the reclamation of a worn axle. After one end of the axle has 464 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 been heated, it is placed in the jig with the cold end against the vertical shoulder and a wedge is driven down between the heated end and the oblique shoulder under a steam ham- mer. This upsets the end of the journal, reducing it in length al)out one inch, the amount required at either end to reduce the length to that required for the next size smaller. The practice is to convert worn axles with Syj-in. by 10-in. journals to 5-in. by 9-in. journals, and the latter when worn to 43^-in. by 8-in. journals, two operations being required for each axle. Engine and tender drawbars from large power come to the shop frequently to be shortened and to have worn holes rounded up. In doing this work, the end of the bar is heated, after which it is placed in the jig. The tool desig- nated F 6 in the photograph is then placed against the hot end of the bar and the wedge shown at F 10 is driven down under the steam hammer. This closes the eye of the bar and the hole is then rounded up by driving through it a pin of the proper size. The entire operation requires about five minutes. The holes in both ends of the bar shown in the photo- graph have been rounded up^ and in addition the bar has been heated and shortened in the body, reducing it in length two inches. In performing the oj)erations, both on axles and draw- bars, three men are required. Two helpers {)lace the piece in the jig. the blacksniitli holds the wedge in position and the steam hammer drives it home. The tools F 4. 5 and 6 are u.-^ed in shortening and closing the holes in the ends of drawbars, /*" 5 being adjusted on the jig to suit the varying lengths of the bar. The tools shown at /'" 7 and 8 are used when upsetting the ends of axles; F 8 is used in the first operation on the axle, spreading the stock radially at the extreme end of the journal and centering the axle at the same time. Tool F 8 is then removed and replaced by F 7, which smoothes up the end of the axle and leaves ample stock for the collar of the returned journal. \ clamp shown at F 9 is used to hold the work in position in the jig. INSULATION FOR PASSENGER CAR FLOORS A mineral insulating material for use in passenger car floor construction, which somewhat resembles wool felt in appearance and texture, has recently been placed on the which is melted and blown into a mineral wool. Thi> in turn is mixed with a liquid binder, the mixture being poured into containers of proper depth, depending upon the thick- ness of insulation desired. These containers have a wire mesh bottom through which the liquid is permitted to drain off, the solid material settling on the screen in sheets, the thickness of which depends upon the depth of the liquid mixture in the tank. After draining, the material is^laced in drying ovens where all the moisture is evaporated, the material in its final form being made up of 85 per cent to 90 per cent enclosed air cells. Being of mineral structure, the insulation is fireproof ;ind tests have shown that it is practically waterproof. After being suljmerged in water for a period of one hour, the ma- terial shows a gain in weight of only one per cent. I'he material is light and is manufactured in the form of blocks or sheets which are quickly and easily applied. A cement is furnished with which the blocks are secured to the shttts on which they rest and with which all joints are sealed. SPECIAL TIP FOR CUTTING RIVET HEADS BY THE OXY-ACETYLENE PROCESS For cutting oft" rivet heads and stay-bolts flush with plates, by the oxy-acetylene process, it is desirable to have a cutting tip so designed as to permit the gas jet playing parallel with the platen. To meet tliis need the I'rest-O-I.itt Special Tip for Cutting Rivet Heads by Oxy-Acetylene Process Company, Inc., Indianapolis, Ind., is manufacturing a special rivet and stay-bolt cutting attachment. This attach- ment is used in connection with the Type K cutting blow- pipe being screwed into the head in place of the regular cutting nozzles. The copper tip is bent at a convenient Tucork Floor Insulation in Plac* market by the Tuco Products Corporation, New York. This angle and is adjustable to any position, facilitating operation material, which is marketed under the trade name of Tu- in close quarters. cork, is manufactured from a material secured in rock form, Much cleaner work in rivet and stay-bolt cutting is pes- August, 1917 RAILWAY MECHANICAL EXGIXEER 455 siblc with this attachment than with standard cutting tips which do not permit making a cut truly parallel with the plates. KEROSENE ENGINE FOR McKEEN MOTOR GARS The McKeen Motor Car Company, Omaha, Neb., has de- veloped a method for using kerosene instead of gasolene as fuel in its railway motor car engines. Cars operating with this fuel have been in use for about two months and the results are reported to be satisfactory in all respects. The use of kerosene effects a saving of 74 per cent of the co^t of fuel as compared with gasolene and a reduction in the cost of operation per train-mile of 31 per cent. There is no appreciable increase in the cost of maintenance, a little more attention from the motorman being all that is required. The successful use of kerosene is the result of a series of means of regulating the quantity as well as atomizing the fuel make it possible to secure the proper explosive mixture under all conditions. To avoid undue complications in con- trol the engine is started on gasolene and after it is in motion kerosene is substituted. The trmible which is scwne- times encountered with the lubrication of internal coml^ustion engines using kerosene has been satisfactorily overcome. The first car equipped to use gasolene was a steel pas- senger car weighing 65,000 lb. It has a 200-horsepower, 6- cylinder engine, of the variable speed type. At the present time it is in branch line local passenger service, making an average of 210 miles a day. Since kerosene has l>een substi- tuted for gasolene on this run there has been an increase of from 25 to 50 per cent in the mileage per gallon of fuel. The power developed on grades is materially increased and the motorman has expressed satisfaction on account of the greater ease in making the scheduled running time. It is felt that the slight additional complication of parts and the increase in McKeen Motor Car Engine Which Uses Kerosene as Fuel experiments carried on during the past five years by this company. Various grades of distillate have been used for about two years and the latest developments have made it possible to go a step farther and utilize kerosene. The operation of kerosene carburetors was found to be unsatis- lactory. In the present design one carburetor of the multiple jet type is applied to each cylinder. The kerosene is atom- ized and delivered to the cylinder with a mixture of tempered air, there being eight nozzles for each cylinder. When run- ning light only one nozzle per cylinder is used, the others coming into action when the throttle is opened. Through the use of one carburetor for each cylinder the manifold has 'seen eliminated. The supply of hot and cold air can be regulated and for use on heav}' grades water jets are pro- vided. Kerosene does not mix with air as readily as distil- lates or gasolene, but the use of tempered air and mechanical the cost of the apparatus is insignificant as ccmijiared with the economy which has been obtained by the use of kerosene. Lack of Lubricants in Germany. — Press despatches from London, reported under date of April 30, that when application was made in the prize court on that day for con- demnation of several shiploads of lubricating oils and fats as enemy property, counsel read an affidavit from a member of the war trade intelligence department in which it was stated that latest reports in the hands of the government showed that 8,000 locomotives were laid up at Essen alone in March on account of wear and tear caused by the scarcity of lubri- cating oils in Germany or by the emplo>Tnent of bad lubri- cants. The lubrication of railway engines was said to be one of the pressing problems in Germany. (There were something over 30,000 locwnotives in Germany before the war.) 4' .4 KMI.WW MIX II \.\U \L KNGTNKKK \'..i.. 91. No Ikvii lu-aud. it i> phucd in llu' )\ii with \hv i(»lli()ulout one ineh. the amount nquired at eitlur end to reduei tlie knuth to tliat rei|uired for the next .-i/e -mailer. 1 he praetiif is to convert worn axles witii 5 ' .-in. l»y lO-in. journ.ils to 5-in. Itv ''-in. journal-, and the latter when worn to 4' j-in. i»}- >s-in. journal-, two o|.eralion> lieini: re«|uired for t.uh axle. I'.nuini' and ten«ler drawhar.- from lar-ii- pdwer eome to the -I)o{) fri<|uentiy {o he >horli!ied and to have worn holes roundeil U|). In doini; this work, the ind of the liar is healed, after whuii it i- |)laie«l in tin- jiu. The t in thi photo.urajili i- then |tla(cd a^ain.-t the hot end of till- Kar and the wedue -howii ii /• M i- driven down under the steam hammer. I hi- i lo-e- the i\e of the l«ar and the iiole i- thvn rounded u|i !•> ilrivini,' throunh it a pin «if tlie i>ro|.tr -i/.e. The miiri' operation ri(|uire- ahout t'lve minute.-. ..Ihl In lie- in l>t»th end- of liie har shown in the j)hoto- i^raph have liein roimded up and in addition the l»ar ha- heen heated and -liorteiied in the iiodx . redueini: it in leniith tw(f uulu-. '; . .' In perfornnnL,' the opiratitin.-. hoth thi wi-dire in [>o-:iion and the steam hammer drive- it home. llu- tool- /• 4. .- and '■ are u.-ed in shortening' and »lo>ini: the hoK- in tlu iiid- of drawi-ars. /- 5 \tv'm are u>ed when up-ittiiiL' the ends of axle.-: I- S i- u-ed in tin- t'ir-i operation cm the axle, -preadintr tlie .-t i- then ninoved and rephu »\ /• 7. whiih smoothe- up the » lid of the axle and K-ave- ample -Im k for the eollar (jf the returiied journal. .\ elamp -liown at /• 9 is u-ed to hold the work in po-ition in tlu jiL.'. '" INSLLATIUN 1 UK PASSI:NGEK CAK FLOORS .\ mineral in.-ulatini: material for u-e in |i.i->eni:er car floor eon-truetion. whieh somewhat re-i-ml.le- \\ of insulation desired. These containers have a v- ire nu-h liottom throutih which the li<|uid is permitted to d' in off. the xilid matirial ^ettlinii on the screen in sheets. !i, thickness of which depends upon the depth of the li' mixture in the tank, .\fier draininj,', the material is pi; ,; in I'inal form heini: made U|i of bS per cen : oil pir tent iiulo-iti air cell-, "■"■..•• lieinii of mineral -truiture, tlu- in>ulation is fireproof te-t- havi- -hown that it i> practically wateri>roof. .\ lieinii suhnierLTed in water for a period of oiu' hour, the . terial shows a jiain in weight of only one per cent, material i- lii:ht and i> manufactured in the form of I.L ,- or -lied- which are (|uiik]\ and ea.-il\ applied, A cem at i- furni-hc-d with which the I dock- are secured to the .shuts on which tluy re.-t and with which all joints are sealed. .■• • SIM'CIAL TIP FOR CITTING RI\'FT HEADS in THF OXV-ACFT^ LFNE PROCESS l-or cultini; oii riwt iuad- and -tav-liolt- ilu-li plate-. I'V the oxy-acetyUne proce>-. it i- de-irahle to li. a cutlimz tip so de.-iirned a- to permit llu ua- jet |»la\i.,_ ;.,irillel with the jilate-. To miel thi- iu-<-d tlu- I're-t-O-l.ir, Special Tip for Cutting Rivet Heads by Oxy- Acetylene Process ("omjiany. Inc., Indianapolis, Ind.. i- m.inufacturinii i -pecial rivet and sta\-l>olt cuttini: attachment. This attaiN nv,nt is used in connection with tlu- Ivjie A' < uttint^ M". - jiijie heini; -crewcd inlo tlu head in place of the reiiulir .utiiiiL.' iio//lc-. 1 he coj»|ier ti|i i- l»ent at a convenient Tucork Floor Insulation in Place market l»> the Tuco Products ('ori)oration. New York. This anyle and is adjustahle to any position, facilitating operatio: material, whieh is marketed under the trade name of Tu- in close ciuarters. . .;~ .• ' cork, is manufactured from a material secured in rock form, Much cleaner work in rivet and stay-holt cutting is po? . •ecu ST. V)\7 KAii.w w MKcii \.\ir \i, i-..\(,i\i:Kk. >.■> ;j]i! \viih this attailinuiit tlian with -tandard cuttinu' tip- Avli h do iiol jtrnnit niakini,' a (lit truly paralkl with th'. KEROSENE ENGINE FOR MOTOR CARS McKEEN : he McKccn Motor Car Company. Omalia, Xcb., has d results are rejwrted to i»e satisfactory in all respects. Tlie use of kerosene effects a >avinL; of 74 per cent of the Ch! of fuel as coni|)ared wiiii sjaxiknt' and a reduction in tlic cost of o|)eration pi r train-mile of SI per ii-nt. There .iprecial)le ini reasi' in tlu- (o-t of maintenance, a little more attention from the intitminan lieinLr all that is re<|uired. The >«U((e>^ful u>-c of kerci^me i~ the roult of a ^erie> of mean> of reiiulalinu the cjuantity a> well as atomi/ini; the fuel make it possible to sei ure the ]>roper e\pl<»-ive mixture under all conditions. To avoid undue i(»mpli( ations in con- trol the enyine ii? started on gasolene and after it i> in nH)lion kerosene is substituted. The trouble whi< h i- xnni- times encountered with the lubrication t>f internal (<»miiu~tion engines u>im; kerosene has been sati>fa<.torily overtime. J he first car e|>ei'd type. .\t the present time it i> in iiraiuii line hnal p,i>>en,uer >ervice. makinii an uverauc of 2h> mile- a (la\ . Siikv kerosi'ne has been sui»sti- tutetl for gasolene on thi> run there lias i>een an increase" of from 2> to 50 j»er rent in the mileaiie |ier 'jallon of fuel. '\'h< jiower developed on ixrade- i> materially increased and tiie moidrman has expre>>ed satisfaction «iV account of the greater ease in making the scheduled running time. It is felt that tile -liL'ht additional ( onip1i( ation of part- and tlu' increase in M, t4^ IS", ^V McKeen Motor Car Engine Which Uses Kerosene as Fuel ])erimcn"ts carried on during the past live years by this nipany. \ arious grades (jf distillate have been used for 'lut two years and the latest developments have made it '>sible to go a step farther and utilize kerosene. The .•eration of kerosene carburetors was found to be unsatis- ' tory. In the present de.-ign one carburetc^r of the multi})lc 'v type is applied to each cylinder. The kerosene is atom- 'd and delivered to the cylinder with a mixture of tempered r. there being eight nozzles for each cylinder. When run- ng light only one nozzle i)er cylinder is u>ed. the others n'ing into action when the throttle is opened. Through the of one carburetor for each cylinder the manifold has ' n eliminated. The supply of hot and cold air can l>e -lulated and for use on heavy grades water jets are pro- •ded. Kerosene diK's not mix with air as readily as distil- •tes or gasolene, but the use of tempered air and mechanical the lo-t of the apparatus is in-ignificant a- comjiared with die economy which ha> been obtained -by tlie use' «r kerosene. L.\CK OF LuiJKitAMS IN GKkM.ANV. — Press despatches from London. rej)orteil under date of April .>0. that when application was made in the prize court on that day for erty. coun.>iel read an affidavit from a meml)er of the war tratle intelligence defiartment in whiih it was stated that latest reports in the hand- of the government showed that iS. ()()() IcMomotives were laid up at lessen alone in March on account of wear and tear caused by the scarcitv of lubri- cating oils in Germany or by the employment of bad lubri- cants. The lubrication of railway engines wa- said to be one of the pre.-sing problem> in Germanx. (There were something over .>0,0(X) locomotives in Germany before the war.) (Formerly the RAILWAY AGE GAZETTE, MECHANICAL EDITION wiiJi which the AMERICAN ENGINEER was incorforated) Published on the First Thursday of Every Month by the SIMMONSDOARDMAN PUDLISHING COMPANY EowARo A. Simmons, President L. B. Sherman. Vice-President Henry Lee, Vice-President and Treasurer M. H. Wium. Secretary Woolworth Building, New York. N. Y. F. H. Thompson, Business Manager, Chicago. Chicago: Transportation BIdg. Cleveland: Citizens' Bldg. Washington: Home Life Bldg. London: Queen Anne's Chambers. Westminster. Roy V. Wright, Editor R. E. Thavef, Managing Editor C. B. Peck. Associate Editor A. F. Stuebing, Associate Editor Entered at the Post Office at New York, N. Y.. as mail matter of the second class. Subscriptions, including the eight daily editions of the Railway Azt Gazette published in June in connection with the annual conventions of the Master Car Builders' and American Railway Master Mechanics' Asso- ciations, payable in advance and postage free: United States, Canada and Mexico, $2.00 a year; Foreign Countries (excepting daily' editions), $3.00 a year; Single Copy, 20 cents. WE GUARANTEE, that of this issue 9,000 copies were printed; that of these 9,000 copies 7,930 were mailed to regular paid subscribers, 112 were provided for counter and news companies' sales, 292 were mailed to advertisers, 190 were mailed to exchanges and correspondents, and 476 were provided for new subscriptions, samples, copies lost in the mail and office use; that the total copies printed this year to date were 72,747, an average of 9,083 copies a month. THE RAfLWAY MECHANICAL ENGINEER is a member of the As- sociated Business Papers (A. B. P.) and the Audit Bureau of Circulations (A. B. C). According to a recent announcement of the Chicago & North Western, 79 employees have entered army or navy service. There have been enlistments from practically all departments. As the result of a movement instituted by employees of the Chicago Great Western, $1,640 was recently collected and sent to the Great Western company of the Thirteenth Engineers, then stationed in Chicago, to provide greater comforts for the men. R. B. Parrott, passenger conductor, was chairman of the employees' committee which handled the contributions, and George Bristow, assistant general pas- senger agent, Chicago, was secretary. The Louisville & Nashville has made arrangements to buy a large quantity of goggles to supply every man in its shops in Kentucky. If the men do not wear the glasses, after the employer furnishes them, they must themselves bear the risk of injuries, which could have been prevented by wearing glasses. Under the Kentucky Workmen's Compensation law credits are given on the basic risk rates on liability insurance where employers adopt safety first measures. One of these credits is in connection with the furnishing of goggles. The Pennsylvania Railroad has decided to suspend, tempo- rarily, the regulation covering the age limit for employment. The rule heretofore in force prohibited the hiring of new employees in any branch of the service, above the age of 45 years. Under the new rule, which has been adopted to meet war conditions, persons between the ages of 45 and 70 years may be employed during the war and for a period of six months thereafter. Such employment is not to be considered permanent, and it will not carry with it the privileges of the pension department. Numbers of former employees have al- ready been taken into the service. Samuel M. Felton, president of the Chicago Great West- ern and heretofore adviser to General Black, chief of engi- neers of the United States army, has been appointed by the Secretary of War director general of railways, with office at Washington, D. C. According to the order announcing his appointment, Mr. Felton is charged under the chief of engineers with the organization and despatch abroad of all railway forces and the purchase of all railway material, both for initial action and for continuous supplies for operation. Mr. Felton has been in charge of the organization of the railway engineer regiments for service abroad. The Thirteenth Engineers (Railways), United States Army, has moved to the Atlantic seaboard on its way to France. Two companies started on July 18, and the re- mainder of the contingent on July 21. All of the nine rail- way regiments organized under the direction of S. M. Felton, president of the Chicago Great Western, were recently re- named and renumbered, ten having been added to each of the former numbers. For example, the regiment until re- cently stationed at Chicago and formerly known as the Third Reserve Engineers, is now the Thirteenth Engineers (Rail- ways), United States Army. Before leaving their quarters on the Municipal pier at Chicago, the Thirteenth Engineers (Railways), United States Army, were presented with regi- mental colors by S. M. Felton, president of the Chicago Great Western, and C. H. Markham, president of the Illi- nois Central. A controversy between the railroads and the shopmen em- ployed on the southeastern railroads, involving about 25,000 men, who demanded an increase of 10 cents an hour and an eight-hour day, has been referred to the United States Department of Labor for mediation, with an agreement on the part of both the employers and the men to abide by the decision of the Secretary of Labor in case the conciliators of the department are not able to effect a settlement. The railroads offered increases amounting to six cents an hour, with an eight-hour day, for about 90 per cent of the men involved, but this was not accepted by the men and a strike had been called, to become effective July 12, when the medi- ation agreement was reached. The wage increase will amount to about $1,000,000 a year, for the roads involved, for each cent per hour. J. A. F. Aspinall, general manager of the Lancashire & Yorkshire, is now a knight, that honor having been con- ferred on him by King George on his last birthday. Mr. Aspinall is a member of the Railway Executive Committee now managing the railways under the war regime. He was born in 1851. He was educated at Beaumont college, Berk- shire, and his first railway service was in the shops of the London & North Western at Crewe. From 1875 to 1886 he was a shop superintendent on the Great Southern & West- ern of Ireland. In the last named year he went to the Lancashire & Yorkshire as chief mechanical engineer and he has been with that company ever since. The extensive sliops of that company, at Horwich, were laid out under his supervision. He was appointed general manager in 1899. In 1907 he was chairman of the general manager's confer- 466 August, 1917 RAILWAY MECHANICAL ENGINEER 467 gnce at the Railway Clearing House, and in 1909-1910 he was president of the Institution of Mechanical Engineers. A. J. Earling, president of the Chicago, Milwaukee & St. Paul, has presented a copy of Elbert Hubbard's "Message to Garcia" to each of the members of the St. Paul company of the Thirteenth Engineers (Railways), who will leave for France this summer to operate railroads at the front. On the tover of the booklet is a print of the American flag in colors, under which is the following quotation from President Wil- son's war message: "The world must be made safe for democracy. Its peace must be planted upon the tested foun- dations of political liberty." The text is prefaced by Mr. Earling's own message to the men: "In wishing the offi- cers and employees of the Chicago, Milwaukee & St. Paul God-speed as they depart for the front, it is my sincere wisli that each and every one may have the opportunity of delivering that message to Garcia and safely return to the happiness of his home with the consciousness of having been ready and a realization that the hero of the war was the man who delivered the message when called upon." tons. As two tons of coal will warm a family of five persons a long time, it is estimated that by reason of this economy of train service nearly 270,000 persons could be kept com- fortable during the coming winter." Car and Locomotive Orders in July Of the 518 locomotives reported in July, 400 were on government orders, 300 for the United States Government and 100 for the British Government. During July also, the order was signed for the 500 Russian Government Decapod locomotives, but these are not included in the July totals because they were included in June. The 300 locomotives for the United States Government are 80-ton Consolidation locomotives for service with our own forces in France. The order was divided evenly between the American Locomotive Company and the Baldwin Locomotive Works. Those to be built by the former are duplicates of the locomotives now on order for the French State Railways. Those to be built by the Baldwin Locomotive Works are to be similar to the British Government locomotives some of which were recent- ly delivered. The orders were as follows: Freight Locomotives. Cars. Domestic 415 5.570 Foreign 103 1,200 Women on the New York Central Women have made "a splendid start" on the New York Central, according to a statement made by an officer of the road. A gang of thirty women, under direction of a woman bookkeeper, is employed at Collinwood, Ohio, in sorting 3,000 tons of scrap metal. They do the work as well as men, and appear to like it. The woman who does the same work as a man will get the same pay. Those women who are sorting scrap get an average of $2.50 a day. The number of women employed in the auditing depart- ment has been increased; and there are many in the car record office. Some are being trained in the purchasing de- partment, to sell tickets, and to act as watchmen at rail- road crossings. In the shops women are learning to run lathes, drills and other small tools, and women will be em- ployed as assistants in stations. One woman has been in the service as watcher at a railroad crossing for the last ten years. Vice-President A. T. Hardin says: "Our present work is centered largely in organization and training. The women we are training are in many instances relatives of our em- ployees. Many women have e.\traordinar}' energy and power for constructive work, which has never been put to practical use. The war gives them an opportunity to se^^'e their coun- trv and themselves." Passenger Cars. Total 518 6,770 The important locomotive orders included the following: Atchison, Topeka & Santa Fe 100 Baldwin United States Government 1 50 Consolidation American ISO Consolidation Baldwin British Government 100 Consolidation Baldwin Among the important freight car orders were the fol- lowing : Canadian Government Railways 1,000 Box National Grand Trunk 1,000 Box Am. C. & F. Pennsylvania R. R 2,000 Box -Altoona 100 Flat Altoona 100 Cabin Altoona 25 Well Altoona Union Railroad 1,500 Coke Ralston MEETINGS AND CONVENTIONS Railway Equipment Manufacturers' Association. — At a meeting of the executive committee of the Railway Equip- ment Manufacturers' Association at Chicago, June 11, the convention of the association for this year was canceled. Master Car and Locomotive Painters' Association. — Owing to the state of war declared and now existing between the United States and Germany, it has been decided by the president and executive board that the forty-eighth annual convention of the Master Car and Locomotive Painters' As- sociation of the United States and Canada will be postponed until further notice. Pennsylvania Electric Locomotive In the article describing the Pennsylvania's new electric locomotive which was published in the Railway Mechanical Engineer of July, on page 379, the fact that the electrical equipment was supplied by the Westinghouse Electric & Manufacturing Company, Pittsburgh, Pa., was omitted through oversight. This company provided the motors and all electrical apparatus used on this locomotive. How Long Is a Long Time ? The following statement, given out by one of the eastern roads, calls attention to the far-reaching effects of its heavy curtailment of passenger service: "The New York, New Haven & Hartford, which has taken off 199 passenger trains, is thereby saving, each week, 2,054 tons of "coal, equal to an annual saving of 106,828 The following list gives names of secretaries, dates of next or regular meetings and places of meeting of mechanical associations: AiB Brake Association. — F. M. Nellis, Room 3014, 165 Broadway. New York City. American Railroad Master Tinners'. Coppersmiths' and Pipefitters' Association. — O. E. Schlink. 485 W. Fifth St.. Peru. Ind. Conven- tion postponed. American Railway Master Mechanics' -Association. — J. W. Taylor. Kar- pen Bldg., Chicago. Convention postponed. American Railway Tool Foremen's Association. — R. D. Fletcher, Belt Railway, Chicago. Convention postponed. American Society for TEsriNr; Materials. — Prof. E. Marburg, University of Pennsylvania, Philadelphia, Pa. American Society of Mechanical Engineers. — Calvin W. Rice, 29 W. Thirty-ninth St., New York. Association of Railway Electrical Engineers. — Joseph A. Andreucetti. C. & N. W., Room 411, C. & N. W. Station, Chicago. Car Foremen's Association of Chicago. — Aaron Kline, 841 Lawlor Ave., Chicago. Second Monday in month, except June, Juiy and August, Hotel La Salle, Chicago. Chief Interchange Car Inspectors' and Car Foremen's Association. — W. R. McMunn, New York Central, Albany, N. Y. Convention postponed. International Railroad Master Bi-\cksmiths' Association. — A. L. Wood- worth, C. H. & D., Lima, Ohio. Convention postponed. International Railway Fuel Association. — J. G. Crawford, 547 W. Jack- son Blvd., Chicago. International Railway General Foremen's Association. — William Hall, 1126 W. Broadwav, Winona, Minn. Convention postoned. Master Boilermakers' .Association. — Harry D. Vought. 95 Liberty St., New York. Convention postponed. Master Car Builders' Associ.\tion. — J. W. Taylor, Karpen Bldg., Chicago. Convention postponed. Master Car and Locomotive Painters' .Association of U. S. and Canada. — A. P. Dane, B. & M., Reading, Mass. Convention postponed. Niagara Frontier Car Men's Association. — E. N. Frankenberger, 623 Brit- bane Bldg., Buffalo, N. Y. Meetings, third Wednesday in month. New York Telephone Bldg., Buffalo, N. Y. Railway Storekeepers' Association. — J. P. Murphy, Box C, Collinwood, Ohio. Convention postponed. Traveling Engineers' Associ. been appointed electrical en- gineer, with head(juarters at Topeka, Kan. F. G. Gri.msh.wv, assistant engineer electrical ecjuipment of the Philadelphia Terminal division of the Pennsylvania Railroad, has been promoted to superintendent of motive power of the New Jer- sey division, with head- quarters at New York, succeeding H. H. Ma.x- field. Mr. Grimshaw was born on November 26, 1878, at Paterson, N. J., and was edu- cated at Cornell Uni- versity. After serving for one year in the Cooke Locomotive Works, he entered the service of the Pennsyl- vania Railroad in 1902 as special apprentice in the Altoona machine shops. From 1905 to August, 1906, he served successively as yard clerk and assistant yardmaster on the Pittsburgh division, and then was ap- pointed assistant master mechanic of the Monongahela divi- sion. In June, 1907, he was appointed master mechanic on the West Jersey & Seashore, serving in that capacity until September, 1912, when he was appointed assistant engineer of motive power on the Western Pennsylvania divi- sion of the Pennsylvania Railroad at Pittsburgh, Pa. In November, 1914, he was transferred to Philadelphia as assistant engineer of electric equipment. T. J. Hamilton, district master mechanic of the Chi- cago, Milwaukee & St. Paul, at Tacoma, Wash., has been appointed assistant superintendent of the Missoula division, with headquarters at Avery, Idaho. R. G. Bennett F. G. Grimshaw MASTER MECHANICS AND ROAD FOREMEN OF ENGINES C. D. Barrett, master mechanic of the Pennsylvania Railroad, at Sunbury, Pa., has been granted a furlougli to enter military service as an officer of the Ninth Engin^-ers of the National Army, the Railway Shop regiment. A. H. Beirne, general roundhouse foreman of the Atchi- son, Topeka & Santa Fe at Albuquerque, N. M., has been appointed master mechanic of the Western division, with headquarters at Dodge City, Kan., succeeding Edward Nor- ton. Robert G. Bennett, assistant engineer of motive power of the Central division of the Pennsylvania Railroad, has succeeded C. D. Barrett as master mechanic at Sunbury, Pa. Mr. Bennett was born at Brighton, England, on March 31, 1882. He entered the service of the Pennslyvania Railroad in 1900 as a machinist apprentice in the Erie, Pa., shops, completing his appren- ticeship at the Renovo. Pa., shops four years later. He graduated from Purdue Univer- sity in 1 908 as a bache- lor of science in me- chanical engineeriniz and in 1915 he was given the degree of mechanical engineer. While attending col- lege, he worked during the summer months as a machinist, draftsman and inspector and in November, 1908, was appointed motive power in- spector of the Monongahela division. In March, 1912, he was transferred to the Pittsburgh division as rodman in the maintenance of way department, and a year later he became inspector in the test department at Altoona, Pa., being as- signed to the locomotive test plant on bulletin work. In May, 1916, Mr. Bennett went to Chambersburg, Pa., as as- sistant master mechanic of the Cumberland Valley Railroad and returned to the Pennsvlvania Railroad in February, 1917, as assistant engineer of motive power of the Central division at Williamsport, Pa. G. E. Cessford, district master mechanic of the Chicago, Milwaukee & St. Paul, at Deer Lodge, Mont., has been transferred to Tacoma, Wash., succeeding T. J. Hamilton. ]>romoted. George C. Christy, general foreman of the McComh shops of the Illinois Central, has been appointed master mechanic at Vicksburg, Miss., succeeding C. Linstrom, de- ceased. Mr. Christy was born at Water Valley, Miss., on December 7, 1882. He entered the service of the Illinois Central at that point on June 1, 1898, and worked consec utively as painter, machinist apprentice, machinist, round house foreman, and erecting shop foreman, being appointed general foreman of the Water Valley shops in October, 1911 He was transferred to the McComb shops in December, 1914, as general foreman, in which capacity he served until his recent promotion. F. P. McDonald has been appointed master mechanic of the Stockton division of the Southern Pacific at Stockton, Cal., succeeding A. D. Williams, promoted. W. R. Meeder has been appointed master mechanic of the Illinois Southern, with office at Sparta, 111., succeeding W. F. McCarra resigned. A'. GUST, 1917 RAILWAY MECHANICAL ENGINEER 469 C S. Gaskill, master mechanic of the Pennsylvania Rail- road at Orangeville, Md.. has received a furlough to enter miltary service as an officer of the Railway Shop regiment, the Ninth Engineers. J). ]. McCuAiG, acting master mechanic of the Grand Trunk" at Toronto, Ont., has been appointed master mechanic of the Ontario lines, with headquarters at Toronto. H. L. Xeedham, general foreman of the locomotive de- partment of the Illinois Central at Twenty-seventh street, Chicago, has been appointed master mechanic of the Spring- field division, with headquarters at Clinton, 111., succeed- inii William O'Brien, assigned to other duties. C. D. Rafferty has been appointed master mechanic of the Algoma Central & Hudson Bay, with office at Sault Ste. Marie, Ont., succeeding Thomas Fraser, resigned. F. S. Ro,BBiNS, assistant master mechanic of the Penn- sylvania Railroad, at Pittsburgh, Pa., has been granted a furlough to enter military service as an officer of the Rail- way Shop regiment, the Ninth Engineers. Edward Schultz, master mechanic of the Chicago & North Western at Chicago, has been recommended for first lieutenant in the Third Reserve Engineers. Harry S. Schum, general foreman of the East Altoona enii'nehouse of the Pennsylvania Railroad, has been ap- pointed assistant master mechanic of the Altoona machine shops. \L F. Smith, district master mechanic of the Chicago, Milwaukee & St. Paul at Dubuque, Iowa, has been trans- ferred to Milwaukee, Wis., succeeding A. Young, resigned to enter military service. Leox a. Starkweather, motive power inspector of the Pennsylvania Railroad, has been appointed assistant master mechanic of the New York division. J. H. Thomas, assistant general foreman of the Penn- sylvania Railroad, at Pitcairn, Pa., has been appointed as- sistant master mechanic at Pittsburgh, succeeding F. S. Robbins. G. H. ^^'ATKINS, assistant engineer of motive power of the Western Pennsylvania division of the Pennsylvania Rail- road, has been appointed master mechanic of the Baltimore division at Orangeville, Md., succeeding C. S. Gaskill. Mr. Watkins was born on April 17, 1881, at Charlotte Court House, Va. He entered the Altoona shops of the Pennsylvania Railroad as a special apprentice on June 24, 1903, and was made an inspector on June.l, 1907. He was transferred to the Delaware division as enginehouse foreman on Septem- ber 1, 1910, serving in that capacity until November of the same year when he was promoted to assistant master mechanic at the Meadows shops. Three years later Mr. Watkins was assigned to the Pittsburgh division and on November 1, 1914, he became assistant engineer of motive l)ower of the W^estern Pennsylvania division. Alexander Young, district master mechanic of the Chi- cago, Milwaukee & St. Paul at Milwaukee, Wis., has been lecommended for a commission of captain in the Third Re- serve Engineers. SHOP AND ENGINEHOUSE Amos C. Davis, general foreman of the Altoona erecting >hops of the Pennsylvania Railroad, has been appointed general foreman of the East Altoona enginehouse. Charles W. Davis, assistant roundhouse foreman of the Atchison, Topeka & Santa Fe at Dodge City, Kan., has been i^ppointed division foreman at Deming, N. M. H. G. Flanders, roundhouse foreman of the Atchison, Topeka & Santa Fe, at Clovis, N. M., has been promoted to general foreman at that point. Lyle H. Gibbs has been appointed general foreman of the Atchison, Topeka & Santa Fe at Shawnee, Okla. William Gruys, general foreman of'the Atchison, Topeka & Santa Fe at Waynoka, Okla., has been appointed general foreman at W'ellington, Kan. F. P. Howell, erecting shop foreman of the Atlantic Coast Line at Waycross, Ga., has been appointed general foreman at that point. E. S. Meyer has been appointed gang foreman of the Waycross shop of the Atlantic Coast Line, succeeding H. C. Spicer, promoted. Frank E. Myers, roundhouse foreman of the Atchison. Topeka & Santa Fe, at Waynoka, Okla., has l)een appointed general foreman at that point. J. Ormsby has been appointed general foreman of the locomotive department of the Illinois Central at Twenty- seventh street, Chicago, succeeding H. L. Needham. Samuel R. Parslow, formerly general machine foreman of the Great Northern at the Dale street shops, St. Paul, Minn., and for the past two years engaged in mechanical valuation work for that company, has been appointed shop superintendent of the new shops at Great Falls, Mont. H. C. Spicer, formerly gang foreman of the Atlantic Coast Line at Waycross, Ga., has succeeded F. P. Howell as erecting shop foreman of the Waycross shop. PURCHASING AND STOREKBEPING J. L. Feemster, storekeeper of the Kansas City Termi- nal Railway at Kansas City, Mo., has been appointed gen- eral storekeeper of the Chicago Great W^estern, with head- quarters at Oelwein, Iowa. Leonard L. King has l^een appointed division storekeeper of the Illinois Central, at McComb, Miss., succeeding W. S. Morehead. S. F. Langton has been appointed division storekeeper of the Atchison, Topeka & Santa Fe, at Seligman, Ariz., succeeding S. C. Fogarty. August W. Munster, whose appointment as purchasing agent of the Boston & Maine, with headquarters at North Station, Boston, Mass., was announced in these columns last month, was born on July 24, 1882, at Waltham, Mass. He was educated in the Massachusetts Institute of Technology, and in 1904 began railway work with the Northern Pacific, where he served as a machinist and material inspector. In 1909, he went to the New York, New Haven & Hartford as material inspector, and subsequently sef\'ed as chief in- spector and engineer of tests. In 1911 he went to the Bos- ton & Maine as general storekeeper, which position he held at the time of his recent appointment as purchasing agent. George W. Rice has l)een appointed division storekeejier of the Illinois Central, at Memphis, Tenn., succeeding L. L. King. NEW SHOPS Union Pacific. — This road will carry out improvements during 1917 to include the construction of new shops, round- house facilities, coaling stations, etc., at Omaha, Neb., at a cost of $3,000,000. Plans for this work have not yet been completed except for a new power house and extensions to shops at Omaha, to cost $656,000. New York Central. — A contract has been given to John W. Cooper & Co., Buffalo, N. Y., for building an engine- house with turntable and annex buildings, in the freight yards at Gardenville, N. Y. The work calls for putting up a structure 35 ft, high, 100 ft. wide and 500 ft. long, with concrete foundations, and brick and timber super-structure. The approximate cost of the work will be $150,000. 470 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 Charles B. Yardley has been elected president of Steel & Iron Mongers, Inc., with offices at 796 Broad street, New- ark, N. J. At a meeting of the board of directors of the American Locomotive Company, held June 21, L. A. Larsen was ap- pointed assistant comptroller. A. D. Bruce, in charge of purchases and supplies for the Vapor Car Heating Company, Inc., Chicago, has been elected secretary and controller, succeeding Arthur P. Harper, re- signed. G. A. Cooper, representative in the railroad department of the United States Graphite Company, at Chicago, has been appointed advertising manager of the company, with head- quarters at Saginaw, Mich. H. G. Doran & Co., Peoples Gas building, Chicago, have been appointed selling agents for the Schaefer Equipment Company, Pittsburgh, Pa., manufacturers of the Schaefer truck lever connections. The American Steel Foundries, Chicago, has purchased the Eclipse cast steel coupler yoke from the National Car Equipment Company. The Eclipse yoke requires neither keys nor rivets, and is now in use on a large number of rail- roads. D. B. Mugan, who was formerly in charge of the electrical department of the Illinois Central at New Orleans, La., has been appointed resident manager of the Edison Storage Bat- tery Supply Company, with headquarters at 201 Baronne street, New Orleans, La. Willard Doud. consulting engineer, Old Colony building, Chicago, 111., has closed his office temporarily, to accept a COTnmission as lieutenant, junior grade, in the United States Naval Reserve. He has been assigned to active service at the Naval Training Station, Great Lakes, 111. At a meeting of the executive committee of the board of directors of the American Locomotive Company, held July 18, David Van Alstyne was appointed an assistant vice- president, in charge of manufacture. Mr. Van Alstyne has hitherto held the title of assistant to vice-president. Charles S. Clark, formerly sales agent of the Pennsylvania Steel Company at Boston, Mass., has been elected first vice- president and general manager of the Laconia Car Company, and will make his headquarters at Laconia, N. H., where the business of the company will be transacted hereafter. L. O. Cameron, formerly manager of sales in the southern district for the Pressed Steel Car Company, has opened an office in the Munsey building, Washington, D. C, and will hereafter represent the Pressed Steel Car Company, and the Oxweld Railroad Service Company. He will also handle government accounts. The Lodge & Shipley Machine Tool Company, Cincin- nati, Ohio, has elected the following new officers: M. G. Lodge, president; J. W. Carrell, vice-president and general manager, and L. A. Hall, secretary and treasurer. Murray Shipley has sold his entire interest in the company and has severed his connection with it. Among those in the service of. the American Steel Export Company, New York, who have been called to the colors, is K. G. Martin, manager of the service and publicity de- partments. Mr. INIartin was granted an honorable discharge from the 22nd Regiment, Corps of Engineers, N. G., N. Y., in order to be able to accept a commission as captain, Offi- cers' Reserve Corps, Motor Transport Service. The Mark Manufacturing Company, Chicago, will spend approximately $14,500,000 in the construction of a steel plant at South Chicago. This is $9,500,000 in excess of the cost as estimated a year ago. The new plans provide for the con- struction of a 600-ton blast furnace, with docks, ore and coke handling machinery, which was not in the original plans. The new plans also provide for an open hearth steel department with a capacity of 250 gross tons of ingots per year. Daniel A. Wightman, formerly general manager of the Pittsburgh Locomotive Works, died at Warren, R. I., on July 6. Mr. Wightman was born at East Greenwich, R. I., in 1846. He was educated in the public schools of that town, and after a course in an evening school in Providence, entered the employ of the Rhode Island Locomotive Works as a draftsman. In 1876 he went to the Pittsburgh Loco- motive Works as superintendent. He later became general manager and held that position when he retired in 1902. The Walter A. Zelnicker Supply Company, St. Louis, Mo., and affiliated companies are now represented in the Birmingham district by Thomas A. Hamilton, who for the past 14 years has been connected with the Crane Company, prior to which he was superintendent of the East St. Louis plant of the Zelnicker Car Works. Mr. Hamilton will have charge of both buying and selling in the southeastern dis- trict. His office will be at 1018 Woodward building, Birm- ingham, Ala. The Walter A. Zelnicker Supply Company, St. Louis, Mo., announces the appointment of W. H. Dayton as city salesman. Mr. Dayton was formerly with the Railroad Sup- ply Company, Chicago, as secretary and purchasing agent, and also eastern representative for five years. He went to St. Louis seven years ago, representing the same firm, the Chicago Signal & Supply Company, and the Elyria Iron & Steel Company, manufacturers of signal and track mainte- nance materials. Roland C. Eraser, vice-president of the Buffalo Brake Beam Company at New York, died on July 17 at his home at Suffern, N. Y. He was born at Boston, Mass., on April 11, 1865. Mr. Eraser was widely known in the supply trade. He began his business ca- reer in the railway supply field by join- ing the business staff of the Railroad Gazette in 1890. After several years' service in that position he was em- ployed, successively, by the Monarch Brake Beam Company, of Detroit: the U. S. Metal & Manufactur- ing Company, of New York, and the Buffalo Brake Beam Company, of New York. At the time of his death he was vice-president of the last named company and had been in its service for 14 years. A gift of $o85 was recently made to the Thirteenth En- gineers, United States army, by seven Chicago railway sup- ply companies. Of this amount, $85 was used to cover the expenses of a band, which furnished music during a review of the regiment on July 12, and the remaining $300 will R. C. Fraser August, 1917 RAILWAY MECHANICAL ENGINEER 471 be used to provide greater comforts for the men. The com- panies which contributed to the fund were the P. & M. Cora- panv, Robert W. Hunt & Co., the Railroad Supply Company; Fairbanks, Morse & Co.; the Rail Joint Company; the Galena-Signal Oil Company, and Pratt & Lambert. Frank B. Bradley, vice-president of the Ajax Forge Com- pany, Chicago, died at his home in Chicago, on July 14. Mr. Bradley was born at Lake Forest, 111., on May 6, 1866, and entered the service of the Ajax Forge Company in 1884 as an office boy. With the exception of a few years' service with the Morden Frog & Crossing Works, the Buda Foun- dry Company and Clement Curtis & Co., he has been continu- ously with the Ajax Forge Company since that time, having special charge of the sales department in recent years. In addition to his sales duties he has invented and perfected several railroad track specialties. The L. B. Stillwell Engineering Corporation has been organized to act as constructing engineer in the design and construction of steam and hydro-electric lighting, railway and power plants; electric transmission, electrification of railroads, the design and construction of steel rolling stock, railroad terminals, steam heating plants and general en- gineering construction work. The officers are: Lewis B. Stillwell, president; H. St. Clair Putnam, vice-president and general manager; Hugh Hazelton, vice-president, and W. Everitt Rundle, secretary and treasurer. The principal office of the corporation will be located at 100 Broadwav, New York City. Samuel Lindsay Nicholson, who has been sales manager of the Westinghouse Electric & Manufacturing Company since 1909, has been promoted to the position of assistant to vice-president, with headquarters at East Pittsburgh, Pa. Mr. Nicholson was born in Philadelphia, received his education in the William Penn Charter School of that city and began his business ca- reer as an apprentice with the Belmont Iron Works in 1887. He en- tered the electrical busi- ness the following year and served with various electrical companies un- til 1898, when he be- came sales representa- tive of the Westing- house Electric & Manu- facturing Companv, in ^ew York. He subsequently had charge of the city and in- dustrial division of the New York office. On the reorgani- zation of the sales department in 1904, he was made man- ager of the industrial department, which position he filled until his selection as sales manager of the company in 1909. David A. Munro, formerly manager of the J. N. Johns Manufacturing Company, has accepted a position with the Kailway Specialties Corporation, New York, and will take active charge of that company's railroad department. Mr. Munro was born in Scotland. He came to this countr\' in February, 1907, and in October of the same vear entered the auditor's office of the Metropolitan Street 'Railway in New York. He was later assistant to the auditor of the second Avenue Railroad of New York, and was shortly atterwards appointed purchasing agent to the receiver in ad- dition to his other duties. On December 1, 1916, he resigned to enter the supply field as manager of the J. N. Johns Manu- facturing Company. W. G. Bee S. L. Nicholson W. G. Bee, vice-president and general sales manager of the Edison Storage Battery Company, Orange, N. J., died at his home in that city July 11, aged 48 years. Mr. Bee was born in Hartford, Conn., on December 14, 1868. He left school at the age of 15 and enlisted in the United States Naxy as seaman's apprentice. After four years' serv- ice he received an hon- orable discharge and returned to Hartford and became associated with the Pope-Hartford Bicycle Company, which later became the Electric Vehicle Com- pany of Hartford. In this way Mr. Bee be- came one of the pio- neers of the electric vehicle industry. In the Spanish-American War, Mr. Bee was a chief gunner's mate on the U. S. S. "Gloucester," J. P. Morgan's yacht "Corsair." After the war Mr. Bee returned to the Electric Vehicle Company and spent some time in Mexico in its interests and was in charge of its exhibit at the Pan-Amer- ican Exposition. In 1903, Mr. Bee became associated with Thomas A. Edison, then at Glen Ridge. When the Edison Storage Battery Company was organized in Orange, Mr. Bee became general sales manager, and in 1903 was elected vice- president. Herbert Deeming, who has been appointed sales manager of Mudge & Co., with headquarters in the Railway E.xchange, Chicago, was born in England on April 16, 1880! He began his business career as a stenographer and clerk in the general passen- ger department of the Fremont, Elkhom & Missouri Valley at Omaha, Neb., in Oct- ober, 1897. From July, 1899, to September he was with the American Express Company at Omaha, and from the latter month until Jan- uar}', 1900, he was em- ployed in the general superintendent's office of the Fremont, Elk- horn & Missouri Val- ley. He was then pro- moted to secretary to the general freight agent of the same road, and in July, 1902, went to Chicago, where he was employed in the auditor's office of the Chicago & Western Indiana. In January, 1903, he was promoted to a position in the president and general manager's office. From July, 1903, to February, 1916, he was secretary of the General Managers' Association, at Chicago, and from No- vember, 1907, to February, 1916, was also secretary of the Association of Western Railways. In March, 1916, he be- came assistant director of the Railway Educational Bureau at Omaha, Neb., and seven months later he became asso- ciated with the H. E. Reisman Advertising Company, which position he held until his recent appointment. W. F. Walsh, of the railway export department of the Galena-Signal Oil Company, has received a commission a3 H. Deeming 472 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 8 captain in the EnjT;neer Reserves, L'nited States Army. Mr. Walsh was formerly with the Chesapeake & Ohio, and while with that company held a commission as first lieutenant of the Roanoke Blues of the Virginia National Guard. L. C. Sprague, formerly general motive power ins[)ector of the Baltimore & Ohio, with headquarters at Baltimore, has been appointed special representative on air brake specialties for the general railroad department of the H. W. Johns-Manville Company, with headquarters in New York. Mr. Sprague has been in railway service since 1899, serving on the diicago, Burlington & (^uincy from that time to 1910 as lireman, engineman and then fuel inspector. In 1912 he became a locomotive and air brake instructor for the International Correspondence Schools, following which he was assistant general air brake instructor on the Great Northern at St. Paul. He became general motive power in- spector of the Baltimore & Ohio in 1915. Oden H. Wharton, formerly assistant to the president of the Crucible Steel Comj)any, has been elected president of the company. Mr. Wharton was born at Easton, Pa., and received his schooling at that place. His first business as- sociation was with Park Brothers & Co., Ltd., at that time operating the Black Diamond Steel Works in Pittsburgh. He started as office boy, then became billing clerk and finally a salesman. Later he was connected with the sales depart- ment of the Park Steel Company in Cleveland and other cities. He went to Bo$ton for some years as representative of the Park Steel Company, and later of the Crucible Steel Company of America, and was finally appointed general manager of sales of the latter company, with headquarters at Pittsburgh. After holding this position for several years his health failed, and he was succeeded by Reuben Michener, the present general manager of sales. Mr. Wharton traveled in Europe for a year or more, and, regaining his health, was appointed assistant to President Charles C. Ramsey, of the Crucible Steel Company, who died recently. The Automatic Straight Air Brake Company The Automatic Straight Air Brake Company of New York during the next few weeks will send out invitations to many of the leading railroad officers of the country to witness the operation of the automatic straight air brake, on a 100-car test rack at New York, and shortly thereafter to attend the road service trials, which will be conducted by the Division of Safety of the Interstate Commerce Commission. The company has leased a building in which it has in- stalled a 100-car test rack, which includes the complete car equipment arranged with full length train line and all other piping, just as it would be applied on a 100-car train. The apparatus for each car includes a trainagraph with three recording pens indicating respectively the pressure of the brake cylinder, the auxiliary reservoir and the train line. An observer can thus see at a glance just what takes place on each car in the train. During the fall of 1915 this brake was tested in road service on the Atchison, Topeka & Santa Fe, under the su- pervision of the Division of Safety of the Interstate Com- merce Commission, and since that time the improvements suggested by the commission in its report to Congress in June, 1916, have been made in the equipment. The prin- cipal features of the brake, an early form of which was de- scribed in the Februar>', 1915, issue of the Railway Age Gazette, Mechanical Edition, page 92, are the use of wing valves, the movement of which is controlled by diaphragms under the action of differential pres.sures and the use of train pipe air for the service application of the brake, making possible the maintenance of a predetermined brake cylinder pressure indefinitely without the necessity of the release and reapplication of the brakes, and without the aid of retain- ing valves. .Air Compressors. — Bulletin 34-Y, issued by the Chi- cago Pneumatic Tool Company, is a catalogue of that tom- pany's gas and gasolene driven air compressors. BoiLKR KoTE. — The Boiler-Kote Company, Chicago, in a 16-page booklet, details the advantage of using Boiler-Kote in boilers, and shows how it is used to secure the desired re- sults. Wrenches and Other T(X)LS. — One of the latest cata- logues issued by the Mechanical Specialties Company, ( hi- cago, is a 16-page booklet illustrating and giving list prices on the company's line of wrenches, chisels, punches and similar tools. E.XPORT Engineering and Contracting. — This is the title of a booklet issued by the American Steel Export Com- pany, New York. The book explains about the export organization of the company itself, and gives a detailed list of the many kinds of equipment it is in a position to design and supply. Car Heating. — The Gold Car Heating & Lighting Com- pany, New York, has recently issued a catalogue descrip- tive of the Gold electric thermostatic control of steam heat- ing for passenger train cars. The booklet explains the ad- vantages of this system from the standpoint of uniform heat- ing and economies in the use of steam, and explains how the .system secures the desired results. Electric Hoists. — The Sprague Electric Works of the General Electric Company, 527-531 West Thirty-fourth .street. New York, has issued bulletin No. 48,923, describ- ing Type W electric hoists, one to six tons capacity. The various sizes and types of these hoists are clearly shown by photographs, detailed drawings and dimension tables. Gen- eral specifications for the hoists are also given. The Stroh Process. — The Stroh Steel-Hardening Process Company, Pittsburgh, Pa., has recently issued a 24-page catalogue descriptive of the Stroh process. This is a method for casting fine alloy steel together with soft steel in one solid piece, this giving a casting with a wear-proof alloy steel stratum upon the wearing surfaces, while the body is composed of any desired steel, and is in no way affected. The catalogue contains a number of illustrations showing gears, wheels, frogs, crossings, etc., of Stroh steel. Turret Lathe. — The International Machine Tool Com- pany, Indianapolis, Ind., has issued recently a 43-page cata- logue describing the Libby turret lathe. The characteristics of this lathe are fully described and data is given regarding the various sizes of lathes made by this company. Numer- ous illustrations are included, showing the different parts of the lathe. Particular attention is given to the Collet chuck and its construction, each of the individual parts beinu identified. Various other tools used in connection with thi~ lathe are also illustrated and described. Ball Bearings. — "Hess-Bright Ball Bearings — How t<> Apply Them," is the title of a booklet recently issued by the Hess-Bright Manufacturing Company, Philadelphia, for tht purpose of showing what precautions should be taken to preserve the "inherent efficiency and superiority" of Hess- Bright ball bearings. The booklet emphasizes the neces- sity of clean bearings and proper lubricants, the care that should be taken to prevent overloading, and the necessities of proper mounting. A number of drawings are given to bring out the points in the te.xt. Another and similar book- let issued by the same company deals with the application of ball bearings to the airplane. Volume 91 September, 1917 No. 9 COxXTENTS EDITORIALS: The Mechanical Departroent and the War 473 A Responsibility of Officers and Foremen 473 Axle Generator Location on Passenger Cars 474 Handling Locomotives at Termiral« 474 Women Workers in Railroad Shops 474 An Opportunity for the Mechanical Kngineer 475 The V'alue of Shop Schedule 475 The Future of the Mechanical Department 475 New Books 476 COMMUNICATIONS: Improvement in Air Brakes on Freight Cars 476 Milling Taws in Side Rods 476 GENERAL: Design of Heavy Helical Springs 477 Fallacies Regarding Malleable Iron 481 U. S. A. War Locomotive 484 Powdered Coal for the Railways 485 Conversion of Consolidation Type Locomotives to Eight-Wheel Switchers 488 Railway Efficiency and the War 489 CAR DEPARTMENT: Oil-Electric Motor Car 491 A Virginian 120-ton Coal Car 493 Cars in Use Behind the Trenches 498 Six-Wheel Truck for Virginian 120-ton Coal Car 501 SHOP PRACTICE: Locomotive Rod Work Boring Cylinder and Valve Chambers Cylinders with Cracked Steam Passages Reclaimed... Santa Fe Apprentice Instructors* Meeting Removing Air Pump Pistons Bar for Boring Westinghouse Alain Valve Bushings. Saving Money on Railroad Tinware Babbitting Line Shaft Bearings Hydraulic Press and Pump tor Rod Bushing Work.. Suggestions for Locomotive Rod Work Hose Testing Machine NEW DEVICES: Dodds' Cold Stored Light Air Pump Strainer Thermostatic Metal National Geared Head I„-4the... Forged Twist Drills Heavy .Mi-Geared Head Lathe.. Rivet Cutting Gun Portable Motor Driven Shear... t • a ■ V • * . ^ ••••.< " NEWS DEPARTMENT: Notes Meetings and Conventions Personal Mention New Shops Supply Trad-; Notes Catalogues 503 503 504 SOS 510 510 511 512 S13 513 514 SIS SIS 516 517 518 518 S19 519 520 521 522 525 526 528 The Mechanical ^^ .^^e mechanical department forces realize the part they are playing in the epar m world war for democracy? Do they and the War understand that by their work, indirect- ly of course, they may be the means of saving the lives of thousands of American soldiers? Daniel Willard, presi- dent of the Baltimore & Ohio and chairman of the Advisory Commission on National Defense, in an address to the offi- cers of the Baltimore & Ohio, an abstract of which is pub- lished elsewhere in this issue, shows with exceptional clear- ness the part railway mechanical department men must play in this war. This country must supply munitions, food, ships and equipment to our Allies. The traffic offered to American railways has assumed such proportions that some of it cannot be carried and it is expected that conditions will be still worse in the months to come. We must meet these extreme conditions without the full aid of car and locomotive builders since a large proportion of their output must be turned over to the government for use in France and to our Allies. This means that every ounce of power and every particle of service must be obtained from the equipment now in service. Cars must be made to carry heavier loads and locomotives must be made to haul heavier trains. Everything should be loaded to its full capacity and made to produce the greatest amount of work, Russia is badly in need of locomotives. Today 25 per cent of its power is out of commission for lack of material and labor; meanwhile the demands on its railway equip- ment have been tremendously increased. With its coal sup- ply from England cut off. it must transport coal from the Caucasus, which is 1,400 miles from Petrograd. The Rus- sian railroads are handling 1,500 cars of coal over this line each day. This absorbs a large proportion of the equip- ment. This country must furnish the much needed addi- tional equipment and American railroads must get along as best they can with their present equipment. The success of the Russian campaign is dependent upon transportation facilities. If it fails and Russia makes a separate peace with Germany, the 2,000,000 or more Germans on the east- ern front will be released for service on the western front and this means that just so many more American boys must go to France to win the fight, for win we must! Improving the existing equipment and making it do its full duty is the "bit' our railway forces are called upon to perform. A Responsibility ^hose in charge of railway shops, . ^_. engine houses and car repair vards of Officers ,° , , e ^^ ■ ' often overlook one of their greatest and Foremen responsibilities. Output and quality of workmanship are concrete things which are aimed at, involv- ing numberless details, and in securing them only the roughest sort of attention has been given by moit railroads to the training of the men in their various duties. Little, if any, attention has been given to teaching them to become better citizens. In times of peace and prosperity the neg- lect of this important duty on the part of foremen and supervising officers, although it may be noticeable, does not become as apparent as in time of war. Today, when ever\' workman must give the ver\' best that he has in order 473 474 RAILWAY MECHANICAL ENGIXEER Vol. 91, No. 9 to win the war, a proper understanding of his responsibilities to his country and his patriotic privileges and duties is a matter of prime importance. There is no limit to what this countr>- can accomplish if its people generally will fully awaken to the seriousness of the present situation and the part that they can play as individuals in bringing the war to a successful conclusion. Every foreman or officer in charge of groups of men, large or small, should do his part in helping to make them good citizens by making sure that they fully understand tlie duties and privileges of American citizens and the importance of each individual putting forth his best efforts, whether it l)e in the army, in an industrial- establishment, helping in the great work of transportation, or otherwise increasing production or con- serving energy and material. Axle Generator ^^^ enough attention is given to the proper arrangement and IcKation of the oca ion on ^^^^ lighting generator and axle pulley Passenger Cars ^^ passenger cars. Too often the car de- signer disregards this equipment and leaves the electrical en- gineer to apply it as best he may. The greatest source of trou- ble with the axle lighting system is the belt, and this is not always the fault of the belt itself, but because it has been im- possible to locate the generator and axle pulley so that satis- factory service will be obtained. To insure the best ser\'ice from the belt the axle pulley should be about 20 in. diameter, and have a face of 10 in. Tlie pulley should be mounted near the center of the axle, especially with body mounted generators, so that the belt distortion on curves will be reduced to a minimum. It has seldom been found possible to do this because of ol^structions on the truck, although if proper thought had been given in designing the truck the.se could in most cases have been easily eliminated. The electric lighting equipment on passenger cars is common at the present time and unless there is the proper co-operation between the mechanical and electrical departments, the maintenance of this equipment will prove a troublesome and expensive prob- lem. Several standards have l)een accepted by both the Mas- ter Car Builders' Association and the Association of Railway Electrical Engineers which have been found to work out very satisfactorily. Up to the present time, however, it has been found necessary to allow too much variation in the dimensions of pulley diameters and faces, simply because it has been impossible to control the design of the truck so that the best arrangement could be u.sed. date for closing a competition, but we want to give you ;.ll the time possible to write your article and still not have it too late for the coming winter. Some of the prize winning articles will be published in the November issue. Let us hear from every one who has any information on the sub- ject. Those articles that are not awarded prizes which are published will be paid for at our regular space rates. Remember the closing date — October 22. Handling ^" order to dis.seminate all the infor- , . mation possible concerning efficient Locomotives , n- r i ^- ^ \^ ^ handlmg of locomotives at termmals, at Terminals jj^^ Railway Mechanical Engineer will pay a first prize of $.>5, a second prize of $25 and a third prize of $15 for the three be.st articles telling how the time taken to turn a locomotive at a terminal may l)e reduced. Our purpo.se of running this competition at the present time following so closely the competition on the Engine House Terminal of a little over a year ago, is to be sure that all possible information on this subject is laid before our read- ers to help them meet the serious situation with which they will be confronted during the coming winter. Our railroads need power badly. With alx)ut one-half the output of our locomotive l)uilders dedicated to the Allies, the railroads can not receive their full support. We must make the best use of the power we have. Tell us how you have reduced the time your locomotives have been held at terminals so that everybody may profit from your experience. The subject is broad. Results are what we want, with an explanation of how they were obtained. Tell us so that we may tell others. The competition will close Monday, October 22, at our New York office in the Woolworth building. It is an odd Women Workers Railroad shops and car repair yards have been seriously handicapped by tlie shortage of labor during the past two ^"°P* years, and this is particularly true in industrial sections of the country. Labor conditions instead of growing better are steadily getting worse; meanwhile the heavy stress under which the railroads have been laboring is beginning to tell on the condition of the equipment. It will be necessary, however, to handle more business than ever during the fall months and through the winter. Several roads, in the emergency, are turning to the more extensive use of women. The complications that may arise b\- rushing into this thoughtlessly are so great that a word of caution is necessary at this time. Many roads have large numbers of boys and men doing office work that can be performed satisfactorily by girls and women. This will allow tlie men to be transferred to more active work for which they are better fitted and where in many cases there will be a greater opportunity for advancement than if they remained in the offices. Logically then, the women should fir.-t lie used to replace the men in positions of this kind. When it comes to doing heavy physical work in the shops, engine hou.ses or repair yards it will be wise to go slowly. Conditions should be studied critically and not a woman should be started on the work until the conditions are right and the rules and regulations under which they will work are thoroughly outlined and understood. Suitable retirement rooms should be conveniently located and shop matrons or forewomen should be provided. Rigid discipline as to con- duct should be established from the very start and careless- ness on the part of either sex in relation to the other should not be tolerated for a moment. So far as possible the women should be worked in groups and be segregated from the men. .\t the Grand Trunk shops at Montreal several women were started to work at one time and a woman who had worked in English .shops was placed in charge in order to instruct and coach them. Too much care cannot be taken to thoroughly instruct the new employees in their duties, and this applies to both men and women. Railroad shops have never been noted for hav- ing sufficient supervision; under the peculiar conditions which exist at present it will be impossible for overworked foremen to give the new em[)loyees the attention they need to become efficient workmen. In many shops it will be neces- sary to take radical steps to secure the necessary amount of su[)ervision. Failure to do this will spell disaster. It will effect not only the men in charge, but the entire railroad, our whole country, the boys at the front, and the cause of liberty and democracy. For years we have begged the rail- roads to install adequate ay)prentice sy.stems. The number that have done so is pitifully small. Had they all done so — or even a majority of them — the mechanical departments would be in a very different condition today. Intensive methods must immediately be taken to instruct the new em- ployees and see that they not only understand how to do the work in the best way, but that they actually live up to the instructions. This is no small task. First aid classes should be started for the women so that they may take proper care of any of their number that may be injured without calling on the men. The women must be paid on the same basis as the men. If possible, arrange- September, 1917 RAILWAY MECHANICAL ENGINEER 475 mtnts should be made so that they will lunch in a group by themselves; facilities can well be provided so that they can make hot tea or coffee. Skirts and flimsy clothing are dan- gerous in many cases and should be discarded for loose fit- ting jumpers specially designed for the women. These are a few of many factors that must be considered before the women can be introduced successfully into railroad shops. An Opportunity for Railroad mechanical engineers have a , », . . , splendid chance to be of service to the the Mechanical ^ , j * *u i- r ^u n roads and to the nation if they will Engineer realize the part they can play in in- creasing the efficiency of the transportation system at this time. All records for traffic handled are being broken this year. While 1916 set new records, the ton-miles hauled in 1^U7 are much greater than last year. More locomotives and cars are required than ever before and shops are working to the limit of their capacity. New conditions have arisen which require new methods of handling work. Under ordinar}' cir- cumstances the process of adjustment would be a gradual one, but now we must secure the maximum efficiency at once. The railroads have been modernizing their locomotives during the past few years, but even so it will be difficult to meet the de- mands for power this winter. While much has been done to make old cars fit for heavy service, there is still a large field for such work. Old equipment must be made serviceable, \et steel should be eliminated from the design wherever pos- sible. The problem is one which calls for all the ingenuity of .\merican railroad men. Unfortunately most of the officers of the mechanical de- partments are so busy with their regular duties that they have little time to devote to these important problems. Perhaps the one notable exception is the mechanical engineer. Little new equipment is being bought and he is therefore relieved of the work of designing and drawing up specifications, which forms a considerable part of his regular duties. There is therefore a splendid opportunity for the mechanical engi- neer to take a leading part in the work of developing methods of increasing the service secured from locomotives and cars. Any measures that will decrease the time that locomotives and cars are under repairs will in effect add to the equipment of the railroads, an object for which all must strive at this time. Any means of shortening the time required to do a given job, either by redesigning of parts or by the develop- ment of new methods of doing work, will in effect add men to the railroads' and to the nation's forces. No man is bet- ter qualified to undertake the solution of such problems than the mechanical engineer. Let him do his part in this crisis by seeing that as far as it lies in his power the railroads make the best possible use of their men and of their materials in or- der that, in the words of President Wilson, "these arteries of the nation's life suffer no obstruction, no inefficiency or slack- ened power." The Value of This journal has for many years con- „ sistently advocated the importance of introducing shop scheduling systems Schedule jj^^^ loccmotive repair shops as a means of cutting out lost motion and toning up the organiza- tion, thus increasing the output. Unfortunately compara- tively few managements have made any very serious attempts to install such schedules. Just why this is so it is difficult to understand, for such systems are comparatively simple. True, they must have the backing of the higher mechanical department officers and they must be administered with a reasonable amount of intelligence and common sense. Some- thing is wrong, however, with any railroad that will intrust its repair shops to men who do not possess such qualities. The real reason is doubtless a mental inertia or indiffer- ence caused by the fact that too many shop superintendents and foremen allow themselves to be swamped with a mass of details that might far better be shifted to the shoulders of their subordinates. Just how to jar — and this word is used advisedly — such men into a larger appreciation of their re- sponsibilities and opportunities is a problem; some of them may be so constituted that they will never awaken. It might help some if the head of the mehcanical department would call upon them for detail reasons as to why they had not in- stalled such schedules. It might be extremely helpful, also, if some of the higher officers would ask themselves why they had not insisted on the installation of schedules. Conditions at present are such that the necessity of in- stalling real shop schedules — no milk and water variety — and of otherwise improving the efficiency of the organization, is more vital than ever. The shortage of labor and the in- ability of the railroads in some districts to compete with the high wages offered by manufacturing industries, thus losing a considerable number of their skilled workers, has devel- oped and thrown into glaring relief the weak s}X)ts in the supervision and the necessity for following up the various operations more closely. In shops which have installed and religiously lived up to the shop schedules weak spots have been automatically located. It has been said that the sys- tematization of the work made necessary by the introduction of the scheduling system and the strengthening and upbuild- ing of the weak spots thus developed will make possible an increase of ten per cent in the output of the average shop. For purely patriotic reasons, if for no other, such an oppor- tunity should not be indifferently passed by in the present t-mers^encv. 'I'his is no time for slackers. The Future of ^^ ''^ recognized in England that it is .- . . , the locomotive rather than the rail that the Mechanical , , -i j r i • _^ has made railroads of such importance Department ^g arteries of traffic. The chief me- chanical engineer, as the superintendent of motive power is termed, is therefore given a rank, consideration and author- ity, which he does not have in the United States." This ciuotation is taken from "Some European Railway Practices," by H. W. Jacobs, the observations having been made in 1912. In December, 1903, George M. Basford, at that time visit- ing England, wrote: "They (English locomotive superintend- ents) all talk as if the entire responsibility of their depart- ments rested entirely upon them, and as a matter of fact it does. In a large sense, they have autocratic powers and as a rule, while subordinate to their general managers, they deal with the directors themselves, and thus play an im- portant part in the policy of the railroad; usually the larger motive power questions are dealt with by a committee of the directors, who hold fortnightly meetings, with the highest official of the road, the chairman, presiding. The general manager of the road may or may not attend. I am told that he usually does not, unless questions of operation are in- volved. This brings the motive power department into a prominence which it has not attained with us. In fact, it seems that English stockholders look upon this as the most important department and the one from which most is ex- pected. The officer in charge of it is therefore much in the public eye and is high in the councils of railroad men. The authority of the locomotive superintendent seems to be far beyond the reach of the stockholders when questions of safety and proper working condition, of equip- ment are concerned. No president or general manager here l)uys locomotives or cars without consulting the head of the mechanical department. He would not dare take such re- sponsibility." It has remained for Canada, our neighlxjr to the north, to snatch from us the honor of being first to elevate and dignify the work of the mechanical department on this con- tinent. W. D. Robb, superintendent motive pov.er of the Grand Trunk, has just been made vice-president of that 476 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 9 road in charge of motive power, cars and machinery. Douljt- less the chairman of the board, A. W. Smithers, who has his home in London, but has been in Canada for several months, had the English system in mind when Mr. Robb was made vice-president. Doubtless also, Mr. Robb will have author- ity commensurate with his new title. It is unfortunate that American roads have given so little attention to the needs of the mechanical department and have generally so greatly underestimated its importance and the necessity of giving the head of the department the authority which he really should have in the interests of efficiency and economy. Mechanical department officers afe not above making mistakes, but they could barely have worse conse- quences than the hand-to-mouth maintenance policy which has been followed on many roads at the direction of those in authority. Nor if they were given full responsibility for designing and ordering equipment would they be found rush- ing designs through at the last minute and leaving details to the builders. Nor would there have been so little study of the adaptability of different types of cars and locomotives. Mechanical department officers have fallen short of what they should be and doubtless have not measured up to their full opportunities, but they have not had the best sort of soil to grow in and have had little or no cultivation. Today is their real opportunity. If they can somehow manage to keep the equipment in shape to pull through the heavy traffic of the fall and winter and deliver the goods to our armies and our allies then they will have clearly qualified for bigger things in the railway organization and Mr. Robb will not stand alone with his new title and broader duties and re- sponsibilities. It is a superhuman task. Let us hope it will surely be accomplished. ■:;^i^:^?^^:>^ £i^ £1=5 IMPROVEMENT IN AIR BRAKES ON FREIGHT GARS Charlestok. S. C. To THE Editor: Considerable improvement has been made in the percen- tage of good brakes on freight trains in the last six months, most of the shops now having one or more air brake inspectors and repairers that test the brake pipes, triples and retaining valves. It is the general practice for these men to test the pipes for leaks with soap-suds on the joints after charging them with air, and to apply the gage to the exhaust port of the triple to determine leakage while the brakes are applied. When necessary to repair triples and retaining valves this should be done in the shop, and not attempted by the men in the yard making the test. The improvement in the brake equipment is due largely to the improved maintenance of cylinder leathers and expander rings. This class of work is of the greatest importance and should be put into effect at all points where air plants are available for testing the brakes. In addition to efficiency being one of the Safetv Appliance Acts, it is resulting in the saving of overtime money that has been paid to the engine and train crews, and the vast amount of fuel that would be used in dragging cars with brakes sticking. J. S. Breyer, NEW BOOKS The Founder'! Manual. Uy llavid W. Payne. Bound in leather, 676 pages, 4^1 in. by 7H in- Published by D. Van Nostrand Company, 25 Park Place, New York. Piice $4.00 net. In his preface the author states that while there is little a foundryman needs to know which has not been fully treated by competent authorities, there is no summary of this great mass of publications. The author's purpose, therefore, has been to bring together in one volume, where it may readily be located, a fund of information dealing with all phases of foundr)' work, making the volume in effect, a foundryman's handbook. In an effort to make the book of value to the novice, however, many pages of descriptive matter dealing with foundry equipment and practice have been added which will be of little interest to the experienced foundryman. The subject matter of the volume may roughly be divided into three cla.^ses. The first seven chapters are devoted to mathematics, mechanics and a miscellaneous collection of en- gineering data, which have been compiled from other author- ities, including Trautwine, Kent and structural steel hand- books. Some of this information has little bearing upon foundry work in particular and probably will be of little use to the average reader. Chapters 8 to 17, inclusive, are devoted to the presentation of the properties of cast iron, giving specifications for various classes of castings and including information relative to the mixing and testing of irons. One of these chapters deals with the casting of steel in the foundry. The remaining ten chapters of the book cover the details of foundry practice, and include chapters on foundry fuels and molding sand. One chapter goes into the subject of foundry accounts in considerable detail. In gen- eral, the arrangement of the material in the book has been worked out logically, but the use of chapter subdivisions in what is essentially a handbook of reference, has led to a number of incongruities in the grouping of material in in- dividual chapters. However, by using a topical index at the close of the book, no difficulty will be encountered in locating the material desired. MILLING JAWS IN SIDE RODS Battle Creek, Mich. To THE Editor: I have read with a great deal of interest the first prize article on locomotive rod repair work in the June issue and wish to congratulate Ernest A. Miller on the value of his article and the clear and explicit manner in which it is written. The worth of such papers as his would be less if they did not succeed in bringing out some criticism or discussion. I, therefore, with the very best of intentions, wish to call attention to Mr. Miller's method of cutting out the forked end, or as he terms it, the knuckle pin connection of the side rod, which he first drills, then slots out. This should be milled out of the solid rod with a helical cutter, having a bearing on the outer end. I have seen a perfectly good job done with one cut 2>^ in. wide by 10 in. long in an hour; a much l^etter job I am sure than can he done on the slotter with the two cuts described. After the cutter has been re- ground, of course losing its original diameter, two cuts through would be necessary, the second or sizing cut onlv removing probably 1/32 in., where a verv much coarser feed may be taken. I feel sure that by this method the whole end could be milled in but a very little longer time than it takes to set up and drill the rod and take it to the slotter and get a cut started there. Of course, I understand Mr. Miller may not have access to the kind of milling machine necessary for this work but .such a machine should be included in a lay-out of machine tools for the rod job. M. H. Westbr(x>k. Cost of Coal on Swiss Railways.— The quantity of coal used yearly by the Swiss Federal raiiwavs is as follows: In 1915. 636,298 short tons, or 3^ pounds per kilometer of 0.621 miles; in 1916, 652,884 tons, or 34 pounds per kilo- meter. The average price per ton paid for coal bv the Swiss Federal Railways during the pa.^t 5 years was as follows: In 1912, $5.27 per ton of 2,204 pounds; in 1913 $5 22; m 1914, $5.17; in 1915, $5.15; in 1916, S6 17 Design of Heavy Helical Springs A Study of Spring Deflection with Computations for Single and Nest Springs, and Illustrative Examples BY G. S. CHILES AND R. G. KELLEY SPRINGS are formed from rigid materials, usually metals, and are subjected to flexure and torsion. By bending a rod or bar around an arbor, and, at the same time, ad- vancing it like the threads of a screw, what is known as an helical or coil spring, frequently erroneously called a spiral spring is formed. Compression springs are built with various types of ends, of which the following are examples (See Fig. 1): Plain ends, not ground, (A); plain ends, ground, (B); squared or closed ends, not ground, (C), and squared or closed ends, ground, (D). The ends of coil springs for railway service are usually tapered sufficiently to give a firm bearing and are closed as illustrated in Fig. 1 at D, Plain Ends. Nof Ground. Coiled Righf- Hand. Plain Ends. O round. Coiled Leff Hand. •Squared or Closed Ends. Nol around. Coiled Righl- Hand. Squared or Closed Ends. Ground. Coiled Right Hand. Fig. 1 — Various Types of Compression Springs although the distance that the ends remain in contact may vary to a greater or less extent. While compression springs are made in many special shapes, and of bars of various sections, we will deal prin- cipally with round material as this is the material generally used in the manufacture of helical springs, which are to be used in "nests." By the term "nest" is meant a group of springs of varying diameters placed one within another to act as a single unit as shown in Fig. 2. In designing the dif- ferent springs of a nest, each spring is computed separately, and one method which may be used in calculating such springs as well as in testing springs so designed will be de- scribed in detail below. In order to prevent the tendency of the coils to bind, each alternate spring comprising the "nest" is wound in an op- posite direction. It is common practice to leave 1/16 in. clearance all around between adjacent coils; that is, the inner diameter of the outer coil is made ^ in. greater than the outer diameter of the next inner coil. Sometimes the arbor upon which the bar is wound is tapered slightly, occasionally as much as ^ in. in diameter per foot of length, but usually not over 1/16 in. per foot. While this facilitates removing the spring from the arbor, and provides for the specified diameter of spring at the center of its length, it results in a slight decrease in the diameter at one end of the coil, and an equal increase in diameter at the other end of the coil. There is no set rule in regard to the free and solid heights of the various coils; in many instances each coil is given the same solid height; in others, the free height is the same; while sometimes both the solid and free heights of all the coils may be the same. It is generally considered good practice to design springs built of heavy bars; i, e., above say Y^ in. or J^ in. to compress solid at a fibre stress not to exceed 80,000 lb. per sq. in., while springs built of smaller bars may be stressed as high as 90,000 or 100,000 lb. per sq. in. Some designers exceed these values by as much as 10,000 lb., while others prefer values which are proportionately less. W'ith common spring steel, such as is covered by the Pennsylvania Railroad specifications, the higher fibre stress may cause some springs to take a slight permanent set after they have been compressed solid a few times. \\'hen designing railway springs it is customary to pro- vide for a deflection of about 50 per cent of the difference between the free and solid height. Springs so designed would be subjected to a fibre stress, under the static load, of an amount equal to one-half the maximum stress when compressed solid. L'nder working conditions the deflection and corresponding fibre stress will var)-; at times being less than one-half, and at other times equalling the maximum, since springs in service often indicate that the coils have frequently pressed upon each other with considerable pres- sure. Springs are intended to dissipate shocks and blows, but when they are compressed to such an extent that the coils are in actual contact the desired protection is no longer given, and such springs fail to fully serve the purpose for which they were designed. As is the case with many de- tails of railway equipment, coil springs are intended to re- main in service over a period of years, and this ma}- be one of the reasons why springs are expected to sustain shocks or vibrations which will cause the coils to be compressed until they are in contact without taking any permanent Fig. 2 — Typical Nest Spring set; another reason may be due to a desire to simplify test- ing. It is an open question as to whether or not this method of designing and testing springs always insures that such springs will not take a set or gradually lose height after a period of years, although, unless the service to which the spring is to be subjected is unusually severe, good results could reasonably be expected. But why not design the spring to act as the weakest part, and to break or, preferably, take a permanent set under an excessive shock rather than spare 477 478 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 9 it at the expense of having the coils come into contact with each other and, as a consequence, impose an additional strain upon some other more expensive or more important detail which the spring is intended to shield. Undoubtedly the designer should make such provision that there will be no possibility of the coils of truck springs coming into con- tact with each other in service, not only in order to insure long and continued service, but also, primarily, to prevent undue stresses in other parts of the equipment. When a helical spring is "close coiled" (i. e. wound so close that any one coil lies in a plane nearly perpendicular to the axis of the helix), the material (when acted upon by a thrust or a pull), is subjected to almost pure torsion, the twisting moment exerted on the bar being the product of the axial force (P), and the radius (R) of the centre line of the bar, i. e. the mean radius of the coils. If, however, the helix is ''open-coiled" (i. e. if the angle of the helix is con- siderable), the assumption that the bar is subjected to pure torsion only, is not as admissible as the axial force causes a bending of the coils in addition to the torsion due to the twisting moment. Furthermore, in all cases, whether of open or closed-coiled springs, there is on every cross-section of the bar a shearing force parallel to and due to the axial load (P), apart from the torsional shear. It is usual to de- sign coil springs for the principal stress (torsional stress), and neglect those stresses which are due to bending or direct shear, as the latter complicate the calculations, and even then and is much more pronounced in the case of square b;irs than in the case of round bars. As a simple example illustrative of the distortion which takes place when a bar of square cross sectional area is bent to the arc of a circle, as is the case when it is coiled to form a spring, a piece of dental rubber gum, formed by cement- ing together four thicknesses of rubber, and having a total thickness of 0.15 in. was ruled up in an unstrained position, as shown in Fig. 3. Two plates of glass, each slightly thin- ner than the rubl)er, were then cut to the curvature to which it was desired to make the rubber conform; the one to bear Fig. 3 — Representing Unstrained Condition of Spring Material change the results but slightly. When it is considered that, in addition to the differences due to the method of calculation, the size (diameter) of the bar may vary, and thus alter the solid height of similar springs built from the same length of blunt bar, that there may lie slight variations in the diameter of the coiled spring and also in the pitch or space between the various coils, it is hardly to be expected that test results will check exactly with the calculated values. Moreover the manner in which the ends are formed will have some influence upon the free heigiit, and the height at various loads of springs that may be otherwise identical. In fact, if a spring similar to the one shown in Fig. 1 at D be first tested with the ends "dead" or in contact and then the spring be heated, the ends sprung out slightly as shown in Fig. 1 at B, and then retempered, the free height will be appreciably in- creased; this difference in height decreasing as the spring is loaded. The extent to which the ends are in contact with the adjacent coils will also have considerable influence upon the action of the spring for, in extreme cases, the first coil may be entirely in contact and may not in reality be an effec- tive (active or working) coil; in .such a case it would not be correct to assume the total number of coils as working coils. The above mentioned factors being rather exceptional, we will consider all coils as effective. In addition to the influence of the various factors men- tioned above, the deviation of the practical from the theo- retical is still further increa.'^ed by the fact that when a bar is coiled a certain distortion of the material takes place. The amount of this distortion increases as the ratio of the diameter of the rod to the diameter of the coil decreases, 3 liih 1 , 3,2, ,\ 3 3 , 3 4 3 llllllilll Fig. 4 — Showing Distortion of Spring IVIaterial When Bent against the concave side and the other against the convex side. The rubber was then placed between and in contact with the curved edges of the two glass plates, and the whole placed between two other glass plates for the purpose of preventing the rubber from "buckling" and for forcing it to assume the curved position shown in Fig. 4. The resulting distortion is noticealjle, not only in the de- crease in the distance between the lines at the inner edge of the curve, and the corre.'^ponding increase at the outer edge, but also in the shifting of the straight line, originally Fig. 5 — Displacement of Neutral Axis midway between the edges, toward the tension edge. The material, being bent by the two curved plates and prevented from buckling by the glass plates above and below, suffers a movement of the line representing the original location of the neutral axis away from the compression edge and toward the tension edge. It should be constantly borne in mind that the neutral axis is not necessarily at the center of gravity of the section, but at the neutral or zero value of the stresses in the section. If this is understood, it will be readily seen that the neutral axis will change its location, now being September, 1917 RAILWAY MECHANICAL ENGINEER 479 nearer the compression or concave edge. The two state- ments above, regarding the movement of the line represent- ing the original location of the neutral axis toward the ten- sion edge, and the actual neutral axis in the bent rubber being nearer the compression edge, may seem to be contra- dictory. That the line, originally in the center of the rubber in Fig. 3, is nearer the tension edge in the bent condition is evident from Fig. 4. While the deformation in the rub- ber is elastic, the action is similar to that in the plastic de- Fig. 6 — Example of Plastic Deformation formation shown in Fig. 7. The location of the neutral axis or zero stress I'ne in the bent rubber is shown in Fig. 5. The unstrained condition of the rublier is illustrated in the lower part of the figure, with the original longitudinal axis shown by AB. The strained condition illustrated above shows the line AB as it appears in Fig. 4. With equal elongations and contractions, at the outer edges, the neutral axis in the curved beam is now between the line AB and the compression edge as shown by the dotted line. A similar jJjIiIjIiLiIjIj Fig. 7 — Photograph of Deformed Bar and Its Section analysis may be applied to the vertical lines (now radial) of Fig. 4. This shifting of the neutral axis constitutes the fundamental difference between the theory of straight and curved beams. The photograph of the rubber in the unstrained position. Fig. 3, was taken subsequent to the bending test. Fig. 4, and it is apparent that the deformation was "elastic" since the rubber assumed its original position. As an example of plastic deformation the J^ in. square bar indicated by the dotted lines in Fig. 6 at .4 was heated to a cherry red, and bent around a rod 1^4 in. in diameter as shown by the full lines. The bent bar was then saw'ed in two at the sections AB and CD, and a photograph of the section (AB side) is reproduced in Fig. 7, the inner part of the curve being at the top. The dimensions of the section are given at C in Fig. 6. The part of the bar remaining after the section was removed is shown in Fig. 6 B, and at the left in Fig. 7. The foregoing illustrates to an exaggerated scale, an im- portant readjustment of the cross sectional area of a square bar when coiled to form a spring; this feature, though quite often overlooked, should be taken into consideration when estimating the blunt length of a square bar required to give a desired solid height, since, otherwise the actual solid height of a spring made from a bar whose length was deter- mined exactly by a formula will be greater than that de- sired due to the increase in width parallel to the axis of the spring. Having thus briefly directed the reader's attention to a few of the many factors, which are a circumstance of manufac- ture and which influence to a greater or less degree the values determined by the common spring formulae, the cal- culated and test results of a few spriiigs selected at random from a small order will now be presented. The following notation (see Fig. 8) will be used throughout. _D_ ■1 ^ ^Siz i 7 Mo -A Do = outside diameter of spring, in inches. Di = inside diameter of spring (\\ — 2d), in inches. I) — mean diameter of spring (Do — d), in inches. (D \ 1 — I or — (Do — d), in inches. 2 / 2 d '= diameter of liar, in inches. L — hlunt length of bar before coiling, in inches. G = Modulus of torsional elasticity. The values of different in- vestigators varv from 10.000,000 to 14,000,000. The value of 12,600.000 will be used throughout. H =: height of spring when free, in inches, h = height of spring when solid, in irches. y = total deflection (H — h), in inches. n = number of coils C) P = load reouired to close the spring, in pounds. S = maximum stress (shear) when coils are in contact. In the examples given a value of S = 80,000 will be used unless otherwise noted. w = 3.1416. Fig. 8 — Notation for Spring Computations Xow, it is plainly evident that, having given the solid height h of the coil and the diameter d of the bar, the total number of coils is equal to the solid height of the spring divided by the diameter of bar, or: h n ^ — d and that the total length of the bar L is equal to the product of the circumferential length of the mean diameter of one coil and the number of coils or: \. I. = jr D n and n ~ (i) V D Similarly, the solid height of the spring is equal to the prod- uct of the diameter of the bar d and the number of coils n or: h h =: d n and n =: — d Therefore, referring to equation ( 1 ) : h L d L — = and h =: d tD tD (2) 480 RAILWAY MECHANICAL ENGINEER Vol. 9L No. 9 From this equation the value of L may be determined when multiplying the numerator and the denominator of equation d, D and h are known : / , . v , <■ / ^ \ ' , L = ,(_)h or L = 3...(--). ,,^ " ,,, When n and R are known the blunt length of the bar may J^i_ /" ^ V ^ j be found from the equation : f s V d / L = 2X11 R = 6.2832 n R (3) Example 2: . . . . . 1 ji_ J Ortsnie diameter = o'g in. In designmg sprmgs certam requirements must be adhered Dinmeter of bar = i iV jn. to, and the method of procedure will in many instances de- ,_ . f''^^ "Tp'''. 7 J!-/.-"' • .• ,- ' " . TT'i-M 1-1 '^" ''"" "'"^ (icficction. Substitutirg in eqi'.ation Is, pend upon what these particular values are. While the values n.i2s arbitrarilv selected for the fibre stress may vary considerably, >' = 7T7,,T'7;; ^TT^Tr;""- depending upon the service to which the spring is to be sub- I ^ I + i jected and the e.xperience and discretion of the designer, we i/i2s ^ '''^'°^° \r.o623 / ^^ will select as the basis of the two fundamental formulae the y = — - — ^1- — - fibre stress 5 and load P when the spring is closed. These 50.1337 x —- h 1 ' '^^ ^ ^ are determined by the following equations, viz.: ji i^- 22.705 The fibre stress S, when all values except P and 5 are >• — — — = 3.47 in, known IS equal to: _ , , , ,,,.,,. ^. ^, ^. f^_ ror any other value of y as, yr=35'^ in. the change in fibre s= _-- (4) stress is found by direct proportion (see equation 9), or ~^^ 3 f,25 The load or capacity P, when all other values are known, x so.ooo = 83,60o lb. per sq. in. is equal to ^^ p ,, • t , , , ,.,,., ttS.I' 0.19635 -Sd' I he following example shows how the solid height is ob- ^ = Te iT ~ K ~ ^^^ tained when H, £>„, d, S and G are known. In order to clear up any m'sunder.^tanding which may re- ^^" 'o.i^side diam-ter = 5 '2 in. suit from the fact that onlv a few of the values appear in the Diameter of bar = i'4 in. , . , , ^ ' e T 10 1 1- 1 1 '^'■"-^ height =: 12 in. above formulae, the values of L and o may l)e j^ubstitutcd and SubMitute in equntion (i3> as follows: the value (// — h) used in place of y. Thus equation (4) i: 12 becomes: " /4.25 V ~+ o!oi9947 x 11. S6 dCH — b)f; 1. + 0.019947 f 1 S = (6) \ 1 .25 / 2(Po — d)irnR j, j, d (H h) G h •■- = — - — = 9."51 in. V-" " ) ^' J ^ 0.23059 1.23059 and substituting , for 5 equation (5) becomes: ri,,.- .. =,.-;,,„ u„,.;»,„ „ tj u • i * r r>-/ • j * o vf inni^ a spring having a solid height of 9 4 in., and a Td»(H — h)r, ^^^^ height of 12 in. would give a total deflection of 2% in. p = ^^ ~ (7) ^vith a maximum fibre stress of approximately 80^00 lb. ^-' '^^ ^' In designing an inner coil to work with the coil of Exam- or substituting the value, _' tt « /? for L: pie 3, that is to conform to the same free and solid heights, P = <>*(» — '') <^' ^ and the same fibre stress, it will be necessarv to maintain the 64R'n . r^ The deflection y when h, d, D, S and G are known, may be ^'''"^^ ^''^^''^ °^ "7 ^'''''^^' ^""^ ^^^ °"*e^ ^oil, is 3.40. obtained from equation (4): The outside diameter of the inner coil, allowing y^ in. y - ILHIl ^9, clearance, will be 4>^ in. G d Selecting at random a value of d for the inner coil of, but L = T f j h ^ay, ^ in., we obtain the following results: ^ ^ ^ D=D„ — d = 4.125 — .75 r= 3.375 in. hence. V = „ I I !> HO) and — = = 4.50 r, \ d / d .75 To facilitate the use of the a])ove formulae, a few applica- D tions will be given. Let us see what would result if a value of 4.50 for — Example 1: Ae^\--ty^.^,, .-. Outside diameter =r 9'/. =n. was u.scd for the inner coil, and 3.40 for the outer coil. STeighf ^"' = 7K In.- Assuming the solid and free heights of 9)4 in. and 12 in. To find the deflection r. substitute in equation (10) : were adhered to for the inner coil, the fibre stress when solid 3.1416X80,000 /'7 875\= ^^oxxXd be 60,440 lb. per sq. in. instead of 80,000 lb. per y = — ^2^,0'^' \JT-^) ^ ^'^ "^^^ '"• ^•'' ^"^ ^^^^ °"*^^ *^*''^- ^^^^ ^^^^ \it\gU of this coil -r / J TTa ^ -'-'''^ '\rl'^ '" o . ^ , ^°"^^ '^^ increased in proportion to the increase in -, or lo find the deflection when H, d, Dq, S and G are known, . d substitute in equation (10): to give a deflection of T S / V \- •♦•50 X 2.0 ' = -5" It J '• '"' " = •' + >' ~ 37o"- " '■'' '"• llenee. H = h + — f -^ V"' h (11) "''''"""« ^^^ ^'^^ ^^'^^t O \ <\ J 9.7.'; -f- 2.67 - 12.42 in. H = fi + J!^ C-^ y 1 h (12) ^^^ ^^^^^ ^^""^^^ ^°"^^ ^^^o ^^ increased by decreasing I '^ \ d / J the outside diameter of the coil and using a •>4-in. bar, as or h = - (13) '" ^^^ ^^o^'^ case, but this would result in a decrease in the J ^ J^^ ( —\ capacity of the spring. Furthermore, as a general rule, all G V d / the space available is necessarv, and in such cases it is better T .S / I) \ = H , , , ^ ' Hence, y = — - I - I — — ~- -,- (14) to decrease the value of — bv increasing the value of d. Ci\fiyi-fTS^p\ ^ • ^ <^ V d / (To be continued.) Fallacies Regarding Malleable Iron The Extent of Its Usefulness Under the Modern Methods of Manufacture Generally Underestimated BY A. H. WESTON Sales Engineer, T. H. Symington Company THERE are a number of fallacies, both in connection with the manufacture of malleable iron castings and with the physical characteristics of the metal itself, which are unfortunately still entertained as facts by many engineers. These fallacies, based largely on hearsay, and to some extent on experience with the product of manufacturers who have not kept in touch with developments in this industry in the past few years, may be cited as follows: (1) That the strength and ductility of malleable iron castings lie principally in the skin. (2) That malleable iion castings with thickness of sections exceeding y2 in. cannot be completely annealed. (3) That malleable iron castings are frequently over an- nealed. (4) That the ultimate tensile strength of malleable iron and the shortness of the uncurled portion of the wedge are taken as one means of measuring the strength and ductility of the iron. The record of the following test conclusively proves the ductility of the core of a malleable casting. Several of the wedges as above described were cast of the standard width and length, but were made five-eighths inches thick at the base and three-sixteenths inches thick at the top. These wedges then had one-sixteenth inch machined off the 1-in. by 6-in. faces, leaving a wedge of the same dimensions as the un- machined standard wedge. Since the skin of a malleable casting is only about one thirty-second in. thick, the re- moval of one-sixteenth in. insured the removal of the skin. After machining, these wedges were put under the drop- hammer and subjected to the standard test. Their appear- ance after test was as short-n in Fig. 3. These results compared with tests made at the same time of unmachined wedges from the same furnace and annealed in the same oven are tabulated l>elow : I'nmachined Machined wedges, wedges, blows. blows. Afternoon heat. Tune 3 18.5 13.20 Afternoon heat, June 4 29.75 26.30 Afternoon heal, June 6................. 19.75 21.20 Average .'........ 22.67 20.27 It will be noted that the average result of the three tests of unmachined wedges is but slightly above that of three Fig. 1— Wedge Method of Testing the Ductility of Maileable Iron does not average much over 40,000 lb. per sq. in., and the average elongation does not exceed 6 per cent in 2 in. (5) That malleable iron is frequently unreliable, due to non-uniformity in methods of manufacture. The outer skin of a malleable casting does not by any means supply the major part of its strength and ductility, as the cere has both of these qualities. In fact, there is very little, if any, difference between the strength of the metal in the core and that in the skin. A malleable iron wedge is shown in Fig. 2, which has been subjected to the wedge test adopted as one of the standard test practices of the Associated Manufacturers of Malleable Iron. For this test the wedges are cast 1 in. wide by 6 in. long and are ^j in. thick at ihe base, tapering to 1, 16 in. at the top. They are held ujjright under a small drop ham- mer shown in Fig. 1, and are repeatedly struck by this ham- mer until fracture commence>. Each blow delivers 70 ft.-lb. of energy. The number of blows required to start fracture \ ^^# / ^^ Fig. 2 — Malleable Iron Wedge Tested Under the Drop Hammer Shown in Fig. 1 tests of machined wedges, and in one case a machined wedge actually stood more blows than an unmachined wedge. As- suming this one case to be unusual and considering only the other comparative results, it is evident that malleable iron, even with its skin removed, is both ductile and dependable. .\11 parts of a malleable iron casting, even if the sections are as thick as 2 in., can be completely, thoroughly and uni- formly annealed. The micrographs shown in Fig. 4 are illus- trative of this fact. These micographs show the typical 481 482 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 9 structure of first class malleable iron after anneal, the white areas being ferrite (pure iron) and the dark spots temper carbon. The structures shown range from the extreme edge to the exact center of a 2-in. section. It will be noted that the structure is practically the same in every case. Heavy malleable iron castings are readily annealed, and insofar as this last step in the production of malleable iron is concerned, the process with heavy section castings is not different from that used with castings of light section. All that is required to anneal malleable iron castings is to raise them to a temperature at which the cementite and pearlite in the hard iron break down into ferrite (carbonless iron) and carbon, to give the action time to be completed and to cool slowly. It is obvious that a heavy section casting can be heated to the annealing temperature as readily as one of light section ; for no matter how heavy a mass may be it can be heated throughout to any desired temperature if sur- rounded by a medium at that temperature for a sufficient time. The annealing of malleable iron requires about seven days, more than enough time for a heavy section to reach the temperature of its surroundings. The annealing process, however, is not the one which alone controls the successful production of heavy malleable iron castings. An equally important factor is the foundr)'man's close adherence to the somewhat different procedure required in the production in the "hard iron" of castings of heavy section from that required for castings of light section. Re- gardless of thickness of section the prerequisite in making good malleable iron is to have practically all the carbon in the "hard'- or "white iron" castings in the "combined" state. If carbon to any extent occurs there in the uncombined state the iron will be bad. Several factors tend to cause this con- dition — notably excessive carbon or silicon in the molten metal at time of pouring, and rate of cooling. The rate of cooling has a ver)- sensible influence on the appearance of "uncombined'' carlion in the "white iron*' cast- ings; the slower the iron cools in the mold the greater the tendency for graphite to separate out. Obviously a casting 2 in. thick will cool much slower than one of j^-in. section. Consequently, in the manufacture of heavy-section castings the carbon or silicon, or both, in the molten metal must be lower than when light-section castings are made. This is taken care of by the operation of different furnaces with charges suitable for very light work, medium weight work, or for very heavy castings. Malleable iron castings cannot be over-annealed. It has neal a ring of pearlite appears, working steadily towards the center during each successive anneal. The Structure on each side of this ring is still the free ferrite and carbon characteristic of superior malleable iron. It is true that malleable iron castings can be burned, as can all iron and steel products, if heated to too high a tem- perature, but in all malleable iron foundries deserving of the term "modem" the annealing ovens are equipped with an electric pyrometer with terminals at various points in the ovens. In this way the temperature throughout the ovens is accurately known at all times. Malleable iron with a tensile strength of 38,000 lb. per sq. in. and an elongation of five per cent in 2 in. was con- Fig. 3 — Machined Malleable Iron Wedges Tested to Show the Ductility of the Core Metal been determined by very exhaustive tests that no marked deterioration in quality results if a casting is exposed to the proper annealing temperature for even four or five times the normal length of time of the anneal. This fact is evident from the appearance of the fractures shown in Fig. 5, which illustrate malleable iron that had been annealed from one to eight times. The strength and ductility of the iron showed no noticeable change until after the fifth anneal, and even then the deterioration was very slight. The illustrations of the fractures, made from ordinary photographs of the pol- ished and etched sections, indicate that after the second an- Fig. A — Photo- Micrographs Showing the Structure, From the Edge to the Center, of a Malleable Iron Casting of Two-Inch Section sidered satisfactory under the old methods. At the present time good malleable iron has an average tensile strength somewhat above 45,000 lb. per sq. in. and an average elon- gation of 8 per cent in 2 in., seldom falling below these values and frequently rising above them. That this statement is conservative and as indicative of what quality of malleable iron can be produced and is quite often produced today, the following data, taken from a record book of one of the asso- ciation's foundries, show 16 consecutive heats from one furnace: Per cent_ Tensile strength, elongation io lb. per sq. in. 2 in. Heat November 1, A. M 53.800 10.91 Xovemher 1, P. M 57,300 10.51 November 2, A. M 56,100 11.71 Xovemher 2, P. M 54.400 12.50 Novembers, A. M 55,800 12.50 November 3. P. M 54,100 11.71 November 4, A. M 54,100 11.73 November 4, P. M 53,800 10.95 November 5, A. M 56,100 14.09 November 5, P. M 60,000 14.05 November 6, A. M 52,100 7.89 November 6, P. M 54,100 10.90 November 8, A. M 55,4Q0 9.37 November 8. P. M 55.100 10.89 November 9, A. M 57,700 9.42 November 9, P. M 55,400 14.09 Average 55,300 11.45 The Associated Manufacturers of Malleable Iron have recently voluntarily adopted a specification for railroad mal- leable iron castings, applying to the product of some 30 member companies, embodying a minimum tensile strength of 45,000 lb. per sq. in. and a minimum elongation of 7j4 September, 1917 RAILWAY MECHANICAL ENGINEER 483 per cent in 2 in. This specitication they will offer to all pur- chasers of such castings and agree that their product sjiall be accepted or rejected on this basis. Assertions are still frequently made that malleable iron i? unreliable due to non-uniformity in methods of manufacture and other defects inherent in this metal. This was doubtless tme of the product as a whole some years ago, and may still be true of iron made by those manufacturers who have not kept abreast with recent developments, but it does not apply to malleable iron produced by the Associated Manufacturers of Malleable Iron, This association, comprising a large number of malleable iron manufacturers in this country, has had in its employ for some time metallurgical experts who have by patient research insured the production of an iron which is ductile, strong and uniform in quality. The three means of mvestigation made use of by these experts, and in continued use, are the chemical laboratory, the physical lab- oratory and photo micrography. Standards of procedure adopted by and compulsory with members of this association may be briefly described as follows: After the castings are f)oured an analysis is made to dis- close any irregularity in furnace operation and to give assur- ance that the desired composition of the iron is obtained. At the same time necessary test bars are cast from each heat to be used to determine the tensile strength, transverse strength and ductility. These test bars are distributed at different points in the oven in which the castings from this heat are steel car members instead of the less expensive malleable iron parts. With respect to the stated inferiority of malleable iron to cast iron, "under loads subjecting it to pure compression," this reiteration of a well known fact is superfluous, as the comparison made applies with equal force to all ductile steel products, and further, with the exception of wheels, the in- ability of cast iron to resist shocks should eliminate its use on freight cars. It will be noted from the above quoted statement, that "malleable iron is greatly inferior to cast steel in strength and ductility," and further, "It should not be used subject to high tension or bending strains unless breakage will not involve danger or damage to other parts of the car." Cam- paring modem malleable iron with cast steel, the facts, proved by tests, controvert this opinion and recommendation. In testing a cast steel rod having an ultimate strength of 65,000 lb. per. sq. in., the elastic limit was reached at 32,200 lb. per sq. in. A malleable iron bar, having an ultimate strength of 53,500 lb. per sq. in. under tensile test, showed an elastic limit of 38,500 lb. Thus the elastic limit of the malleable iron bar was 9.38 per cent higher than that of the cast steel bar. It would seem hardly necessary to em- phasize the advantage of this particular characteristic of malleable iron when it is recalled that the elastic limit and not the ultimate strength is used by engineers as the proper basis in desiiniing castings. Despite the high ratio of elastic Fig. 5 — Photographs of Polished and Etched Fractures Showing the Effect of Successive Anneaiings on Malleable iron annealed. After the castings, test bars and wedges have been annealed the bars and wedges are tested. Each one must come up to a certain standard before the castings are con- sidered tit for service. If any bar fails to meet this standard, sections are cut from the casting, examined under the micro- sco]ie, and the cause of the failure thus ascertained. The following statement appears on page 13 of the 1914 report of the M. C. B. Committee on Car Construction: "^Malleable iron varies greatly in quality and is generally inferior to cast iron under loads subjecting it to pure com- pression. It is ductile, and has ability to resist shocks with- out cracking, which makes it superior to cast iron for car details not subjected to high tension or bending strains. It is greatly inferior to cast steel in strength and ductility. It should not be used subject to high tension nor bending strains, unless a breakage will not involve danger or damage to other parts of the car." This statement, while without question made in good faith at the time of this report, if now reviewed by the same com- mittee members would doubtless be considerably modified, but it unfortunately stands on record as part of the last pub- lished report of an M. C. B. Committee on Car Construction. The assertions made, with one exception, do not now apply, are misleading, and where seriously entertained by those not in touch with the great improvement in quality of malleable iron, are preventive of considerable economy in car and truck construction due to the unnecessary use in many cases of cast limit to ultimate strength, the unquestionable ductility of malleable iron is proved by the wedge tests and by the figures given for percentage of elongation. The not infrequent failure of steel castings due to interior flaws which cannot be detected by surface inspection is a matter of common knowledge. Examination of steel castings which have failed in service will almost always disclose flaw^s in no way apparent on the exterior surfaces. Malleable iron shrinks and cracks less than cast steel, and very rarely contains blow holes. This is because malleable iron castings are poured at a lower temperature than steel castings. The higher the temperature to which a metal is heated the more gas it takes up, with resultant greater liabil- ity to blow holes. Likewise the higher the temperature of the molten metal the more rapid its rate of cooling in the mold, with resultant tendency to shrinkage, flaws and cracks. Much of the adverse opinion concerning malleable iron is due to the misconception as to its adaptability to heavy as well as light-section castings and lack of co-operation between designer and manufacturer. An engineer, with the errone- ous belief that it will not do to design a malleable iron casting with sections in excess of ^ in. in thickness, has his attention called to such castings in service failing in considerable number, and forthwith decides on the substi- tution of a steel casting of such increased thickness as to weigh 60 to 100 per cent more than the malleable iron casting which it replaces. Had only a part of this additional metal •484 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 9 been put into a properly redesigned malleable iron casting, equal or better results would have been obtained with less dead weight and less expense. Again, an engineer without precise knowledge of the peculiarities of malleable iron designs a car casting in such a way as to cause hidden shrink cracks and internal strains sufficient to result in a large percentage of failure in service. Experience has demon- strated that by intelligent co-operation with the foundryman developments of this character are entirely avoidal)le. The malleable iron manufacturer knows his metal. With this knowledge he is well informed how best to design any given pattern so that unequal shrinkage in the component parts of the casting made from it will not occur, thus affording max- imum strength for a given weight. While he may not be fully informed as to just what is required in service of a certain part, he knows that failure because of structural defects, at once apparent to the experienced malleable iron foundryman, can be avoided by making the casting a little thicker here, a little thinner there, bracketing at one place and altering at another. Freight equipment draft gear and attachments are admit- tedly subjected to greater abuse in service than any other car members. Modem friction draft gears and many of the draft attachment parts have always been and are still made of malleable iron, and yet it is a matter of record that the percentage of failure of these malleable iron parts of friction draft gears and draft attachments is not greater than that of the steel croupiers. As a matter of fact, malleable iron draft casting? can be and are designed so as to make them proof against failure in the severest kind of service. The writer submits that malleable iron as produced today by reputable manufacturers is on the whole just as dejDend- able as cast steel, comparing the two metals in castings of the same thickness of sections and of length not over six feet. The truth of this statement, in view of the lower cost of the malleable iron casting, should merit the careful investigation of those designing and maintaining freight cars. U. S. A. WAR LOCOMOTIVE An excellent example of the response our industrial con- cerns give the government in time of war is shown by the rapidity with which the Baldwin Locomotive Works is sup- plying its order of 1 50 engines for service with the American troops in France. On August 11, just 20 working days after the order was placed, the first locomotive was completed. The contract was given precedence over all other work, either foreign or domestic, and the speedy construction was con- These two engines will be very much alike, the chief differ- ence being that the American locomotives are equipped with superheaters while the British locomotives are not. The locomotives are of standard gage; they weigh 166,400 lb. and will have a tractive effort of 35,700 lb. Their cost is said to be about $4.>,000 each. The general dimensions arc; r.ai?e 4 ft. 8'A in. Cylinders 21 in. by 28 in. llrivins wheels, diameter 56 in. Total wheel ha4 jj° del'. ■.'.■.".■.■■.■.■.".■.".■.*.■.!■.■.'.■.■.■.■. '.!".■.■. " mln to 5 hours, with an average of something over 6 hours for all 200 deg .'.*.'.'!.*.'.'!.".* .'.'." !.'.'!.'!.*.*!."! !.'.'.' 35 mini stations. There is no question but that the elimination of the xhis is about as fast as it is proper to fire up a boiler, existing ash pit delays by the use of pulverized fuel would On the arrival at end of the run, the engine can be placed reduce the terminal delay to one-half of what it is at the in the house in 15 or 20 minutes after being cut off from its present time, and this opportunity for relieving tlie yard con- train. There is, of course, work sometimes to be done in gest-on would seem to be the most efficient and economical the firebox of an engine, using this fuel, such as brick repairs means for increasing the net earning capacity of the railroads, and the removal of slag from the furnace, and in such cases The committee also wishes to bring attention to the fact several hours must elapse after the time of extinguishing the that only about two-thirds of the total fuel purchased for fire, on account of the brickwork retaining its heat, as in locomotive operation is actually utilized while hauling trains, the case of an oil burner. With properly prepared fuel, the remaining one-third going into the so-called "stand-by" correct furnace design and intelligent operation, no trouble loss, including the cleaning, building and maintaining of from honeycomb will appear, and the brickwork will also fires on grates during the period the engine is standing or have a reasonable life. otherwise not utilizing steam for locomotion, either light or Delays at the fueling plant will not be of moment, as fuel with train. is now taken at an average rate of about 10 tons in fron The advantages of pulverized fuel are also represented 10 to 12 minutes, and this can be accelerated by enlarging through increased handling capacity due to sustained boiler the fueling outlets. This fuel does not freeze in the bins, capacity and larger exhaust nozzles; simplified means of Delays on the road for steam or other causes are reduced, stoking and burning the fuel; and by the elimination of The effect of weather on steam making is reduced bv reason smoke, sparks, cinders, fire cleaning, grates, ash pans, smoke- of the fact that no fuel saturated with rain or mixed with ice box draft appliances and firing tools. and snow is thrown into the firebox to reduce its temperature The field for development of pulverized fuel in railway below normal, blacksmith shops (see Railway Mechanical Engineer, March, The apparatus itself is getting pretty well standardized 1917, page 123), would appear promising, and many investi- and, if given the care that any locomotive machinerv should gations are being made, but the committee is not aware of have, will operate without failure indefinitely, such use of the fuel by railways up to the present time. Safety in train operation is enhanced by the fact that the Effect of Pulverized Fuel on Transportation.— The total fireman rides his seat practically over the entire road and amount of fuel required can be regulated to cover any service can, and should, devote a large part of his attention to track demands made upon the boiler up to practically the capacity and signals. The glare from the firebox door, especially of the injectors. On hard drags, steam can be held against at night, when it is sometimes ver>' annoying as regards the water as with no other fuel except oil, and the always track observation, is eliminated. losing bargain of "trading water for steam" is not necessary. The fireman is able, at all times, to assist the engineer If the heavy demand is of long duration, no loss in steam will in whatever way desirable to enhance the safe and speedy result, as obtains when burning coal on grates by reason of handling of the train. The use of pulverized fuel will react the fire becoming heavy and clinkered, or full of banks or to give higher grade engineers in the future than could be holes. "Slugging" with pulverized fuel will result in pres- expected if the laborious grate-firing methods are continued sure reduction, the same as will too light firing. When the Handling Pulverized Fuel.— To economically handle coal" work of the engine eases off the fuel supply can be at once from the mines to the pulverizing plant, it should be loaded reduced accordingly, and on long drifts or where the train in drop bottom cars so that they can be placed over a pit IS set off along the road, the supply may be stopped entirely, which is below the track level, the coal dropping into the thus putting out the fire. This range of firing from full load hopper bottom pit by gravity through a gate to a crusher to no load is all controlled most easily by the fireman. and from the coal crusher to a conveyor. This conveyor The item of grate repairs, necessitating dumping the fire, delivers the coal to a magnetic separator or other suitable with, in consequence, a considerable delay, is done away means used for eliminating small pieces of metal that may with. Front ends need little attention, as there can be no have gotten into the coal; then into a boot leg of a bucket filling up with cinders nor clogging of netting— first, because hoist which elevates the coal to a bin which also has a hopper no cinders are carried over, and second, because there is no bottom directly located over the coal dr>'er; from thereit netting. If engines are being held for any length of time, passes through a reciprocating feeder which can be regulated there is no holding over of fires, with considerable cost and to feed the amount of coal required into the dryer. The coal ~~~ ~TT '. I ] ~ passing through the dryer is dropped into another boot lev •Abstract of the committee report on Powdered Coal presented at the K..^l,^+ U^'.* u v • i . j ^ *^^ j im-u aiiuuici uuui ICg 1917 convention of the International Railway Fuel Association. bucket hoist, where it IS elevated tO a dry coal bin directly OVer 485 4S4 RAILWAY MECHANICAL ENGINEER \'..i.. 9L X. LcL'n |iut int(j a properly rcMlosi^ned iiialk'ahlc iron castinc:. equal or l)etter results would have heeii ohtainetl with less dead weii^ht and less expense. Ai^ain. an engineer without j)reiise knowledi,'e of the peruliaritie>i of nialleahle iron iltsiiins ;i car ca^tinu in -ueli a Wiiy as to eau>e hidden shrink cracks and internal .-trains suffident to result in a lari,'e [)ercentaue of failure in service. Kxiuriiine has demon- strated that I»y intelli^'eiit ( (i-operaiion with the foundryman development- of ilifs character are entirely avoidal-le. The malleaWle irrni manufacturer knows his metal. With this knowledue he is well infnmied how l»est to design any L;iven y)atteni .so that unequal -hrinkaiie in the component parts of the ca-tini; made from it will not occur, thus affording max- imum .-trens^lh for a iiiven weight. While he may not he fully informed ns to just what i? required in service of a certain part, he knows that failure liecause of structural defects, at once apparent to the experienced mallealde iron foundryman, (an ho avoided hy makini; the tasting a little thicker here, a little thinner there, hrai ketinj; at one place anlraft attadnneni parts, have always been and are still made of nialleatile iron, and \et it is a matter of rciord that the percentaije of failure of the-e malleaMe iron parts of friction draft uears and draft attaclnnent.s is not greater than that of the steel c'»u|)lers. .\s a matter of fact. malleal>le iron draft ( astini:.' ..an he and are desiimed so as to make them proof again-i failure in the severest kind of ser\-ice. 'l"he writer -uhmits that malleahle iron as j)r(Mluted toda\ hy reputahle manufacturers i.- on the whole just as dejK-nd- able a.s cast' steel, comftarintj the two metals in (astinys of the .same thiikness of sections an«l of lenyth not over six feet. The truth of this statement, in view of the lower cost of tlie mallcalile iron casting, should merit the careful investiLjation of those (» engine- for .-ervi(e with the American troops in France. On .\ugu>t 1 1. just J(» working days after the onler was placed, the i'lrst liHomotive was completed. I he < ontract was given j>recedenie over all other work, either loreigii cr tl(t .-ai«l to bi- about ;;^4.-i,(K)() each. The general dimension- a; • i:!!:^ r .... ... t > limlors i .i.. I ii ivit.rt \\ heels, di;inn-*c'r, . . .^ 'li't.il whci-l lii-c. .,...»...,-. .. I'ii\itii< »hci-I b;i.*e. . ... .1 . .,%• •■ Wtii'lit, tiit.Tl t-niiirc -..•",■« .••.'.- \\\iv'!'t on drive: s. ....,>,.'.; .• I laoiivc ct'forl i.-i /...'.. l;.iilfr. iMrdid.ic I li-.'tiiiir s'irf.-'oe, fircho.x llcatin;.; .«iiirfacc, ttil'c-s. . IIc;ititi>» •inrf.nte. tut.il. . Siiiicrli''.'itin.cr siirf'ice . . • Ir.ife area Tntil: c;ii>a'Uy ... ■ 1_ • f . ••' t-K ••■ • »-;-..^ . .,^ . / ^ .*■. • • — 4 ft. a-, . _'l 111. by J8 •:. /;^;^v;".Y/^.'.'.'.jyft;"'s ■' ■..% ..> . .'.■. ...... 15 ft. 6 : i..:'.i.. ...V, i6e>,mMj : .'...... .. ...:... i..,.i.io,ooo 1 . .-■;'. ... . ■. . . . , . 1 . . .oS./tKJ ; '..;.-. — 70 i .■.•.;. ..i . . . 190 Hj. per sq. i ;•. .5.^8 in.-^Jo: .' in. ;• ..:.', ....13 ft. 9 i- ..,.•.".;; J.'.' in. I>v .^s 4 .C.......... . IXl sq. .i..;.;., 1.6.SI sq. ! ..;»'..; ...i. ..... l.Sf) J M|. 1 —■'...•..■.. 4_'0 sq. r. . »...;-.... i2.7 sq. t-'' :..... 5,400 V. S. b: On July 18 the Government placed orders for .SOO lara locomotive-: during the past month it ordered no less thai 7o4 more locomotives, this making 1,064 in all, and 6.00" .>n-ton standard gage and 2^i')l narrow (I ft. ll^.s in.) gag' freight lars. all for -ervice with the troops in France. 1 he original locomotive order for MM) hxomotives was fo standard gage ^SO-ton Consolidation honKJtives and was di- vided evenly Ijitween the .\merican Loiomotive Compan- and the Haldwin Locomotive Works. The new order fi,. 7(i4 locomotives has been given entirely to the Baldwin Loco motive Works, and is especially interesting other than a~ to its si/e. becau.-e it includes a large amount of narrow gage e(iui[)ment. The (jrder includes ohO adtlitional stand- ard yage Con.-olidation locomotives; 195 6()0-mm. (1 ft ll'.s in.) gage Prairie type locomotives, 126 50-h.p., 600- mm. gage ga.-oline locomotives, and 6.i .i0-h.p., 6()0-mm gage ga.-oline locomotives. 'Ihe.-e orders will, of course, have preference over all other business. ■-,.-.%•.■ Some people are under the impression that the order placed July LS was the t"ir-t order for IcKomotives ever placed b\ the I'nited States Government. This is not tlie case. Dur- ing the ('i\il War. Hrii^adier General D. (". .McCallum. gen- eral manager of the United States Military Railroads in the, .Military Divi.-itjn of the Mississippi, jiad to purchase a larL'e number of locomotives and cars for the Federal railways -outh of Nashville, 'I'enn. He acted under orders from Secretary of War Stanton, and found the railwa\- supply industry on ihe job then just as he would find it now. "Tt is protier and just to state." he wrote, "that the requi>ition> of this order were met by all in a spirit of zealous {patriotism. The The First Locomotive Built for the United States Army in the Present W.ir -iderably facilitated by the -iinilaiity between ilie.-e loionio- manufacturers at oine plated all thctr' avail;it>Te ft)rcc at tives and tlie ("(ju-olidation locomotivis wjiiih the Haldwin W(jrk upon the engine- and cars ordered, which were all com- Loiomotivv AVorks have built for the liriti-h War Oftice. pleted a!id delivered in an unprecedented -liort time." " " Powdered Coal for the Railways' •T^' .■ r:'.,: .■■'.::\-'^'--''r' A Summary of the Developments Made with This . ' /' i V J,': .;>. Grade of Fuel on the Railways Durinji the Past ^ ear E\ KRV known nitth(xl for its con«er\'ation should be thoroughly studied to determine what means of han- dling and burning fuel in locomotive and stationary .oilers will result in the largest net saving in c(3St of trans- iortation. on account of the large increase in the cost of ;uel. The railways have experienced difriculty in obtaining the proper grade of fuel for locomotives. If pulverized fuel were used on the locomotives, it would not Ik? necessar}' to liave so many different grades of fuel, with the consequent increased number of cars under load. The average mechanical delay on one of the largest roads at its heaviest running repair station is from 10 to 11 hours, ,;nd the lowest delay at its desjiatching stations is from .>'!■ to 5 hours, with an average of something over 6 hours for all -tations. There is no cjuestion but that the elimination of the existing ash pit delays by the use of pulverized fuel would reduce the terminal delay to one-half of what it is at the present time, and this opportunity for relieving the yard con- Lre:-t'on uduld seem to l)e the most eftlcient and economical niean> for iiureasing the net earning capacity of the railroads. The committee al>o wishes to bring attention to the fact that only ainjut two-thirds of the total fuel punhased for locomotive operation is actually utilized while hauling trains, the remaining one-third going into the so-called "stand-by" loss, including the cleaning, building and maintaining of fires on grates during the period the engine is standing or otherwise not utilizing steam for locomotion, either light or with train. -"'.l;' ;. '.'■- ■ J.V.- The advantages of pulverized fuel are also represented through increa-ed handling cajtacity due to sustained l)oiler capacity and larger e\hau>t nozzles: simitlil'ied means of stoking and burning the fuel; and by the elimination of .-moke, >j)arks. cinder^, t'ire cleaning, grates, ash pans, smoke- box draft ap])liances and tiring tools. Ihe tiehl for development of pulverized fuel in railway blacksmith shops (see Rail'U'iiy Michauical Eut^iuccr. March, 1917. page 12.>). would ajvpear pnjmising, and many investi- gations are being made, but the committee is not aware of such use of the fuel l)y railways up to the present time. Ffjcct of Pulverized Fuel on 2' ran sport at ion. — The total amount of fuel re(|uired < an be regulated to cover any service demand- made ujion the boiler u[) to jiractically the capacity of the injectors. On hard drags, steam can be held against the water as with no other fuel except oil. and the always losing bargain of '"trading watir for steam"' is not necessary. If the heav\- demand is of long duration, no loss in steam will result, as ol)tains when burning coal on grates by rea.-on of the lire becoming heavy and clinkered, or full of l)anks or holes. "Slugging" with pulverized fuel will result in pres- sure reduction, the same as will too light firing. When the work of the engine eases off the fuel suppl}' can ije at once reduced accordingly, and on long drifts or where the train is set off along the road, the supply may be stopped entirelv. thus j)utting out the fire. This range of tiring from full load to no load is all controlled mo.-t easily by the fireman. The item of grate repairs, necessitating dumping the lire, with, in consecjuence, a considerable delay, is done awav with. Front ends need little attention, as there can be no filling up with cinders nor clogging of netting — first, btvause no cinders are carried over, and second, because there is no netting. If engines are being held for any length of time, there is no holding over of fires, with consisary, nor i> there the expensive dumping and comparatively slow tire-building on call to contend with. \ pulverizcxi fuel burning locomo- tive can be on its train, reatly to go, in one hour from tin>e fire is started, under ordinary engine hou>e condition-. The firing up time for a mixture of anthracite and bitumi- nous coal is as follows, these figures being the average of a large number of actual obser\ations of this matter: MlXTtRK. . , Vjipro.vimately 60. jSer ccn* anthracite .md -JO per.ccht bituminous, Iiiiiia! Trn*!'. ' •■' ' ■ •'■ ' ' :, .j;.- ofWaitr ■ , Tinieto R.-H«c to - ■ ;,, ". in IJoiie.r ■ . . 150 11). Steam .;......;...,........... 5J min. ..'••:' : . . ( ,'.%•.■. .:....... • " '44 nun. ^ .""'• - • .'• .'..'....'.... .i'S miii. ■■ - Ihis is about as fast as it is proper to fire up a boiler. On the arrival at end of the run, the engine can l>e placed in the house in 15 or 20 minutes after being cut off from its train. There is, of cour.^e. work .sometimes to l»e done in the firebox of an engine, using this fuel, such as brick repairs and the removal of slag from the furnace, and in such cases several hours must elap.-e after the time of extinguishing the fire, on .account of the brickwork retaining its heat, as in the ca.e accelerated by enlarging the fueling outlet-. This fuc-1 does not freeze in the bins. l)ela\s on the road for steam or other causes are reduced. I he effect of weatlur on stvam making is reduced l»v reason of the fact that no fuel saturated with rain or mixed with ice and snow is thrown into the llrelKJX to reduce its temjK'rature below normal. The apparatus itself is getting pretty well standardized and, if given the care that any hxomotive machinery -hould liave, will operate without failure indefinitelv. Safety in train operation is enhanced by the- fac't that the firenian rides in.- .-eat practically over the entire road and can, and should, devote a large part of his attention to track and signal^. The glare from the llre1)ox dcxir, especially at night, when it i- -onntimes very annoying as regards track observation, is eliminated. The llreman is able, at all times, to assist the engineer in whatever way desirable to enhance the safe and .sijecdy handling of the train. The use of puhvrized fuel will react to give higlier grade engineers in tlie future than could be e\j»ected if the laborious grate-firing niethcjds are continued. IIan,Ilin_ii Puhrrized Fuel. — To economically handle coal from the mines to the pulverizing plant, it shouM In.- loaded in droj) bottom cars .^o that they can be placed over a pit which is below the track level, the coal dropping into the li<)l)|.er bottom pit i»y gravitx through a gate to a crusher and from the coal crusher to a conveyor. This conveyor delivers the coal to a magnetic .separator er is dropped into another lx)ot leg bucket hoist, where it is elevated to a dry coal bin directlv over 485 486 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 9 the pulverizing mill. After the coal has passed through the pulverizer it is either raised by a bucket hoist and delivered to the storage bin, or is raised from the pulverizer by air separation or blown in l)y a fan blast. This depends, of coarse, upon the kind of pulverizing mill used. From the storage bin (wliich is a tank of desired capacity, having a tapered bottom to the outlet), it is delivered to the locomotive tender by a flexible spout which fits into one of the filling holes in the engine tender, the opposite filling hole being connected by a 6-in. flexible pipe which runs to the top of this storage bin. This acts as a vent so that the air, which is displaced by the coal that is passing into the tender, is returned into the storage tank, thereby eliminating all chance of dust blowing around the engine. This storage tank is equipped with a vertical screw about 10 or 12 in. diameter, passing through the center and down to within five or si-x inches from the bottom and is for the purpose of keep- ing the coal dust moving. This is operated by a small motor located on top of this storage tank, and controlled by man filling engine tender, and by its use it is possible to fill a 14-ton tender in six minutes. The valve used on the bottom of this storage tank is of the gate or stop-cock type with 10 or 12-in. opening. The sheet iron slide valve used at some plants proved unsatisfactory for shutting off the flow of coal. We believe, however, that there is an opportunity to design a special valve that will work more satisfactorily than the gate or stop valve. Burning Pulverized Anthracite Refuse. — About 5,600,000 tons of wasted culm from the anthracite coal fields is avail- able for use as powdered coal. This has a heat value of 11,500 B. t. u. The raw slush or culm, before drying, will contain from 8 per cent to .^0 per cent (and sometimes more) moisture. It can be seen from the above that this is not very attractive fuel for ordinary firing methods and burning on grates. Dr>ing, pulverization and handling is accomplished in the usual manner, the product averaging about 14 per cent through a 100 mesh screen and 86 per cent through a 200 mesh. No difficulty is experienced in handling, but the wear on the type of pulverizer in use is somewhat higher than when straight bituminous is being worked. Locomotive 1200 on the Delaware & Hudson is in regular operation, in heavy freight service, burning a mixture of 60 per cent of the above fuel and 40 per cent of pulverized bituminous coal. Varying mixtures of these two fuels have been tried with this engine, but the one mentioned above seems to give the l)est all-around results, although develop- ments to increase the percentage of anthracite are now being made. There is. however, a large Stirling boiler of 463 rated horse- power on the Delaware & Hudson, which operates very suc- cessfully with the straight pulverized anthracite. When starting up this boiler, j)ulverized bituminous is used until the refractory material in the l^oiler furnace is well heated, after which anthracite is burned alone and very satisfactorily. Development on the Delaware and Hudson. — The Dela- ware & Hudson operates in the anthracite coal fields of Pennsylvania. In this field there is available approximately 550,000 tons per month of anthracite fine dust which cannot be burned on grates. This road built a locomotive to en- deavor to utilize the waste anthracite product (see Daily Railway Age Gazette, June 16, 1916, page 1384.) This locomotive is hauling over a 1.65 per cent grade one and one-half miles long with 6-deg. curves, a train load of 1,562 actual tons, or 23 loads. On a 0.6 per cent grade it is reported to be hauling 2,500 actual tons, or an increase of 13^ per cent over its calculated capacity of 2,200 tons. On a recent trip between Carbondale, Pa., and Oneonta, N. Y,, a district run of 94 miles, it handled 3,458 actual tons in a train of 57 loads, and successfully negotiated a ruling grade made up of one and one-half miles of 0.4 per cent, one-half mile of 2 per cent, three-fourths mile of 0.48 per cent, and two and one-half miles of 0.3 per cent grades. The stationary Stirling boiler, referred to above, has been giving satisfactory results. From test reports of the railroad company a maximum evaporation of over 27,000 lb. of water per hour, corresponding to 170 per cent rating, has been attained and under average working conditions the boiler delivers about 130 per cent of rating. 'In both cases the continuous COj recorder shows an average of about 16 per cent. The maximum observed equivalent evaporation from and at 212 deg. was 9.6 lb. of water per pound of dry coal, and the average was 8.9 lb. These results are very good when compared with hand-firing of steam sizes of anthracite coal in stationary boilers of this type. Under these latter conditions, an evaporation of from five to six pounds of water which may be attained with an average flue gas CO2 content will run from 10 per cent to 12 per cent. The matters of fire cleaning and removal of slag and clinkers are respectively eliminated and very much simplified by the use of pulverized anthracite. The use of this fuel will release other and more valuable (commercially) coals to the general market and reduce the boiler plant labor from 30 to 50 per cent. The following are some additional data: Tests on Stirling Tyfe Boiler with Pulverized Fuel. Test No. 12 3 Duration, hours 336 48 240 Horsepower ratinij 453 463 463 Horsepower developed (per cent) 135 178 118 Fuel ,.• • • Anth. Anth. Anth. h'nd • • • • B. E. B. E. Slush Dryness (per cent) 0.65 0.65 8 Fineness (per cent throush 200 mesh) 86.0 86.0 86.0 Evaporation from and at 212 deg. F. (lb ) 8.9 9 8 8 1 CO2, average (percent) 16.3 16!6 16!s \ acuuni in breeching uptake, in. of water 0.23 0.33 0.28 Vacuum in combustion chamber, in. of water 0.14 0.16 19 Boiler pressure, average (lb.') 142 140 144 Flue gas temperature, deg. F. average S2S 603 580 Comparing the performance of anthracite bird's-eye, hand fired, on grates equipped with forced blast below and induced draft above the fire, with the same fuel pulverized and burned in suspension, there is an increase of over 40 per cent under the latter conditions. It may be stated generally that the steam generating capacity of the boilers now burning bird's-eye anthracite on grates is about doubled by the use of pulverized anthracite slush, and at the same time the boiler plant labor cost is reduced about 40 per cent, account of it not being necessary to clean fires, and lessened amount of ash to be handled when all boilers are equipped for burning fuel in pulverized form. Development on N'ew York Central Lines. — The New York Central has equipped one of its Pacific type freight locomotives with pulverized fuel burning apparatus and are now conducting tests of various Pennsylvania bituminous fuels in freight and pas.senger service, between Albany and Utica, N. v., on runs of about 95 miles, with the idea of perfecting the use of this coal in pulverized form as a sub- stitute for fuel oil in the Adirondack forest district. The committee understands that these tests are nearing completion and the results have been quite satisfactor>-. The locomotive referred to is known as class K-ll-D, having the following dimensions: Cylinders (in.) . 26 by 26 Tractive power Mb.) 38 980 Weight on drivers (lb.) .!.'.'.'.'.' 174500 Weight on engine truck (lb.) 4«'<;on Weight on trailer (lb.) 47'o^ Total weight (lb).. :;;;;:: 270.000 Driving wheels (in. diameter) 59 Total firebox heating surface (sq. ft.) '.' 23' Total boiler heating surface (sq. ft.) !..!! 3 769 1 Superheater heating surface (sq. ft.) ..', 775' Boiler pressure (lb. per sq. in.) ]. ] ]80 It is reported that the pulverized fuel equipment has given absolutely no trouble to date, no failures of any kind having occurred. Development on the Chicago and North Western.— The temporary pulverizing plant installed to prepare the fuel for test purposes has been abandoned, and it is understood that September, 1917 RAILWAY MECHANICAL ENGINEER 487 plans are under way for the installation of a permanent fuel preparing and handling plant, and the equipping of addi- tional passenger and switching locomotives. Development on the Missouri, Kansas and Texas. — The Missouri, Kansas & Texas is now firing 3 batteries, each of two 250 h.p., Heine-O'Brien type of boilers, set originally for burning natural, gas, with powdered coal. The boilers were changed by adding a Dutch oven, side cleaning doors, and changing the baffles from horizontal to vertical. Coal from three districts has been used, having about the following proximate analysis: Fixed Vol. carbon matter Ash Moisture B. t. u. Lignite— Texas 25 34 8 33 11,250 Slack— McAlester, Oklahoma 47 33 14 6 12,630 Slack— Southern Kansas 45 27 20 8. 11,580 Data from several trials show a furnace and boiler effi- ciency of about 69 per cent for lignite, 68 per cent for Mc- Alester slack and 61 per cent for Southern Kansas slack. The cost of preparing the fuel is given as $1.17 per 2,000 lb. for lignite, $0.34 for McAlester slack and $0.35 for Southern Kansas slack. Boiler trials using natural gas at $0,125 per 1,000 cu. ft. show a cost of $0.16 for evaporation of 1,000 lb. water from and at 212 degrees; while the average cost when using South- ern Kansas slack is $0.12, a saving of 25 per cent in favor of pulverized fuel. A comparison of tests made with lignite, however, does not show any saving in cost, which may be due to the trouble experienced in reducing the high moisture content of lignite. It may be of interest to state that a carload of front end cinders was placed by accident in the power plant, dried, pulverized and burned without the least inconvenience. No case of fire or explosion has occurred with the use of pulver- ized fuel. The damp coal stored in the plant prior to prepa- ration has developed spontaneous combustion, but this has occasioned no other precaution than to stop feeding until the hot coal has been removed. Thorough examination of the boilers at wash-out periods revealed no flaws, cracks or deterioration at any point in the furnace. A thin scale of glaze about % in. thick covered the entire brickwork, but with no accumulation of slag. Baffles and bridges are intact after 98 days service, and indications are that the walls with pulverized fuel will outlast those with other methods of firing. It has been demonstrated that pul- verized fuel is an efficient and successful fuel for stationary boilers. The Missouri, Kansas & Texas also reports the equipping of a ten-wheel passenger locomotive during the latter part of 1916, the general design of the fuel feeding equipment being similar to that of Delaware & Hudson locomotive. The principal dimensions of the locomotive are as follows : Cylinders (in.) 21 by 28 Tractive power (lb.) 29,155 Weight on drivers (lb.) 138,000 Driving wheels (in. diameter) 72 Total firebox heating surface (sq. ft.) 160.4 Total boiler heating surface (sq. ft.) 2,498 Superheater heating surface (sq. ft.) 500 Boiler pressure (lbs. per sq. in.) 200 This locomotive was first equipped for burning Texas lignite, but when it went into service, Kansas slack analyzing in pulverized form from 3 to 8 per cent moisture, 22 to 24 per cent ash, 4}^ to 5 per cent sulphur and about 10,650 B. t. u. was substituted. This necessitated a change in the arrangement of the refractory material in the furnace, which change has now been made. Locomotive is now operating in local passenger service burning the Kansas slack. On runs which require the use of from 5 to 5 5^ tons of Kansas modified lump grade of coal when fired on grates, about 4 tons of pulverized slack is burned without smoke, sparks, or cinders, and maximum steam pressure maintained. After several recent runs approximating a total of 520 miles with this low grade coal an examination of the tube sheet showed it to be entirely clean of any honeycomb and with no cleaning off from the time this mileage commenced. Development on the Santa Fe. — The Atchison, Topeka & Santa Fe reports it is investigating the merits of pulverized fuel for locomotives. (See Railway Mechanical Engineer, April, 1917, page 187.) The committee hopes to present a full report on the results of these tests at the next meeting. Development on Foreign Railways. — The only applications of interest that have been brought to the attention of the committee are those of Central Railway of Brazil and the Swedish State Railways, The Central Railway of Brazil, after considerable investi- gation of the pulverized fuel burning locomotives in this country, decided to equip its locomotives for burning fuel in this form. The burning equipment is to be practically a duplicate of that which was installed on the Delaware & Hudson Consolidation locomotive. The Swedish State Railways have been experimenting with powdered peat, there being no coal deposits in that country. The results of the experiments have been so satisfactory that the railway directors recommended an appropriation of $350,000 for the installation of facilities for producing suf- ficient powdered peat to supply all the locomotives on one of the state railways. The heat value of the peat was 7,740 B. t. u., as compared with 12,600 B. t. u. for the coal, it having been determined that 1.45 lb. of powdered peat would produce the same amount of steam as one pound of the British coal. Firebox temperatures of 3,040 deg. F. were obtained with the powd- ered peat, as compared with 2,750 deg. F. with the coal. The smokebox temperatures averaged somewhat less with the powdered peat, but a higher degree of superheat was obtained with it than with the coal. The efficiency of the boiler figured 73 per cent for powdered peat and 65 per cent for the coaL The report is signed by: W. L. Robinson, chairman; H. T. Bentlev, W. J. Bohan, H. B. Brown, M. C. M. Hatch, R. R. Hibben, D. R. MacBaiji, J. H. Manning, H. C Oviatt, John Purcell and L. R. Pyle. DISCUSSION. Pulverization is the only means of utilizing lignite which is found in great quantites in the western section of the country, and affords a means of obtaining a cheap fuel with a high heating value. At present coal is hauled long dis- tances to sections where lignite is available and the long hauls would be eliminated if lignite were used. In s(Hne sections of the west, the oil supply is becoming exhausted and pulverized lignite will provide cheap fuel for these districts. The advisability of pulverizing bituminous coal for locomotive use was questioned. Doubt was expressed as to the possibility of reducing the time engines were held at terminals as much as was stated in the paper and the pos- sible reduction in the size of exhaust nozzles was also ques- tioned. Some improvement might be secured by special designs for fire boxes to secure better combustion in burning pulverized coal. The principal trouble now experienced oq locomotives burning powdered coal is the formation of clinker on the tube sheet. This may be due to moisture coming from leaks or in the coal itself, or it may be due to tar or to sulphur and iron in the coal. The committee was asked to devote special attention during the coming year to means for eliminating clinkering on the tube sheet. Steel for Cars and Lck^omotives. — The United States Chamber of Commerce is interesting itself in the railroads* need for steel. Weddill Catchings, chairman of the Com- mittee on Co-operation with the Council of National De- fense of that association, has issued the following statement: "When the production of railroad cars and locomotives is interfered with because necessar\' steel is going to industries producing pleasure automobiles, steel furniture, buildings for amusements, etc., the situation cannot continue." 488 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 9 CONVERSION OF CONSOLIDATION TYPE LOCOMOTIVES TO EIGHT-WHEEL SWITCHERS BY F. J. CARTY Mechanical Engineer. Boston & Albany, Boston, Mass. Because of heav>' freight traffic in the early part of 1916, and because of the increase in train loads, it became appar- ent that more powerful switching locomotives were required on the Boston & Albany to handle quickly and efficiently the heavy trains brought to terminal yards by Mallet and Mikado type locomotives. In order to switch such trains properly, it is essential that the switching locomotive have a tractive effort at least equal to that of the road locomotives, and the design should permit of quick operation. A study of the governing conditions convinced us that it would be difficult to develop a six-wheel switcher which would satisfactorily meet the requirements of the service, and it was therefore decided to build switcher of the eight- wheel type having adequate tractive effort without excessive axle loads. As the cost of materials entering into the con- struction of locomotives was much above normal prices, we found that a considerable saving could be made by convert- running gear, the driving wheel base was maintained at 17 ft., but it was necessary to cut off the front section of the frames because of the removal of the engine truck. These changes in design made it necessary to recalculate the "live" loads in order to bring the center of gravity of the locomotive in a vertical plane midway between the main and intermediate drivers. It may be of interest to outline the method followed to determine the correct position of the boiler. The "dead'' loads, consisting of driving wheels, engine truck wheels, boxes, cellars, bearings, axles, crank pins, ec- centrics and the proportionate weights of main and side rods, were assumed to be concentrated at each axle. One- third the weight of the main rod, and one-half the weight of the eccentric blades were assumed to be carried at the main driving wheels. Subtracting the dead loads from the known distributed weights gives the live load at each wheel. By taking any convenient point as an axis of moments, such as the center of the engine truck axle, and multiplying the live load at each wheel by the distance of the load from the selected axis, the location of the center of gravity of all parts of the locomotive, other than those considered as dead loads, is determined. The next step is to find the location of the center of gravity of the live load with the engine Boston & Albany Eight-Wheel Switcher Converted from a Consolidation Type Freight Locomotive ing Consolidation type locomotives into 0-8-0 type switchers. The Consolidation locomotives selected were built in 1901, having a tractive effort of 37,190 lb., 20-in., by 32-in. cylin- ders and 57-in. driving wheels, and experience had shown that the locomotives were not sufficiently powerful to haul a satisfactory tonnage at scheduled speeds in freight serv- ice. Upon inspection, it was found that the frames, rods, driving wheels and many minor parts could be utilized in the reconstruction of the locomotives into an 0-8-0 type. The mechanical department was authorized to prepare de- signs and begin the work of converting 12 locomotives at West Springfield shops. The elimination of the engine truck with the consequent increase in the weight on driving wheels made it necessary to provide larger cylinders to obtain a properly proportioned and efficient locomotive. It was decided to apply 23-in. by 32-in. cylinders of the outside steam pipe design, a new boiler with a superheater, outside valve gear and Ragonnet power reverse gear. A practically new, modern switching locomotive was thus produced adaptable to the requirements of service prevailing in Boston & Albany terminal yards. In order to utilize as much as possible the old frames and truck removed, making the proper allowance for increased weight due to the larger cylinders, the outside valve gear, the superheater, changes in the smokebox and bumper cast- ings. In this computation, the entire weight of the super- heater header and units was considered as concentrated at the front flue sheet. The center of gravity of the live load was 6 in. ahead of the plane midway between the main and intermediate driving wheels. .After determining the location of the center of gravity of the live load with engine truck removed, the weight of the boiler with two gages of water, and the center of gravity of the boiler and water should be found. In this calculation it is convenient to divide the boiler into four parts; the smoke- box, first course, second course, and firebox. The weight of each of the four sections is assumed to be concentrated at the geometric center of each section. By taking moments about any convenient axis, such as the smokebox front, the center of gravity of the boiler and water may be calculated and it will then be possible to determine the weight and loca- tion of the center of gravity of what we may term the ma- chinery of the locomotive. Knowing the weight and location of the center of gravity September, 1917 RAILWAY MECHANICAL ENGINEER 489 of the boiler and of the machinery, we can at once compute motives of similar tyi)e is greater than was estimated on ac- the number of inches the boiler must be moved toward count of present abnormal prices. the rear in order to bring the center of gravity of the loco- A comparison of the principal characteristics of the Con- motive midway between the main and intermediate wheels, solidation and the eight- wheel switcher is given below: It IS important that this be done in order to insure correct Consolidation %'chcr'^ distribution of the load between the four pairs of dnvmg cylinders, diameter and stroke, in.... 20 in. by 32 in. 23 in. by 32 in. wheels, and it is also essential that special attention be given f^^^/^'^^.P'f^^^'f' ,'J- ^^ .'*'•. '"::::::;:: 37J90 45.440 to the design of the equalizing rigging. We have used the Grate area, sq! ft!.'!!!!!!! !!."!!;!!!!! 50.3 50.3 latest type of equalizer arrangement with transverse equal- su^^rhlatTDR %"rfl?;. ^sq." ft ! '. ! ! '. ! ! ! ". '. '. Ko" 472 izer at the forward end of the locomotive. Tubes, number of 2-in. 359 its '" r 1 1 • 1 - r .1 1 Tubes, number of 5'/4-in None 26 It was found that in order to compensate for the removal Tubes, lenRth i6 ft. ' ?^e'' <^oxmtr}, and the rail- lin butterfly type. There are four combustion tubes in '"f ^^ '''^'^ ^^^ ^J^\ to do it— and remember, only five days each side of the firebox. As the two rear tubes on each ^^^er war was declared. We went from a system of 175 side come within the cab, we have protected the enginemen s^^rate and independent companies competing with each by covering over the outer ends of the combustion tubes other into one nationalized system under the control of five with 2-in. pipes which extend down to and through the cab »/ ^he ablest railway men m the country-. Why? In order running board and are arranged so that the air flowing into ^hat we might best ser^'e our countr>- and so best help to win the combustion tubes is drawn from outside the cab. ' ^^^ '^'^^- ^hat is why it was done. No other reason in the Two sand boxes are located on top of the boiler and the '''"^'^^ ^^'^^^^ have induced those executives to turn over their locomotive has the usual specialties : Pneumatic sanders, Properties to be run as tive men might dictate, hell ringer, cvlinder cock operating mechanism, Hancock The committee of five men are sitting constantly m Wash- tvpe E injectors, Consolidated safety valves, Everlasting '"gton. in effect with a map of the United States before them, blow-off valve. King type packing and a special tvpe of ex- ^n which is a railroad system 265.000 miles in length, with haust pipe which modifies the noise of the exhaust. The ^^^ ownership names wiped out. They are no longer thmk- Radial buffer is provided between the locomotive and tender '^^ '^ ^^^^^ °^ ^- ^- ^ Q' '^^^^ Western, Pennsylvania, or to facilitate the removal of drawbar for inspection and the anything of that kind. They realize that they are faced with power reverse gear is supported from the boiler by means of ^^^ problem of seeing that the necessary transportation brackets made up of boiler plate service of the L nited States is performed. The tender tank has been remodeled so as to interfere ^he importance of the railroads in a time of war is con- as little as possible with the view of the enginemen when the ^t^"t^>' illustrated. Marshal Joffre, when he was in Wash- locomotive is operated with tender leading. The longitud- ^"^^on a short time ago, said something like this, as near as inal channel sills of the tender under frame have been re- ^ ^^^ recall:— "The Battle of the Marne was won by the enforced by plating and new cast steel end sills have been railroads. Without the railroads it would never have been applied. The coupler and pocket at the rear of the tender Possible to bring up the supplies, to provide the armies with are of the latest Sharon type, with a 3-in pin ^^^ munitions, and all the things necessary to carry on the The first of the 12 locomotives to be converted has been ^^^le. The railroads won the Battle of the Marne." That in service a short time, and the results obtained are entirely ^^^ ^he statement made by the Hero of the Marne, one of "Satisfactory. The locomotive handles the cars without diffi- the greatest soldiers of the present day. culty, starts and stops quickly, and the performance is fully railway situation in Russia up to expectations. The cost of labor and materials has ad- Professor Lomonossoff. a high official of the Russian danced rapidly since work was begun, and while therefore transportation svstem, is in this countrv now. A few davs me cost of converting the locomotives mav exceed the estim- ' — ate? tht^ oT^T^o^^.^4' ^n.r:^» ^^.^^^^^J •*!. ^.i. if ^ *Frotn an address delivered to the officers of the Baltimore & Ohio at •lies, me apparent saving compared with the cost of new loco- Deer Park, Md, June 29, 1917. c « ^ « v 490 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 9 ago he also made the statement that unless they can have improved transportation facilities in Russia, it will be im- possible for them to vigorously carry on the war. I am go- ing to take time to tell you briefly just what he said about the railroad situation in Russia. He pointed out for instance, that Petrograd — which is, we will say, the Pittsburgh of Russia — had formerly obtained its coal supply from England. Russia is not so richly favored by Nature with coal deposits as is the United States, and the only deposit of any considerable size is in Southern Russia near the Caucasus, 1 ,400 miles from Petrograd. They are now obliged, because of that situation, to haul roundly 1,500 cars of coal north from the Caucasus each day, several times more than they had to haul in times of peace. That, in itself, was pretty big trasportation problem in a country so sparsely provided with railroads as Russia. Furthermore, the blocking of the Archangel route virtually made Vladivostok the front door of Russia, and where for- merly equipment and other things much needed came in by a much shorter haul, now those same materials, if they get there at all, must come via Vladivostok and be hauled by rail 6,000 miles before they reach Petrograd. Some of that railroad — considerable of it, in fact — is single track. I want you to know this because you gentlemen have got to play an important part in the winning of this war. I hope I will succeed in making that clear to ever>one of you. I have no doubt that you have appreciated it from the first, but it will do no harm to repeat, that every man in this room has got to help win this war. Today Russia wants 2,500 locomotives just as soon as they can be obtained and 40,000 cars. Why should we be interested in that? For this rea- son; for this ver}', very good reason. It is estimated that the Germans have some two and a half millions of their troops on the Eastern front. If Russia should be forced to make a separate peace with Germany, and she might be compelled to do so — not because of the change of government, because it is believed that that change has helped the situation — but suppose Russia should be unable to get supplies, to get food, to get ammunition, to get guns, and all the other things necessary for her army — she might have to quit whether she wanted to or not, and if Russia should make a separate peace with Germany those two and one-half million Germans that are now facing the Russian .\rmy would be released and would be moved to the western front facing France and England, and that is the exact number, I suppose, of addi- tional men which we would have to send over to oppose them. In other words, it ma>- mean two million more of our young men to France if Russia is unable to meet her transportation problem satisfactorily. "be careful of your power " Now, why do I mention all this? For this reason: the combined output of the locomotive shops in this country is about 5,500 a year. Russia wants a thousand engines be- fore the first of January, and at least 2,000 next year. Eng- land and France require from 1,000 up to as many as we can give each year. But suppose we give Russia 1,500 next year and England and France 1,000? That is nearly one- half of the average total locomotive output of this country. We also need more power on our railroads, but shall we sit down and hold on to everything we have and see Russia forced to a separate peace? Shall we, in order to make our own task somewhat easier, to meet a situation that is un- doul)tedly pressing here, hold on to all the new engines we can build, facing the possibility that because of such action we may have to send 2,000,000 more of our young men to the battle line? Or shall we say to the builders, "You send the engines that Russia wants, you send the engines that France and England want, and we by additional effort will undertake to carry the greatly increased burden put upon us, with what we already have"; that is why I ask you to be more careful of your power, to keep it in better shape, to get more out of it, to try constantly to do more with what vou have. Not because we do not want to spend money, although that is a good reason, but because we want to send every available car and engine to our Allies so that on that account we will be called on to send fewer of our young men. I want you to think of that seriously. THE railroad's PROBLEM The railroads will not be able, no matter how hard they try, to carry all the freight that will be thrown upon thom during the war, and this is why: They were measurably well equipped to perform the service of the country before the war began. As a matter of fact, for a period of some seven or eight years there was nearly always a surplus of anywhere from 50,000 to 350,000 freight cars. It cannot be said that the railroads were not fairly equipped to do the work required of them when the war began. Since then, and particularly within the last six months, we have done considerable toward increasing the crop average. Our shops and factories were working feverishly day and night before we entered the war, making munitions for our Allies. Since then this government has appropriated two billions of dol- lars for the necessary supplies for its own army, super- imposed on what we were already undertaking to do. In addition to that, many boats on the Lakes which for- merly carried a large volume of business east and west have been taken off, sent down through the Welland Canal and are now in Trans-Atlantic service. The boats that formerly ran up and down the Pacific Coast, carrying coal from Van- couver to southern points, have been taken off to be used as mine-sweepers, patrols and in transport service for the Navy. In the east a considerable number of boats that formerly were in our Atlantic coastwise service have been taken off. The business they formerly carried is now being done by the railroads. Not only have boats been taken off, but insur- ance rates on the water are so high, because of the submarine menace, that much of the business that might go by boats is now going by the railroads, and still further, the boats that formerly ran through the Panama Canal are now in other service. .\11 that puts additional work upon the railroads, and that they have responded to the situation as well as they have I think is a great credit to everyone engaged in the rail- road calling. Now, for the reasons given, the railroads will not be able to carry all the freight that may be offered. That is one of the things that I wi.sh you gentlemen to understand, so that you will be able to help the public understand — that part of the public with which you come in contact. The railroads will {jrobably be able to carry all of the food stuffs necessary. They will carry the necessary coal and munitions, and they will carry the steel to make ships, all of the things necessary from the standpoint of winning the war, and this will not exhaust their capacity. But let us say that it will take 75 per cent of their capacity to per- form service of the kind mentioned, leaving 25 per cent of the capacity for the ordinary business of the country. Now you men who come in contact with the public must explain the situation to them, you must say to them that there is nothing in this world so important to you, or to them, or to anyone interested in this country as the winning of the war. This is the only test we have: "Will the thing under consideration help win the war?" If so, it has our support; if not, so long as the war continues, we are not interested in it. I hope you men, because of what I say, will have a little better understanding of the situation when you leave here than have many who are living in the interior, and it is your duty, and your privilege, too, to tell them what the situation is as you understand it, so that they can co-operate and help in what we are all trying to do. My own experi- ence makes me believe that they will accept your suggestions and you will find co-operation instead of complaint. OIL-ELECTRIC MOTOR CAR A new type of self-propelled car which is operated by a 150-hp. oil engine connected to a generator in connection with a storage battery having a rated capacity of 438 ampere hours at the five-hour rate, has been built for the Nashville, Chattanooga & St. Louis by the Electric Car & Locomotive Corporation, 165 Broadway, New York City. This car is the most powerful self-propelled car yet constructed, and with the combination of the generator and storage battery a large reserve of power for peak loads is obtained. The car was invented by Ralph H. Beach, and it is designed to take the place of steam train service on branch lines and small railways where such service is unprofitaljle. It is claimed that this car will operate at from one-third to one- either kerosene or fuel oil, and is so arranged that no car- buretors are necessary. The oil is fed to the cylinders in a gasified state. From the storage tank the oil passes to a gas generator, which converts the liquid fuel into a per- manent fixed gas. This generator is located in the muffler of the exhaust, thus absorbing the waste heat from this source for gasifying the oil. From the generator the gas passes directly to the engine cylinders, being mixed with air in the proportion of one part of gas to six parts of air where the kerosene is used. This mixture bums in the cylinders with- out smoke or any carbon deposit on the walls of the cylinders. The gas generator has no moving parts and no deposits of carlx)n, tar or by-products of the oil are found to remain in the generator. The storage battery is suspended underneath the car body Beach Motor Car Equipped with an Oil-Electric Unit and Storage Batteries fifth of the present cost of steam operation. From tests it has been found that the car will run lYz miles per gallon of kerosene oil, and 50 miles per gallon of lubricating oil. Its rated speed is 45 m.p.h., and the rated acceleration is 8 m.p.h. per second. Its service is, therefore, not limited to branch line service, but it could be used to advantage in high speed interurban work and between divisional points on railways. This car is to be used between Nashville and I-ebanon, Tenn., a distance of 32 miles. On this run there is a short grade of 2.25 per cent and a grade a mile long of 1.7 per cent. Three round trips will be made per day with the car. The power plant in the car is of particular interest. A "Standard four-cycle, eight-cylinder, 150-hp. oil engine of the marine type is direct-connected to a 100-kw. differential compound wound, 250-volt d.c. generator, running at a constant speed of 1,000 r.p.m. This engine will bum and operates in parallel with the generator. It is charac- teristic of a storage battery that as the load increases the voltage declines and as the load declines the voltage rises. Ihe generator is so constructed that it will automatically coincide as to voltage with the batter}'. In a generating plant constructed in this manner, the generator will deliver current up to its capacity, and at the same time will work in unison with a storage battery, which by itself will supply any excess of current that the load may require. This battery is capable of delivering 400 hp. for 5 minutes, 210 hp. for 15 minutes, 93 hp. for one hour and 30 hp. for 5 hours. This power in addition to the 150 hp. developed by the gen- erator gives the car an abundant amount of power for acceler- ation and for use in working over heavy grades. With this arrangement the engine works at nearly full load constantly, therefore getting its maximum efficiency. All power required above the capacity of the engine is furnished 491 492 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 9 by the battery, and all power generated by the engine, not required to drive the car, charges the battery. The battery furnishes convenient source of energy for starting the engine, lighting the car and driv.ng the auxiliary apparatus. It also furnishes a complete and separate source of energy in case of failure of the engine to perfonn its work, having sufficient capacity to operate the car about 35 miles. The body of the car is made of steel with the exception of ment is fitted with a lavatory, basket racks, Pantasote cur- tains, incandescent lights and stationary seats. The cur is fitted with an M.C.B. drawl)ar and incandescent headlight It is heated with hot water from the engine, which is by- passed when it is not wanted. The car is provided with two four-wheel trucks made bv the Baldwin Locomotive Works of the equalized high speed type. The trucks have a 7 ft. 3 in. wheel base and are pro- .2S'9- ^2^4- /O'si'- ->!*- 7'4i'- >|< I2'S'- Sd'o'CrerCumMrs Seating Arrangement of the Beach Oil-Electric Motor Car the interior finish, sash and doors, which are mahogany. The car weighs 113,000 lb., is v^9 ft. long and is divided into four compartments, as follows: Engine room 12 ft. 5 in. long; baggage room 5 ft. 5 in. long; smoking compartment 10 feet; main pas.senger compartment 25 ft. 6 in. The entrance to the car is between main passenger and smoking compartments. It is provided with folding iloors and u trap door to cover the steps when the door is shut. In addi- ■ ■1 WT' .... vided with 33-in. iM.C.B. rolled steel \vl:eel.v Thj journals are 5 in. by 9 in. The type of control used on this car is the Standard Westinghouse H. L. series-parallel type, used for single or train operation. Four standard 250-volt box frame railway motors, having a horsepower of 75 each, are mounted one on each axle. They are inside hung and are equipped with standard gears and cases. The Westinghouse straight and automatic air brakes for single and trailer oper- ation are used, as well as the hand brake. Multiple tube t}pe radiators mounted on the roof with forced circulation are used to cool the water from the oil engine. There are Interior View of the Forward End of the Beach Oil-Electric Car tion to the side entrances there is an emergency exit at the end of the car, a sliding door with a drop window at each side of the engine room and 4 ft. sliJing doors in the baggage compartment. The car has a total seating capacity of 75 people, the baggage room being provided with folding seats for four persons, the smoking compartment has a capacity of 18 persons and the main passenger comparlmcnt has a seating capacity of 53 persons. Each passenger compart- Passenger Compartment of the Beach Oll-Electric Car two oil tanks having a capacity of 140 gallons each. Air operated whistles, gong and sanders are furnished with the car. The following are the estimated figures for the cost of operating this car. The amount, of course, will vary with the service required and upon the scheduled speed, distance between stops, grades, etc. These figures, however, are pre- pared covering average conditions. Per Mile Wages $0.0745 Fuel and lubrication 0.0400 Repairs and supplies 0.0350 Depreciation 0.0385 Total cost $0.1880 1 i ^^ _ * J VGN. 1 J 50003 ^ ^/ R rx 1 M ^^ 2"^ «v 4 pa - , 1 WT. 7 3 900 ^•'Y f RKE. 65-17 aiBOoocBs 1. ^ n o 1 N AN -I Virginian 120-Ton Flat Bottom Coal Car Built by the Virginia Bridge & Iron Coml^atiy. A Virginian 120-Ton Coal Car Revenue Load 76.4 Per Cent of Total Load; Unique Transom Design; Articulated Six-Wheel Trucks BY B. W. KADEL ONE of the four experimental 120-ton gondola cars which are being constructed for the Virginian Rail- way by various builders, has recently been completed and delivered by the Virginia Bridge and Iron Company, Roanoke, Va, The design of this car demonstrates certain special features of construction of this class of equipment. It is built for use in bituminous coal carrying service be- tween the West Virginia fields and the tide-water terminal of the Virginian at Sewalls Point, Va., there to be handled over the road's car dumper. The principal dimensions of the car are as follows: I ength inside 50 ft length coupled 53 ft. 7 in. Uistance between truck centers 37 ft. 4^ in. Width inside 9 ft. S'A in. Width over all 10 ft. 3% in. ijeight of sides above rail 11 ft 1 14 in Height of sides inside at ends ." 7 ft.' 3^ in! Vo ume level full 3,785 cu. ft. Volume with 30-deg. heap 4,422 cu. ft. • ruck wheel base 9 ft Truck weight 16,350 lb! k?P.a<;'t>- 218.000 lb. Weight 73 900 11, Ratio of revenue I< ad to total load with 10 per cent overload. .76.4 per cent The car body is of plate and angle construction with Car- negie cross-tie sections for side stakes and end plate stiffen- trs. To provide for corrosion the minimum plate thickness is }i in., and no angles of less than 34-in- stock have been used. Heavier stock is used wherever needed. The principle of the design is that the weight of the lading :ictually be transferred to the sides of the car, the integrity "f the center sill as a draft member Ijeing maintained. The center sill is a Bethlehem 12-in. 84.5-lb. H-section and ex- tt-nds not quite to the bolster at either end of the car. The tnds of the center sill are milled and are attached to steel castings, which form a portion of the National IVIalleable jastmgs Company's radial draft gear, so that the buffing Jorces are delivered to the center sill, not through the rivets, '^ut as direct loads upon the ends of the sills.^ The enter •plates are integral parts of these steel castinss. The ratio of stress to end strain for this sill is .057, a factor well within the recommendations of the M. C. B. As- sociation. In addition to this there are no open holes or cuts of any description in the sill, it is well braced and staved Interior of the Virginian Coal Car Showing the Unique Steel Transom Castings both vertically and hcrizontall}- and does not earn- anv of the weight of the lading, thus eliminating vertical Ijending. To prevent the center sill from receiving bending stre.^.-^es '!9.^ A')2 RAILWAY Mia II ANICAL ENGINEER \(ti.. 91. N 9 by the It.itury. and all power Licncratt-d liv the intziiu-, not nuiU is fitted with a lavatory, ha-kit rat.k>, ^anta^otl ur. rt'»juirctl to drive tiit- tar. diarizes the battery. I he battery furni.-he- (dnvinient -cune of eneryv for starting the engine tains. in(andestent lights and stationary «ieats. The « ;ir is' titti'd with an M.C.H. drawbar and incandescent head' ,'ht. litrhting till- lar and driv.n^ the auxiliary apparatus. It alxj It is heated with hot water from the engine, which i~ i^. furni>lKS a complete and >eparate >ourie of energy in case passed when it is not wanted. of failure of tiie entrine to perform its work. liaviiiL; -uftkient capacity to operate the car about .•>5 mile>. The car i> provided with two four-wheel trucks ma«ii Ij^v the lialdwin I.iKoniotive \\ ork-« of the e<|uali/ed hiiih ?;jeed Ihe bod\ cf the car i" made of steel with the exveption of type. I he truck.s have a 7 ft. o in. wheel ba>e and are ^)tq. !*-- -ao- -^:^^~ 430 Truck Centers — -— — ' ,— •->-,—- ,- — '■—-. — -'-^' . _^_ _,__■_, -^-.-.^ifc-- 'kt'kiiiiable ir '2iT 5?| . ■ I r ' ■«■■■:: 'Oeor ." Toiltf Talk' L 1 H ■r— ■•■-■«,, s» f. ]^C 0r Sil'o'Ci^rriirroeri Bajgage S^ - Compar*menf I :.--.^ i=«:j^i ■i-x>' .-103K— : ->j«^ ->;---- - >.-JaKf ' > — Seating Arrangement of the Beach Oil-Electric Motor Car the interior riti..-li. -.i-Ii .iiul (l(;oi-s. which are inali(:uaii\. The car weighs ll.^.D'Ki lb.. i> 5<> ft. lony and is divided into four compartmt;'nt>. a- follows : Knj.;ine room I J ft. .-^ in. ion";: ba.uiiajie; room 5 it. .> in. lon>,': sm ikim; lompartmiir. 10 feet; ma;n passiiiu'T i onii>ar(mcnt J.^ ft. U in. Ih' entrance to the car i> between ma n pa>senL:er and smokinii compartment.-. It i> |irovide and . traf) door to cover ilu- -tep^ when the d(;or i.- >hul. In addi Interior View of the Forward End of the Beach Oil-Electric Cnr tion \\.) the .-ide viitrain.- there i,- an inuru'em v t\it at the end of the tar. a >lidinu' dto; wiiii a drop window ai e;!( h .•»ide of the eiiizini- nxin and 4 ft. >li linu door> in the bamiai,e com|>artment. The lar ha> a total >eatint,' tai)acit\ of 7.> people, tlie bai,'iiat;e room iieint! provided with foldinu ."^eats for four [tersons. the -mokim: tompartmcnt has a capacity of 18 j)er.-ons and the main pa.ssenyor compartment has .i .«eatine cafiacity of 5.^ p;T-nns. Each pn-:-en'jer comf)nrt- \idcd witii .>.>-in. .M.C.Ii. rolleil steel wl.eel-. Th.- jouriiaK are o in. by 9 in. The t\i)e of control used on thi.- car is the Standard \Ve>tinjLihou>e H. E. series-parallel type. \\<*A tor sinyle »)r train operation. Icair standard 250-V(jlt b(i\ iran.v railway motors, havini.: a horse|)ower of '»> each, are mounted one on each a.xle. ']"hc>y are in.-ide hum: and .in- e«|uipi>ed with standard i,'ear> and cases. Ihe Wotimjliou-^c -tr.iiijht and automatic air brakes l"or sinyle and trailer o[->er- ition are used, a- well a.- the hand brake. Multiple tube lype radiator- mounted on the roof with forced circulation ar>.' u-cd to cool the water from the oil eiiizine. There ;ire Passenger Compartment of the Beach Oil-Electric Car two oil tank- having a ca|)acity of 14(J gallons each. A operated whistles, yoni^ and sanders are furnished with tl car. ihe followint^ are the estimated figures for the cost •• opiiMiini: this car. The amount, of course, will vary wii the .-ervice re<|uired and u|)on the .-c heduled speed, distan between -io|i.-. grades, etc. These figures, however, are pre pared covering average conditions. . .■ ■.• : . .. W .'lyi-s ...... .... . . 1'.' I'K I .iinl 1ill)ric.itini) . l .'iiiil itupplic'S l>il'rtci.itii.n . ...>..'.. Tntnl ci'>'.t ' h*^.. ,<*««'>. «'*.«•*«.« «..^. I'ci .Mile . $0.0745 . 0.0400 . O.0J5O . 0.0385 !' $o.i«so in \20Ton I'lat Bottom Coal dir Biiiit l'\ the I Hi^iitta B'ligc cr Iron Comfo-ny. A Virginian 120-Ton Coal Car Revenue L(iad 76.4 I'erCentof lolal Load; I nigue Transom Desijtrui t«.(l for tlif \ iriiiiiiaii Kail- way I)y vari()U> huildi-rs. has rcit'iitly Ikvii completed aiHJ delivered hy the Niri^inia Hridi^e and Iron Company, koanoke. \'a. The desiun of this lar demonstrates eertain .-pcrial leatures of <"on>triution of this class of e(|uipment. It is l)uilt for use in Mtuminous c Point. \ a., there to i»e handled "Vv-r the roads car dumper. I he principal dimen.-ion> of the car are a> folK)\\>: I tnyfli insiJth c!t-! ......... '.:. , .. .'. . '. . ... , . . . . . . . ; J'>taiKe httwecn truck ciMj'ut.*..; .,.,..'. .....; , *v i.iih itisi.Ie . . ... . .... .'■'. .....;. J\ iMih ovtr .-ill ,.>,..'. . . . .•. . . . . |'-:i.'hi of -iilis above rail. . . .... .:'.i.:-/^. .'. . . . . ■, i;lit of si.ies in-iJe at cii-i*-. .■....,...;<.".. ... 'iitiic level full ■ .;,., .7., .v.. .: . •■luiue with 30(liR. licai). .......;....,.. .... .1 ' uvk wheel \>\cr » em I he car |)od\- is of j>late and an^de ( on-trui tion with Car- •-;ie rross-tie -i-ttion- for side >-takes and end plate -liffen- I (» |)rovide for corro>:on the minimum jtlate ihiikness i in., and no anuKs of K>< than ' j-in. stock have l-een ■'d. Hi-avier stock i- ii-eij wlurc ver needed. I he jtrint iple of tlu' d(.-ii.'n i< that the weiiiht of the ladint; dually 111- tran.-ferred to the side> of the car. the inteirritv the center sill as a draft memlier Leintr maintaineil. The "t'T .-ill i^ a liethlchem 1 Jin. ,s4..^-ll,. H ier at either end of the car. The '1-; of the ci-nter .-ill are milled and are atlnclu-d to steel -tinii-. which form a portion of the Xatio-ial .Malle;d.lc -tinu'.- Ccmpanx'- radial draft izear. so tliat the huffmir '•«••> are delivered to the center sill, not throuizh the rivct<. t a.- direct load- u|.(!n the end- of the sills. The -nter d'^ liT'- intetrral j.ar;- of the-e steel. cast ini:-. . ••.'".. • •.• • , \ .'. ...^..'.-..^tl ft. .... .-.. fc . s .' i •' . : . .S.1 ft. r lU. . . ■.'•; .... .^r ft. 4^4 111. - ^ • V ." It. S'; 111. v..>:-iv.*-. i .-.^ ,10 ft. .?'.• 111. ,', .11 ft. 1'.. 111. i"' •'. ..; ft. J'l Hi. ''. '. .",..■ .' V.i , *"• .. .?;785 cu. ft. ■'•-.■-•■■<*''■'•'■.'' • ._ .,\Ml c\x. ft. .- ..!... . ,. . , tt. . , ' ... ,.l57. a factor well within the recommendation.- of the M. ('. \\. A.-5- .smiation. In addition to this there are no ojn-n holes or ■cuts of any description in the .sill, it is well hraced and staved .^ •1. :" Interior of the Virginian GoaT Car Showing the Unique Steei Tr.inscin Cast:ngs l)oth vertically ancl horizontally and (ihx's nj< j'sf- ^ j'af- j: 3'3 t'-":r'i' IJ Half End We». \^ Secfion ^-A. Elevation, Plan and Sections of Virginian 120-Ton Car StPTEMBER, 1917 RAILWAY MECHANICAL ENGINEER 495 of any moment from the lading, three plate girder diaphragms are provided to carry the load out to the side plate girders. Xhtse have the compression members passing continuously over the center sill and the bottom or tension members pass- ing under the sill. At the outer diaphragms the floor line of the car is dropped down to the plane of the lower face of the center sill, thus increasing the capacity of the car and lower- ing its center of gravity. The sides are constructed of ^-in. plates with a bottom wing plates support the car and prevent the sides from bend- ing in when the cradle is rotated. The ends of the car are stayed against bulging by means of two Carnegie cross-tie sections extending from side to side. Because of the exces- sive depth of the car at the ends inside ladders are supplied. The sides of the car are carried by the body bolsters which are of novel construction. They are integral steel castings, located above the floor of the car within the coal space, and are shaped not only to give an economic and advantageous The Clasp Brake Rigging chord of angle section and a bulb angle for the upper chord. From the depressed portion of the floor to the ends of the car the size of the bottom chord angle is reduced, as its load is less nearer the bolsters. The side plates are also cut away here in line with the floor over the trucks, not only to elim- inate unnecessary metal, but to give an unhindered view for the inspection of the trucks. No cross-ties are used, the sides disposition of the metal for the various conditions of load applications, but at the same time to offer no obstruction to the coal in dumping. Wing plates extend upward from the outer ends of the bolsters to stay the sides of the car. The bolsters are a product of the American Steel Foundries. The floor is stiffened between the diaphragms with angles. The diagonal angles for stiffening against poling are located Arrangement of the Empty and Load Brake Connections l>eing stiffened by means of wing plates which extend be- tween the diaphragms and the inside side stakes. Between the diaphragms are located the stakes on the outside of the car so that they bear against the blocking on the cradle of the car dumper. The top angle, grab irons, etc., are thus protected, while the alternating inside stakes with their stiff above the car floor to clear the brake rigging of the trucks. Because of the great weight of the car it is necessary to provide definite jacking points specially designed to take care of this operation. Two jacking blocks are provided at each corner of the car, the one being under the end of, and in reality a part of, the cast-steel body bolster, the other be- 496 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 9 General Arrangement of the Lewis Truck The National Radial Draft Gear Applied to the Virginian 120-Ton Coal Car September, 1917 RAILWAY MECHANICAL ENGINEER 497 ing a part of the corner poling pocket. Either of these blocks will support the load of that corner of the car, so that the car can be jacked up at one of these points and stooled at the other. The jacking face on the bottom of the push pole pocket bears directly against the bottom end of the corner an^lc of the car body, and serves to strengthen the push pole pocket and the corner of the car. The push pole pockets also have bracket portions which extend out and engage stops on tlie cradle of the dumper, should the overhead clamps for anv reason fail to hold the car when in inverted position. This feature is used on other equipment of the Virginian Railway. Wooden planks are set into the outline of the center-sill section to present a smooth face for the sliding of tlie coal and prevent its hanging up when dumping the car. These are held in place by means of removable stops upon the diaphragms, and are accessible from the outside. No open holes are left in the center sill for the purpose of secur- ing this planking. The trucks for this car are of the Lewis Articulated* six- wheel type manufactured by the American Steel Foundries, and are equipped with McCord pressed-steel journal boxes of the Vulcan type and Davis cast-steel wheels. Each truck weighs 16,350 lb. The length of the wheel base is 9 ft. and the height of the center plate is 26J/2 in. above the rail. The center plates are 16 in. in diameter, and are machine faced. The bolster springs are of extra large capacity. The bolsters are fitted with Stucki Frictionless side bearings of the two- roller type, the rollers being four inches in diameter and four inches long. The axles are M. C. B. Standard with 6-in. by U-in. journals. The: car is equipped with the Westinghouse Air Brake Company's empty and load brake. A 16-in. by 12-in. load cyhnder and 10-in. by 12-in. empty cylinder are used, the latter having a 4-in. preliminary slack take-up piston. The brake is designed to give a braking power of 40 per cent for the empty or loaded car. The trucks have clasp brakes, the arrangement of which has been worked out especially to pre- vent excessive reaction loads in the side frames. The founda- tion brake gear and the clasp brakes were furnished by the the specialties mentioned, is 73,900 lb., of which 32,700 lb. is in the trucks and 41,200 lb. is in the body. While the car is generally knowTi as of 120 tons capacity, the car in reality is stenciled 218,000 lb. in order that the allowable loads for the 6-in. by 11 -in. a.xles may not be ex- ceeded when the car is given a 10 per cent, overload. On this basis the load per pair of wheels with 10 per cent overload amounts to 52,283 lb., or a load of approximately 49,900 lb. on the M. C. B. 50,000-lb. axle. The car represents the results of extensive experience and careful study and was worked out jointly by the builders and the motive power department of the Virginian Railway. The aim in the design has been to eliminate as far as possible all useless metal and to this end an especially careful analysis ' > III ' 1 — t— I — I 11 — I I — r 1 f 1 ' \ rrn ' ; L - . ' -1 — i — =1==^- — \ — I — 1 11 — i I ' I— — 1. — ^ '\ * yr I V I ' ' I I I I > A j V ^ ' The Lewis Articulated Six-Wheel Truck American Brake Company. The Banty ratchet hand brake is used. The car is equipped with the National Malleable Castings Company's radial draft gear, which is pivoted to the ends of the center-sill construction, and is swung with the truck through the medium of an arm connected with the truck bol- ster. The draft gears at all times stand approximately tan- gent to the track and in line with each other, so that in buff- "^g the forces have little tendency to displace the couplers. The coupler heads are specially made with side abutments or ^tops which allow but a limited movement of the couplers (^ut of line in buffing. The volume of the car is 3,785 cu. ft. level full and 4,422 ^^»^_ft^including a 30-deg. heap. Its light weight, including Enp,V. ^ 'le?cription of this truck as originally designed, see the American engineer for January, 1913, page 35. Secfion C-D. The Stucki Two- Roller Type Side Bearing of the known forces and stresses was made. Under the most extreme conditions of loading, the extreme combined stresses have not been allowed to exceed those given in the table, based on 10 per cent overload in the car. As far as possible Stress Limitations Observed in Pesigv of Virginian 120-Tok Coal Cai Stress, lb. per sq. in. Structural Steel parts castings Rivets Tension 13,000 9,000 Compression 13,000 9,000 Shear 9.000 8.000 8,000 Bearing ....; 16,000 the secondary stresses have been analyzed and allowed for, and it is hoped later to have available for publication the method of calculation for the various portions of this car. Air Co]^i merge After the W.\r. — At a recent meeting of the Aeronautical Society of Great Britain a paper on "Commercial Aeronautics" was read by G. Holt Thomas, one of the pioneers of aviation in that country. Mr. Thomas said that in his opinion aeronautics would revolutionize the world not only from a commercial point, but also from a humanitarian point much more than it had revolutionized war. He said he was not one of those who thought com- mercial aeronautics were going to beat out of existence the railroads and other forms of transport, but rather that flying would act as an adjunct to present modes of transport. From a business point of view speed was everything. The airplane would enable a business man to leave London in the morn- ing, go to business in Paris and be home again to dinner. It would take him to Bagdad in a day and a half or to New York in two days. Ceylon would become 2^ days from London, Tokio 4^2, Sydney five, Cape Town 3>i, and Vancouver 3. As for the question of cost it would be pos- sible to run a profitable air service between London and Paris at $25 a passenger, a cent an ounce for mails and 50 cents each for parcels of three pounds. Cars in Use Behind the Trenches A Flexible Arrangement of Narrow Gage Trucks Built for the French Department of Artillery AMONG the many classes of railway equipment which have been built in America during the war for use in P^urope, the special steel trucks built for the French Department of Artiller)- by the National Steel Car Company, Hamilton. Ont., are probably the most unique. These trucks form the Ijasis of the rolling stock handled by the famous Pechot locomotives and are designed to operate on a gage of 1 ft. 1 1 >• s in- The trucks are of three txpes, four-wheel, six-wheel and eight-wheel, all equalized. Various combinations of these trucks, effected by means of car bodies, swivel platforms, bolsters and reach rods, provide a wide range of hauling capacity and adaptability to a variety of traffic, ranging from the movement of heavy artillery toward the front to the movement of wounded soldiers toward the rear. The truck frames are built up of heavy plates and angles with pedestals along the sides for the journal boxes. Ihe ends are curved and the top is covered with a checkered plate. Riveted to this plate is a steel circle about 27^^ in. in diameter, the top of which is beveled outward. This circle performs the load carrying function of a center plate as well as that of side bearings. The journal boxes are provided with oiler lids on top of the front of the box and the cover is machined and bolted to the front of the box. Each box contains a forged wedge which fits over the bronze bearing. The top of the wedge has a half-bearing against a turned and hardened pin ex- tending crosswise through the box, thus allowing the wedge and bearing a slight freedom of angular movement in a vertical plane through the center of the axle, when running on uneven rails. The top of each box is formed with a pocket which pro- Each truck contains a complete hand-brake mechaiiism which may be operated from the platform by means (jf a hand wheel mounted on a vertical brake mast, or from the ground by means of a forked handle pivoted to a skeve turning loosely on the brake shaft, which meshes with a rachet wheel keyed to the shaft. In the lower end of the brake mast is a square socket which fits over the short French Artillery Department Four-Wheel Truck scjuared end of the fixed vertical brake shaft. This mast mav be removed whenever necessarv. The short vertical shaft is forced into a cut bevel gear which meshes with a gear pressed on a brake screw extending longitudinally under the truck frame. The nut which travels on this screw is of forged steel with trunnions on the sides which A Well-Car Body Mounted on Four-Wheel Truckt vides a seat for the semi-elliptic side springs and equalizers. The frame of the truck is hung from the springs by means of eye-bolts with double nuts, which in turn are pinned to corner brackets of cast steel and to forged steel equalizers pivoted on the truck frame. The wheels are 15^ in. in diameter of chilled cast iron and are bored out and pressed on the axles according to American practice. The brasses are machined all over and scraped down to a bearing. operate in slots in the forked end of an arm on a horizontal shaft extending across the truck. Other arms on this shaft operate the brake shoes through link connections. The brakes are so regulated that a man of ordinary strength is able to cause all the truck wheels to skid under full load. At the brake end of each truck, the outer end when the trucks are in service under car bodies or are connected by reach rods, is placed a long stemmed buffer of forged steel. 498 Seitember, 1917 RAILWAY MECHANICAL ENGINEER 499 This is connected through a volute spring and frame to the center pin, to which it is pivoted. A stop-bracket is pro- vided on the end of the truck to hold the buffer stem cen- tral when no swivelling is required. The opposite end of the truck has a forged steel buffer similarly connected to the center pin but with no spring. When not in use this bufttr stem is also held central liy a stop bracket. When free to swivel, both buffers are centered by means of coil jprings fastened to the side frames of the truck. A coupling pin is fitted into the end of each buffer with a keeper and chain, and one coupling link goes with each truck. Forged steel anchors are riveted to the four corners of the truck frame and to these are secured heavy forged safety chains. The corner brackets which carry the side springs are designed with square sockets into which the ends of the side stakes from the car bodies or bolsters may be inserted for lifting the truck. All fitting parts are machined and all wearing parts are case hardened. All three sizes of the trucks are of similar design, modified in detail as required for the different wheel arrangements connected one of the buffers. Between these at the center of the truck is the main center pin and steel circle, which receives the swivel support or platform, as the case may be. Only the two end axles on the six- and eight-wheel trucks are mounted with flanged wheels. The four-wheel trucks are used under open platform bodies in design similar to a well car. The principal load carrying members are the side sills, which are girders of the fish-belly type built up of 5/16-in. plates reinforced with angles at the top and bottom. Four large holes are punched out of each web plate to reduce the weight. The end sills are of rolled plate sections 5^^ in. deep reinforced with angles at the top and bottom. A small curved platform is riveted to each end of the body to cover the curved ends of the truck. This platform is covered with checkered plate through which provision is made for the insertion of the brake mast. At the end are two hand rails. Extending crosswise from side sill to side sill over the truck centers are bolsters built up of two pressed steel plates y2 in. thick, flanged at the top, bottom and ends. These are Six-Wheel Trucks With Bolsters and Reach Bars in Place and carrying capacity. The special feature in the construc- tion of the six-wheel trucks is the arrangement of the equalizer system. Instead of using three springs, one for each journal box, but two are used. The heavier of the two delivers its load to the center of an equalizer the ends of which rest in the spring pockets of two adjoining jour- nal boxes. This spring is equalized with the lighter spring over the third journal box. The following table gives the principal diminsiens of the three types of trucks: Four-wheel Six-wheel Eight-wheel trucks trucks trucks j-e-gth over buffers.. 6 ft. Yt, it.. 6 ft. 6f^ in. 7 ft. 7 in. Lentth of frame 4 ft. 5j4 in. 4 ft. 8^^ in. 6 ft. 1^ in. Width over all 3 ft. 9J4 in. 3 ft. 10^ in. 3 ft. lO"^ in. *^f'«ht, rail to cover 1 ft. 8'/^ in. 1 ft. 8'/^ in. 1 ft. 8'/$ in. J I''ate 2^ in. by 4 J4 in. 2i^ in. by 5H in. 2 f^ in. by 5^ in. journals Capacity of trucks, S 9 12 Wetric tons The eight-wheel truck is provided with two cross-frame, or bolster, members and center pins, to each of which is spaced at the center by a cast steel center bearing. At each end of the well there ig a cross bearing built up of steel plates and angles. Extending from the center line of the bolsters toward the comers of the car body and the ends of the well cross bearers are diagonal braces of structural steel. At a distance from the center pin bearing corresponding to the radius of the steel bearing circle on the trucks four cast steel brackets fitted with forged steel rollers are riveted to the bolsters and diagonal braces. Along the sides of the side sills are placed seven pockets in which are inserted forged steel stakes. Between the stakes on each side are placed six rings held in anchors riveted to the side sills. Between the end side stakes and each corner of the car is placed a double anchor and on the end sill at each comer of the car is secured an anchor and ring. Provision is thus made for securely roping or chaining loads in place, this being further facilitated by the eye at the top of each stake. These cars are 20 ft. 10 in. long over all, the tmck centers 500 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 9 being spaced 15 ft. 9 in. apart. The well is 10 ft. 3J^ in. long by 5 ft. Yi in. wide and 1 ft. 2y2 in. deep. The width of the car overall is 5 ft. 1 1 j j in. and the ends of the car body are 2 ft. 3]4 i"- above the rails. The load carrying capacity is eight metric tons, or 17,637 lb. The well car bodies are designed for use with the four-wheel trucks only. All three types of trucks are used with swivel sup- ports or bolsters, two trucks with swivel supports being connected together by means of reach rods to form a load carrying unit somewhat similar to a farm wagon with the box removed. The swivel supports or bolsters for the four-wheel trucks are built up of two side members of pressed steel 1/2 in. thick, flanged at the top and bottom and spaced at the center by a cast steel center pin bearing. The ends are separated by cast steel fillers through the top and bottom walls of which are square holes serving as stake pockets. At the proper radius from the center pin four cast steel roller brackets are riveted to the sides of the swivel support. These carry double rollers which run on the roller circle of the truck. On the front side of each bolster are placed two forged .steel stake pockets and ring anchors combined. On the back side of the bolster near the ends, are attached forged steel ring anchors and rings. \i the center is a steel hook which fits the eye on the end of the reach bar. The reach bars for the four-wheel trucks are built up of lap-welded steel tubes, one end fitted to telescope within the other. Key slots through both parts are provided at intervals so that the bar may be adjusted to several lengths. At each end of the bar a forged steel eye is pressed and riveted in place. This fits the hook on the back side of the swivel support. Pivoted to tlie sides of the eye and swing- ing below it is a steel loop which hangs under the swivel supjKjrt hook when the reach Ijar is in place and thus pre- vents the bar from accidentally being lifted off the hook. With swivel supports and reach bars the four-wlieel trucks may be used to handle rails, timber or other long materials for which the car body is not needed. On the well car body material in smaller units, such as shells, may be car- ried, and by slinging stretchers or hammocks from the eyes The reach bars for use with the six-wheel trucks are similar in construction to those used with the four-wheel trucks except that they are of fixed length instead of bung adjustable. Each swivel support is fitted with two reach bar hooks located outside of the roller brackets, instead of one hook on the center line of the truck as with the fcur- wheel trucks. The swivel supports for the eight-wheel trucks are of the Platform and Swivel Support Mounted on Two Four-Wheel Trucki same type of construction as those used with tlie six-wheel trucks. The table casting, however, is used with the six- wheel trucks only and with the eight-wheel trucks three reach bars are used instead of two. The reach bars for the eight-wheel trucks are of a differ- ent type from those used with the smaller trucks. They are A Unit of Four Six-Wheel Truck* Built Up With Platforms, Swivel Supports and Reach Bars at the top of the side stakes it may be used for the trans- portation of the wounded. The swivel supports for the six-wheel trucks are designed for heavier loading, and are built up of steel I-beams in- stead of flanged steel sections. A special steel table casting is fitted to the top of the swivels for use in transporting heavy guns, and there are forged stakes at the ends similar to those used with the four-wheel truck equipment. built up of channels arranged to provide for the telescoping of I-beams between them. A series of holes through tlie channels and I-beams and a shearing key provide for the adjustment. The three sizes of trucks with swivel supports and reafh bars thus provide carrying capacities of 10 metric tons, (22,046 lb.), 18 metric tons (39,683 lb.) and 24 metric tons (52,910 lb.) respectively. A further range of capaci- SlPTEMBER, 1917 RAILWAY MECHANICAL ENGINEER 501 ties is provided by the use of so-called platforms with the six-whoel and eight-wheel trucks. The platforms are built of channel sections and plates, and are used as bridges between the centers of a pair of trucks, placed as close together as the inner Ijuffer clearance will permit. Under each end of these platforms is placed a center pin casting and roller brackets, the bevel rollers of which are designed to operate on the roller circle of the truck. At the center of the top of the platform is a center bearing casting and roller circle upon which may be placed SIX-WHEEL TRUCK FOR VIRGINIAN 120-TON COAL CAR A six-wheel truck design containing a number of unusual features has been developed by the Buckeye Steel Castings Company, Columbus, Ohio, for use under one of the four 120-ton experimental steel coal cars recently placed in serv- ice on the Virginian Railway. Sample trucks of a similar design, but for cars of 90 tons capacity, have been in ojjera- tion since 1914 on the Norfolk & Western, and have given 47- >j Flan, Elevation and Sections of the Buckeye Truck Sec f ion A- A. a special swivel support of sufficiently heavy construction excellent sers'ice during their more than 50,000 miles of to support a load equal to the capacity of two trucks. On travel. each side of these platforms are located heavy roping rings. The platform for the six-wheel trucks is 5 ft. 5 in. long from truck center to truck center and 6 ft. 2 in. long over all, while that for the eight-wheel trucks is 6 ft. 9J^ in. long between truck centers and 8 ft. of^ in. long over all. The car to which these trucks were applied was built by the Cambria Steel Company, and has a rated capacity of 218,000 lb., or 120 tons, with a 10 per cent overload, and 4,265 cu. ft. The light weight of the car is 8.^.>00 lb., of which 48,650 lb. is in the car body and 34,650 in the trucks. Buckeye Articulated Six-Wheel Truck By the use of two pairs of six-wheel trucks, each pair connected with a platform and the two pairs joined by means of swivel supports and reach bars, a load carrying unit is available with a capacity of 36 metric tons or 79,365 lb. " ith a similar arrangement an eight-wheel truck unit with a capacity of 48 metric tons, or 105,820 lb., is available. The ratio of revenue load to total load, with a 10 per cent overload, is thus 74.2 per cent. Although these trucks possess a flexibility equal to that of equalized six-wheel passenger trucks, the design is such that the entire truck body is composed of parts which may be manufactured in large quantities by steel foundries, thereby 502 RAILWAY MECHANICAL EXGIXEEl Vol. 91, No. 9 facilitating the making of repairs with limited shop facilities. The wheel base is 9 ft. 2 in., a short wheel liase being par- ticularly desirable for coal car service, in which uneven m!ne tracks with curves of small radius and steep inclines to unloading machines must be safely negotiated. Each side frame consists of an outside and an inside frame, each with a 6-in. by 11 -in. journal box cast integral. The middle journal boxes are cast with equalizer arms on either side, the ends of which are provided with pockets in which the ends of the side frames rest. The equalizing of the cross bolster loads is thus entirely performed by the articulated side frames. By providing the frames with elongated holes through which the equalizer bolts pass, a limited amount of forward and backward movement of the frames is allowed, thereby affording flexibility to the sides of the truck and enabling it to take comparatively short curves with no appreciable binding of the wheels. The location of the bolsters in the side frames is such that the distance between the point of loading and the center of the end journal is one-half of that between the point of loading and the bearing j)oint in the equalizer pocket. Any unbalanced load on one of the frames which causes an upward or downward movement of the equalizer arm, is immediately counteracted by a shortening or lengthening of the moment arm between the point of loading and the bearing point in the equalizer pocket, the contour of which is designed to compensate in this manner for variations and inecjualities in loading. The equalizer bolts serve only to hold the side frames and equalizers in place, the load being transmitted directly through tlie bearing between the castings. The bolster is made up of three parts, i. e., one longitud- inal center bolster and two cross bolsters. In order to keep provided to allow a limited movement of the center bolster thereby adding to the flexibility of the truck and greatly facil- itating the ease with which the bolsters adjust themselves to inequalities of loading. The side bearing bridges are ar- ranged on the inside of the frames and are supported directly l)y the cross bolsters. Rectangular shaped boxes on top of each end of the cross bolsters fit into recesses in the top mem- End View of the Truck Showing the Connection of Longitudinal and Cross Bolster bers of the side frames. These boxes serve as column guides. The side frames and equalizers are of channel section, in- cluding the brake brackets at the end of the frames. The two inside frame castings on each truck are interchangeable, as are also the outside frames. The trucks are equipped with a clasp brake of extra heavA- pattern designed by the American Brake Company. — --i --4-^^'-" ...J t|2S ■§! ■.i-.u Clasp Brakce Rigging Applied to Buckeye Trucks Under Virginian 120-Ton Coal Car within the low limit of 27 in. for the center bearing height, a unique type of longitudinal center bolster was developed. The bolster itself is dropped below the center axle. The center plate is removable and spans the axle. Ample clear- ance is provided between the center plate and the bolster member below the axle to allow the axle the necessary free- dom of vertical movement to provide for passing up and down steep inclines to coal docks, or in case of derailment to insure against excessive strains which might otherwise be imposed upon the castings. The cross bolsters are cast with openings through which pass the ends of the center lx)lster. Sufficient clearance is All beams are hung from brackets cast integral with the side frames. The weight of the clasp brake rigging per car is 4,100 lb., leaving for the weight of the trucks alone 30,550 lb. The steel castings account for 14,580 lb. of this weight. IxcREASixG Freight Car Efficiency. — The Railroads' War Board has, in the interest of freight car efficiency, directed the Master Car Builders' Association to modify it> rules for the period of the war, so as to make possible the use of any material that is on hand which will enable cars I)eing held for repairs to be put into service without waiting for materials from the owning road. LOCOMOTIVE ROD WORK* BY GEORGE C. CHRISTY The illustration shows the rod department in the McComb, Mi^s., shops of the Illinois Central. At this shop after the rods are removed from the locomotive they are moved to the lye vat just outside of the shop and near the rod depart- ment. The bushings, etc., are removed and the rods are placed in the vat and cleansed thoroughly. They are then inspected by the foreman of this department. At this time the foreman gives proper credit to that particular locomo- tive for its scrap material, and issues a requisition for the necessary new material. The rods then go to the blacksmith Rod Corner at the McComb, Miss., Shops of the Illinois Central shop or the rod bench, according to the work to be done on them. In making repairs to rods they should not leave the rod gang except only when they go to the blacksmith shop. We have iron racks or trestles to put the rods on, as it has hoen found that they may be handled more easily than on Wood trestles, also there is less liability of an accident. We have air hoist cranes so arranged that one man can handle the heaviest rod to any place that he desires. The shaper should L>e in the rod department to machine the brasses, straps, Wedges, etc., and a lathe to machine the brasses, knuckle pins, wrist pins, bushings, etc. A small air hoist is arranged to serve both the shaper and lathe, in order that the operator can handle any job on these machines without assistance. There can be considerable money saved by placing an emery wheel stand convenient to the rod bench; this will rMuce the chipping and filing to a minimum. We use screw Vises and air clamps on our rod bench. The air clamps on the rod bench are arranged so that the clamp moves perpen- •b'cularly through the bench, making it unnecessar\' to lift the heavy brasses, straps, etc., to the vise. We also have a Entered in the Rod Job Competition. small device arranged with an air motor that is used as a small milling machine in making fillets, etc.; this also re- duces chipping and filing considerably. When solid rods have been machined we store them out- side the shop, convenient to a combined hydraulic and drill press, where the bushings are pressed in and the grease and set screw holes may be drilled with a minimum of handling. The press is served with an air hoist crane, as is the rod job inside, which will lift the heaviest rod. This press is also used in removing bushings before the rods are put in the lye vat to be cleansed. Locomotive rod work should be specialized as far as pos- sible, as it will reduce the cost of each operation and the men become experts in their particular jobs. When it is necessary to apply two or more new rod brasses or fit up new straps in the round-house this work is sent to the rod gang, which can do it much cheaoer than the round-house organization. BORING CYLINDER AND VAL\'E CHAMBERS BY A. C. HINCKLEY Superintendent Motive Power and Machiner>'. Oregon Short Line The arrangement shown in the illustration for boring both the cylinder and valve chambers at the same time has been used at the Pocatello, Idaho, shop of the Oregon Short Line for some time and has given very satisfactor}' results, re- ducing the time formerly required to do this work by almost Arrangement for Boring Cylinder and Valve Chambers at the Same Time 50 per cent. The boring bars shown are the ones previously used separately for doing their respective work. They are arranged witli pulleys as shown, which are driven by belts, a portable motor being used to drive the mechanism. The motor is belted to a pulley on a shaft attached to the cylinder boring bar mechanism. On the extreme right of this shaft is another pulley, which is belted to a pulley on the valve chamber boring mechanism, and in this wav both chambers 5o: 5tiJ RAII.W.W MECHANICAL F.XGI X I- Kl^ \(il. VI. Xn. faiilitatinu' llic iii.ikiiii: nf n.iiair« with Kmilid ^lioji f;u iliiii-. TIk- wlu'fl liasc i- '^ ft. 2 in., a >liiirl wlu-rl lpa>c Ih'Iiil: par- -.titularly cU-iraMc for mmI lar >ir\ it r. in \vlii(li inuvrn ni nr tratk> with iiir\T> (if -mail radiii- and >ti\|) iml'iu- to unloading' niatliinc- nni>t \>c -al\l\ nci^otiati'd. Karli >itK- franir t()n>i>t> of an out>i(U' and an in- iK frame, tat li with a <>-in. Iiv 11 -in. journal 1><)\ la-t intt^ral. 'J In- miildk' journal l,t).\t.-.- an- ta.-t with t(|uali/iT arm> on eitlur .-iilt., the i-nd> of wliiih arc |irovitk(l with |totktt- in whit h th.' tml- of tlu- -itk" frames rt-st. 1 hf t.'(|uali/inu' ni' tlu- t ro>> Itt)I-tir load- i> thu- rnlinh jurfornu'd hy tlu' artit ulatitl -idf franu>. By provitliiiL; the framt.> with idoltuMlid hi)U> liiniuirh whit h tlu- c<)uali/ir holt- pa», a limited amtiuni of forward and haikwanl mo\inuiil of thf fraiiH- i- allowed. lluTi-hy affordinir llt\il>ility to llii side- of tlu- trut k and inaMiiiiZ it to take t omparativily ?ht>rl I urvf- with nt) a|>|>ririal)lt.- hindini; of tlu- wlutl-. Tlu; lination of the hol-ttr- in the tanif latwetti the point of loading,' ami the tfnter of the end jtiurnal i- one-half of that hetween the point of loading and the liiarim,' point in the e«|uali/.er pot ket. All} unhalanted load on one of the frame- which lau-c- an upwani or dtiwiiward niovtnitnt of tht' e(|uali/er arm. i> immeiliately ( tiunterat titi l.y a -horteninsz or leiiuthenini: of tlu* moment arm lietwitn the point of Itiadiniz and the JK'arinL,' pttint in the ti|uali/er jiotkit. the tonttair tif whith i* (K'sii:iu-<1 to tomptn-ate in thi- manner for variation- and ine<|Ual:lie- in loatlinir. i he ei|Uali/.er holt- >er\e only to h«)lil the -ide frame- and et theniselve- to ine(|ualities of loadilii,'. I he -ide hearinii hridiies arc r- r.mu'ed on the in-ide of the frame- and are -up|)orted direi Iv l.y the I TO-- hol-ttr-. Ket tanirular .-ha]>etl lit)\es on tt)p uf eat h end ot tlu- t ro-- hol-ter- lit into ret e--e- in the top nu n- End View of the Truck Showing the Connection of Longitudinal and Cross Bolster .•.-.■, '• ' ';:'. I.t r- of the >ide frames. These hoxes senv as column guide-. Iho side frame- and ei|uali/er- are of channel section, iii- t liidini; the hrake hraiket- at the end of the frames, 'iiic two in-ide frame ca-tings on eaili trut k are inten ham^ealiK , a- are al.-o the oul-iile frames. I he truck- are ei|uipped with a i la-p hrake of extra htavy pattirn dengituilinal tenter l»ol-tir wa- develtipetl. Tlie liol-ttr it-elf i- dropped IhIow the i eiiti r axle. J'he centir plate i- removal. le antl -|ian- the axle, .\mple tlear- ance i- provided U-tween the celitir plate and the hol-tcT nH'mhtr helow the .ixle to allow the axle the iute--ary free- dom of vertital movement to ]>rt)vi to i<»al docks, or in ta-e of dtrailment to in.-ure aLraiti>l excessive >trains which might othtrwise be im|>o-ed upon the castings. 'Ihe cro.-s l»ol>ters arc ca>t with ojicning- through whith pa.ss the end- of the centcT l>ol-ter. Suftu ient tlearatue is All I. cam- are hung from Wrackets cast iiUegral with the sid ' frame-. The weight tif the t la>p hrake rigging j)er car ; 4.10(1 11,.. leaving for the wc-ight of the trut k< alone .>0.5.^' 11). 1 lie i«-lu.-] ta.-tings actount for 14..^MJ 11>. of this weigh' I\tKi.\si\i. I'kin.iil (ak 111 I It II \t v. — The Railroad- War Iloanl ha<. in the intcrot ai freight car efluienc} directed the- .Ma-t(T Car Builder.-' A>sociation to modify it rules ft)r the period of the war. so as to make possihle th u-e of any material that i> on haiul whith will enable car being heltl for re|)airs tt) be put into service without waitin for material^ from the owning road. > LOCO\IOTI\E ROD WORK* BV GKORGK C. CHKISI Y ! hv illu>trati()n >h<)\\s tlic rod departimnt in the Mi Comb, Mi~-., sluij)s of ilie Illinois Central. At this shop after the pM 1- ari removed from the locomotive they are moved to the I\. vat ju-t out-ide of the sliop and near the rod depart- iih.'.i. The bushinirs, etc.. are removed and the rods are pli' ed in the vat and cleansed thorouiihlw 1 he\- are then in.-pected by the fortman of this (Upartment. At this tinu the foreman tjives proper irt-dit to that jiart'cular locomo- tive for its scrap material, and issues a re<|ui.-iti(jn for the iidi-^arv new material. The rod> then no to the Idack-mith Rod Corner at the McComb, Miss., Shops of the HIinois Central >'"p or the rod bench, according to the work to be done on tiienv In making re|)airs to riKJs ihe\ shouUI not leave the r«Ml LMnij: e.\cept only whm they go to the blacksmith shop. A\i' haw iron rack> or trestles to put the rods on. as it has I'oon found that the\ mav be handled more easily than on W'i'wl tre-tli>. also there is less liability of an accident. We lir hoi>t t rams >o arranged that one man can handle the i^«yiest rod to any ])lace that he desires. The shaper should ' in the rod dtpartmmt to maihinc' the brasses, strajis. •'I'.,'es. etc.. and a latlu' to madiini.' the brasses. knuckU' ~. wri^i pin-. bu-li:ni:-. rlc . .\ -mall air Imi-t i> arranued i\r both tlu' >iia|i(.r and lathe, in ordir that the operator handle any job on these maihine.- without a.-iderabli- m<;ney -.ivt'd by placinLi an !} wheel -land niiveiiiriU to tl:e rod bench: tlii> will uce the ihippiiiLi and fdini; to a minimum. We use screw ' - and air ilanij>- n>iderably. ■";:■;'.•••;'•:; When solid rods have been machined we >lorc them out- ride the .-h(;|t, convenient to a combined hxdraulic and ilrill })ress. where thi- bu>hings are pressed in and the grease and . is. also used in removing bu.-hings before the rods arc put in' ■ the lye vat to be cleansed. •.v';' ■^.- ^'' Loconiotivi' red work shoultl l>e >peci-allzed a- far as pf»s- siiile. a- it will reduce the cost of each operation and the men become e\|)eris in their juirticular jobs. When it is necessary, to a])pl\ two or more new rod brasses or fit up new straps •• in the r()un work is sent to the rcxl gang, which ;;;' can do it much cheuDer than the round-hou.M; orjianizalion. '. BORING CVIJ.NDHR .\M) \ AL\ E ; : ^_ CHAMBERS f; BY A. C. HINCKLeV Stipcrinlt-ndcnl Mo»i\«.- I'<>«ct and Machinery, UrcCon Short Line The arranLic-ment -hown in the illu>tration for borinc hoth the cylinder and valve chambers at the >ame lime ha< been used at the Pocatello. Id.dio, >hop of the Oregon Short I-ine for some- time and has given ven- satisfactcjr}- results, re- ducing the time formerlv recjuired to do thi> wc»rk by almost Arrangement for Boring Cylinder and Valve Chambers at the - Same Time .^o per teiu. riif boring bars -hciwn are the «iiu- previou-lv u>ed -cpar.itcly f(ir doing their resjx'Ctive work. They are arranged with pulleys as shown, which are m. 1 he motor is beltc-d to a pulley on a shaft attached tc» the cylinder, iioring bar mechani-m. On the e.vtrenw right of thi> shaft is another jiulley. which is belted to a pulley on the valve, chamber burint: mcchani-m. and in ihi- wa\" Ixith chamlters' '?{):■ 504 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 9 are bored at the same time. The average time required to 5et up the machine, bore out the cylinders and valves, and take down the apparatus is five hours per locomotive. CYLINDERS WITH CRACKED STEAM PAS- SAGES RECLAIMED BY R. A. H. A certain class of locomotives developed an epidemic of cracks through the steam passages of the cylinders which made them unfit for service, although the structural strength of the cylinders was not seriously affected. By the following method the cylinders were repaired and continued in service. A bushing was applied in the saddle at the steam pipe one piece and a hole was cut in the center to receive the end of the Shelby tubing, which is rolled into the bushing with the roller expander. It will be noted in Fig. 1 that because of the crookedness of the passage the cylinder wall had tt be cut out to allow the application of the tubing. The tubing is rolled into the valve bushing with the tools shown in Figs. 2 and 3. The body of the tool in Fig. 3 is a 2 3/2 -in. tee with a lug to serve as a pinion for the mitre gear welded in the bottom. The caps of the tee also serve Cracked Cylinder Steam Passage Repaired With Steel Tubing seat, into which was swedged and brazed a length of Shelby tubing 5 in. in diameter which extended down into the valve bushing, as shown in Fig. 1. The valve bushing is in t^/iV -Ai: . U 2L A ,!H<--o«?;-j ilJ- — -1 To bt 3z larger fhan 1 »# Roller H 3% — "°iit!^'^''"\sue\A\B C\D\£ F\0 H\J K L £-41 4i' 2S\ ! \4%-\ Si' 4', U- 2l'^' £-42 Si' zk' \si'\ iv^l^ lii- ik'sg Pin Nal \'' Pin NaZ iv\t^ l/r 4- Details of the Roller Expander as bushings in which the two shafts have bearings. The tool is driven by an air motor at the front of the cylinder which, with the arm of l^^-i^- pipe extending to the back of the cylinder, allows the expander to be held in place dur- ing the operation. The repairs made to cracked steam passages by this method have proved durable and effective; the only main- tenance required is the re-rolling of the tubing into the valve bushings at shoppings. .X'. -mxm \! / h-'--1 \ - w..,2^-^,^A -f}:¥±^}r2'7ii'-'^::^^^^^^ Brass y//^y//y///////////w/////^^^^^^ 'tT i T.I «0 T I I « I •^50 I 1 h— 1 i I m/ded \.—si r— ±:H^ I i t-i" 8P-Z0T Mitre Oears Oufside Diam. Z.SS' Fcxe Angle 40° SJ' Cut Angle 40' 19' . I i _ TTT" rt— t- ■>s Woodruff -f- I ft I W!5 JL.. J. Key I:-*--: r"T I .1 SCO steel ?' I'l' L' v-^-4^ r Details of the Motor Jack for Expanding the Steel Tube In the Valve Chamber Bushing TH¥] ninth annual meeting of the Santa Fe apprentice would have had an oi)portunity to lje anything else; for it is instructors was held April 2.>, 1917, in the appren- stated that out of every million people, less than one is a tice schoijl building at San Bernardino, Cal. F. W. genius. The others have to make their way Ijy using all riiomas, supervisor of apprentices, introduced H. S. Wall, their abilities. su|x*rintendent of shops at San Bernardino, who delivered Courtesy is reall\ nothing hut common consideration for an address of welcome; he said in part: the rights and feelings of others. It is recognition of the When the apprentice system was started at roj)eka in well known fact that no man can he indejiendent of others 1907 there were only .S45 apprentices. Today there are and succeed without the help of his fellow man. It is eas) 1,{)2S grouped according to the following table: to l>e discouraged in the big fight you are making to get 1907 1917 where you want to go, and a discouraged man's first impulse \i, chiiiists 231 595 is to be surl}' — to try to take it out on somebody else, usually KiacksmTths*^^"..'.. ....'..!.!;!!!.'!!!!!!.'.'.!.!..!!.!.!!! . i5 i6 some innocent person who has had nothing to do with the <..aci. carpenters 24 28 ^-.j^^^j. ^f discouragement. I' rciglit car carpenters — 135 " Tinners and pipefitters 20 36 I he man wlio expects to slide to success on skids, as a I phofsterers '.W. ..'..'."..'. .. . ..'.'. '. '. '. '. . . . . . . . . . . . . . . . i 4 -^'^i]' slides from its ways into the water, will get a rude s'.eda!s *"' 4 33 ^^vakening before long. It is a long hard road, l>eset with 1 difficulties, and often seemingly impassable; but it can lie " ' ' traveled far more easily liv the man who keeps his temjier We have had to date 1,014 graduates, 151 of which are than l)y the man who does not. holding official positions at different points on the system. The even-tempered man has a chance to use all his men- Several special graduates are being given further training tal capacity on his job. He is never ruffled by quarrels of with outside corporations, such as the Baldwin Locomotive other j)eop'les* starting, for he never allows them to disturb Works. Westinghouse Air Brake Company, and the Pull- him, and being courteous himself, he usually excites cour- ]Tian Company. tesy in other people, which makes his path through life very Those directing the system not only take great pride in pleasant indeed, graduating the best possible mechanics, but also take much Remember always that courtesy costs nothing. If all men ])ride in keeping the system clean, by selecting applicants emj^loyed it there would be no 'fighting, no wars and verv that are rea.sonably well educated and from good families, little iinhappiness. OIK DUTY TO OTHERS ^^ X^" *^"^ ^^^^ y^" '^'"^ having a harder time than you .. - , , . , • , T » 1 ought to in getting ahead, trv the exi)eriment of being un- -lid ' ''''''''' ^"P^'"'"*^"^*^"^ '^t Los Angeles, f.^jiin^],. courteous. It has proven a great benefit in some ^'H in part: . , . , ,- • i n i \-^\-rs.e corporations. I know of a case where thousands of Arrogance on the part of higher officials will soon be ^^^^^ j^.^j ^^ ,3^ trained in it. It will certainlv l,enefit vou. successfully imitated by the under officials and so on down j ^^^.^ ^.^^ ^^.jU ^^.^^.^ ^^^ ^^ ^^^^^ ^^ ^^^^-^ suggestions in to the lesser employees, and the service will suffer until a ^.^^^ ^.^■^^. ^^^^.^^.^ ^^.j^,^ ^^^ ^^ emplovees.. outside of vour JTa.sh conies and a reorganization of the official family is •n,„,ediate charge, in >our work as instructors of appren- made necessary. . . tices. Trx and assist all with whom \ou come in contact. Consideration for others is about the cheapest investment especiallv 'when new men are employed, mechanics, helpers that a man can make, also the surest and safest ^tc. Make them feel at home, and 'have them feel thev can 1 he great genius can afford to be a grouch — after the j^j. ^^ ^.^^ ^^ ^ friend. ^\orld has discovered that he is a great genius — l)ut the chances are if he is a grouch during the time he is struggling himax touch ix tkainixg apprentices for recognition, his genius will not be discovered. E. H. Harlow, master mechanic at Richmond, Cal.. Genius, like everything else, has to have a chance. If pointed out that the time when an apprentice makes appli- '•".dison had been surly and ill-natured in the days when he cation or passes through the first six months of his appren- '\as a struggling operator, it is quite possible that he never ticeshijx is the most critical time of his life. He should be 505 506 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 9 questioned as to his home life, his education, his morality, etc., in order that the instructor may become fairly acquainted with the boy's environment. After the boy is employed, he must be so handled as to make him understand that he is being treated squarely. If the boy is not treated right at this critical time, it may be the means of discouraging him, and spoiling his whole life. Mr. Harlow also emphasized the importance of taking care of the boy outside of shop hours, as well as during working hours, and urged that everything should be considered before any young man was taken out of service. APPRENTICES AND SPECIAL WORK Certain classes of work in railroad shops are usually as- signed to specialists. In the smaller shops many special jobs are performed by one man. It is essential that the apprentice, some time during his apprenticeship, receive ex- perience on these jobs. The instructors agreed that the only way he could do this was to be put with the man doing the work. The objections to this arrangement came from the fact that this would lower the bonus earnings of the mechanic working on the job, and the latter would object, feeling that money was being taken out of his pocket; in addition to his dissatisfaction, he would not be very likely to give the ap- prentice the instruction that would be necessary for him to become familiar with the work. Two or three remedies were suggested for this; one, that the schedule be increased so as to permit the apprentice boy to work with the journeyman and still let the journeyman make about the same l)onus that he made before. Another suggestion was to let the appren- tices' work be counted as day work. It was pointed out, however, that this would be contrary to the instructions, in that it would not be permissible to show the apprentice as on day work and permit the journeyman to be credited with all of the work done on the job. Moreover, this would in- terfere with the correct distribution of the time on the job. The discussion of this subject also brought up the ques- tion as to whether apprentices should work in apprentice gangs or with journeymen mechanics. A vote was taken on this, resulting in favor of working the apprentices with skilled mechanics. It was understood, however, that the boys should be put with the best mechanics, and should not be used as helpers, but should be given an opportunity to learn the work, and that the shop instructors should be held responsible for seeing that the apprentice is given an oppor- tunity to learn all the work of his trade. MONTHLY REPORTS These reports are the individual records kept of the ap- prentices. The supervisor of apprentices stated at the out- set that he desired these reports to be complete in all de- tails — as nearly a perfect record of the apprentice during his four year apprenticeship, as it is possible to make it — that he wanted them to be such a faithful likeness that any- body unacquainted with the boy would be able to form an intelligent opinion of the apprentice. The various headings on the report seemed to be satisfactory to all the instructors, but the method of indicating the apprentices service was not altogether satisfactory. Some of the instructors thought that the letter system was preferable to numerals. It was decided, however, to go back to the use of numerals beginning with the next calendar year. These reports are supposed to show the time that each apprentice is on different macliines or in different gangs on the floor, regardless of the number of times he may be changed from one class of work to another. This requires the shop instructor to keep a detailed record of each appren- tice, and in shops where an apprentice may be changed a dozen times a day, it involves a great deal of clerical work. It is necessary, however, that such a record be kept in order that the time of each apprentice be properly proportioned to the various gangs and machines. The supervisor of appren- tices stated that he preferred that the records show the prog- ress the boy is making, rather than the quantity or quality of the work. In other words, the apprentice should be meas- ured by the improvement he is making in his work. LOCOMOTIVE EOLIO* Discussions revealed various methods of holding meetings and studying the folio at shop points. Some were good, some useless. At some places the folio is guarded and kept so sacredly that many have little or no opportunity of read- ing it. Some men are called into the folio meetings who Instructing an Apprentice In the Fitting Up of a Crosshead have never had the chance to see or study it. The booklet of questions recently published for use in the apprentice schools, has proven its worth by the manner in which the apprentices use it, and further its adoption and use at the folio meetings at many division points has created a greater interest in the study of the folio. It was suggested that additional questions be added every three months to cover new pages or changes. For the immediate benefit and effective results it was suggested that when a new page is issued, or revision made of old pages, that the men actually engaged in the work referred to by the new or revised page be given an opportunity to read the page, and have the sub- ject or changes explained to them. This could be effectively handled by the local instructors. The supervisor of apprentices advised the instructors that wherever they observed work not being done in accordance with the folio, whether by apprentices or others, that the apprentice be corrected at once, and the attention of the officer in charge be called to the deviation from standards if the work is being done by a journeyman. This should be done on all occasions, regardless of circumstances, even when only temporary repairs are made, in order that the work may eventually be made to conform with the folio require- ments. SCHOOL ROOM WORK A complete revision of the drawing lessons was recom- mended for the following reasons: Many of the models had ceased to be standard articles or devices, and the les- sons should conform to standards of the road and should also comply with the folio. There are at present 250 plates; it has been found necessary to reduce the number to 200, for •Thjr. bcok contains the locomotive standards and standard practices. September, 1917 RAILWAY MECHANICAL ENGINEER 507 the reason that additional school room work takes more of the apprentices' time than in the early years of the organi- zation. The locomotive folio requires more time, and the in- troduction of more reading matter and examination ques- tions also take more time. Many of the drawing plates have been consolidated, making the lessons more compre- hensive and instructive. The first 50 plates have been so arranged as to be made applicable alike to all apprentices, regardless of the trade. Above this number, the lessons in drawing will be arranged to suit the various trades. The present plates will be gradually supplanted to com- ply with these suggestions. At least a year will be required to make the complete change. An entire new series will be prepared for the freight car carpenters. The boilermakers and tinners need more of a descriptive geometry type of drawing, this being particularly useful in laying out and development work. PROBLEMS AND QUESTIONS It was brought out in the discussions that the problem les- sons should also be revised. The problems on leverage should be simplified and extended. Other problems should be added to meet new conditions. The series of questions for the machinist trade is to be revised, as they have been in use for seven years. The present series for boilermakers and freight car carpenters are satisfactory. New series are to be developed to cover the tinners, coppersmiths and pipe- fitters. The following was adopted as a standard requirement, this being a little more than the average amount of such Apprentice Chipping Cylinder Saddle work now being accomplished in the various schools over the system: 1st six montlis 35 drawings 2nd six months 30 drawings 3rd six months 30 drawings 4th six months 25 drawings Sth six months 25 drawings 6th six months 20 drawings 7th six months 20 drawings 8th six months 15 drawings 100 problems 100 problems 100 problems 100 problems 119 problems After the first 519 problems are completed (about V/z years) supplementary work should be given in shop mathe- matics, according to the needs and ability of each apprentice. This gives a total of 200 drawings to be completed before graduation. It was suggested that mathematics should be given in each school period for 30 minutes, and that only in special or extraordinary cases, should the time be extended beyond 30 minutes. It was the opinion that this scheme would overcome the present dislike for mathematics which some of the boys manifest, especially when they have been re- quired to put in so much time with mathematics and little or no time on other subjects. The instructor should give the boy more individual attention while he is at work on his mathematics than is necessary while he is studying drawing. STANDARDS FOR APPLICANTS It was agreed that it was important that apprentices should have a common school education, if possible, but in passing on a boy's fitness the instructor should study the individual applicant and take into consideration the oppor- tunities that he has had. Many good boys have been de- prived of the opportunity of obtaining an education and yet are mentally alert and capable of doing well, if given a chance. With such boys the instructor should not insist on his having completed any particular grade in school, but should rather pass on the boy's mentality. The instructor has a two-fold responsibility; he is responsible not only to the company, but also to the boys. The boys are at a period in life when it is most difficult for parents or educators to deal with them. They seem to be constantly changing and are easily influenced. With them, success in life depends largely on whether or not they get started in the right chan- nel. The instructor can do much to assist each boy in pick- ing out his vocation, and in doing so he will not only l)e conferring a life time blessing upon the applicant, but will likewise assist the railway. The company's best interests will be taken care of when each employee is given the work best suited to his ability. The instructor should see that the average schooling of his apprentices is as high as possible, but at the same time he should remember when examining each boy that he should get at the heart of the boy, as well as the head. BY-PRODUCTS OF THE APPRENTICESHIP SYSTEM During the past decade, through its apprentice department, the Santa Fe has greatly improved both the quality and quantity of this product. Over 700 skilled apprentice grad- uates are at present working in its shops, at points where they are most needed. At its largest shop, in spite of the present demand all over the country for mechanics and the high wages offered them, it has not been necessary to employ a mechanic from the outside for over 2^/2 years. This con- dition is due to the intense loyalty of these apprentice grad- uates, evidenced by the large per cent remaining in service. The value of this product alone would more than justify the expense and effort of the apprentice department. Just as the manufacturing industries, however, have long since learned that in the production of the primary product certain opportunities arise whereby with little additional effort or expense, secondary products known as by-products may be produced, so in the developing of these skilled me- chanics opportunities arise for producing other v*aluable results, a few of which I shall mention here. The Promoted Graduate. — Let us first consider the pro- moted graduates, very rapidly increasing in number. As the system of apprentice instruction has been broadened in scope and rendered more efficient; as the increased oppor- tunities given the apprentices have attracted a better class of boys with which to start; as the apprentice boards have studied more closely the fitness of each boy and weeded out the undesirable material at an early date, thus making room for more and better boys; as the apprentice instructors have entered more closely into the real life of each of their bovs and learned more of their ability and capacity, more of their talents, active and dormant; as they have passed on to their local officers and to the central apprentice organization the 508 RAILWAY MECHANICAL ENGINEER \oi.. 91. Xo. 9 kno\vle(li,'f they have thus gained — more and more of these graduates have heen ^iven positions of trust and responsi- i)ility. These young men have made good and justified the contidence placed in them, and proved to the management the value of the aj)prentice instruction and the reliability of the recommendations of the apprentice organization. Today there are over 150 of these graduates occupying official positions, some of them of no little responsibility. All of these yt)ung men completed their apprenticeships within the past decade. Only those who were graduated during the past five years received the !)enefit of full four years of the morentices. These scholarships, which by the way are sufficient to pay necessary expenses for a four-year college course in mechanical engineering, were open to all voung men in the United States, particularly those having a high scluHjl education and at least two years of shop train- ing. Ihe fact that Santa Fe apprentices have won this •coveted prize three times in succession, certainly is no small iionor. But jtroud as the company should be of the.se winners, still j)rouder should we l)e of the conditions which brought about th(;se victorie>. Without doubt jhere were many capable Aoung men on other roatls. It is possible some of these may have been as talented and possibly as fully prepared as were the winners, but tlie Santa Fe apprentice boys were not only capable, talented, and prepared, but through the apprentice <)rganization and its constant watchfulness for good things for its voung men and for the com{)any, they learned that these sciiolarships were to be awarded, and not only received full information regartling the contest, but the instructors took pains to pick out the most promising and get them lined up for the examination. This .same spirit of preparedne.ss and ever-watchfulness is in evidence in many other phases of this work, and is giving the Santa Fe returns which, though difficult to estimate, are of such value as to make this by-product worthy of consideration. Technical Work of School Instructors. — Another l>y-prod- uct worthv of mention is the technical work of the school in->tructor. As one of the few technicall} educated men in the .shop, he is called upon for advice or suggestions on matters of great imj^ortance. His sj)ecial duties vary from making a design for a new shop whistle to determining how man\ cars a new type of locomotive will pull over Teha- chapi. The apprentice .'^chool rooms are fast becoming em- poriums of mechanical information, to which everyone in search of mechanical or technical information, of no matter what nature, is urged to come and partake of the waters that flow freely. It must be a source of great pleasure to the master mechanics to have on their staffs school instructors who can be trusted with matters of a confidential nature and depended upon to work out a solution of all technical que>- tions that may arise. In addition to his special duties the .school instructor generally has charge of all the shop draft- ing, and looks after all the shop blueprints. His entire salary is charged to the apprentice department, but were it not for him. someone el.- prentices, the foreman has more time to devote to other duties. Since the shop instructor knows what boy is best fitted for perfonning any jol) that ari.ses, and also knows what boy needs the experience offered by the job in question, and can best give the instruction when the boy first starts on the job, the foreman usually assigns the work to the aj){)rentices through the shop instructor, thus being relieved of any further trouble in the matter. Ever} one likes to do what he can do well. No school is di.sorderl}- wherein the pupils are interested in their work. Just .-io in the shop. Through the work of the shop instruc- tor the apprentices are ke{)t interested in their work, and as a result little effort is needed to keep them busy, and as they are constantly bu.9 methods of performing their work, more willinii to ]>ass on to others the benefit? of their experience, more confident in tlie management, and more loyal to the Santa Fe. From the fair treatment at all times demanded for the apprentices, tliore has gradually come about a better treatment of all the men in the shop. KFFECT ON LINKS OF Al'l'KKXTICES in conclusion I wish to mention one other by-product, one more important than any of the others, yet close!}- inter- twined with all the others, and very necessary to the full en- jovment and develoj)ment of each of the other products. I refer to the influence exerted In these fatherlx- and compan- ionable instructors upon the lives of the }()ung men in their charge. The instruction and counsel given them, the example set before them by their own conduct and daily life, has a large influence in molding the habits and ideals, the am- bitions and aspirations of these young men just entering into manhood. What a world of opportunity for achiexement in the arm\- of over a thousand boys now in these apprentice sch(X)ls. Who knows which of them will develop into a future Steven- 1 1 " 1 1 Apprentice Laying Off Shoes and Wedges son, a Marconi, a Thomas Edison, or a Matthias Baldwin. \\'hat a glorious thing to have a part in the development of such a life; what an awful thing to feel that the possibili- ties of any life have been blighted by any act or .-shortcom- ing of ours. You have similar Ijoys working with you. Are you giving them the best that is in you? Do you not owe this to them and to the company by whom you are em- ployed? Surely, there is no greater opportunity for useful- ness than the development and improvement of the human element. Does not modern apj)renticeship pay? Is it not well worth the effort? ResponsiJnlity of Instructors. — Supervisor of Apprentices Thomas reminded the instructors that the}- were jointly re- sponsible with the apjirentice for any defective work; that they should advise the apprentices to come to them in case of doubt, and not to proceed with any class of work unless they were satisfied that they understood it. Condition of Machines. — -In order that the Inr-.^t possible work, both as to quality and quantity, should lie turneti out by the apprentices, it is necessar>- that the machines or tools operated by them should l^e kept in good condition. The shop instructors should make a monthly rei>ort to the general foreman, giving in detail the condition of each machine op- erated by apprentices. Moral Welfare. — It is incuml)ent upon the instructor to look after the moral welfare of the apprentices outside of working hours as well as in the shoj). He should Ik? in a position to know what the lx)ys are doing outside of working hours, and should be in such luinnony with the apprentice as to be able to advise him in such a manner that the advice will be heeded. Instruction of Apprentices. — While it is necessar\' in son-je shops to work the apprentices with the journeymen, the responsibilit}" of the instructor does not cease when the ap- jjrentice is turned over to the journeyman; it is necessary for him to see that the apprentice does the work right, re- gardless of whether he is working with a journeyman (►r work- ing by himself. At a number of the shops where there are only two or three aj)prentices in different trades, the instructor should not neglect the.se bo}s. He should see th.it they are given as good an opportunity as consistent with local con- ditions. He should in a measure familiarize himself with their work, and .see that it is being done ]>r«)i>erly. Location After Graduation. — The instructor is responsible for the aj)prentice after he completes his apprenticeship. He should know to what class of work he is better adapted, and should endeavor to so locate him that the company as well as the apprentice will profit. The in>tructor should not wait until the la.«t moment to locate the apprentice, but should confer with the shop officials a month or more ahead of time. Selection for .Special Work. — We have been called ujvm from time to time for graduates for sjx'cial duties or >pecial course apprentices, and it has l)een necessary to rely a gooundance of ambi- tion and pushing capacity. These should be considered, and in making selections instructors should not l>e influenced b} the opinions of others. Apprentices and Graduates Leaving th< Scnice. — The in- structors were urged to go to the l>ottom of the matter when- ever an apprentice or graduate leaves the ser\'ice. Showing on the report "Left of his own accord" is not sat isf actor}. It is the desire of the management that the apprentice sys- tem working conditions and surroundings shall be as pleas- ant and agreeable to the apprentices and journeymen as it is possible to make them and equal to an}- other road or shop in the vicinity. The in.structor should (|uestion the voung men closely, and tr}- to ascertain their real reasons for leav- ing. Often there are certain conditions that influence voung men to leave that, if known, could be corrected, tliereby removing the disagreeable feature. I The conference also gave much time to the discussion of y)roblems in connection with boiler shoj> and freight car apprentices. Reports of these parts of the meeting will \^e pui)lished in a later issue. — Editor] 510 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 9 REMOVING AIR PUMP PISTONS BY J. A. JESSON It is customan' to use a plate and screw for removing the piston of air compressors from the piston rod, the pistons being tapped for this purpose by the manufacturers. After the device has been boUcd on to the flange of the air cylin- der and the screw run up against the rod, it is necessary in nearlv everv instance to strike the screw several blows before r^<2t «--— 2i- y ■ijf Top, S Jh'cti i_r Method of Removing Air Pump Pistons the rod will loosen. The sketch shown with tliis article shows a simple device whidi I am using for this job and by which the work can be done before the plate and screw above mentioned, could be assembled. It consists of a blind nut sions of the nut given are for an S^^-in. cross compound compressor. This arrangement will work equally as well on all taper rod fits. BAR FOR BORING WESTINGHOUSE MAIN VALVE BUSHINGS BY J. H. HAHN The boring bar shown in the illustration is used for bor- ing main valve bushings in Westinghouse 8^-in. cross com- pound air compressors. It has given excellent service and tlie work may be done without removing the bushing. The bar can be set up and the two bushings bored in from 30 to 40 minutes. Its use is of particular advantage at small outlying points where facilities for doing machine work are limited. The bar may be made in a few hours from dis- carded material. The illustration shows in detail the vari- ous parts. The boring bar itself is 1^ in. in diameter, being provided with a ^y^-in. hole for the boring tool located 16 in. in from the crank end. The boring bar is held in place by main valve heads adapted to this work. The head at the left has a brass bushing. The cap screws which hold this head to the body of the valve have four ^-in. thimbles to hold it away from the valve. The main valve head on the right hand end of the valve is threaded, as shown, to receive a spanner nut. This nut with the gland above it and a piece of round fibrous air pump piston rod packing, con- stitute the nut through which the threaded portion of the boring bar passes as it is turned. By tightening the span- ner nut, the packing is clamped tightly on to the threaded portion of the l)oring bar and serves as the feed nut when CXl 4.^Cap5cret«s W.A.B.No.nSB. c ^JUC dZZ: rT3 ^"\ ^ J iliiii B^^ .TXCfc ^-<- , — --T _ I « "!?P ofi ::i..._ *^ -A Brass Bush Bar in Posifion in Top Head. [2l Machine A/fOivr T 4 Bushings Thus. mm e'- »j Main ih/re Head. I'Sockef tYrench. ^ ^ W.A.BNo.ZOSeS rrapXOeep 7ool\ I I i I yf.AB.No.l879 \ i r- This Head Finished Both Sides y— ! T" \J 4,^ Cap Screws ej One SefScreiv 1 4.-A-H O/and. One Hound Soft Pump Packing. Threadtd 10 Thrtads Pirlnch for Spanner Nut No 1914 Main Vblre Head. Spanner Nuf W.AB. No 396^9 , . „ ^ . H A. B No. 1914 ^Z4 Thds Per Inch Spanrter Wrench Q f^ s Brass Handle. k-^i-'-i Details of a Boring Bar for Westinghouse Main Valve Bushings which screws on to the rod until it bottoms against the end of the rod, enough clearance being allowed between the base of the nut and the air piston, so that the piston rod may be loosened by a few blows against the head of the nut. As this nut bears against the end of the rod, no unusual stress is placed on the thread in the end of the piston rod and the bottom of the nut is cut away so that the original center in the end of the piston rod will not be damaged. The dimen- the bar is turned. A suitable crank and handle is provided at the left hand end of the boring bar. British Inventions During the War. — During the year 1916, the report of the British comptroller general of patents states, applications were filed for 18,602 new patents. The number of applications during the preceding year was 18,191. Saving Money on Railroad Tinware Equipment and Methods of the Great Northern Shops Where Supplies for the Entire System Are Made THE cost of the tinwiire used by the railroads is a large item of expense, but one which usually receives little attention. The life of the tinware used on locomo- tives especially is short. The service to which it is subjected is hard and there is a tendency to discard cans for minor de- fects which could readily be repaired. On one road which kept records of the service secured from tinware it was found that for er.ch engine in service there were used each year equipment necessary for manufacturing it. On large rail- is used in such great quantities as to way systems tmware justify the making of special dies and attachments and many railroad tinshops turn out work at a considerable saving over the usual prices of such material. At the Dale Street shops of the Great Northern there is a well-equipped department which makes practically all the tinware used on the Great Northern system. This shop, Arrangement of Tools in Great Northern Tin Shop List of Tools 1 — Packing shears 2 — Solder furnace 3 — Saunders pipe machine 4 — Cox pipe machine 5 — Bending stand 6 — Forge 7 — Foot punch 8 — Tinners rolls, 2 in. by 30 in. 9 — Circle shears 10— Rail anvil H — Square shears 12— Rolls. 3 in. bv 38 in. 13— Punch 14 — Stove pipe seamer 15 — Stove pipe header 16— Folder, 21 in. 17— Folder, 30 in. 18— Folder, 30 in. 19— Punch, 10-in. throat 20^Niagara cone roller 21 — Bender, 8 in. 22— Brake, 10 ft. 23— Brake, 8 ft. 24 — Niagara shears 25— ^Hand punch 26— Rolls, 3 in. by 48 in. 21 — Tin box former, 24 in. 28 — Oxy-acetylene welding ratus 29 — Bliss drawing press 30 — Scarfer 31 — Brake cylinder press il — Single emery wheel Zl — Stove pipe crimper 34 — Stove pipe seamer 35 — Blifs punch 5 ft. throat 36 — Hand punch 6-in. throat 37 — Rolls, 2 in. by 31 in. 38 — Bliss press 39— Coach step former appa- 40 — Bliss seaming machine 41 — Drill press 42 — Bliss punch 43 — Niagara 60-in. square shears 44 — Square shears, 48 in. 45 — Spinning lathe 46 — Bliss punch 47 — Wire straightener 48 — Wire cutter and measuring table 49— Rolls, 6 in. by 8 ft. SO — Power header seven engine torches, three tallow pots, four long spout oil- ers, three two-gallon cans, four one-gallon cans and one tank bucket. If we add to this the dope buckets, hot box coolers, water coolers, measures, stove pipe, etc., which are used by other departments, some idea can be gained of the great quan- tity of tinware required on a large system. While most roads repair tinware in the shops, comparatively few have the which handles all the pip)e work and some oxy-acet>'lenc welding as well as light sheet metal work, is 77 ft. wide by 123 ft. long. It is equipped with a large variety of sheet metal working machinery, as shown by the list accompanying the drawing of the shop layout. Among the larger tools are a double-action Bliss press, which is used for making buckets, etc., a single-action Bliss press, a No. 3 Stiles press, 511 512 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 9 geared, a Xo. 1 Stile? j)resp, not geared, power shears, and a Niles drill press. The force consists of 68 men, of whom 26 are sheet metal workers, 8 pipe fitters, 6 copper smiths, 6 acetylene welders, 16 helpers and 6 apprentices. All sheet metal of No. 1 1 gage or lighter is handled in the tinshop, though most of the work is making standard tinware for the system. A f.iir idea of the amount of work turned out by the .shop can he gained from the quantities of .some of the commoner articles which are produced. During 1916 there were made in this shop 7,500 cans of various sizes, 3,500 oilers and 5,200 e.xtra tips, 4,500 oil fonts for lanterns, 1.5,- ()()() joints of stove pii)e and 1,500 elbows. Many special de- vices have l>een made to facilitate any oi)erations required in milking the standard ecjuipment. Templets of all the parts are kept on hand and the i)unching machines have special taljles to make duplication j)arts easy. In one of the illus- trations is shown a Bliss press fitted up for notching sheets. .\ numl)er of slotted tables similar to the one shown on the machine have been designed, which make it easy to secure any spacing or to cut at any angle desired. The larger presses are fitted with many ingenious dies for forming si)ecial shaj^es, beading edges and doing other similar work. Bliss Press With Special Table for Notching Sheets As a rule, parts formed on punch presses can i^e turnetl out at a lower cost than is possible when the same parts are cast or forged. At the Dale Street shops many parts are made in large quantities on the punch presses, such as handles, small angles, lugs for boiler jacket clamps, etc. A handy machine which was originated in this shop is the wire straightener shown in the illustrations, which is used for forming wires for inserting in the rims of buckets, and bails for buckets and cans. As the wire is drawn through the machine it passes througli a .set of horizontal rollers and then through a set of vertical rollers whieli remove all bends in the wire. A third set of rollers is placed at the front of the machine. If it is desired to keep the wire straight these are not used, but in forming bails or other circular parts the center roller is set in until the proper curvature is .se- cured. A guide is provided for the wire as it leaves the machine and when the stop is reached it is cut off by a pres- sure of the pedal. The arrangement of the shop has been planned to facili- t;ite the work done and many ingenious ways of saving time A Handy Machine for Straightening Wire have l>een put in practice. The tin shop is some distance from the erecting shop and a board is kept in the tinshoj) showing the locomotives on each pit, so that men doing jacket or |)ipe work will lose no time searching through the shop. In doing .^^ome of the heavier sheet work that is handled in this shop the oxy-actylene cutting torch is used. By leaving the work of cutting holes until after the parts have been formed the shai)ing of the sheets is often made much easier. BABBITTING LINE SHAFT BEARINGS* BY W. F. SCHAPHORST A special mandrel is not necessary for babbitting line shaft bearings, and in most instances I am against such practice. I have never had a failure by using the shaft itself as a mandrel and pouring the babbitt directly around the shaft. In general, the way to do it properly is to do it quickly. Take all the time you want for preparing the molds, and prepare them in such a way that the babbitt can be poured almost instantly. By pouring quickly all sides of the shaft are heated simultaneously, expansion i" the same all over, and there is no spring in one direction. The danger that must be overcome is the danger of warp- ing, which will occur when the babbitt is poured slowly and on one s|)ot on the shaft. That spot becomes highly heated, expands, and springs the shaft in such a way that the hot spot will be on the convex side. Before the shaft can sprint' Inick, the babl)itt .solidifies and holds the shaft in a bent condition. Sometimes this bend is very slight, so slight that the shaft can be turned anyway, due to the clearance al- lowed, l)Ut the bend can be actually "felt" with the hand, as in one position it turns easier than in any other. 'fnpyright, 1916, by \V. F. .'^chapiiorst. SUTEMBER, 1917 RAILWAY MECHANICAL ENGINEER 513 Jo prepare the shaft for the mold it is a good plan to liurn some oily waste and create an oily soot on the shaft. I'll is soot serves a double purpose. It provides the neces- ^arv clearance medium, and it is a good insulator against lieat. If the soot isn't thick enough, wrap a thickness or more of thin paper around the soot. A string tied around the paper forms oil grooves that are of value in a bearing. Another difficulty that attends the use of a separate man- drel is that the shaft wears with use, whereas the mandrel doesn't wear. This would give a finished job that is too loose. To avoid this difficulty, first-class millwrights make >pecial wooden mandrels for every important job, modelling the wooden mandrel to the exact size of the metal shaft. It is well enough for manufacturers to use mandrels. But the millwright should use his own judgment as to whether or not a mandrel is necessary on special jobs or if it would oav to make one. HYDRAULIC PRESS AND PUMP FOR ROD BUSHING WORK BY HARRY KING Foreman, Machine Shop, Norfolk & Western, Portsmouth, Ohio 'J"he photographs show a hydraulic press and pump which was made in the Norfolk & Western shops at Portsmouth. Ohio. The press has a capacity of 75 tons and is used for stripping and pressing in side rod brasses and work of like nature. There is a space of 24 in. between the housings and 14 in. clearance under the ram. The bottom or base plate is a steel slab 3 in. thick with a 12 in. hole in the center for clearance when used in stripping. The housings or yoke>; Hydraulic Press for Applying and Removing Rod Bushings iire of 2^-in. square steel and are turned 23/2-in. in diam- eter where they pass through the base plate. The body cast- "^g is an old truck center casting planed on each side to :>ccommodate the vokes and bored to fit the cvlinder, which '■^ of steel and is pressed in from the bottom. The cylinder is turned with a collar on the bottom end which rests against the lower face of the bodv casting. The cylinder has a 6-in. bore and is threaded at the top for a 63/2-in. plug. The piping on the press is of 1^-in. by 1^-in. steel tubing. The valve is attached to the feed line by a tee which gives control of the press without having to stop the pump. This press has been found to be far more satisfactory for this class of work than a pneumatic press. The movement of the ram is steady both in stripping and in pressing in brasses, where a pneumatic press has a tendency to jump and therefore is dangerous. The pump is mounted on a frame of 1-in. by 4-in. iron and is driven witli a 5-in. belt on an 18-in. pulley. The Pump for Operating the Hydraulic Bushing Press eccentrics are 714 in. in diameter and are forged solid on a 2 1/2 -in. shaft. The small plug is ^^ in. in diameter, the larger one 1^^ in. in diameter, both having a 3-in. stroke. The body of the pump is of steel, bushed with brass where rust would cause trouble. The tank is set directly under the pump below the floor line. The 34 -in. pipe shown on the left of photograph of the pump is tapped into the suction pipe of the larger plunger and is used for backing the vacuum on the large side where the pressure gets to about five tons. The safety valve is set at 25 tons, which is all that is needed, and the pump runs at 150 revolutions per minute. SUGGESTIONS FOR LOCOMOTIVE ROD WORK* BY GEORGE TWIST Diviaion Master Mechanic, Canadian Pacific, Medicine Hat, Alta. Locomotive rod repairs may Ije divided into two clas.ses: main shop repairs and running repairs. In the first case it is assumed the shop is provided with up-to-date devices for handling the rods with the least amount of manual labor, such as overhead cranes and power presses. The rod de- partment or gang should be located in the best adapted por- tion of the shop, convenient to transfer tracks and overhead cranes, and should l^e equipped with the necessary machinery. * Enfereti in the Rod Job Competition. 514 RAILWAY MECHANICAL ENGINEER \'0L. 91, No. 9 such as shapers, lathe, drill presses, boring mills, power hack saws, etc., which are distinct from the other part of the machine shop. By this I mean that all the work per- taining to the complete fitting of the rods should be done in the rod gang, without the necessity of having bolts turned or brasses fitted at a distance. Before stripping the rods all brasses should be examined by the foreman in order that serviceable brasses will not be wasted. The rods and straps should then be taken to the blacksmith shop and heated in order to detect flaws and to anneal the metal. The rods should at this time be made to the proper length to avoid the practice which I have known to be followed, of boring the brass eccentric in order to obtain the proper length. This is a bad practice and often the cause of trouble in running repair shop on account of the brasses being replaced with brasses finished true both inside and out, the man making repairs not knowing the brasses were bored in off center, but thinking they had worn this way. The crank pins should be examined and trued and the brasses fitted. Solid brasses should be bored out 1-64 in. larger than the pin. The crank pin and crosshead pin brasses, which are mostly of the split type, should be fitted neatly in the strap. A piece of sheet iron 1-32 in. thick should be placed between the brasses and the brasses should then be bored 3-64 in. larger than the pin. This will allow ample clearance at the top and bottom of the brass and will do away entirely with the necessity of filing the brasses to fit the pin. I have seen a first-class machinist take three or four hours to carefully fit the brasses, and even then they have run hot. but with the method mentioned I have yet to see the first brass give trouble. After boring out the straps they should be put on and the rods' bolt holes should be examined and reamed, and the taper bolts carefully fitted. These bolts should be properly secured with nuts and an approved type of lock nut or split key. When the rods are being put up they should be keyed "brass to brass" and no draw allowed. Crank pin brasses fitted in this manner will not loosen in the strap and it will not be necessary to take them down more than once in four to six months, providing the driving wedges are not allowed to run loose and the engine is otherwise cared for. As most roads today are using grease, it may be desirable to give the method of grooving the crank pin brasses. Fig. 1 shows one which has given good results. It consists of a cavity ^8 in. wide and '4 in. deep extending to about ^ in. from each end of the brass and connected to grease hole with mgMf/y/Amy//////////////y//y///^^^^ Fig. I. Fig.Z. pin brasses should be taken to the shaper and stripped off sufficiently to allow for reboring in the same manner as mentioned in main shop practice. Crosshead brasses rarelv require any work other than reducing them to the size of the pin, and the proper method would be to do this in the shaper. With the facilities for handling rod work quicklv the above methods will give good results when the proper care is given to them by enginemen. - . HOSE TESTING MACHINE BY F. OSBORNE Millwright Foreman, Canadian Pacific, Winnipeg, Man. One of the old methods used to test air, signal and steam hose after repairs have been made is to screw a cap on the end of the hose nipple and couple up the other end to the shop air line. The air was then turned on and the hose placed into a water tank to find the leaks. This method rciiB^S^ I&4S Clamping Posi hon two short leaders. This is done to both halves of the brasses. Rods made up in the manner mentioned, put up to the proper length, keyed securely and given the necessary attention by the enginemen will give little trouble. With regard to the maintenance of the rods in the running repair shop: Solid brasses which are worn but not suffi- ciently to be scrapped should be cut in a shaper (see Fig. 2), lined up and pressed into the rod, allowance being made for reboring to 1-64 in. larger than the pin. The results from a brass replaced in a rod in this manner are equally as good as from a new brass, and the present price of new brass requires that this practice be seriously considered. Crank \^—4i'—.Ur.--Si'——Ji^ K aV M Clamp for Holding Nipple End of Hose While Testing took up a great deal of time screwing the cap on and off, and very often air escaped through the cap joint, spoiling the test and also inconveniencing the operator, as the hose had to be re-tested. A more successful and quicker method for testing the hose is used at the Winnipeg shops of the Canadian Pacific, the simple device shown in the drawings being used to cover the clamp end of the hose. This machine is operated by air, the principal parts being the frame, crosshead and 3-inch cylinder operated by a 4-way cock. The crosshead top is fitted so as to take different sizes of wedges, which are easily changed to test various types of hose. Attached on the front of the crosshead is a piece of rubber of 2 V2 inches diameter and 1 inch thick. The frame contains jaws similar to a l)ipe vise, the upper one of which is operated by the clamp lever. The hose nipple end is placed in the frame and the air is turned on, causing the crosshead wedge to push up the lever and close the clamp gripping the hose nipple. The crosshead still continues its travel and the lever roller runs on to the flat spot on the wedge, which allows the rubber to close the end of the hose nipple, making an air-tight joint. The other end of the hose is coupled up to the shop air line and tested. Any leaks are noted by use of soapy water applied with a brush, thus doing away with the use of a water tank. After the test the air is turned off and the hose is released. This machine is a bench fixture and by its use makes the test more efficient, and further, the amount of labor is reduced considerablv. DODDS' GOLD STORED LIGHT Light and heat are so closely associated that it is difficult to think of the former as being unaccompanied by the latter. In many cases the heat thrown off by the light is a disagree- able feature; in some cases it is extremely inconvenient — sometimes even dangerous. The firefly gives off a consider- able amount of light, but with very little or no heat. Ap- parently it stores up the light during the day time and gives it out at night, somewhat as a storage battery stores and gives out electricity. If this storage of light could be accomplished on a commercial scale it would seem to have tremendous pos- sibilities in the conservation of coal and other fuel, thus greatly cheapening the cost of lighting. Ethan I. Dodds, associated in an engineering capacity with the Flannery interests at Pittsburgh, accidentally discovered a Dodd's Cold Stored Light Apparatus means of storing light while experimenting on an appliance to enable the blind to see shadow pictures through the use of radium. The arrangement of one of the experimental types of the cold stored light unit is shown in the illustration. It consists of double glass globes, the inner surface of the outer globe being coated with the light retaining element. The sec- ondary globe is sealed in the mouth of the outer one and is, of course, transparent. When light is flashed from any source whatever it is absorbed by the inner surface of the outer globe. More effective results are obtained, however, ^vhen the light which is flashed is placed in the secondar}' globe as shown in the sketch. When an ordinary in- candescent bulb is used a mere flashing of the light will al- low the outer globe to absorb a sufficient amount of light so that it will glow and give off a considerable amount of light for a period of ten or fifteen minutes. \\'hile the device as it has been thus far developed will not throw a strong light, it will illuminate a dark room suf- ficiently so that one can readily find his way about. It is ex- pected, however, that as the device is further perfected it will be possible to give off a much stronger light. Marconi, the Italian inventor, has become very much in- terested in the device and is developing a wireless sparker which can be used in place of the incandescent bulb which is illustrated. In this way, for instance, it might be possible to maintain these lights without any wiring apparatus for sub- sea lighting in order to enable ships to find their way safely through dangerous channels. Or it might be possible in case of an explosion in a mine to maintain the dim light under- ground when the power connections had Ijeen cut oft", by means of the cold stored lighting bulbs used in connection with the wireless apparatus. It is quite possible that numerous applications may be found for this light in railway service when it has been com- pletely developed. For instance, a dim light which did not throw off heat would prove most acceptable in the berths of sleeping cars during the summer months. It might also be used to good advantage in the subways or tunnels, where a strong light was not necessary. If the outer shell of the stored light globe was used in the same way as a frosted or sanded globe for ordinary- lighting it would insure a dim light for 15 or 20 minutes if for any reason electric current was cut off. AIR PUMP STRAINER A new t}pe of air strainer has been invented and patented by N. T. Cline, air brake foreman of the Pittsburgh &: Lake Erie at !McKees Rocks, Pa. It is shown in the illustrations attached to an air compressor and unassembled. The Parts of the Air Pump Strainer strainer consists of a central tube which screws directly into the suction of the pump. This tube has an opening at the top, as indicated, and on it is screwed an inverted strainer which is held in position by a lock nut. On top of this is 515 516 RAILWAY MFXHANICAL ENGINEER Vol. 91, No. 9 placed a protective casing which covers the top of the strainer and protects the sides from damage. In this way the air comes in under the protective casing up through the strainer, over the top of the center casing and into the air compressor. With this construction there is less liability for water to be Air Pump Strainer Applied drawn into the cylinder and also for the dirt to adhere to the strainer as it will fall by gravity. This strainer contains 4^ sq. in. more area than is common with the standard THERMOSTATIC METAL The General Electric Comjjany, Schenectady, N. Y., has perfected a new product designated as G-E Thermostatic Metal which takes a cun'e or regains its original straight- ness in accordane used for temperatures as high as 500 deg. F. The deflection per degree temperature change be- sides being quite consideral)le as shown by Fig. 1 is a con- stant for any definite piece of the metal, and since a definite and considerable opposing force is necessary to cause the metal to take permanent set (see Fig. 2), the metal can be depended upon when used in devices where extreme accuracy is rquired. If the curving of this thermostatic metal on heating or cooling is opposed, the metal will produce a mechanical force (see Fig. o), which is limited only by the force re- (juired to produce permanent .set. For example, Fig. 3 shows that a piece of thermostatic metal 0.1 in. thick, 5/16 in. wide and 4 in. long will exert a force of 24 ounces (1^ lb.) on being restrained from bending when subjected to a tempera- ture change of 100 deg. F. This curve illustrates the laws that the force exerted l)y this metal varies as the square of I « I V) •5 1.7 i.e 1.4 i.z u I.O .9 .a .7 .s .4 .3 .2 ./ 1 1 i i 1 1 1 — ' r + L_^Lli^ ' S/ze of Strips \ i i *■'" r% iT' 1 I ' i 1 \ ! i \ \ \ \ — - I v V. \ \ s i^V ^ - — ~. , , .J .010 .(SO .OSO .07O .090 .IIO Thickness of Metal -hches. 150 90 80 70 s 5 so 1 40 30 ZO lO 1 / / Size of Strips / — — J,' s» i T r ^ T r ^ T i 1 _f t z T' ^^ Fig. 1 — Deflections Caused by a Tem- perature Change of 100 Deg. F. .010 .030 .OSO .070 .090 .1/0 .liO Jttickness of Metal Strip-lncftes. Fig. 2— Force Required to Give Permanent Set I 34 32 30 20 29 24 2Z 20 15 16 14 IZ to a 9 4 S/ze of Strips 1 / / J / — — -- J / • — / / — --■ J / / 4 / / / — / y .010 .030 .OSO .07O .090 J/O .ISO Jttickness of Metal Strips-inches. Fig. 3 — Force Exerted by Metal Strip at 100 Deg. F. strainer furnished with the compressor and it occupies the the thickness, directly as the width and as the square of the same amount of space. It has l)een applied to heavy Mi- temperature. kado engines which handle long trains, and has worked sue- The length and thickness of the metal alone affects the de- cessfully. ilections of the metal, the width of the piece having no in- September, 1917 RAILWAY MECHANICAL ENGINEER 517 fluence. From these curve? it will be found that the deflec- tion for any <^iven temperature change varies directly as the square of the length of the piece of thermostatic metal and inversely as the thickness of the piece. As previously pointed out, the deflection of any piece of metal varies directly as the temperature change. This metal is used in the products of many different in- dustries owing to the fact that it can be successfully worked into different shapes and forms. In some of its application^ it is used to actuate mechanisms directly by means of the force developed within itself when its tendency toward as- suming a curved shape is restrained. In other applications it is used to close and open the contacts of electrical circuits by means of which various devices are ojjerated. NATIONAL GEARED HEAD LATHE The National Lathe Company. Cincinnati, Ohio, is con- structing 18-in. and 22-in. high duty lathes for either motor or belt drive. These lathes are designed with particular care to rigidity, accuracy and simplicit}. The bed is of heavy, deep section, well braced for its entire length. The geared head is particularly designed for heav}- work and provides eight spindle speeds, forward and reverse, with a double friction countershaft. The speed reductions of the gears are 28 to 1. Either alternating or direct current constant change t\pe, all threads being obtained by the movement of one lever. From 3 to 64 threads per inch may be ob- tained on a standard lathe. The lead screw is made frc«n special ground lead screw stock and is 1 5/16 in. in diameter. The maximum variation allowed in chasing is .001 in. per lineal foot. Standard or metric lead screws are furnished as desired. A large number of cutting feeds, both longi- Double Wall Apron for the National Lathe tudinal and transverse, are provided. The feed rod is gear driven and the range of feeds is from .006 in. to .128 in. speed motors can be used, they being lK)lted to the bed plate per revolution of the spindle. mounted on the head of the lathe. The connection between The compound rest is rigidly constructed, being fitted with the motor and the geared head is made by means of three full length tapered gibs with end adjusting screws. The National Heavy Duty Geared Head Lathe spur gears. The speeds provided range from 12 to 330 r.p.m. The apron body is a solid casting of box section with outboard bearings for all shafts and studs. The gears are made of .045 and .065 carbon steel. The feeds are located conveniently for the operator and an interlocking device prevents the engagement of the screw and the feed at the same time. The screw cutting arrangement is of the quick swivel is circular and graduated in degrees. The tailstock is of the offset type which allows the compound rest to be placed parallel to the bed. It is provided with set-over screws for taper work. The carriage is gibbed to the bed at botli the front and back and has an extra wide bearing for the slide rest with a large vee at the front and back. The following are the general dimensions of these lathes: Swing over bed ISyi in. and 22^4 in.; swing over carriage 518 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 9 slide 12os in. and 16;4 in.; diameter driving pulley 12 in.; width of belt 4 in.; length of carriage bearing 22^/2 in.; width of cross slide 7>4 in.; distance between centers (6-ft. bed) .-^8 in.; Morse taper No. 4; width of top of the bed 14 in.: net weight, 6-ft. bed, motor drive, 3,200 lb. FORGED TWIST DRILL It has long been a question whether or not it is possible to forge a twist drill from a solid piece of steel in a man- ner which would be commercially practicable. Various processes have been developed for making a so-called forged drill, but they have involved the twisting of a flat bar of steel to form the drill. These processes have not been en- tirely satisfactor)^ in the structure and strength of the mate- rial produced. .\ process of twist drill forging has been developed by the . Russ Twist Drill With Forged Flutes A. E. Russ Forged Drill Company, Cleveland, Ohio, which is claimed to produce a drill of much improved structural cjualit}'. A round bar of steel is first forged down to the recjuired size, after which it is again forged to form the HEAVY ALL-GEARED HEAD LATHE The lathe of exceptionally heavy construction that is shown in the illustration is made by the Pittsburgh Machine Tofjl Company, Braddock, Pa. This lathe has an all- geared head, which provides 12 spindle speeds ranging from 6.2 to 220 r.p.m. It has a 32-in. swing over the ways and a 21 -in. swing over the carriage. The distance between the centers is 5 ft. The headstock is of the enclosed type, and is so constructed that the lathe may be easily dismantled. The speed changes are obtained by two clutches and three tumbler gear shifts. The engaging gears on the tumbler shaft and the clutches are casehardened. The main spindle is made of hammered steel, being ground to size. The front spindle bearing is 6 in. in diameter and 8 in. long, and the rear spindle bearing is 4 in. in diameter and 6 in. long. There is a 2>^-in. hole through the entire length of the spindle. The tailstock is of e.\tra heavy design, being provided with a 4-in. spindle. It has a pawl which engages in a rack cast in the center of the machine bed. It is moved by gears and is held to the ways by four large binder bolts. The earriage is of heavy design, and has a bearing on the ways of 44 in. It has a compound rest of heavy construction. The bridge of the carriage is 12 in. wide. The apron is of an entirely new design and of exceptionally heavy construc- tion, being equipped with steel gearing, with the exception of the friction gears, which arc made of semi-steel. All the studs in the apron are hardened and ground. A quick change feed is supplied with the lathe for either English or metric thread. The metric pitches that can be cut vary between 0.5 and 15, and the English standard threads vary Pittsburgh 32-in. All-Geared Head Lathe flutes. This process not only makes a close grained struc- ture, but the flow of the metal caused by the forming of the flutes is forced to follow the spiral of the drill, instead of running straight from end to end, as it does in a milled drill. The increased strength which is thus obtained is said to make practicable a higher speed and more rapid feed than is possible with a milled drill. between 1 and 32. There are 36 feeds provided with this machine. The bed is of heavy design, being 29 in. wide by 20 in. deep. A taper attachment of rigid construction is provided with the machine. Motor drive can be supplied with either alternating or direct current motors. A 6-in. belt is sup- plied between the motor and the lathe with an automatic belt tightener, or a silent chain drive can be supplied. Where a Septemblr, 1917 RAILWAY MECHANICAL ENGINEER 519 countershaft is furnished, it is of two-speed construction and either tight or loose pulleys or a clutch countershaft can be furnished. The net weight of the lathe with a 12-ft. bed is 14,000 lb. RIVET GUTTING GUN With the large number of steel cars now in service, an im- portant factor in their repair and reconstruction, is the cut- ting of rivets. The inaccessibility of many of these rivets makes their removal more or less awkward when the work i- done with a sledge and chisel. The Rivet Cutting Gun Company. 220 East Second street, Cincinnati, Ohio, has de- . V «f.^-^. ..^ r -.,r ' ^na«t.^s^>r^^y;jHL - Rivet Cutting Gun Being l^sed on Gondola Cars veloped a device for cutting rivets that has been found very serviceable in steel car work. With it is provided a long cutting bar for use on the sides of cars and in inaccessible places underneath cars, in fact, the machine can be used This eliminates the necessity of scaffolding and provides a quick means of removing the rivets. The second illustra- tion shows the rivet gun being used for cutting 134 -in- steel coupler yoke rivets. In this case the work is done in the yards, it being unnecessary to carry the coupler to any machine. This machine is also used for straightening bent plates on steel cars and in punching holes for various pur- poses. The device weighs 71 lb. and is usually handled by three men, as indicated in the illustrations. It has been in use on one railroad for over a year where it has been found that three men with this tool can cut off 4,000 rivets in nine hours, which with a sledge hammer and bar would require four men four times as long. It is also reported that in work- ing on a high sided steel hopper car, which was wrecked, involving the removal of the center sill and attach- ments, the coupler, the hopper doors and all air attachments, 1,143 rivets of from ^ in. to J4 in. in diameter were cut off and backed out in 7^ hours. This rivet gun can be operated with an air pressure of 55 lb., but 75 to 100 lb. is recommended for heavy work. PORTABLE MOTOR DRIVEN SHEAR The Buffalo Forge Company, Buffalo, N. Y., has recently placed on the market a motor driven shear which is mounted on small wheels so that it can be moved to various parts of the shop. This shear is designed to cut flat iron of IJ^ in. by 5 in., l)4-in. round iron, l^^-in. square iron and 5-in. by 9/16-in. angles. The frame of the machine is built up of 3 3/2 -in. armor plate. The plungers and fly- Portable Armour Plate Motor Driven Shear wheels are of good size and the bearings are extra long, being provided with bronze-bushed oil ring bearings. It is provided with double back gears. The gears are cast iron and the pinion is steel. The machine is provided with a jaw clutch and a cast iron plunger guide. A 15-hp. motor wherever a rivet is to be removed. A punch is also provided is shown in the illustration for driving the machine, but it to knock the rivets out after the heads have been cut off. can also be furnished for tight and loose pulley drive. The The illustrations show how it is used for cutting rivets from machine shown in the illustration is the largest of four the top of gondola cars, a 5 -ft. bar being used in this case, sizes made by this ccwnpany. Rivet Cutting Gun Removing Rivets from Drawbars RAHAVAV MIXHANICAL EXGIXEER \oi.. 91, X(. slidtr 12-? s in. and lov; in.; iliaiiKUr driviuL: pulk}- 12 in.: width, o^ Ml 4 in.; lcnt:ili of carriage iK-ariiiL.' -2'.« in.; \virltlT rrf e^o.•^ slide 7;->4 in. : di.-«tanie lictwot-n centers (6-ft. lj<^d > .■«.> in.: ^^or-e fapi-r No. 4; width of top of ilu' l>rd 14 in'.:' Tilt uiit'ht. ')-ft. ln-d. nioKir drive, ..i,2UU 11). F(JR(JED TWIST DRILL . Ii lia> loii'j; I'lxii a tion wlu'dur or not it i> pn>sil)lc io .ipri:e a twist ilrill from a .-olid piece of .-leel in a man- •nle. Various proLCises have Iteen devclojied for making a so-calletl forged (irill. hut they have involved the twisting of a llat har of .-lecl.to form the drill. These prcKesses have not heen en- tirely ."Satisfactory in tlie structure and strenizth of the mate- rralproduced. '' • .; AprtKCS$ of. lu"i.>-t drill forL?inu' ha< hetMi developed hy the Russ Twist Diill With Forged Flutes A. i.. kuss I'ortred Drill Company, Cleveland, Ohio, wliich i*;:daimed to produce a drill <>f much improved stru(tural quality; A round l»ar of .>tcel is first forced down to the ie<}UireU ..>i.ze^ after ..which it. is atrain fort:ed to form the HEAVY ALL-GK.\RKD HEAD LATHE The lathe of exceptionally heavy construction that s .-houn in the illustration is made hy the Pittsburgh Machi.je r2-in. swing over the ways aid a 21 -in. swinu over the carriage. The distance between ti:e cenier> is 5 ft. iiie headstock is of the enclosed type, ami is so constructed that the lathe may be easily dismantled. 'Ihe speed changes are obtained by two clutches and thr-e tumbler gear shit'ts. The engaging gears on the tumbl r shaft and the clutches are casehardened. The main spinu:e is made of hammered ?teel, l»eing ground to size. The front .-pindle bearing is in. in diameter and 8 in. long, and ti:* rear >j)indle bearing is 4 in. in diameter and 6 in. lonj There IS a 2\s-in. hole through the entire length of the spindle. '• . •v.-v >•.-/'>■ "^ ■ ; ■ 1 lie iail>tock i? of e.\tra heavy design, being provided with a 4-in. >])indle. it has a pawl which engages in a rack 1 ast in the ceiuer of the machine bed. It is moved b} gear>> and is held to the ways by four large binder holts. The I'arriane is of heavy design, and has a bearing on the wa\- of 44 in. It ha.- a conijxjund rest of heavy construction The bridge of the carriage is 12 in. wide. 'The aj^ron is of M\ entirely new design and of exceptionally heavy con^tru^ - tion. being equipped with steel gearing, with the exception of the friction gears, which are made of semi-steel. All the .-tuu- in the apron are hardened and ground. \ <|uick t hange feed is supplied with the lathe for either English or metric thread. Tlie metric pitches that can be cut vary between 0..^ -Hnd 1.^. and the English .-tandard threads vary r ■b . .' ^ ' *' ' ■ , M ff\ Pittsburgh 32-in. All-Geared Head Lathe flute-. This prfiee-- nni imly make- a close izrained -truc- turo. but the liow of the metal caused by the forming of the tlute* ispiorccd to follow the spiral of tiie drill, instead of runninu straight from end to end. as it does in a milled drill. The increased strength which is thus obtained is said to between 1 and v^2. 'There are Mi feeds provided with this machine. The bed is of heavy design, being 29 in. wide by 20 in. deep. A taper attachment of rigid construction is provided with tile machine. Motor drive can be supplied with either alternating or direct current motors. A 6-in. belt is sup- make practicable a hiijher peed and more rapid feed than plied between the motor and the lathe with an automatic belt i? jx'tssible with a milled drill. ./ litliuener. or a silent chain drive can be supplied. Where a ;.l'TE>f ?<-•■<. I'-'I' RAILWAY MECHAXICAL ENGINEER ^19 iiU'r4iaft i- furnislu'd, it is uf tu()->|R'c<,l construction and eiiiief tiyht <>t Iocjsc j)ulloys or a cliit( li countershaft can be furnislu-d. TIk- net ucij^ht of the latlie with a 12-ft. bed is H.uao liv. • Kl\ HI CUTTING GUN With tlie laru'c luinibcr of steel cars now in >ervice, an im- j, rtant factor in their rej)air and reconstruction, is the cut- t;;U of rivets. Ihe inaccessibility of many of these rivets I! ike- their removal more or less awkward when the work i- done with a sledge and chisel. Ihe Rivet Cutting Gun < iniianv. 22>) Kast Second street. Cincinnati. Ohio, has de- Rivet CLitting Gun Being Used on Gondola Cars vclojied a device for cutting rivets that has been found very serviceable in steel car work. With it is provided a long cutting bar for use on the sides of cars an(l in inaccessible ['l.ice- underneatli cars, in fact, tlie machine can be used Thi- eliminates tlie necessity of scaffolding and provides a teel coupler yoke rivets. In this case the work is done in the \ards. it being unnecessary to carry the coupler to any machine. This machine is also used for .>;traightening bent plates on >teel cars and in punching holes for various pur- po-i'S. Ihe ilevice weighs 71 lli. anledge hammer and bar would re»iuire I our men four times as long. It is also rejKirted that in work- ing on a high sided ."^teel hopper car, which wa> wrecked, involving the removal of the ci'nter sill and attach- nuni-. the coujjler. tiie hopjier doors and all air attachments, ].\4.< rivets of from ^s in. to J.s in. in diameter were cut oil and backeil out in 7;?4 hours. I'his rivet gun can l»e (ijK-rated with an air pressure of .^5 lb,; but 75 to 10() lb. i> recommended ior heavv work. POKIABLE MOTOR L)RI\ HN SHHAR Tiic liuffalo Forge Comp;tny. Buffalo. X. V., has recently jilaced on the market a motor driven shear which is mounted on small wheels so that it can be moved to various parts of tlie shop. This shear is dc-igned to cut flat iron of 1 ^'g in. I»y .^ in.. 1 '4-in. round iron, I'j-in. square iron and .^-in. by ') l()-in. anglr.-. The frame of the machine is built up of ^Mj-in. armor plate. The plungers and fly- Portable Armour Plate Motor Driven Sheai'; ' " wheels are of goi/e and the bearings are extra long, being provided witii bronze-bushed oil ring bearings. It is provided with doul)le back gears. The gears are cast iron and the pinion is steel. The maclvine is provided with a jaw clutch and a last iron ])lunger guide. A 15-hp. motor wherever a rivet is to be removed. .\ punch is also provided is shown in the illustration for driving the machine, but it to knock the rivets out after the heads have been cut off. can also I)C furnished for tight and loose ]>ulley drive. The I he illustrations siiow how it is used for cutting rivets from machine shown in the illustration is the largest of four the top of gondola cars, a S-h. bar being used in this case, sizes made by this company. Rivet Cutting Gun Removing Rivets from Drawbars lAlIW^ (Formerly the RAILWAY AGE GAZETTE, MECHANICAL EDITION with which the AMERICAN ENGINEER was incorporated' Published on the First Thursday of Every Month by the SIMMONS r.OARDMAX PUBLISHING COMPANY Edward A. Simmons, President L. B. Sherman, Vice-President Henry Lee, lice-President and Treasurer M. H. Wium, Secretary WooLWORTH Building. New York, N. Y. F. H. Thompson, Business Manager, Chicago. Chicago: Transportation BIdg. Oeveland: Citizens' BIdg. Washington: Home Life BIdg. London: Queen .Xnne's Chambers, Westminster. Roy V. Wright, Editor R. E. Thayer, Managing Editor C. B. Peck. .Associate Editor A. F. Stuebing, Associate Editor Entered at the Po^t Office .it New York, N. Y., as mail matter of the second class. Subscription'^, including the eight daily editions of the Railway Age (iasctte published in June i: connection with the annual conventions of the Master Car Builder';' ard .\ nericnn Railway Master Mechanics' Asso- ciations, payable in a-ivarce ai d postage free: L'nited States, Canada ami Mexico, $2.00 a jear; Foreign Countries (excepting daily editions), $3.00 .i year; Sii gle Copy. 20 certs. WE GUARANTEE that of this issue 9,600 copies were printed; that of these 9,600 copies 7,918 were mailed to regular paid subscribers, 114 were provided for counter ; nd news companies' sales, 2V were mailed to adver- tisers, 192 were mailed to exchanges and correspondents, and 1,079 were provided for new sul)S riptions, samples, copies loft in the mnil and office use; that the total copies printed this year to date were 82,347, an average of 9,150 copies a month. THE RAH.WAY MECHANICAL ENGINEER is a member of the Associated Business Papers (A. B. P.) and the Audit Bureau of Circu- lations (A. B. C). The Baltimore & Ohio, like the Penn.'^ylvania, has called to the service of the company considerable numbers of retired employees. The article on repairing main and side rods which was pul)lished in the August issue of the Railway Mechanical Engineer on page 457 was written by Millard F. Cox, as- sistant superintendent of machinery, Loui.'^ville & Nashville Railroad, Louisville, Ky. The .\tchison, Topeka & Santa Fe has announced an in- crease in wages, ranging from 11 to 15 per cent, to car and locomotive employees. This increase is in addition to the ten per cent bonus which will be paid at the end of De- cember. The new scale became effective on September 1. During the conferences between representatives of the steel compan es and the government officers in Washington early in July, Secretar>- of Commerce Redfield perfected an ar- rangement with the steel manufacturers by which steel will be more promptly furnished for the completion of railway cars and locomotives now being built, and which have jjcen somewhat delayed because of the preference given to orders of the government for steel. Colonel Charles D. Hine, formerly vice-president and general manager of the Southern Pacific of Mexico, and mure recently special representative of the president of the Balti- more & Ohio, has been assigned to the command of the 165th regiment, formerly the 69th of the New York National Guard. Colonel Hine is a graduate of West Point. He later entered railway service, but became a major of volun- teers in the Spanish-American war. J. F. Stevens, chairman of the railroad commission mak- ing an investigation of the railway situation in Russia, has telegraphed to Washington requesting that an American rail- way unit of 129 men, consisting of division superintendents, despatchers, trainmasters, engineers, master mechanics and one telephone expert, be despatched to Russia to educate the Russian railway men in American operating methods. The request has been referred to S. M. Felton, director general of railways. Under the direction of the Railroads' War Board, every road in the United States is taking a census of the men em- ployed by it, with a view to assisting the government in de- termining who should and who should not be exempted from military service. The census will show the men who are married and those who are not, with details as to those de- pendent upon the married men. A second classification will show those who can be replaced either by men inexperience 1 in railroad operation, or by women, and who therefore ma\ be relieved from the service without embarrassment. The railroads will make direct application to the exemption board for the exemption from military service of all employees who. as shown by the list and affidavits, should be released from military duty under the terms of the selective service law. At the recent annual meeting of the American Society for Testing Materials it was decided that the tentative standards shall be published in the proceedings as heretofore, and tlu- executive committee was refjuested to take such action as it saw fit with regard to their separate publication. In accord- ance with this action the executive committee has decided that, in addition to the publication of the tentative standards a- Part I of the proceedings, they will be reprinted in a separate pamphlet in a paper binding. Each of the standards will also be reprinted separately so that those who desire copies of in- dividual standards can secure them in that form. The paper- bound book for 1917 will comprise about 325 pages, and in addition to the 60 tentative standards, will contain the com- plete li.st of standards and tentative standards of the society, with a suitable index. The price of this publication has been fixed at $2 for meml>ers and $3 for non-members. The vol- ume is expected to l>e available about October 15. The wage controversy between the southeastern railroads and their 25,000 federated shop employees, which has been in progress since February 20, has been settled, by a decision of Secretary of Labor William B. Wilson, to whom it was re- ferred, after mediation by a representative of the department had failed. An agreement embodying the final details of the settlement was signed on August 24. Secretary Wilson- decision provides for an increase of 8J^ cents an hour to me- chanics and specialists, and 6j/j cents for all other men rep- resented. The railroads had previously agreed to give the eight-hour day and 6 cents an hour. Car inspectors and re- pairers, train car repairers, train air brake repairers, safet}' a|)pliance maintainers, oilers and packers and all others em- ployed in the car department, and for whom an eight-hour day had not already been agreed to, under the decision will have their basic day reduced two hours per day, but in no case shall the basic day be less than eight hours nor more than ten hours a day, and they shall be paid time and one- half for overtime as per overtime rules already agreed to. The 520 September, 1917 RAILWAY MECHANICAL ENGINEER 521 increases in wages, it is estimated, will cost the railroads about $8,000,000 per year. Delays in Repairing Freight Cars Fairfax Harrison, chairman of the executive committee of the A. R. A. committee on national defense, has issued a cir- cular, "Bulletin No. 27," calling the attention of railroad nianagers to the large amount of unnecessary delay in re- pairing foreign freight cars. When a railroad car shop re- pairs a freight car belonging to another road, and has to send to that other road for material, it has to bear not only the cost of the per diem charge on the car while it is waiting, l>ut also the loss of the car in service; and in the present scarcity of cars this is a serious item. One large railroad found that there was an average delay of 14 days, from the date of its orders for material from owners, to be used on foreign cars, to the date the material was shipped; and a further delay of 31 days (average) from the time the ma- terial was shipped until it was received. These figures prob- al)ly show the general average throughout the country. Attention is called to the fact that the Master Car Build- ers' rules permit the use of unstandard parts under certain conditions, provided the car can be made safe and service- able; and the association has recommended and urged mem- bers to take advantage of this provision of the rules. Where it is necessary to use metal bolsters, large castings or other parts for which non-standard material cannot be substituted, car owners should take care to ship material with the utmost promptness. Railway Engineers in Battle with Submarine Letters from members of the Rock Island and Illinois Central companies of the Thirteenth Engineers (Railway) United States Army, indicate that the vessel which carried them to Europe had a lively battle with a German submarine shortly after the war zone was entered. A letter received by a relative of a member of thd Rock Island company de- scribed the battle in detail: "Sunday at 7 a. m. a 6-in. gun was fired, followed by a 4-in, gun. I did not think of the danger we were in until a shot hit the water about 20 ft. from the left side of the boat. It was a submarine firing at us from the rear. Some of the boys claim they saw the LT-boat, but the submarine was too far for me to see with the naked eye. I did see the flash from her guns, but could not hear a report. You can imagine, she was pretty far away. One of the gunners claimed that three shots went over the ship between the funnels and the bridge. The captain sent out a wireless for help and telephoned to the engine room for more speed ahead. The fight lasted 34 minutes, and during that time our gunners fired 34 shots. The 'sub' evi- dently fired more, for the shots hit the water all around us. At 9 and 9.15 we passed two English ships with one gun each on the stem and signalled them of the danger ahead. Between 11.30 and 12 o'clock we picked up a wireless mes- sage that one ship was sunk, but the other got away from the submarine." Railway and Engineering Work in France The value of railroad materials and rolling stock alone, now being purchased to provide in advance for the needs of the American army abroad, is about five times that of all purchases made annually in this country' for the Panama Canal during the last four or five years, according to a statement authorized by the chief of engineers of the army. Our engineers will equip the wharves and piers in France utilized by American forces with the terminal facilities re- quired by our armies. The lumber for this work will be cut from European forests by regiments of American forest- ers. This method will save burdening our ships with lum- ber from the L^nited States. One regiment of foresters is being organized, and several more will be raised. They will carry with them complete lumbermen's outfits, including sawmill equipment. Material for extensive standard gage and narrow gage railroads will be sent to Euroj)e, to enable the engineers to carry out their task. The lines to be built will both trans- port our troops to the front and handle all transportation behind the firing line. The Engineers' Corps will carry its own rolling stock to the theater of war. This, in itself, will be a gigantic operation. An efficiency system has been worked out to provide against delay in loading and unload- ing which might interfere in any way with the maximum movement of the shipping available. Car and Locomotive Orders in August The orders for locomotives and cars reported in August totaled 781 and 12,460 respectively, practically all of this equipment being on orders placed by the L'nited States Gov- ernment for service with the troops in France. The totals follow : For United States Government. Domestic Foreign Locomotives Freight cars 764 11,997 12 463 5 781 12.460 The Government's orders for locomotives follow an order placed in July for 300 80-ton Consolidation locomotives, divided equally between the Baldwin Locomotive Works and the American Locomotive Company. The new order for 764 locomotives was given entirely to the Baldwin Loco- motive Works and was as follows: 380 80 ton Standard gage Consolidation 195 60 c m gage* 2-6-2 126 50 hr. 60 c m gage Gasoline 63 30 hp. 60 c m gage Gasoline • 60 c m gage equals 1 ft. 11^^ in. The orders for cars included 6,000 standard gage cars, later increased to 9,000 by increasing each of the individual orders 50 per cent and 2,997 narrow (or 600 mm.) gage cars. The standard gage cars were divided as follows: 1,800 Low side gondola Pressed Steel Car 1,500 Box ) . 450 Tai k f -^m. Car & Fdy. 1,350 High side gondola 1 ^ . , ^ . ^ 1,200 Box .. f Standard Steel Car 900 Flat '. t „ , „ „ „ . 450 Refrigerator J Haskell & Barker 1,350 Box Pullman The narrow gage orders follow: 500 Flat 1„ ICO Trucks J Pressed Steel Car 166 Tank \. _ ^^^ 700 Low side Rondola J -^"i- C.ar & Fdy. 400 Low side gondola Ralston Steel Car 400 Low side gondola Magor Car 666 Box Standard Steel Car 165 Gondola Standard Steel Car MEETINGS AND CONVENTIONS The International Railroad Master Blacksmiths' Associa- tion. — Owing to the fact that an insufficient number of pa- pers have lieen received by the secretary to justify the ex- pense, the plan to publish the year book for 1917 has been abandoned. Announcement of the postponement of the con- vention was announced in the July, 1917, issue. The Traveling Engineers' Association. — The executive committee of the Traveling Engineers' Association has de- cided that, owing to war conditions, the association will not hold its annual convention this year. The executive ccmd- mittee, however, will meet and will issue an annual report containing all information as to what has happened during the year. The committee reports and papers will be printed and new subjects will be sent out and cwnmittees appointed for next year's business. Foundrymen's Convention. — The annual meeting of the American Foundrjinen's Association and the American In- stitute of Metals will be held in the Mechanics' building, Boston, Mass., September 25 to 28, inclusive. The meeting 522 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 9 will be accompanied with its usual extensive exhibits, many of which will be of direct interest to railway men. The following are iome of tlie subjects that will be discussed dur- ing the convention: "(\» operative Shop Training," by W. B. Hunter, Fitchburg high school, Fitchburij. Mi*«. '"Impruvin^ tlie Kelalionship I'etwcen Kmployer and Employee," by J. F. Kent, Ameri.'ar. Ca-t Iron Pipe fompany, Birmingham, Ala. Rci-urt of A. F. A. committee on safety, sanitation and fire prevention, by \ ictor T. Xoonan, chairman. Industrial t'omraission of Ohio, Columbu.s, Ohio. Report of A. F. A. representatives on the conference board on training of apprentices, by Frank M. Leavitt, chairman, University of Illinois, Chicago. "How Malleable Iron Has Improve1 Machine Company, Athol, Mass. .\yer & Lord Tie Company, Chicago. Beaudry & Company, Inc., Boston, Mass. Besley & Company, Charles H., Chicago. Bullard Machine Tool Company, Bridgeport, Conn. Carborundum Company, Niagara Falls, N. Y. Chicago Pneumatic Tool Company, Chicago, 111. Cleveland Pneumatic Tool Company, Cleveland, Ohio. Davis- Bournonville Company, Jersey City, N. J. Cleneral Electric Company, Schenectady, N. Y. Goldschmidt Thermit Company, New York. Hauck Manufacturing Company, Brooklyn, N. Y. Joseph Dixon Crucible Company, Jersey City, N. J. Monarch Engineeritig & Manufacturing Company, Baltimore, Md. Mahr Manufacturing Company, Minneapolis, Minn. Osborn Manufacturing Company, Cleveland, Ohio. Oxweld .-Xcetylene Company, Jersey City, N. T. Quigley Furnace Specialties Company, New York. Sullivan Machinery Company, Chicago. Titanium .\lloy Manufacturing Company, Niagara Falls, N. Y. United States (""iraphite Company, Saginaw, Mich. United States Silica Company, CTiicago. Warner & Swasey Company, Cleveland, Ohio. Whitin? Foundry Equipment Company, Harvey, 111. Tlie fol'o-unig list ^I'rM names of secretaries, dates of next or regular meetings and /•/ai.'t'f of meeting of mechanical associations: Ai« Brake .X^sociatiox. — F. M. Nellis, Room 3014, 165 Broadway, New York City. American Railroad Master Tinners', Coppersmiths' and Pipefitters' .\siociAT!ON. — O. E. Schlink, 485 W. Fifth St.. Peru. Ind. Conven- tion postponed. American Railway Master Mechanics' .Association. — J. W. Taylor. Kar- pen BIdg., Chicaco. Convention postponed. •American Railway Tool Foremen's .Association. — R. D. Fletcher, Belt Railway. Chicago. Convention postponed. American Society for Testing Materials. — Prof. E. Marburg, University of Pennsylvania, Philadelphia, Pa. American Society oi Mechanical Engineers. -Calvin W. Rice, 29 W. Thirty-ninth St., New York. Associatio.v of Railway Electrical Engineers. — Joseph A, Andreucetti, C. & N. W., Room 411, C. & N. W. Station. Chicago. Cai Foremen's .Association of Chicago. — .\aron Kline, 841 Lawlor Ave., Chicago. Second Monday in month, except June, July and August. Hotel La Salle. Chicago. Chief TsTERcitANCE Car Inspectors' and Car Foremen's .Association. — W. R. McMunn, New York Central, Albany, N. Y. Convention postponed. International Railroad Master Blacksmiths' Association. — .A. L. Wood- worth, C. H. & D.. Lima. Ohio. Convention postponed. International Railway Fuel -Association. — J. G. Crawford, 547 W. Jack- son Blvd., Chicago. International Rail>vay General Foremen's Association. — William Hall, 1126 W. Broadway. Winona, Minn. Convention postponed. Master Boilermakers' Association.— Harry D. Vought, 95 Liberty St.. New York. Convention postponed. Master Caii Builders' Association. — J. W. Taylor, Karpen Bldg., Chicago. Convention postponed. Master Car and Locomotive Painters' Association of U. S. and Canada. — A. P. Dane, B. & M., Reading, Mass. Convention postponed. Niagara Frontier Car Men's .Association. — E. N. Frankenberger, 623 Bris- bane Bldg., Buffalo, N. Y. Meetings, third Wednesday in month. New York Telephone Bldg.. Buffalo, N. Y. Railway Storekeepers' .Association.— J. P. Murphy, Box C. Collinwood. Ohio. Convention postponed. Tr\veltng Engineers' .A.ssociation. — W. O. Thompson, N. Y. C. R. R., Cleveland, Ohio. GENERAL J. W. Anderson, master mechanic of the West Iowa di- vision of the Chicago & North Western at Boone, Iowa, has been appointed supervisor of motive power and machinery' at Winona, Minn., succeeding W. E. Dunham, who has been promoted. W. L. Bean, who has been acting as assistant to the {)resident of the New York, New Haven & Hartford, has ijeen appointed assistant to general mechanical superintend- ent. Karl Berg, chief draftsman of the mechanical drawing Kjom of the Pittsburgh & Lake Erie has been promoted to mechanical engineer, succeeding W. P. Richardson, resigned. Mr. Berg was born in Sweden on December 30, 1881. He studied at the Carnegie Institute of Technology and entered the service of the Pittsburgh & Lake Erie in June, 1903, as helper in the machine shop. In June, 1904, he began a machine shop apprenticeship and was transferred to the mechanical drawing room in June, 1908. In November, 1909, he resigned and secured a position as draftsman with the H. K. Porter Company of Pittsburgh, Pa., but in July, 1911, re-entered the employ of the Pittsburgh & Lake Erie as draftsman. On January 1, 1917, he was promoted to chief draftsman of the mechanical drawing room, following which he was appointed mechanical engineer, W. H. Bradley, master mechanic of the Chicago & North Western at Clinton, la., has been appointed assistant to the general superintendent of motive power, with headquarters at Chicago, 111., succeeding E. C. Hall. H. B. Brown, general fuel inspector of the Illinois Central at Chicago, has been appointed superintendent of the fuel de- partment of the Lehigh Valley at South Bethlehem, Pa, Walter E. Dunham, supervisor of motive power and ma- chinery of the Chicago & North Western at Winona, Minn., has been appointed assistant to the general superintendent of the motive power and car departments, with headquarters at Chicago. Mr. Dun- ham was born in New- ark, N. J., on Septem- ber 9, 1873. He gradu- ated from Cornell University in 1895 as a mechanical engineer and entered railroad service in October, 1896, as a helper in the shops of the Chicago. Rock Island & Pacific at Horton, Kan. In 1898 he became a draftsman in the Chi- cago office and in 1900 was appointed master mechanic at Dallas, Tex. In 1902 he went with the Chicago & North Western a> chief draftsman at Chicago and was promoted to mechanical engineer in 1903. In 1906 he was appointed master mechanic of the Minnesota and Dakota divisions with headquarters at Winona, Minn., and in 1910 was made supervisor of motive power and machinery. W. E. Dunham September, 1917 RAILWAY MECHANICAL ENGINEER 523 J. J. Hanlln H. A. Empie has been appointed general fuel agent of the Dilaware & Hudson. His headquarters will be at Albany, N Y G. ('. Hammond, assistant general mechanical superin- tendent of the New York, New Haven & Hartford, has been appointed general mechanical superintendent, succeed- inL' G. \V. Wildin, promoted. William Nelson has been appointed mechanical en- gineer of the ^Minneapolis, St. Paul &: Saul Ste. Marie, suc- ceeding H. C. Bayless, resigned. b>HX J. Hanlix, whose appointment as assistant sujjerin- tendent of motive power of the Seaboard Air Line with head- quarters at Portsmouth, \'a., was announced in these columns last month, was born on June 1, 1871, in Texas county, Mis- souri. He was educated in the common schools and in 1888 became an apprentice at the Bir- mingham Foundry & Machine Company, and four years later, on the completion of his apprenticeship, became a machinist on the Louisville & Nashville, remaining in that po- sition until 1900. He was then appointed general foreman of the Birmingham Southern at Birmingham, Ala., and in 1904 became general foreman on the Seaboard Air Line at the same place. In 1907 he was appointed master .mechanic at Atlanta, Ga., which position he held until his recent appointment as as- sistant superintendent of motive power. J. T. Wallis, general superintendent of motive power of the Pennsylvania Railroad at Altoona, Pa., has had his authority extended over the New York, Philadelphia & Norfolk. George W. \\'ildin, general mechanical superintendent of the New York, New Haven & Hartford on September 1. was appointed general manager of that company, succeeding C. L. Bardo who has been promoted to the position of assistant to the president. Mr. Wil- din has been in the service of the New Haven since July, 1907. He was born at Decatur, 111., February 28, 1870, and gradu- ated from the Kansas State Agricultural col- lege with the degree of bachelor of science in June, 1892. He en- tered railway service shortly afterwards as a mechanical draftsman in the Topeka shops of the Atchison, Topeka & Santa Fe. He sub- sequently became a machinist and locomotive fireman on the Santa Fe and later an engineman on the Mexican Central. Leaving railway service he was for a while superintendent G. W. Wlldin of the Aermotor Company, Chicago. He returned to rail- way service shortly, however, as an engineman on the Chi- cago & Alton and then went to the Plant System, now a part of the Atlantic Coast Line where he ser\'ed successively as a machinist, a locomotive and car inspector and as me- chanical engineer. From April 1, 1901, to March 1, 1904, he was mechanical engineer of the Central of New Jersey. On March 1, 1904, he left that company to become assistant mechanical superintendent of the Erie, being promoted on April 1 of the same year to mechanical superintendent at Meadville. From January to July, 1907, he served as as- sistant superintendent of motive power of the Lehigh \'alley and then left that road to accept a position as mechanical superintendent of the New Haven. In May, 1917. he was promoted to general mechanical superintendent. Mr. Wil- din was president of the American Railway Master Me- chanics' Association in 1910. C. D. Yoi XG, superintendent of motive power of the Phila- delphia, Baltimore & Washington, at W'ilmington, Del., now also has authoritv over the New York, Philadelphia &: Nor- folk. W. D. RoRi) has been appointed vice-president of the Grand Trunk, in charge of motive power, car equipment and machinery, with headquarters at Montreal, Que. Mr. Robb was born at Lon- gueuille, Que., on Sep- tember 23, 1857. He received his early edu- cation in Sherbrooke Academy and St. Fran- cis College, Richmond, Que., entering the serv- ice of the Grand Trunk Railway System as an apprentice at Hadlow Cove, July 1, 1871. In 1873 he was trans- ferred to Montreal where he finished his apprenticeship as a machinist. In Febru- ary, 1883, he was ap- pointed night foreman at Point St. Charles shops and in August of the same year he was promoted to the position of foreman at Belleville in charge of the motive power and car depart- ment. He became master mechanic of the Middle division, with headquarters at London, Ont., in Januar>% 1897, and was appointed acting superintendent of motive power at Montreal in July, 1901. In May, 1902, he received his appointment as superintendent of motive power, which posi- tion he has since occupied continuously until his recent ap- pointment as vice-president. MASTER MECHANICS AND ROAD FOREMEN OF ENGINES L. Chapmax, division master mechanic of the Chicago & North Western at Belle Plaine, Iowa, has been transferred to the West Iowa division, with headquarters at Boone, suc- ceeding J. W. Anderson. C. Gribbix has been appointed master mechanic of the Canadian Pacific, with office at North Bay, Ont., succeeding T. Hambley. T. Hambley, acting master mechanic of the Canadian Pa- cific at North Bay, Ont., has been appointed division master mechanic, with headquarters at Sudburj-, Ont., succeeding W. Wells. W. D. Robb 524 kAILWAV MKCHAXICAL ENGINEER Vol. 91, No. 9 Heber L. Harvey, road foreman of engines on the Wis- consin division of ihe Chicago & North Western, has been appointed master mechanic of the Iowa and Minnesota divi- sion, with headquarters at Belle I'laine, Iowa. Mr. Harvey was born at Amherst, Wis., on July 9, 1874, and was edu- cated in the public schools. He commenced railway work on September 11, 1899, as a fireman on the Galena division of the Chicago & North Western. In May, 1903, he was promoted to engineer, in January, 1907, to traveling fire- man and in 1909 to assistant road foreman of engines. He was advanced to road foreman of engines on ihe \\ isconsin division in April, 1912, his headquarters having been at Chicago. M. P. HoBAN, road foreman of engines of the Cincinnati. Hamilton & Dayton, at Dayton, Ohio, is now road foreman of engines of the Toledo division of the Baltimore & Ohio, with office at the same place. The Baltimore &: Ohio re- cently ac(|uired the principal lines of the Cincinnati, Ham- ilton & Dayton and is now operating them as the Toledo division of the Northwest district. Andrew H. Beirne, whose appointment as master me- chanic of the Western division of the Atchison, Topeka &: Santa Fe at Dodge (^ity, Kansas, was announced in the Railway Mechanical Engineer last month, was bom on f»jruan' 16, 1879, at Oroville, Cal., and was edu- cated in the public schools of Lewisburg, W. Va. He entered the employ of the Atchison, Topeka & Santa Fe as a machin- ist at San Bernardino, Cal., in October, 1904, having previously been employed in that ca- pacity by several in- dustrial concerns. In June, 1906, he became a machinist for the Colorado & South Eastern at Hastings, Colo., but in August, 1906, returned to the Atchison, Topeka & Santa Fe as a machinist and was thereafter promoted to machine foreman, gang foreman, rcxmdhouse foreman, gen- eral foreman and division foreman at various points on the Western lines until his recent appointment as master me- chanic of the Western division. J. W. Jacksox, locomotive foreman of the Canadian Pa- cific at Kamloops, B. C, has been appointed acting division master mechanic of the Cranbrook division, British Colum- bia district, with office at Cranbrook, B. C, succeeding W. H. Wortman, transferred. W. D. Johnston, master mechanic of the Cincinnati, Hamilton & Dayton, at Dayton, Ohio, has been appointed master mechanic of the Toledo division of the Northwest dis- trict, of the Baltimore & Ohio, with headquarters at the same place. E. Lindsay has been appointed assistant master mechanic of the Atlantic, Quebec & Western at New Carlisle, Que. William R. Meeder, whose appointment as master me- chanic of the Illinois Southern, with office at Sparta, 111., was announced in these columns last month, was bom in Maries county. Mo., on January 20, 1874, and was educated in the public schools. In September, 1891, he entered the employ of the Chicago, Rock Island & Pacific and in 1901 H. Bierne became roundhouse foreman of the Illinois Central at the Bumside shops in Chicago. In 1904 he went to the Chi- cago & Eastern Illinois as general foreman at Dalton, lU.^ and from February, 1913, to Januar}-, 1917, was master mechanic, his headquarters having latterly been at Villa Grove, 111. A. L. MoLER has been appointed ma>ter mechanic of the Saratoga and Champlain divisions of the Delaware & Hud- son, with office at Colonie, N. Y., succeeding J. H. Strana- han, transferred. T. ;M. Price, general foreman of the Seaboard Air Line shops at Portsmouth, Va., has been ap|X)inted assistant mas- ter mechanic at Andrews, S. C, succeeding J. W. Watson, promoted. T. L. Reed, master mechanic of the Seaboard Air Line at Hamlet, N. C, has been appointed master mechanic of the Georgia division, with headquarters at Howells, Ga. O. R. Stevens, road foreman of engines of the Cincin- nati, Hamilton & Dayton, at Lima, Ohio, is now road fore- man of engines of the Toledo division of the Northwest dis- trict of the Baltimore & Ohio, with head(|uarters at the same place. J. W. Watson, assistant master mechanic of the Seaboard Air Line at Andrews, S. C, has been promoted to master mechanic, with office at Hamlet, N. C. A. D. Williams, master mechanic of the Southern Paci- fic at Stockton, Cal., has been appointed superintendent of motive power of the Northern district, with headquarters ;it Sacramento, succeeding D. P. Kellogg, resigned to accept service with another company. W. Wells, division master mechanic on the Algoraa dis- trict of the Canadian Pacific at Sudbury, Ont., has been appointed division master mechanic, with office at Schreibcr, Ont., succeeding F. Grant, transferred. SHOP AND ENGINEHOUSB A. Filler has been appointed a foreman at the West Al- i)any shops of the New York Central, succeeding D. Brewer, resigned. Samuel R. P.\rslow, who.se appointment as shop superin- tendent of the Great Northern at Great Falls, Mont., was an- nounced in the August issue of the Railway Mechanical En- ginet-r, was bom in ( 'anada on February 21, 1872, and received his education in the l)ublic schools. He served a brass fin- ishing apprenticeship with the J. T. Morri- son Brass Manufac- turing Company of Toronto, Ont., and en- tered railway service in 1897 with the Ca- nadian Pacific at Win- nipeg, Man. In April, 1900, he went to the Great Northern as brass finisher at the Jack.son street shops. In July, 1903, he was promoted to assistant machine foreman and in 1906 to machine foreman of the Dale street shops. In 1915 he was appointed valuation in- .•spector of shop tools and machiner}', which position he held S. R. Parslow Skptkmber, 1917 RAILWAY MFXHANICAL ENGINEER 525 at tlie time of his recent appointment as shop superintendent. f. E. Giles has been appointed locomotive foreman of the CuViadian Northern at Lucerne, B. C, succeeding F. G. Flesher, resigned. K. HoEV, formerly general boiler inspector at the West Al- banv shops of the Xew York Central, has been promoted to asi^i-^tant boiler foreman. ]']. IvERSON, formerl} machine shop foreman of the West All 'any shops of the Xew Y^ork Central, has been appointed assi>tant general foreman of shops, succeeding E. Kennedy, resigned. Joseph McAllester, formerly boiler foreman of the West .\lijany shops of the Xew Y^ork Central, has been i)romoted to general foreman of shops, succeeding E. Williams, re- signed. Ji. Reese, formerly assistant machine shop foreman of the New York Central at West Albany, N. Y., has been pro- moted to machine shop foreman. W. Small, acting shop foreman of the Canadian Pacific at Revelstoke, B. C, has Ijeen appointed locomotive foreman at Kamloops, B. C, succeeding J. W. Jackson, who has been jiromoted. A. L. Sproule lias been appointed locomotive foreman of the Canadian Northern at Neepawa, Man., succeeding W. Gil)b, transferred. G. R. Steeves has l)een appointed locomotive foreman of the Canadian Northern at Hanna, Sask., succeeding A. T. Hannah, who has left the service. A. Steylmeiek, formerly assistant boiler foreman at the West Albany shops of the New York Central, has been pro- moted to the position of general foreman boilermaker at that jM)int. CAR DEPARTMENT W. J. Amor has been appointed superintendent of car shops and yards of the Western lines, Canadian Government Railways, with office at Transcona, Man., succeeding J. L. Hodgson, general car foreman, deceased. R. W. Burnett has been appointed master car builder of the Delaware & Hudson, with office at Albany, N.Y. Mr. Bur- nett was born at Farmer City, 111., in 1868 and in 1890 en- tered the service of the Union Pacific in car department Colo Denver, the at , In 1892 he was con- nected with the Penn- sylvania Railroad at Chicago as a car in- spector, and from Au- gust, 1892, to July. 1899, was with the Lake Shore & Michi- gan Southern at Chi- cago as a foreman and general foreman of the car department at Englewood. The early part of 1900 he spent as general foreman of the car dej)artment of the Long Island, go- ing in the latter part of the year to the Central of New Jer- sey at EHzabethport. N. J., as general foreman of the car de- partment. He remained with that road about five years, and in 1904 went with the Erie, and was connected with it in the capacities of as<;istant master car builder and master car l:)uilder, with headquarters at Meadville, Pa., until Januar}', 1907. He left the service of the Erie to go with the Ca- nadian Pacific as assistant master car builder, and in 1909 was promoted to general master car builder. In 1913 he was also elected vice-president of the Master Car Builders' Association. In November, 1915, he left the service of the Canadian Pacific and has since been vice-president of the National Car Equipment Company, Chicago, from which |)osition he now returns to railroad service. R. Crosby, car inspector of the Canadian Northern at Blue River, Sask., has been appointed car foreman at Moose Jaw, Sask. A. Lydox, car inspector of the Canadian Northern at Prince Albert. Sask., has been appointed car foreman at Rad- ville, Sask. W. Thom.^s has been appointed car foreman of the Ca- r.adian Pacific at White River, Ont., succeeding J. Flynn, transferred. PURCHASING AND STOREKEEPING W. D. Stea\art has been appointed general storekeeper of the Western lines of the Canadian Government Railways with office at Transcona, Man. R. W. Burnett NEW SHOPS Southern Railway. — This company is building an 18- stall steel reinforced concrete roundhouse at Greensboro, N. C, with the necessary shops and a modem five-track coal chute. The road is increasing its yard facilities at the same point. Nev.^d.^-Calu'ornia-Oregon. — This road is erecting an administration building, a roundhouse, a machine shop and other minor buildings at Alturas, Cal., the cost of which, including real estate and necessarv trackage, will aggregate about $75,000. New Y^ork, New Havex & Hartford. — Company forces are now at work on a new 18-stall brick, concrete and hollow tile roundhouse at Cedar Hill yard just east of New Haven. The roundhouse will lie about 98 ft. wide, 488 ft. long, and will cost about $141,000. Grand Trunk. — A contract has been awarded by this company to James Stewart & Co., New York, for the con- struction of a car repair shop at Port Huron, Mich. The building will be 22 ft. high, 77 ft. wide and 360 ft. long, with brick walls, concrete foundation, and a tar and gravel roof. Atchison, Topeka & Santa Fe. — This company has awarded a contract to the Cresmer Manufacturing Company, Riverside, Cal., for the erection of buildings at its car shops at San Bernardino, including a one-story refrigerator car repair shed, 46 by 1,200 ft.; a one-story blacksmith shop, 50 by 385 ft., and a one-story car repair shop, 46 by 310 ft. The cost of these improvements will approximate $60,- 000. Seaboard Am Line. — Contracts have been let by this company for building a coach and truck shop and for an upholstery building at Portsmouth, Va. These two build- ings are to replace the coach shop destroyed by fire. The new coach and truck shop will be 92 ft. wide by 248 ft. 6 in. long, divided in two parts by a brick fire wall. The up- holster}- building will l>e 32 ft. wide by 92 ft. long. Both liuildings are of the same construction and will have concrete foundations with a concrete wall 4 ft. above the floor. The structures will be wood frame with 25^-in. Hy-rib siding and will be equip])ed with steel rolling doors. The truck shop will have overhead crane service. 526 RAILWAY MECHANICAL KXGIXHER Vol. 91, No. 9 The Railway Specialties Corporation has moved its office to larger quarters at 30 Church street, New York. Howard C. Mull, sales representative of the Verona Tool Works in the Chicago office, has been appointed sales agent in charge of the Chicago territory. P. M. Kling, consulting engineer of the Laconia Car Com- pany. Laconia. N. H., ha? resigned. Mr. Kling retires, after having spent 34 years in the car industry. The Hazard Manufacturing Company, Wilkesbarre, Pa., announces the appointment of George B. North as general sales manager, with headquarters at New York. William H. Ross has become associated with the Patton Paint Company, Milwaukee, Wis., and will represent the railway sales department as sales engineer, with headquarters at Pittsburgh, Pa. W. S. Spieth has been appointed manager of the Davis wheel department of the American Steel Foundries, with office at Chicago, to succeed F. A. Lorenz, Jr., who has re- signed to go into other business. R. G. Taylor, sales representative for the American Car & Foundry Company, has been commissioned captain of ordnance in the Officers' Reserve Corps, and has Ijeen as- signed to duty at Rock Island, 111. William L. Allison, vice-president of the .American Arch Company, Chicago, who has been training at the officers' training camp at Ft. Sheridan, 111., has been commissioned a major in the Officers' Reserve Corps. Thomas H. Garland, president of the Garland Ventilation Company, Chicago, and inventor of the Garland car venti- lator, died in Chicago on Augu.st 20, following a protracted illness. Mr. Garland was 56 years old. On August 1 the Kewanee plant of the National Tube Company, located at Kewanee, 111., was sold to the Walworth Manufacturing Company, Boston, Mass., and on that date the National Tube Company retired from the fittings busi- ness. Edwin T. Jackman of E. S. Jackman & Co., Chicago. Cleveland and Pittsburgh, agents for the Firth-Sterling Steel Company, has received an appointment as first lieutenant in the Ordnance Section of the Officers' Reserve Corps, and is now on active duty. The Lipman Refrigerator Car & Manufacturing Company. Beloit, Wis., has commenced the construction of a foundry, tank and welding shops and an office building in that city, and will soon commence work on car sheds and other build- ings. The initial expenditure will be about $50,000. F. R. Cooper, formerly superintendent of motive powei of the Kansas City Southern, and until recently connected with the Breakless Staylx)lt Company of Pitt.siburgh, Pa., ha>^ resigned from the latter company to become sales manager of the Gold Car Heating & Lighting Company, with offices at New York. McCord & Co. have purchased three and one-half acre- of land at West Pullman, III, from the Illinois Central. This property has been occupied by the purchasers for the last two years under a lease from the Illinois Central, wth the option of purchase. A part of the property is improver! with a plant which has been used as a steel foundry fur the manufacture of journal boxes. .\rthur S. Lewis has resigned his position with the Chi- cago-Cleveland Car Roofing Company to join the sales force of Flint & Chester, Inc., New York. Mr. Lewis as assistant to the president will have charge of sales to railroads and (ither large corporations. He succeeded W. B. Wise, resigned to go into other business. The Acar Manufacturing Company, 30 Church street. New York, manufacturers of the blue signal safety device, announces the appointment of Leland T. Johnson as special rei)resentative, with headquarters at the Hotel Sherman, Chi- cago, and Burt E. Dana, New York salesman, with head- (juarters at 30 Church street. New York. Edward C. Fisher, manager of the Cooke Work> of the .\mcrican Locomotive Company since September 26, 1916, has been transferred from Paterson, N. J., to become man- ager of the American Locomotive Company's plant at Pitts- burgh, Pa. A sketch and photograph of Mr. Fisher appeared in the Recame respectively draftsman, designer, checker, esti- mator, computer and principal assistant en- gineer with the Harlan & Hollingsworth Corporation, the Pressed Steel Car Com- pany and the American Car & Foundry Company. He was with the latter company for over eight years, during which tme his headquarters were in its New York offi'.e. Mr. Heffelfinger has had a wide experience in handling engi- neering problems in connection with the manufacture of railroad equipment for export use and he served as engineer to the Cuban rei)resentative of the American Car & Foundry C(;mi)any in 1912 and 1913. Mr. Heffelfinger will be re- membered by the readers of the American Engineer for several articles which he contributed to its columns, dealing with j)ractical problems of car design, during the past eight years. Jesse Hough, sales representative of the National Lock Washer Company, died at his home in Indianapolis, Ind , on July 23, after a seven months' illness. Mr. Hough had been associated with the National Lock Washer Company since January, 1913, and for 10 years prior to that time was A. E. Heffelfinger September, 1917 RAILWAY MECHAXICAL EXGIXEER 527 storekeeper in the maintenance of way department of the Indianapolis Traction & Terminal Company, The American Car & Foundry Company has leased for five years a half of the 17th floor of the Hudson Terminal building, 30 Church street, New York, and will consolidate its New York and St. Louis offices there. At present the company has New York offices at 165 Broadway, but could not obtain sufficient space in that building to provide for the departments that will be moved to New York from St. Louis. The Ingersoll-Rand Company announces that at a meet- inc of the board of directors of the company, on July 25, J. H Towett, formerly general sales manager, was elected vice- president of the company, and that L. D. Albin, formerly assistant general sales manager, was appointed general sales manager. Mr. Jowett and Mr. Albin will continue to make the company's New York office at 1 1 Broadway, their head- quarters. F. P. Huntley, after having completed 28 years of con- tinuous ser\'ice with the Gould Coupler Company and allied interests, has resigned as vice-president and general man- ager of that company and the Gould Storage Battery Company. Mr. Huntley began his business career in 1888, when he became a stenographer to the superintendent of mo- tive power of the New York, Lake Erie & Western (now part of the Erie), but very shortly afterward he left to become associated with the Gould inter- ■ ests as a bookkeeper and stenographer in the Gould Steam Forge, which completed an axle plant at Buffalo, New York, early in 1889. It is interesting to know that 21 years later (in 1909) Mr. Huntley introduced the first quick-acting hydraulic press used in this country in this same forge plant, then located at Depew, N, Y. The Gould Coupler Company started in business in 1889, but its manufacturing was done for some years under contract by outside plants. In 1892 the main office of the company was moved to New York City, and the malleable iron plant was built at Depew. Mr. Huntley was made secretary and director of the Gould Coup- ler Company in 1892, this company having previously ab- sorbed the Gould Steam Forge. Seven years later, in 1900, when the Gould Storage Battery Company was formed, he was elected vice-president and a director of that company, holding that position continuously thereafter. In 1903 the plant for the manufacture of larger steel castings was erected at Depew, in which bolsters, couplers, side frames, and mis- cellaneous railroad castings were made. Both the erection of this plant and its operation afterward was under the di- rect charge of Mr. Huntley. In 1905 Mr. Huntley resigned as secretary of the Coupler Company and was elected vice- president, general manager, and a director, which position he now relinquishes. Mr. Huntley, still a young man, has had the opportunity of seeing and studying from their in- ception, most of the modem devices now used in railroad service in this country, and to a certain extent abroad. It IS probable that he will continue to be identified with the railway supply industry, although as yet he has announced no plans. The International Oxygen Company announces the ap- pointment of R. M. Klein as sales manager, with headquar- ters at the company's main office, 115 Broadway, New York. Mr. Klein was formerly an engineer in United States govern- ment employ. He later served as salesman and sales man- ager for the Diehl Manufacturing Company, and as- manu- facturers' representative handling a number of mechanical lines. He entered upon his new duties July 1. The Walter A. Zelnicker Supply Company. St. Louis, Mo., has recently secured the services of J. C. Bryan, formerly with Manning, Maxwell & Moore, Inc., a? tliat company's southwestern representative of the Ashcroft Manufacturing Company, the Consolidated Safety Valve Companw the Hayden & Derby Manufacturing Company, and the Han- cock Inspirator Company. Mr. Bryan uill be associated with the equipment department of the Zelnicker company. The Western Electric Company announces the c.}»ening of three new electrical supply warehouses, one in New Haven, Conn., at 135 Wood street, in charge of Tyler L. Holmes; a second at 425 East Oliver street, Baltimore, Md., in charge of S. Greenfield, and the third in Charlotte, N. C. at 238 West First street, in charge of R. H. Bouligny. In order to take care of the growing demands of the ijusiness in the Northwest adequately, the warehouse and sales office of the Western Electric Company have been moved into new and commodious quarters at 84 Marion street. W. H. Quirk at Cincinnati, Ohio. W. L. Sioussat will succeed Mr. Quick has been appointed manager of the ^^'ester^ Electric house as stores manager in the company's Cleveland house. F. p. Huntley American Locomotive Company If there is one thing in the recently issued annual report of the American Locomotive Company that shows what has been going on in the equipment market in the last few months, it is the statement that the total unfilled orders on June 30. 1917, amounted to $77,620,449, as compared with $19,376,- 532 on June 30, 1916. The gross earnings of the company in the fiscal year ended June 30, 1917, were $82,000,000, as against $59,000,000 in 1916. The increased cost of oper- ation, however, was such that the profits on the year's busi- ness were only $7,000,000, as compared with nearlv $11,- 000,000 in 1916. Chairman Sylvanus L. Schoonmaker in his annual report to the stockholders of the company, says in part: "During the year prices of materials of all kinds increased to an unprecedented degree; a great scarcit} of both skilled and unskilled labor existed, notwithstanding that large in- creases in wages were made and the working time of the shops shortened. These abnormal operating conditions, which could not be fully anticipated, affected the profits on both locomotives and munitions. "As a part of the plan of restoring the Richmond plant, and with the purpose of obtaining an immediate increase in the foundry capacity of that plant for locomotive work, the company purchased on June 25, 1917, the land and build- ings of the Henrico Iron Works Corporation at Richmond, Va., suitable, with improvements which can be quickly in- stalled, for making loc(Hnotive gray iron castings. "It is the purpose of the management to manufacture as much of the material entering in large quantities into the construction of locomotives, as can be produced by the com- pany to economic advantage. In accordance with this policy, the company purchased on July 2, 1917, from the Penn Sea- board Steel Corporation, a modem steel casting plant at Chester, Pa., known as the Seaboard Works. As a part of the terms of purchase your company acquired the full work- ing organization of the Seaboard plant, which has continued to operate without cessation, and its entire output is now being used for the company's loccwnotive work.'' 528 RAILWAY MECHANICAL KXGIXEER Vol. 91, No. 9 --■'■"■■■" ■-■■ '■■ '^;^''v"; -/^'v^n?. ^fc ■ I ■>■■■!■■■ irt^ i — ^h■a^^ | n 1 -^ iri if ih ^jr T ^^td^^^JJUi Vises. — The Western Tool & Manufacturing Company, Springfield, Ohio, has recently issued a booklet descriptive of the company's Champion vises. Lathes. — An attractive eight-page booklet recently issued by the Gisholt Machine Company, Madison. Wi.-^.. gives a numl)er of illustrations of Gisholt lathes and time studies of various kinds of \v(jrk turned out on them. 'Ihe Ijooklet contains a striking cover bearing the inscription: "Old Glory and the Allies." and showing the flags of all nations now waging war on Germany. Pneimatic Paixiing Equipment. — The Spray En- gineering Company. ^'.> Federal street, Boston, Mass., has recently issued a folder descril)ing its equipment for apply- ing all kinds of liquid coatings with the Spraco paint gun. Particular attention is called to an extension pole attachment made up of a jointed fiber rod, which is used for covering surfaces beyond the reach of the operator, thus eliminating the necessity for staging or ladders. Cranes. — Catalogue No. l.>0, recently issued by the Whit- ing Foundry Equipment Company, Harvey, 111., is an at- tractive and well illustrated bcx)k, sy^ in. by 11 in. in size. descriptive of the line of Whiting cranes. The catalogue gives illustrations and descriptions of a large number of cranes of different types, and shows views of typical in.stal- lations. Many of the cranes given are for special u.-^e on railroads, as, for example, at ash pits, for transfer service, for handling freight and in locomotive shops. Edison Storage Batteries for Use in Storage Bat- tery Locomotives is the title of bulletin 608 of the Edison Storage Battery Company, Orange, N. J. This bulletin, which is just off the press, describes the use of Edison storage battery locomotives in coal mining, metal mining and in general industrial service. The bulletin is full of photo- graphs of locomotives in actual ser\'ice, and there are two pages which contain complete general data and trade dimen- sions of Edison T>pe A storage batteries for storage battery locomotives. Drop Ft)RGiN(;s. — J. H. William & Co., Brooklyn, New York, has di.stributed the sixteenth issue of its catalogue describing the iron, steel, copper, bronze and aluminum drop forgings made by that company. In addition to its regular catalogue, one printed in Russian has been pub- lished for the trade in that country. These catalogues con- tain descriptions with special illustrations and list prices of various types of drop forge wrenches, tool holders, lathe dogs, clamps, gages, eye bolts, hooks, crank shafts, etc. Both catalogues are well illustrated. Pneumatic Tools. — The Ingersoll-Rand Company, New York, has issued two new catalogues as follows: Form 3311, covering Imperial Tyjx? X Duplex steam-driven compressors suitable for general industrial application of compressed air. The catalogue gives tables of sizes and capacities, and is thoroughly illustrated to show the machine in detail. Form 8507 covers Little David pneumatic drills. A large number of various t>'pes and models are shown with recommenda- tions as to the particular character of work for which they are adapted. Each tool is illustrated, and the several tables give the sizes and capacity of each tool. .\utomatic Clt-Off Valves. — Catalogue N-4, issued by the Lagonda Manufacturing Company, Springfield, Ohio, de- scribes in detail the different classes of Lagonda automatic valves, showing these valves arranged for installation in dif- ferent positions. Sectional views are shown of four classes of valves, and full information regarding the operation of the valves is given, as well as dimensions and specifications. A number of installations of Lagonda valves are illustrated. A discussion of the need of automatic valves is given by way of introduction, featuring recommendations of insurance com- panies and U. S. government tests on Lagonda valves. Texaco at Home and Abroad. — The Texas Company ha.< issued a ver}- attractive 48-page booklet, 9 in. by 12 in. in size, telling alx)ut the Texas Company, what it does ami where and with what efficiency its products are used. Ir the liook, according to its preface, the company has "en- deavored to sketch lightly with pen and pencil some of the interesting items about our business." Each page is de- voted to an interesting phase of the company's business, some of them dealing, for example, with gathering the oil, trans- porting the oil, the refiner}', Texaco in Panama, selling to the railroads, the dreadnoughts, the fastest boat in the world. Texaco products in distant China, etc. Each page is illus- trated witli a neat sketch sliowing an appropriate scene. Acorn Dies and Holders. — The Greenfield Tap & Die Corporation. Greenfield, Mass., has recently issued an illus- trated booklet describing its Acorn dies and die holders. The Acorn die is adjusted radially by means of an internal cone adjusting cap. which fits over the ends of the die lands. This makes possil)le accuracy of adjustment without inter- fering with the lead. The die is easily sharpened by grinding and when once set up may be removed and replaced or reground without disturbing the position of the holder in the machine. The catalogue contains illustrations showing clearly the construction of the Acorn die, the releasing die- holder and adapter for applying the Acorn die to machines or holders already in operation. The holders are hollow and there is no limit to the length of thread which they will cut. The booklet contains the usual catalogue information as to prices and specifications. A New Idea ix Twist Drill Catalogues. — The Cleve- land Twist Drill Company, Cleveland, Ohio, has incorpor- ated in its newest twist drill catalogue, No. 39, a thumb index and various other features which will distinguish it from the usual twist drill catalogue. The thumb index will enable the drill user to locate any one of the ten sub-divi- sions, and each index is supplemented further by a detailed index of the particular section. Each of the sections is also prefaced by an illustration graphically portraying some item in the manufacture of Cleveland tools or some unusual sales point in one of these tools. All the regular tools are shown and some of the s])ecial tools, but for the sake of brevity a number of other special tools are omitted. The book also has another good feature in that the prices of high speed tools are shown in red, thus making it easier to distinguish the lists of high speed and carbon steel tools. Grinuin(; and Polishin(; Machinery. — A 120-page catalogue has just been issued by the Gardner Machine Com- pany, Beloit. Wis., describing its line of grinding machines, abrasive material and accessories. The catalogue is a 7 in. I)y 10 in. book, l)ound in heavy paper board and printed on an excellent (|ualit\- of coated paper. The catalogue con- tains an introduction dealing in a general way with the fea- tures of design of tlie Gardner line and several pages of val- uable information for the user of grinding wheels and ma- terials. The l)ody of the catalogue contains descriptions of the various machines and accessories, well illustrated, to- gether with illustrations of numerous installations in actual .service. The usual information as to prices, specifications and code words are contained in tables at the back of the book. The machines illustrated include disk grinders for metal, disk grinders for the pattern shop, ring wheel grinders, band finishing machines, polishing and buffing lathes, ring wheel chucks, fixtures for disk grinders, abrasive disks, cloth and paper, and other accessories. \"t)lume 91 October, 1917 No. 10 CONTENTS EDITORIALS: Location of Cab Appurtenances 529 A Big Job Ahead 529 Locomotive Terminal Competition 530 Second Call for Liberty Loan 530 The Railroad Y. M. C. A 530 Utilizing the Boiler Capacity of Locomotives 530 The Abuse of Compressed Air 531 Freight Car Repair Situation 531 Locomotive Repair Situation 533 High Points in Engine Maintenance 533 New Books 533 COMMUNICATIONS: T. W. Too Sharp for MM 534 Unnecessary Transfer of Loads 534 GENERAL: Wake Up ! Mechanical Department 535 The Car and Locomotive Market 537 Design of Heavy Helical Springs 539 Standardization and Improved Locomotive Service 541 Railway Engineers Now in France 543 LOCOMOTIVES: Russian Decapod Locomotives 545 Modification of Federal Locomotive Inspection Rules 550 Preliminary Locomotive Design 551 Firebox Temperature Experiments ". 556 Height of Firedoors -.. ••.,'.•••• 559 Cross Balance of Locomotives S6l CAR DEPARTMENT: Steel Car Shop of the E. J. & E 563 The Economics of Car Design 565 Handling Material for the Car Department 567 Freight Car Maintenance 569 M. C. P.. Letter Ballot Results 574 Freight Car Apprentices on the Santa Fe. 5/ / Unique Underframe Reinforcement. . . ..^ 5/8 Tank Cars for the Santa Fe .....V. 580 Stresses on End Framing of Cars 582 SHOP PRACTICE: Forging Machine Work at Silvis Shops 583 Lathe Boring Tools 584 Folding Horse for Sheet Metal 584 Boiler Shop Apprenticeship Methods .-«>«.. 585 Die for Repairing Threads on Crosshead Pins 587 Radial Link Grinder 587 Gap Riveter for Steel Car Repairs 588 Air Press for Rod Bushings and Driving Brasses 588 Federal Inspection Requirements 589 Some Oxy-Acetylene Repairs 591 MuflSer for Use in Blowing Down Boilers 592 Proper Alinement of Locomotive Parts..... 592 Electric Arc Welding .-...;;v...*i.. •*««.«%• 593 NEW DEVICES: ' '' ^ Simplex Clasp Brake ...» 596 Type "B" Ragonnet Reverse Gear 597 A Removable Driving Box Hub Liner 598 Acorn Die and Holder • 599 Cast Steel Pilot and Ash Pan : 599 Truck Lever Type Slack Adjuster for Freight Cars 600 Mason Grease Cup Plug 601 Arch Tube Cleaner 601 Huntoon Truck Bolster .».>... 601 NEWS DEPARTMENT: Notes 602 Meetings and Conventions 603 Personal Mention 603 Supply Trade Notes 607 Location of Our American locomotives have been Q. equipped with various labor saving de- vices to make the work of the engine Appurtenances , , . ai. re crews easier and to increase the effi- ciency of the power, but little has been done, in a scientific way, to determine the proper location of the various cab appurtenances for the convenience of the men. We have known in a general way where the firedoor should be located on the back head of a locomotive boiler, but how high it should be above the cab deck was always a matter of in- dividual opinion. In common practice, the door has been as low as 17 in. and as high as 25J/2 in., and until the motion picture studies made by the Pennsylvania it was anybody's guess as to which was correct. The tests made by this road, which are described elsewhere in this issue, show that a firedoor, the bottom of which is 22 in. above the cab deck, is the best average height regardless of the height of the firemen. At this height and with the coal always at the >ame point back from the door, a locomotive can be fired with the least muscular effort. This means more contented firemen and more efficient firing, as the fireman will not be wasting energy in the performance of his work. These tests also showed that with long fireboxes the coal can be better distributed with a grate slope of 2 in. to the foot. These ^nd similar studies of the cab arrangement, which will result in a reduction of labor on the part of both the enginemen and firemen, will be reflected in the more efficient handling of the locomotive. A Big Job Ahead R. H. Aishton, president of the Chicago & Northwestern, gave some extremely interesting figures as to the growth of railway traffic in this country during the war in a paper before the St. Louis Railway Club last month. For instance, with only a small increase in the number of miles of line, locomotives and cars, the traffic for the calendar year 1917 promises to be 52 per cent greater than for that of the fiscal year ended June 30, 1915. This increase of 140,000,000,000 ton miles is equivalent to the total traffic moved annually before the war by the following 14 countries: Germany, France, Russia, Spain, Sweden, Switzerland, Roumania, Holland, Canada, South Africa, Mexico, Japan, Brazil and New South Wales. Stated in terms of tons, rather than ton miles, this increase would re- quire 720,000 trains, containing 18,000,000 cars; this is equivalent to a train 136,363 miles in length. The railroads are today unable to handle all of the traffic that is offered to them, and conditions will be worse as the winter comes on. The cars and loccHnotives are showing signs of the severe stress to which they have already been subjected. New equipment and additional facilities are not available. What can the mechanical department do? In the first place, cooperate more closely with the operating de- partment. Utilize every possible pound of tractive effort, or at least get the operating department to do so. The charge has been made that the mechanical department, where it has had charge of rating the locomotives, has shown a tend- 529 530 RAILWAY MECHANICAL ENGINEER \c)L. 9\, No. 10 ency to rate them too low. Train load figures on some roads would seem to substantiate this claim. There is a tendency on the part of some mechanical de- partment officers to pass the buck, or excuse themselves be- cause they say they are vvorkini;; under impossible conditions and cannot do better under the present conditions of labor and material. The world today in every field of endeavor is doinii things that only a year or two ago seemed impossible. The railways of this country must not and cannot fail, diffi- cult and impossible as the conditions may seem. If every man in the mechanical department will really get busy and exert himself to the utmost, the problem can be solved. The difficulty is. of course, to push through a sufficiently patriotic educational campaign to do this — and yet it must be done. pany them on their way to the cantonments, from the can- tonments to their transports, at the piers, in London or in Paris where it has big hotels for the use of men on f i r- lough, in camp in France, even in the front line trenches, and thence back once more to home. They also distribut d post cards and stationery and in other ways, by personal contact especially, made the trip easier for the men them- selves, for those in charge and for the train crews. Bit this is not all that the Railroad Y. ^L C. A. is doing; it is meeting troop trains at division points; it is opening lis buildings to the men in olive drab and it is meeting them at the embarkation piers to bid them "bon voyage." It al-o has men in France with the railway engineer regiment-. In short, it is missing no opportunities to do its utmost btr the soldiers. Locomotive Terminal Competition Rememl;er that the competition on how to decrease the time a locomotive is held at a terminal which was announced in last month's issue, page 474, will close October 22. There are only a few days left in which to write your stor)' and get it to our New York office. We have named that peculiar date as we realize the necessity of publishing the articles received before winter begins. Tell us what you are doing to put the locomotives under your charge through the roundhouse with the least possible delay. In a large number of cases a locomotive spends more than one-half its time in the roundhouse or its immediate vicinity. This is too much under present conditions with the power in such great demand. We want to tell others how you have decreased your terminal delay. A prize of S.>5 is offered for the best paper, $25 for the second best, and $15 for the third; all other contributions accepted for publication will be paid for at our regular space rates. Second Call "Shall we be more tender with our dol- , , lars than with the lives of our sons?" is a slogan appearing on some of the pos- Liberty Loan ^gj.g caHintr for subscribers to the second second Liberty Loan. It is particularly fitting in the ca.se cf railway men, many of whom have given their sons or com- rades to the service of the Allies in France. The least we can do at home is to help our Government provide these men with the necessary facilities to complete the big task before them. Moreover, the Government will pay as much and more in interest than many savings banks. The first Lib- erty Loan was a great success, being oversubscribed by 50 per cent. We can show our enemies no l)etter example of our unity and determination to win the war than by giving financial aid to our Government. .\ large number of rail- way men supported the first loan; in the Colonic (N. Y.) shops of the Delaware & Hudson, the main shops of that road, 73 per cent of the employees subscribed. Start a campaign on your own road and see if you can beat this record. The This issue of the Rnihway Mechanical DM . Engineer will reach its readers while Kailroad ^, " r , ■, , the movement of the selected men to Y, M. C. A. ^jjg National Army cantonments is still in progress. One of the organizations that will take a big part in the work of carrying these men will be the Railroad Y. M. C. A., which, by placing its secretaries on these trains will complete a Y. M. C. A. chain from "Home to Home." Despite its short notice the Railroad Y. M. C. A. succeeded in accompanying about .SOO trains of the second contingent of 40 per cent. Its secretaries ex{)lained to the men the work that the Y. M. C. A. is preparing to do at the canton- ments and told them how the Y. M. C. A. would accom- Utilizing the Many freight locomotives now openit- „ ., ^ ing on the railroads of this countrv Boiler Capacity , ^ -j i i . .• i have considerable potential tractive of Locomotives ^.ff^rt which is not being utilized. There are some cases where changes in the proportions of locomotives would make them much more efficient transpor- tation units. Before the suj)erheater was generally adopted many loco- motives were built with the boiler capacity too low for the cylinders, which resulted in steam failures and poor per- formance generally. The proportion of the heating surface to the cylinder volume was increased and much better per- formance was secured. At the present time it seems that this tendency has been carried too far in the case of many freight locomotives. Eight or ten years ago, it was by no means un- usual to find locomotives designed with only 200 sq. ft of heating surface for each cubic foot of cylinder volume. .\t the present time this ratio is more often above 250 and sometimes greater than 300. In passenger locomotives this is no doubt good design, but there is little advantage in having a freight locomotive that can supply steam at long cut off at a speed above 20 miles an hour. It is the tractive effort at low speed and not the proportion of the boiler capacity to the size of the cylinders that determines what a freight locomotive can haul over the division. There is of course a practical limit to the tractive effort which can be developed, determined by the adhesion be- tween the wheel and the rail. If the fulf adhesion is utilized the locomotive will have a tendency to slip and will be hard to handle. Just where the practical limit is reached is hard to determine. The coefficient of friction between the wheel and the rail is usually considered to be about 25 per cent, which would call for a factor of adhesion of four. The value of the coefficient of friction generally used is probably lower than the actual value. Some roads have brought tile ratio of adhesive weight to tractive effort down to 3.5 and 3.8 is by no means uncommon. It would seem that a locomotive with a factor of adhesion of four should not give trouble by slipping even after the drivers have been turned and the cylinders bored. Where freight locomotives have ample boiler capacity to supply the cylinders and the factor of adhesion is greater than four the logical thing to do is to increase the size of the cylinders to make the tractive effort full 25 per cent of the weight on drivers, providing, of cour.<;e. that the machin- ery is capable of standing the increased stresses which will result. It is hardly probable that the steam consumption will be unfavorably affected by the larger cylinders, and the hauling capacity will be increased. When locomotives are modernized the factor of adhesion and the ratio of heating surface to cylinder volume should be carefully considered. Superheaters and brick arches are usuallv applied to save coal, the increased speed which it is possible to secure being considered an incidental advantage. 0' roBER, 1917 RAILWAY MECHANICAL ENGINEER 531 Tht'-e seems no reason why the increased boiler capacity shoi'ld not be utilized by making a corresponding increase in 'he tractive effort, due consideration being given, of cou:>e, to the strength of the machinery and the ratio of adh' >ion. On one road a superheater was applied to a large freiu'ht locomotive and it was found possible to increase the diameter of the cylinders IJ^ in. without overtaxing the boiler. It might be argued that the heating surface of a boiler does not always give a true indication of its evapor- ative capacity and it is difficult to forecast accurately the actual boiler performance, but in view of the fact that the cylinders can easily be bushed in case they are too large, it would certainly be best when changing cylinders, to make them large enough to develop the full adhesion of the driving wlieels. At this time, when the railroads are so hard pressed for motive power, any method of increasing the tonnage that can be hauled is of great importance. A careful consid- eration of the proportions of existing locomotives will in some cases, reveal sources of increased tractive effort that have not been considered. The Abuse of The introduction of tools driven by compressed air marked one of the great- est advances in railroad shop practice Compressed Air ^^^ g^^,]^ equipment is now almost in- dispensable. Compressed air is naturally adapted to use in railroad shops. The tools are made in such forms that they can be used in almost any location and they give little trouble if they receive a moderate amount of care and at- tention. Compressed air can be more readily applied to driving small tools than any other form of power. When a new device which must be independently driven is de- signed in a railroad shop the first thought is to fit it with an air cylinder to operate it. For tools that are used only a small portion of the time this is no doubt the most eco- nomical method of driving, but for those that are in opera- tion continuously either belt or individual motor drive is usually to be preferred, as the decreased power consumption resulting from these methods of driving as a rule offsets the greater first cost as compared with pneumatic drive. Compressed air is in nearly every case the most expensive form in which power can be used, as few railroad plants are equipped with efficient types of compressors. An interesting example of the extravagant use of com- pressed air in shop tools is furnished by a shear which was seen in operation recently at a large scrap dock. The whole device had been made from second-hand or scrap material, but while it testified to the ingenuity of the man who de- signed it, it could not be called an economical machine. The shear lever was operated by a 14-in. by 12-in. air cyl- inder which made a full stroke for each operation. The air was supplied from a line carrying a pressure of 100 lb. per sq. in. The machine was operated almost continu- ously and made an average of five strokes per minute. Thus it required 5.34 cu. ft. of compressed air, or 41.6 cu. ft. of free air, per minute, if full pressure was secured for only half of each stroke, a very conservative estimate of the air consumption. At a rate of two cents per 1,000 cu. ft. of f^ree air the cost of power for this machine was 48 cents a day. The cost for such a machine if driven electrically J^hould not have been more than one-fourth of that amount. The expense of installation of wiring would have been less than for piping and the reduced cost of operation would certainly have justified the greater initial expenditure for motor drive. Air motors made in railroad shops are practically without exception extravagant in the use of air, usually due to the poor design of the apparatus. Pneumatic tools which give a fair output of power for the air consumed require a degree of precision in their manufacture that cannot be attained with the machine tool equipment found in railroad shops. A feature of compressed air installations that should be kept in mind is the possibility of large losses due to leak- age. While, of course, in some pipe lines the losses are very slight, there are almost always small leaks in shop lines which are considered of no importance and are not stopped. The condition of connections is seldom given the attention it requires and much air is wasted at the fittings. With the high pressure carried, the loss due to even a small leak is quite considerable. At a pressure of 100 lb. per sq. in. a hole only 1/16 in. in diameter will allow the escape of 387 cu. ft. of free air per hour. Assuming the cost of compressing air to be two cents per 1,000 cu. ft., a single hole of that size will waste power at the rate of $5.50 per month. As a rule, there are numerous small leaks in every line of pipe, though often they are not apparent. At one shop where a leakage test of air piping was conducted it was found that the power lost in that wav cost more than $2,000 a year. These observations should not be construed as reflecting unfavorably on compressed air as a power medium in shops. The intention is rather to show the waste that may occur in the system unless it is properly maintained and to em- phasize the necessity for carefully considering all the ele- ments entering into the cost of production to insure econcMny in shop operation. Freight Car How to get freight cars repaired is un- Repair questionably one of the most serious Situation problems confronting the mechanical department at the present time. With railroad operation speeded up as it is now, cars are certain to require more than the ordinary amount of repairs to keep them in good condition. There is plenty of evidence to show that the roads are getting more service from their cars than ever before. The achievement of the railroads in increasing the tonnage handled since this country entered the war has been remarkable. Cars must be kept in repair in order that this splendid record may be maintained. During the past four months both the mileage and the tonnage per car have i)roken all previous records. During the period from 1913 to 1915, freight cars moved on an average from 26 to 28 miles a day. In 1916, this had in- creased to 31.5 miles and the figures for 1917 will be con- siderably higher as the latest available statistics show that the railroads in June handled 23 per cent more traffic than in 1916 with only 3 per cent more cars. At the same time the average carload and the average trainload have also increased. There can be but one result; that cars require more re- pairs than under normal operation. New cars are not l>eing received by the railroads in any considerable numbers, but the demand for equipment has been met by putting in serv- ice many cars that were formerly marked for retirement. Only a small proportion of these have Ijeen reinforced. The others will demand an abnormally large amount of repair work to keep them in service. Many roads have only suf- ficient facilities to take care of car repair work under normal conditions and to keep cars in serviceable condition during the war will necessitate a great increase in the output of the car shops. The roads have made a good record in reducing the num- ber of bad order cars during the past year. On June 1, 1916. 6.8 per cent of the freight cars of the country were in shop or waiting to be shopped, while on May 1, 1917, the per- centage was 5.7. On June 1, however, the figure had risen again to 5.8. It should be noted that the decrease in the total number of bad order cars during the period from June 1, 1916, to June 1, 1917, was due to a reduction in the 532 RAILWAY MECHANICAL EXGIXEER Vol. 91, No. 10 number of home bad order cars, as the number of foreign bad orders increased 18 per cent during that period. This fact seems one of great significance. It shows that there is a tendency to neglect the repairs to foreign equipment. In some cases foreign cars are held for long periods await- ing repairs in spite of the heavy per diem charge. More often, however, just enough work is done on the foreign car to get it safely onto the line of some connecting road and after it has made a few hundred miles it is again ready for the repair track. The present rules permitting the load- ing of cars in any direction to handle the traffic keeps a great many cars off the home road for long j)eriods and the condition of the cars suffers. As one chief interchange inspector remarked, "Everybody is ready to use the foreign cars, but nobody wants to repair them." The shortage of cars, combined with the new car service rules, has created conditions which add to the importance and also to the difficulties of the car inspector's work. A broad construction of the M. C. B. rules is essential if they are to give the best result under the present circumstances. Cars must proceed with the least possible delay to avoid shortage of equipment and congestion of terminals. Of course, nothing should be done which would in any way jeopardize safety, but at this time inspectors are not justified in holding up cars for minor defects. To make out defect cards and collect the bills often costs more than the com- pany receives for the repairs which it makes on the authority of the cards. Car inspectors should not lose sight of the fact that the earning power of freight cars is greater now than ever before. Delays to cars cause delays to trains, with resulting e.xpense due to the loss of time of train crews and locomotives. The amount that may be wasted through minor delays can be realized from the fact that a conservative estimate of the earning power of a freight locomotive at the present time is $100 a day. Cards should be issued for defects which demand repair, but the practice of carding for minor defects is a waste of time. It is not uncommon to find defect cards which have remained on cars so long that they have become illegible. The car may have run for months with the defect for which it was carded, there being no necessity for making repairs. This is often the case with such insignificant damage as raked siding, roofing raked on the end, metal posts slightly bent, etc. To issue cards for such defects is a foolish policy. While cards should not be issued unless it is necessary, they should be applied when the conditions are such that the receiving line is entitled to protection. The practice of running cars on records should be done away with entirely. Some roads make a practice of tracing for defect cards on the assumption that cars have been run on records. It is doubtful whether the returns from this practice were ever sufficient to justify the expense. The sooner it is given up the better it will be for all concerned. The changes made in the M. C. B. rules during the last year have been very few, and all inspectors should be thoroughly familiar with the present code. Some important changes have been made, however, in the loading rules and inspectors should study the revised rules and do everything in their power to see that shippers adhere to the proper methods of loading. Numerous delays result from improper methods of securing lading. If inspectors would make it a practice to report all cases of improper loading in order that the matter might be taken up with the shippers, condi- tions could be very much improved. The new specifications for tank cars contain considerable material with which inspectors should be familiar in order to insure safety in the transporting of dangerous liquids. Of equal or greater importance are the regulations covering the handling of explosives. Large shipments of such material will be made during the war, and the booklet of instructions issued by the Bureau of Explosives should be in the hards of every inspector. The demand for cars is so great at this time that shippf-rs will load cars almost regardless of their condition. If defects are discovered after cars are under load, the repars are often more difficult to make or the load must be trars- ferred. Inspectors ran do a great deal of good if they will exercise their ingenuity to catch defects before cars are loaded. Unfortunately, at the present time, it is not possible to route cars to points where it is certain that they will receive adequate repairs. Many eastern roads are now shipping westward freight which requires only rough freight cars. Unless some special effort is made to get these cars to shop points, they will not be in condition to handle grain and flour when they reach the western roads. Since these commodities often originate at points which are not provided with repair facilities, there is danger of cars being loaded which are not in condition to be used for such products. No dependence can be placed on car inspection by agents or elevator men, and if leakage is to be prevented, cars must be thoroughly inspected and repaired before they are sent out to be loaded. There is probably not an interchange point that does not have cases where cars are set back and transferred and sent back to some point on the deliverinij line without repairs being made. Soon the same car appears at another point under load and is either rejected with con- sequent loss, due to transferring the load, or it is movtd on to make trouble on another line. The condition of equipment is causing serious situations at .>^ome points where large numbers of cars are interchanged Unfortunately, the large interchange points are not always shop points. Equipment cannot be handled readily if it arrives in bad order and long delays result. It has been suggested that shops operated jointly by several railroads would be a help in improving the conditions at large inter- change centers. In some cases these facilities are badly needed by all the roads, yet the individual roads do not feel justified in going to the expense of putting up shops. The prices paid for repairs under the M. C. B. rules are not high enough at the present time to make such shops profit- able. Attention has already been called to the danger that lies in the practice of slighting the repairs to foreign cars and cars requiring complete overhauling in order to reduce the number of bad order cars. Nevertheless, there are many repair tracks that are following just such a policy. At one typical repair point, which was visited recently, a consider- able number of foreign bad order cars were being repaired. While many required heavy repairs, only such work as was necessary to put them in a safe condition was being done. For example, one box car had been brought to the repair track because the draft timbers had been pulled out and one sill broken. About 25 per cent of the lining in the car was missing and the decking was broken. The repairs to the draft rigging were made, but the work required on the body of the car was not done. When it left the repair track, the car was fit for nothing but rough freight, and it was probably taken out of service again in a short time for body repairs. The foreman in charge of the work at this point volunteered the information that repairs to foreign cars were a losing proposition, since the price of materials had advanced so greatly. He had more work on system cars than he could take care of, and he couldn't bother much with foreign repairs. The attitude of this car foreman is one too commonly found among the shop men. In their anxiety to save money for their company, they overlook the ultimate gain to be secured by furnishing serviceable cars to the road. Though vXtober, 1917 RAILWAY MECHANICAL ENGINEER 533 tlie prices of iron and steel products have been reduced, the increase in the cost of many other materials entering into the construction of cars has, of course, been much greater than the increase in the M. C. B. prices. There are several circumstances that should be considered in this connection, however. In practically every case where material is applied to cars, scrap material is also removed. The price of scrap has advanced, so the increase in the net cost of the material applied is not so great as the increase in the price of new materials. Then, too, large stocks of materials were con- tracted for at prices lower than those prevailing at the present time, thus bringing down the average cost of the material. The present schedule of prices was adopted only after a care- ful consideration, and no man should slight the repairs to foreign cars because he fancies his road will be the loser. If every road gave the same attention to foreign cars that it gives to system cars, the debits and credits would be quite -evenly balanced. Unless repairs are made as soon as defects appear and the work done in a thorough manner, cars cannot be kept in condition. No one can dcnv that the car foremen have a hard task at this time. The shortage of materials is hampering the work on many roads, and the labor shortage is still more serious. Tlie wages paid are lower than in the motive power -department as a rule, and it is difficult to keep workmen. Much more time must be devoted to the supervision of inex- perienced men who are being employed. The temptation to get the cars off the repair track regardless of whether they have been proj^erly repaired or not is very strong. Such prac- tices, if followed, will cause serious conditions this winter, when the traffic will probably be even heavier than it is now. What is needed is good, honest, thorough repairing that will put cars in condition to give service, repairing that will not only get the car off the repair track, but keep it off. High Points in Engine Maintenance Locomotive ^^ officer in the mechanical department . when asked what his road was doing to epair prepare its power for the oncoming win- Situation ^gj. replied — "We are giving it a iick and a promise,' the same as every one else"' — and went on to explain that at the present time the demand for power was so great that it could not be spared long enough from service to l)e given the full repairs needed. We fear that this method of handling the power is too common throughout the countn- and we question greatly the judgment of those who follow this policy. It is true that the demands for power were never greater than they are today and it is like- Avise true that the demands later in the winter will be still greater. It is a great temptation for a railroad to use all of its facilities to the limit when revenue freight is begging to be hauled. But it is a short sighted policy to do so when by so doing the facilities are deteriorating to such an extent that later, their capacity, when even more traffic will be offered, will be much decreased. At present it is not only good business to use these facilities with a thought of the future but it is the duty of every railroad officer to see that these facilities are not so crippled as to interfere with the demands next winter. The mechanical department officers are responsible for the power and equipment. It is their duty to see that their roads are properly protected. If too great a demand is made of the equipment under their charge they should not be afraid to refuse to supply it when they know that by so doing they are courting sure failure later on. It is better to place one embargo now than two later when it might mean disaster to the country. ^Nlake the equipment work to the limit. Do everything that is possible to increase its capacitv to do more work. But don't kill it. "Power and still more power," is the cr}ing need of American railways to- day. There are two items in locomo- tive maintenance that are fundamental in answering this appeal. They are good steaming qualities and efficient steam distribution. They are of prime impor- tance and mean more tonnage hauled and the efficient use of fuel. The engine house forces should concentrate on these items. Keep the flues clean; see that the superheater is ful- filling its duty; stop the leaking tubes; maintain the front end in proper condition; be sure the brick arch is intact; keep the boiler clean and as free from scale as possible; do not neg- lect the washing of boilers; see that the grate and ash pan are such that sufficient air will be admitted to the firebox pro])erly to consume the coal. There is nothing more dis- couraging to the engine crew than a poor steaming locomo- tive; it is as demoralizing as was the "fluke" in the Giants' pitching staff to the entire team in the second game of the ^^'orld's Series. Don't Xx\ to offset any of these defects by decreasing the nozzle — this means high back pressure and loss of power. Seek out the real difficulty and correct it. The imjx)rtance of square valves is thoroughly realized by every intelligent railroad man. The danger is in procras- tinating and "letting it go for this time." Our armies in the field never go into action without ever}-thing l^eing thoroughly prepared. Carelessness and procrastination there mean loss of life and perhaps defeat. We likewise must go into action with our equipment adjusted to do its full work. Efficiency at home is as vital as efficiency at the front, ^^'e must move ever}' possible pound of freight that we can. NEW BOOKS Air Brake Association Proceedings. Edited by F. M. Xellis, secretary. 270 pages, 6 54 in. by S'A in., illustrated, bound in cloth. Published by the association, 165 Broadway, New York. This volume is the official report of the twenty-fourth annual convention of the Air Brake Association which was held at Memphis, Tenn., May 1 to 4, 1917. It contains papers on the Slack Action in Long Passenger Trains, Its Relation to Triple Valves of Different Types and Consequent Results in the Handling of Passenger Trains; Inspection of Brake and Signal Equipment; What is the Safe Life of an Air Brake Hose; Handling Heavy Tonnage Trains on Grades with Air Brakes Exclusively; the Functional Inter- relation Between the Component Parts of the Air Brake System; Slack Action in Long Passenger Trains; Suggested Practice for the Cleaning and Lubricating of Brake Cylin- der Packing Leathers, and revision? of the recommended practices. In addition to the papers, the discussion is given in detail. The Proceedings this year are prettily arranged typographically with the picture of the author of the paper and chairman of the committee accompanying each paper. First Aid Instructions for Miners. By a committee of surgeons for the U. S. Bureau of Mines. l.';4 pages, illustrated, SH in. by 4'/i in. Published by the Superintendent of J^ocuments. Government Printing Office. Washington, I). C. Price, paper bound, 20 cents; stiff cover of red buckram, 35 cents. This book, while prepared essentially for the instruction of miners, contains information that is of value to all who may be required to apply the first aid remedies to injured persons. It covers the subject quite thoroughly and includes an outline of an organization and the necessary equipment to be carried for the work, in addition to instructions regard- ing the handling of the patient. General information is given regarding the anatomy of the human body for the purpose of informing the first aid student so that he may better apply the principles outlined in the book. Instruc- tions for action for all causes of accidents such as electric shocks, drowning, suffocation, cuts, etc., are included in the book, with plenty of illustrations to better describe the text. The pamphlet is perhaps the most complete treatise on this work that is included in the space given the subject. 534 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 l !lt ' ^ ' !Ji'J-,tWI' ' JUJ^J'. 1' ^'S '! ", ' »J!.> "-JK. ' a '--"■ ' ;.^.<^5 ^>iifjt Mmm. ^''' r T. W. TOO SHARP FOR MM {With Apologies to Wallace Irwin.) Chicago, III. HoxoK.\BLE Editor: I have undergo peculiar experience recent which I as- sume to recite for benefit all crafty mms who plot downfall other U. S, Federal L C. C. detectors. At small shop in north of state, I are much worry alway by failure to find clear case on which to issue Form 5 invi- tation. Mm are one of hale fellows who create good cheer at Atlantic City where convention are congregate. Chief De- tector have interrogate me frequent about what fine shop and fine equipment mm seem to attain and praise record of same railroad profuse. Last time I alight, I are all alert with sus- picion assuming kultur and spy all sides. First thing happen are switch man who alwavs greet me with cordial relation step out to roundhouse running track and emit "whoo- pee, whoopee" to yard switchman '4 mile away. This hand re- peat exact antic and wave hat twice in circle around head also whoo- pee. I ponder now how this always repeat. I inquire to know this eulogy and switchman stutter and cough out that reason are weather report. I are curious to know what weather "First Thing Happen Are Switchman Who • • * Emit 'Whoopee, Whoopee' to Yard Switchmari 1/4 Mile Away." are like and he say storm are approach. It require about 15 minutes to consume distance to shop by foot and when I arrive I meet mm and foreman on ashpit. I remember now this also are same proceeding. Honorable mm are exceeding pleasant telling joke and bestowing cigar on entire crowd. I immediate see engine 1821 on pit with sharp driving wheel flange, deep wore tire, steam leaks and other defect. I volunteer that locomotive are in bad shape but mm laugh and say yes she going on drop-pit. I reply when and he report tonight when 1827 come off and point to shop card tack on pilot. I discover yard engine 1840 with brake pull- rod just escai)e rail, broken flange on inside pair tank wheel, tank leaking all points, lost sand pipe and two broken springs. I raise question this engine and mm reply she are mark for back shop. "Why do she have steam on?" I retort quick. He assume that this allow her to spot herself in shop so not to rec^uire shifter. I see 1836 on outbound track with valve stems blowing, bad leak at check valve and front cylin- der cock gone. Foreman say he are holding engine now wait- ing for mechanic to repair. I see other engines but alway chalk mark are on pilot or man just starting to make repair. This are time I commence to smell mouse in woodpile and pass resolution in mind to call investigation. Things look like plot on U. S. government and I propose secret service. When I retire to station, mm smile Ijroad, shake hand pro- fuse and insist on two cigars with handsome gold wrapper. I arrive on train with nervous twitch in stomach and regret over being bunco. This are Friday night. Before sleep same night, broad smile same as mm also illumine visage poor Jap detector. Monday morning see me same town but unload on op- posite side station, climb freight train and speed to shop without whoopee or periscope show. I visit drop-pit and see No. 1827 have remove but 1825 on not 1821. I go out in yard and find engine 1840 working successful with brake rod down, bust flange, seepy tank and broke spring just same like before. I issue Form 5 invitation to engineer who grin with benign love on me and order him to shop. When I reach pit, I are confront with No. 1821 just arrive with sharp flange, deep groove on tire and steam escape like Fri- day. I make out invitation on him also. Two more engines which I see Friday, I discover now same way only no shop card paste anywhere. By now mm and foreman emerge ex- cited and with usual smile smother approach with brake off. Hon. MM remark what unexpect pleasure have arrive with me and I retort pleasure all to me when I deliver 4 invita- tion from U. S, government. I remark quiet, "Understand your wireless system shorted herself in storm Friday night." He turn quick on about face and emit something about hyphenate and yellow peril which are not appreciate by me, but I assume it are new- joke and laugh with quiet uproar. With extreme satisfy to inside conscience I remark solo voice, "whoopee," same as switch hand. Yours truly, TOBESURA WeNO. UNNECESSARY TRANSFER OF LOADS Denver, Colo. To THE Editor: The loads of approximately 25,000 cars are transferred during each month throughout the United States to facilitate the repairing of defective cars. There is no doubt but that about half of these cars could be run safely to their desti- nation with their defects and unloaded. As the matter now stands the receiving line is the judge as to whether or not the lading in the cars is to be unloaded, and inasmuch as the cost of transferring and the payment of the damage claim is made by the delivering line, it is of course natural for the receiving line to transfer the load whenever there is the slight- est difficulty in making repairs, delays to the equipment being entirely overlooked. We may figure that a car is held out of service about five or six days when its load is transferred, a great deal of the time being lost in switching the car to and from the repair track. This means that the railways lose the service of the car for six days. It would be a good plan, owing to the scarcity of equipment at the present time, for the railways to agree to haul the cars which are received in bad order and which could be handled safely to their destination, at the rear of the train. There is no question but that the car shortage would be reduced by about 12,000 cars a month if this practice were followed. This number of cars would take care of a great many shipments. Instances have been found where loaded cars have traveled 1,000 miles in bad order, which upon arrival at an interchange point, about 40 or 50 miles from their destination, were held by the receiving line, request being made for authority to transfer the load so the receiving line would not be obliged to make the re- pairs. It would appear that while cars are so badly needed on all lines, that the railroads should get together on this proposi- tion and agree to run such equipment as is reasonably safe to handle. It would not only help the receiving line, but also the delivering line. Furthermore, it would save the receiving line the labor of transferring a great many loads, and labor at the present time is about as scarce as the equip- ment. William Hansen, Chief Joint Inspector. Wake Up! Mechanical Department The Time Has Gome When American Railroads Must Recognize the Importance of This Department THE Interstate Commerce Commission statistics for the year ending June 30, 1916, show that the maintenance of equipment expenses for all of the railroads of the United States amounted to $570,326,407, or 25 per cent of the total operating expenses. When we remember that in addition to this direct expense for the maintenance of equipment the mechanical department requires the use of a large number of buildings and structures which are maintained by the engineering department; that a poorly designed or main- tained locomotive can add greatly to the cost of maintenance of way; that one of the largest items of transportation expense is the fuel burned in the locomotives; and that the condition of the equipment and design of power affects the operating expenses in many different ways, the relative im- portance of the mechanical department is at once apparent. In general, it is probably well within reasonable limits to estimate that one-half of the capital investment of an average road is in the cars and locomotives and in the equipment which is necessary to maintain them. A tremendous re- ^^ponsibility, therefore, rests upon the mechanical department and its head. American railroads for some reason or other do not seem to have an adequate appreciation of this fact, and as yet only one railroad on the continent — the Grand I runk — has seen fit to dignify the office of the head of that department with an executive title. Unfortunately, conditions as they have existed in the niechanical departments on many American railroads have not been such as to hold many officers who have been remark- i'bly well fitted for the work. Other industries and even railway supply companies which manufacture only one or ^it most a few specialties which are required on a railroad, have been willing to pay salaries more commensurate with ihe ability of the men and have thus attracted a great number of them from the railroads. Higher executive officers with little or no technical ability "r knowledge have often interfered or dictated against the '>etter judgment of the expert in charge of the mechanical department. Bankers and financiers have made it necessary to break down organizations when business has temporarily fallen off, when they should have been hard at work getting the equipment in shape for busier times. When business did improve organizations were hurriedly gotten together and the work rushed through with a lamentable lack of efficiency. Many motive power officers have found their positions almost unbearable and impossible because of this and because of interference from above in the handling of labor. Then, too, there has often been a lack of co-operation between the various departments in the purchase of material or equipment, the advice of the mechanical department frequently being disregarded. These "cheapest in first cost," "lightest in weight"' and "personal preference" purchase poli- cies must absolutely be done away with and the recommenda- tions of the mechanical department, based upon careful and critical analysis and technical study, must be recognized. Me- chanical department officers may be criticised for lack of initi- ative in standardization of equipment, in the better organi- zation of their forces, or for failure in developing the most efficient designs, and for many other things, but if the re- sponsibility is put squarely up to them there is little doubt they will make good. Conditions as to supervision in many mechanical depart- ments are to-day in a most deplorable condition. In the first place, there is a minimum of supervision. In the next place, a large percentage of the minor officers are working longer hours and getting less salary than the day worker is receiving for his work. Many minor officers have gone back into the ranks as mechanics, thus being relieved of much responsibility without financial loss. Is it reasonable to expect that ambitious men will seek for promotion from the ranks under these circumstances? Where are the officers to be trained and developed for higher positions if this con- dition is allowed to continue? On what basis should a mechanical superintendent or any other mechanical department officer approach his task? 535 536 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 How can such an officer be of the greatest possible value to his company? What possibilities are there for advancement if he makes good? These are vital questions to any mechanical department ofiicer. Indeed, his value to his railroad, to railroads in general, and to the prosperity of the country at large, de- pend entirely on how he answers them. Not a few mechan- ical department officers take a narrow view of their duty and resj)onsibilitie.s. They seem to measure or gage their success in terms which fail to comprehend in a big way the problem on which they are engaged — terms which have no vital rela- tion to the efficient operation of the road as a whole. They forget that the real business of a railroad is transportation, and do not realize that their chief object should be to serve and be useful to the operating department. They forget also that they should act as business men and operate the mechanical department on strictly business principles with a view to successful operation. In some cases there may be a shadow of an excuse be- cause of the narrow conception of the real function of the railroad on the part of their superiors. The bankers who control the properties are, in the last analysis, often to blame. Conditions are changing rapidly, however, and it is up to the mechanical department officer to grasp the full significance of his opportunity and get his house in order. That greater recognition is being given to mechanical de- partment officers is indicated by recent promotions and ap- pointments. As was noted in the September number of the Railway Mechaniral Engineer, page 475, W. D. Robb, of the Grand Trunk, has the honor of l)eing the first vice-president in charge of motive power, cars and machinery on the American continent. Why was Mr. Robb thus honored? What qualifications does he possess which specially fit him for his new position ? The organization on the Grand Trunk has been somewhat different from that of other roads in the United States and Canada. Mr. Robb, as superintend- ent of motive power, did not have authority over the car department, but in its place had full responsibility for the engineers and firemen. It is significant that he has had splendid success in handling the labor problem. He is posi- tive, a capable organizer, thorough and careful in his methods, and has kept his power in first-class condition. He will not stand for "paint shop repairs," and his subordinates understand this clearly and fully. Equipment builders have had reason to feel it also, because of ^Ir. Robb's insis- tence upon standards of design and workmanship. That Mr. Robb is equipped with that degree of vision and foresight which is so essential for a successful executive officer is indicated by the persistent way in which he has developed modem apprenticeship methods. Except for a few glaring exceptions, other roads have failed to give this subject the attention it deserves, although the railway press, and men like Basford, Purcell, Cross, Thomas and Russell have persistently, forcefully and intelligently pounded it home. Mr. Robb has undoubtedly felt that he has been many times repaid for his efforts in this direction in the returns which he has received in the past three years alone. A real vision, an active imagination and the backing of the man- agement have been factors in his success in this work. If Mr. Robb's administration of motive power affairs has been weak in any respect, it is l)ecause of the lack of con- tributions from the Grand Trunk to improved features of locomotive design; on the other hand, Mr. Robb has not been Aow in taking advantage of those things which have been developed on other roads, and have been found to be successful. He has steered clear of fads. Another appointment which was announced in the Sep- teml^er number of the Railway Mechanical Engineer which holds a certain amount of promise to the mechanical department was the promotion of George W. Wildin from general mechanical superintendent to general manager of the New York, New Haven & Hartford. Mr. Wildin, of course, leaves the mechanical department, and in this respect his promotion has a very different significance from that of Mr. Robb. It is reasonable to suppose, however, that it will result in a greater appreciation of the mechanical department on the part of the management, for few men have had so varied experiences in that department as Mr. Wildin, or have more reason for appreciating the necessity of giving the depart- ment a fair chance and a square deal. Mr. Wildin is a big, broad gage, forceful, outspoken chap. He is orderly and systematic and a good handler of labor. He is a resourceful and ingenious designer, and knows the mechanical department from start to finish, for he has held about every different kind of job that that de- partment can offer, and his experience has not been confined to any one section of the country. The prcmiotion of D. F. Crawford early in the year from general superintendent of motive power to general manager of the Pennsylvania Lines West, will also be remembered. It serves to emphasize the possibilities for promotion for mechanical department officers, and recalls also the deeply grounded understanding on the Pennsylvania that the chief function of the mechanical department is to serve the operating department to the best of its ability. Mechanical department men have viewed with delight the steady climb upward of W. W. Atterbury to the vice-presi- dency of the Pennsylvania, presidency of the American Rail- way Association and to his recent appointment as brigadier- general in charge of railway affairs in France under General Pershing. Mr. Atterbury started in as an apprentice in the Pennsylvania shops at Altoona, and in 1903 was promoted from general superintendent motive power to general man- ager, becoming a vice-president in 1909. H. C. Oviatt, who was appointed general superintendent of the New Haven at New Haven last spring, began as a locomotive fireman on that road, and rose to the position of assistant mechanical superintendent before being trans- ferred to the operating department. He has just left the New Haven to take an important position in charge of transpx)rtation for the American International Corporation, division of ship building, at Philadelphia. John Purcell, in charge of mechanical department affairs on the Santa Fe, has the title of assistant to the vice-presi- dent, which is well deserved, and we hope will some day be shortened by three words. H. H. Vaughan had this same title Ijefore he left the Canadian Pacific to engage in the munitions business. J. Hainen, in charge of the mechanical department on the Southern Railway, is also designated as assistant to the vice-president. Among present executive and operating officers who came up through the mechanical department are E. D. Bronner, vice-president and general manager of the Michigan Central; G. H. Emerson, general manager of the Great Northern, and M. K. Bamum. assistant to the vice-president, B. & O. Before leaving railroad service F. A. Delano, now on the Federal Reserve Board, rose to the presidency of the Wabash, and later of the Chicago, IndianafK)lis & Louisville. W. H. Marshall was general manager of the Lake Shore & Michigan Southern, and John E. Muhlfeld was vice- president and general manager of the Kansas City Southern We must not forget Frank W. Morse, was preceded Mr. Robb as superintendent motive power of the Grand Trunk and was vice-president of that system, and later of the Chicago & Alton, and the Toledo, St. Louis & Western; nor Jacob N. Barr, who was superintendent of motive power of the Chicago, Milwaukee & St. Paul, Baltimore & Ohio, the Erie, and later became assistant to the president of the Chicago, Milwaukee & St. Paul; nor G. L. Potter, who came up through the meciianical department and finally became a vice-president on the Baltimore & Ohio. The Car and Locomotive Market Railway Supply Field Concentrates on Orders for the Government. More Cars Will Likely Be Ordered THE car builders have completed the first car on the government orders for about 12,000 cars for the American forces overseas. The car shown in the illustration is a standard gage high side gondola and is one of the original order of 6,000 standard gage cars reported in last month's issue. The car has a capacity of 33 tons as compared with the usual four-wheel French car of not over 20 tons capacity. It is 30 ft. in length, its cubical con- tent is 1,386 cu. ft., and its weight is 32,800 lb. The car l)ody is built largely to French standards with side buffers and screw couplings, the last being necessary as it will operate with French rolling stock. It is, however, carried on American arch bar trucks, with standard M. C. B. journal boxes, and is fitted with standard American air brake equip- ment. The rod over the top of the car is to support a tar- paulin to protect the car contents, this rod being adjustable railroads or the governments of foreign countries. The total orders for locomotives during the months of August and Sep- tember were only 26 although it is a fact that the New York Central and the Norfolk S: Western did reserve space in locomotive shops for something like 270 locomotives. The total orders so far this year, including these resersations, now amount to 3,770 as compared with 3,067 at this time last year. The 1917 figure includes the government orders for 680 standard gage and 384 narrow gage locomotives, 2.406 locomotives for domestic use as compared with 2,043 at this time last year and 1,310 locomotives for export as com- pared with 1,024 last year. Exclusive of the government contracts mentioned above for 12,997 freight cars, there were ordered during August and September only 8,073 cars for domestic use and 197 cars for export. The total orders for domestic use at the Copyright, 1917, Committee on Public Information. United States Government Car Built for Service in France SO that it may be swung down along the side when neces- sary. The United States Government since August 18 has placed orders for 680 standard gage Consolidation locomotives, 195 narrow-gage Prairie type steam locomotives and 189 narrow- gage gasoline locomotives, all for service in France. It has also on order 9,000 standard gage freight cars on two dif- ferent sets of orders and 3,997 narrow -gage freight cars. The Committee on Public Information is authority for the statement that "additional orders for both narrow and stand- ard gage equipment are likely.*' This shows to what a great extent the United States Government is depending upon the railway supply field to help in the war. A glance at the figures of recent car and locomotive pur- chases will show, however, that outside of these government contracts but few orders for cars and locomotives have been placed during the past two months by either the American end of September totaled 51,228 as compared with 67,364 at this time last year and 50,159 this time in 1915. The export orders this year now total 26,047 as compared with 20,675 this time last year and 30,275 in 1915. It has been suggested that the American railroads might be called upon to send locomotives or freight cars overseas to France; in other words, to make the same sacrifices along this line that have been made by England. It is now be- ginning to be evident that this will probably not l>e done, partly because the American railroads are in no position to suffer the loss of this equipment, and also Ijecause there is considerable question as to whether the American e(|uip- ment could be used with the clearance of the railway lines in France. The railway supply field is being called upon to do what the railways might otherwise l)e called uix)n to do and the American railways should consider themselves fortunate that the supply field is in a position to carry out 537 538 RAILWAY MECHANICAL EXGIXEER Vol. 91, No. 10 this work. The American railways, however, will suffer seriously because they will be unable to get the locomotives that some of them have now had on order for some time. The government contracts will of course be given priority over all the business and it is likely that the contracts for foreign governments will come next. This may mean, for example, that a road which ordered locomotives four or five months ago for delivery next Fel^ruary may be al>le to get them, not in February, but if it is fortunate, seven months later, in October. This brings us to the matter of prices. The recent re- duction in prices of steel will therefore apparently have no definite effect upon the American railroads' opportunity to secure new e0 and 50 per cent of the capacity it can be seen that the chances for get- ting new cars is much Ijetter than the chances for getting new locomotives. The reductions in the prices for steel were announced on Monday, September 24. The reductions were the result of a more or less voluntary agreement of the steel producers with the \Var Industries Board and were based on the cost of production figures as ascertained by the Federal Trade Commission. The prices, which will apply alike to purchases by the government, the Allies and the pub- lic which includes the railroads as large users of steel, be- come effective immediately subject to revision on Januar\- 1, 1918, and are as follows: Price Per cent of Commodity an-l Ba^is agreed upon reduction Iron ore, lower lake ports *$5.05 .... Coke, Coniiellsvillc .• t 6.00 I'ig iron '33.00 43.1 Steel bars. Pittsburgh, Chicago t 2.90 47.3 Shapes, Pittsburgh, Chicago t 3.00 50.00 llates, Pittsbuigh, Chicago t 3.25 70.5 • Gross tons, t Net ton. t Hundredweight. It is understood that these prices will not affect existing contracts, but that they will probably be of more immediate Ijenefit to the railroads than the coal prices recently fixed, which applied only to the 20 to 25 per cent of the supply uncontracted for and which in many cases were higher than the prices agreed upon in long term contracts of large con- sumers. The agreement stipulated that there should be no reduction in wages and the steel men pledged themselves to exert ever}- effort to keep production up to the maximum. One of the big problems encountered was similar to that so often discussed in consideration of railroad rates, involv- ing the question of how to fix prices that would enable tlie small mills to produce without loss while preventing the larger plants from making too great a profit. It was settled by a plan which there has been great reluctance to apply to the railroad situation, of attempting to allow a fair price to the smaller producers, even if it does allow the larger pro- ducers a greater profit, but this decision was facilitated from the government standpoint by the fact that a large part of the profits may be taken by taxation. Pleasures will be taken by the War Industries Board for placing orders and supervising the output of the steel mills in such a manner as to facilitate and expedite the require- ments for war purposes and to supply the needs of the public in the best interests of all. Coincident with the announcement of steel prices, the priorities committee of the War Industries Board made public its first general priority circular, giving instructions as to I)riority in orders and work for all individuals, firms, asscxi- ations and corporations engaged in the prcxluction of iron and steel, and in the manufacture of their prcxiucts. The committee is composed of Judge Robert S. Lovett, chairman. Major General J. B. Ayleshire, George Armsby, Rear Ad- miral M. E. Mason, Edwin B. Parker, J. Leonard Replogle and Rear Admiral A. V. Zane. Under the regulations all orders and work are divided into three classes. Class A comprises war work, i. e., orders and work urgently necessar}- in carrying on the war. Class H comprises orders and work which, while not primarily de- signed for the prosecution of the war, yet are of public in- terest and essential to the national welfare, or otherwise of excei)tional importance. Class C embraces all other orders and work. All orders will be classed as Class C unless cov- ered by certificates to be issued by the committee. Orders and work in the other classes will have precedence and classes A and B will in turn be separated into .subdivisions composed of orders regarded respectively as of greater moment and to be given precedence in accordance with serial number. Cer- tificates will be issued upon application specifying the classi- fication of the order or work. Certificates of a sulxsidiary na- ture will he issued upon request for the furnishing of ma- terial and articles required in manufacturing the article or pro.secuting the work ordered. War orders of the Allies, as well as of the United States, will be placed in Class A in the case of those already contracted for. Orders previously placed by the War and Navy departments or the Shipping Board will be classed as subdivision A-1 of Class A unless otherwise ordered. Orders already placed by the Allies for war materials will be classed as subdivision A-2 of Class A unless otherwise ordered. Design of Heavy Helical Springs A Study of Spring Deflection with Computations for Single and Nest Springs, and Illustrative Examples BY G. S. CHILES AND R. G. KELLEY II [The first part of this article was published in the Sep- teml)er Railway Mechanical Engineer on page 477, of which the last five paragraphs are repeated here on account of an error in the text. — Editor.] In designing an inner coil to work with the coil of Exam- ple 3, that is to conform to the same free and solid heights, and the same fibre stress, it will be necessar>- to maintain the n same ratio of — which, for the outer coil, is 3.40. er «.•'• 4**a <• • • •> « .(16) But from equation (2) Therefore the cubical contents of the bar must be — d D h 4 (17) and assuming the weight of steel to be 486.6 lb. per cubic foot: w = 0.695 d D h (lb.) ....ii-..'i>. ■..»*.'...■, (18) Various other formulae are in common use, but they all give practically the same results, the principal difference l)e- ing due to the fact that different values are used for the modulus of torsional elasticitv, and the number of effective coils. In checking a "nest" of springs in order to determine the height for a given load it is necessary to determine the load which will compress each individual coil a fixed amount, preferably solid. One method, in which the calculated and test curves for a four coil spring are given, is illustrated in Fig. 9. The tabulated data in the upper right hand corner comprises all the information respecting the various coils. Each individual coil is calculated separately, the values be- ing found in the order shown in the table. The theoretical curves are drawn in dotted lines, being merely straight lines joining the free height point with the point correspond- ing to the load required to compress the coils of the spring solid. The points to which the complete spring curve is plotted represent the sum of the values obtained by adding the values of the similar points of the four separate coils. Each coil of a "nest" of springs built to the above speci- fications was tested and plotted as indicated, then the four coils were assembled and the complete spring tested. These theoretical or calculated and actual or test curves approximate each fairly close, the outer and second coils being slightly low near the top, while the outer coil goes solid at 7-^^ in., or 34 in. higher than called for in the specification. This 539 540 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 action on the part of this one coil of course caused the complete spring to become solid at 7>4 in., and decreases the capacity of the complete spring some 2,000 lbs., inas- much as it goes solid at 29,000 lb. instead of about 31,000 lb. In Fig. 10 are shown the theoretical and actual test re- sults for another four coil spring. The size of the Inxr for the various coils is the same as in Fig. 9, as is also the outer diameter, but the solid height has been increased I3/2 in.; i.e., from 7^1. in. to 9 in., and the free height of the three outer coils has been changed from llj4 in- to 13^ in., the inner coil only going to 13 in. A corresponding increase in D y and n will be noticed. The values for — and R are the d same in Figs. 9 and 10, but the values for L, S and P are slightly different. The fibre stress of the three inner coils is slightly greater in Fig. 10, and the load correspondingly so, but the inner coil, due to a free height of only 13 in., has a smaller value for 5 and P than that of Fig. 9. While the total deflection of the inner coil in Fig. 10 is greater than that for the same coil in Fig. 9, (4 in. as against 3^i in.) the deflection per coil is as 4 divided by 20.57, and 3.625 divided by 17.14, or 0.194 in. per coil for Fig. 10, and 0.211 D in. per coil for Fig. 9. Since — is the same for each coil, d the fibre stresses are to each other as the deflection per coil. height. The load carried by the coil in question, and conse- quently that by the complete spring, can be altered by either of these methods. The load on any coil can be varied in much the some manner, that is, either by increasing or decreasing the fibre stress; the load increasing directly as the fibre stress is in- creased and vice versa. The following data may be instructive in that it brings out very forcibly the fact that, in the case of a spring com- posed of two or more coils having approximately the same D value of — and the same solid and free heights, the loads d carried by each coil bear the same proportion to the total load as the weight of each coil does to the total weight of the complete spring: Second 34 7,150 25.8 26.2 Third 3?k ii 13 2,500 9.8 Complete Inner Spiing S 1,000 3.8 3.7 Number of Coil Outer Outside diameter (in.) 91-2 Diameter of har (in.) If^ Weight of coil (lb.) 80 Weiclit carried bv coil at a height of 10 in (lb.) 16,600 Per cent of total weight of spring. 60.6 Per cent of total load carried at 10 in 60.9 26.2 9.2 Note. — Solid height 9 in. and free Iieight 13 in. for all coils. T) for — are the same as shown for coils in Figs. 9 and 10. d The above data was compiled by first calculating and then weighing and testing a spring built up of four separate coils, and it is plainly evident that the figures verify 132 27.250 100.0 100.0 Values /O IS 20 2S Load- Thousand Pounds. 30 3S 40 Fig. 9 — Calculated and Test Curves for a Four Coiled Spring In Fig. 9 the actual heights fell below the calculated heights for the two outer coils, and also for the complete spring while in Fig. 10 the actual heights are above the calculated heights for the two outer coils, and for the complete spring, but are below those for the two inner springs. Differences such as these can usually be, partially accounted for at least, if the various dimensions are checked carefully, and the actual values used in the calculation rather than the speci- fied values as was the case in both Figs. 9 and 10. D It will be noticed that, as the ratio of — becomes less, the fibre stress when the coils are solid increases; this is true only when H and h are equal. In case the fibre stress of one coil is too low, it is only necessary to increase the free height of that coil; if it is desired to decrease the fibre stress of one or more coils, it can be effected by decreasing the free the statements just made. Thus, in line 4 of the above table we note that the weight of the outer coil is 80 lb. and the weight of the entire spring is 132 lb. Thus the percentage of the weight of the outer coil to the weight of the spring complete is 60.6 per cent, which is the value shown in line 6 of the column referring to the outer coil. Similarly, in line 5, we find that the weight carried by the outer coil when the spring has been compressed to a height of 10 in. is 16,600 lb., which is 60.9 per cent of 27,250 lb., the total weight carried by the entire spring when it stands at a height of 10 in. These values of 60.6 per cent and 60.9 per cent check each other very closely. Knowing the total load carried by the entire spring, the weight of each coil and the weight of the spring complete, this constitutes a simple method of determining approximately the load which will be carried by each coil. In compression, as in tension springs, the load is exerted October, 1917 RAILWAY MECHANIC/iL ENGINEER 541 axially, and any section of the bar is subjected to torsion. The twisting moment PR must equal the moment of the shearing stresses, or from equation (5) we get: STANDARDIZATION AND IMPROVED LOCOMOTIVE SERVICE BY GEORGE ARMSTRONG Standardization as reflected in past efforts of railroad equipment builders and designers has been aimed toward the securing of a more universal application of a few par- ticular types of equipment. There are, however, other pos- sible phases of standardization, applicable to existing equip- rhe formulae for torsional strength and stiffness given ment, and which, in the strenuous pressure of war times, r R = — s. 16 P R .(19) and S = 16 P R V d' .(20) 16 above are based on the polar moment of inertia, and polar modulus, but it should be kept in mind that they hold true only as long as the unit stress does not exceed the elastic limit of the material. The assumptions used in developing the theory of torsion are not strictly applicable to any but circular .sections. St. ^'cnant found in his investigations on the strength of square and rectangular sections that the greatest stress and strain occurred at the middle of the (longest) side of the section. deserve serious consideration. Material is difficult to ob- tain, manufacturing facilities are over-crowded, and trans- portation demands are such that every availal)le source of ])ower is required for the highest i>ercentage of effective service. Not only do the exigencies of war time operation demand that ever}- effort be expended to keep transportation equip- ment in service, but this must be done with as small a drain as })ossible upon the other necessary industries. All un- 20 2S / '"ocf-Thousancf Poancfs. Fig. 10 — Similar Curves to Those Shown in Fig. 9 for a Longer Spring Using the values as found in his experiments for square sectioned steel, the following is obtained: p R s — .208 d= .208 d"- S .416 d' S P = or R I) 7.16 P R- L 1.79 P D» L ■ ~ G d' G d* 45.00 P R" n 5.62 P D' n or .(21) (22) (23) (24) G d' G d' The weight of bar, \v ^ 0.88 d D h (lbs.) where, d equals side or square. Comparing the formulae for square section and circular section springs of equal areas (weight for weight) we find a closely coiled circular section coil spring of given diameter is almost 1.4 times as strong and will absorb 1.6 times as much energy as one of square section of the same diameter Life of Cast Iron Pipe. — The Illinois Central reports that some 6-in. cast iron pipe which had been in service for 40 years was found in such good condition on the relocation of its shops at Centralia that it was used again. necessary waste of labor or material, loss of time because of equipment unnecessarily standing idle, and every needless operation performed either in the transportation or manu- facturing industries, is more than a waste affecting the in- dividual or corporation — it is an economic waste affecting the nation. Never before have we had so forcefully im- pressed upon us the fact that our obligations are broader than the individual; in a new and larger way we are being brought to realize our obligations to the state and to society. Effective service from equipment implies a minimum delay for repairs. This delay is the time necessary to perform the required repairs, the time for preparation of the needed ma- terial and the unnecessary time lost in waiting for material not available. Each contributing factor is susceptible of improvement Methods for more efficient employment of labor have been expounded in the past and are, or at least should l)e, well known. Delays due to material may be reduced by: First : Group assignment of power to reduce the required stock of material. Second: Standardization so that a stock of partially or 542 RAILWAY MECHANICAL ENGINEER VcL. 91. No. 10 wholly completed parts centrally produced, may be main- tained. Third: Standardization of other parts not susceptible to centralized finishing, thereby reducing the required sup- ply of raw work and the possibility of shortage. ASSIGNMENT OF POWER. Much needless duplication of stock is often necessitated by an assignment of power so that several engines of a small number comprising a class, or similar classes, are distrib- uted over many divisions rather than group assigned to one division, or at least to a few divisions and those adjacent, if possible. Often there is no reasonable excuse why this equipment cannot be more compactly assigned, while a care- ful consideration and group assignment will often permit a substantial decrease in the idle investment in raw mate- rials scattered over the railroad at numerous points for protection against failures. Each piece of material unneces- sarily stored at some point, each piece unnecessarily used, is an additional drain on the industrial resources of the countr}', and prevents the production of some article which may be badly needed. Needless demand for materials, however small, in the aggregate may be a powerful factor tending to increase the railroads' "cost of living," already disproportionately high. Every useless operation performed in the repairs to equip- ment adds to the increasing shortage of labor. The highest patriotic duty demands the utmost conservation of natural and industrial resources consistent with unimpaired effici- ency of the transportation service. One railroad having 35 Mikado type locomotives equipped with Sy^-in. cross-compound pumps has this equipment scattered over various divisions, requiring the maintenance of repair parts for these pumps at eight points. One divi- sion alone has 56 Mikado engines assigned to it, and con- sequently it alone could easily utilize these 35 locomotives, therein' reducing the stock of parts required, as only the two terminals at the end of the division and the point shop- ping these engines would require repair parts. Another example is the assignment of one class X-l pas- senger locomotive on a division where part of another class of practically similar tractive effort and general dimensions is in use so that a locomotive of this latter class could have l^een transferred from another division and the class X-l engine used on one of the four other divisions to which the remaining engines are assigned. Six switching engines, class B-25, are distril)uted so that five are at one terminal and one at another terminal 500 miles removed. Ten class B-62 switching engines are dis- tributed, nine at the same terminal as the B-25 noted above and one at a terminal 700 miles away. A distribution of class M-10, M-11, M-12 and M-13 Consolidation freight locomotives is promiscuously made over several divisions upon any one of which these particular classes will give equal ser\Mce, as the engines are of practically the same proportion and tractive effort. STANDARDIZATION OF PARTS. Standardization of parts, as far as possible, has still greater possibilities for resulting in improved effective equip- ment than assignment of power. The multiplicity of parts required where no attempt is made at .standardization often results in unneces.^arily long delays in returning equipment to service when repairs are required. The benefits to be derived from standardization are: First: Reduction of the investment in idle stock. Second: Decrease in the possibility of waste through eventual scrapping of obsolete material. Third: Greater possibility for checking consumption of material and elinvnating waste due to improper maintenance factors. Fourth: A substantial reduction in the cost of manu- facturing standardized parts through centralized produc- tion*. One railroad has three styles of 12-in. piston valves, one style of 13 -in., two of 14-in. and one of 16-in. used on a total of 12 different classes of equipment. A slight modifi- cation of the various valves and bushings would allow the use of one 12-in. and one 14-in. valve to cover the require- ments. The 12-in. valve could be adapted to the engines requiring 13 -in. valves by increasing the thickness of the steam chest bushing. The 14-in. piston valve could be adapted to the cylinder requiring the 16-in. valve through similar means. These modifications would allow the ma- chining of the bull rings, followers, valve body and packing rings at a central shop and they could be distributed to the various points requiring them. This cannot be done to advantage where seven valves are required, several of which are used on only a total of 20 or 25 engines. These modifi- cations would not only effect a reduction in the cost of mak- ing these parts, but would often assist in a ready turn of power owing to the possibility of maintaining a stock of completely machined castings. Under the existing conditions, these engines require 21 castings for the various valve parts, four for the piston valve packing rings and seven for the steam chest bushings, a total of 32. If modified, as outlined, only six different castings would be required for the valve parts, two for the packing rings, two for the bushings and two for the adaptor bushings mentioned for the 13-in. and 16-in. valves, a total of 12 castings. Another item, a prolific cause of holding power where no attempt is made at standardization, is grate material. One eastern railroad has solved this problem by reducing its number of grate castings from 25 or 30 to 5 which fill the re- quirements from Santa Fe and Mallet type locomotives to the small locomotives with narrow fireboxes set inside of the frames. In addition to reducing the number of grate cast- ings required, attention was also paid to the center and side bearing bars, resulting in a substantial reduction in the number of different castings required for this purpose. Another ea.stern railroad has solved the oil cup and grease cup cover question by adopting one casting for all classes of power and for both oil or grease cups. When the cover is to be used on an oil cup, it has a small hole drilled through the center, otherwise it is only turned and threaded when u.'^ed on a grease cup. This cover is adapted to the various sizes of oil cups by means of a renewable steel bushing manufactured in quantities on a turret lathe and which is either screwed into the rod or dropped into place and pinned or secured by electric spot welding. As the threads in this l)u?hing can be maintained standard, the possibility of losing loose oil cup covers is materially lessened. Another expedient adopted by a number of railroads, which is resulting in a considerable reduction in inaterial and labor, is the short pilot made from scrap, either old flues or steel car parts. Many railroads still maintain the long nosed pilot projecting beyond the face of the coupler. Much needless destruction results, due to contact between two pilots of engines head-end on at an ash pit or at other points around terminals. In addition to overcoming this loss, the short pilot is considerably cheaper to manufacture. Crosshead and knuckle pins afford another large possibil- ity for standardization and consequent economy in the use of material. Often slight variations in the diameter or length, or even in the thread of the nut are made which cannot be justified. These pins are admirably adapted for quantity production on a high duty turret lathe from old axles without any work being required to draw them down. These steel axles are otherwise serviceable only as scrap, as * See Railuny Mechanical Engineer, Tune, 1917, page 289. October, 1917 RAILWAY MECHANICAL ENGINEER 543 the large amount of scrap steel axles accumulated on the average railroad in the course of a year cannot all be utilized in making small forgings. The production of these in large qiKintities, roughed down in two sizes to within either a quarter or one-half inch of the finished size ready to be fitted, as is one railroad's practice, will often assist materially tlu outlying terminal in quickly returning power to service instead of its being necessary to forge a pin under the ham- mer, or waiting until one is obtained from the nearest shop. Front, back and intermediate crank pins can also be made in this manner, being finished complete with the exception of the wheel fit. Driving boxes, shoes and wedges, cylin- ders, smoke stacks, exhaust nozzles, injectors, air pumps and air brake fittings, truck side frames, crossheads, valve gear parts and numerous other parts present possibilities for standardization and substantial economy in maintenance costs and reduction in terminal delays. The subject of group assignment of power, standardiza- tion of parts and centralized production has always afforded substantial reward for serious consideration, but their pos- sibilities are particularly advantageous under present con- ditions. While standardization applied to existing power might seem expensive when viewed in the aggregate, its value, particularly when accomplished at the time locomo- tives are overhauled, will warrant the most serious consid- eration. m Railway Engineers Now in France Press Despatches Tell of Interesting Experiences of the American Corps in London and at the Front ^ ^T^Y day and by night the men of the American regiment r\ of engineers which has taken over a nimportant line ^"^ of French strategic railways are hauling tons upon tons of ammunition and other supplies to the French army units operating against the Germans. "The American regiment," continues an Associated Press despatch, "has been turned over as a unit to the French and is getting all its supplies except clothing from the French government. The officers and men entered upon the work with the greatest enthusiasm, and they have been under Ger- man bomb and machine-gun fire from airplanes. "Within the last few nights a heavy train of supplies hurry- Cofyright by Underwood & Undertvood. A'. Y. The Stars and Stripes at the Head of the Engineer Corps — London ing toward the front was attacked by several enemy planes. None of the bombs came dangerously close, but every time the fire-box of the engine was opened for stoking the planes swooped down upon the train and spattered it with steel- jacketed bullets. "This fire got so hot that eventually the train was stopped, the crew taking refuge beneath the engine. Relating their e.xperience afterward these trainmen rather 'swanked* about it over their inexperienced brothers. "The spirit of adventure is strong throughout the American ranks and the engineers who so far have not been bombed are openly jealous of their more 'fortunate' comrades. So far none of the regiment has been under shell fire, but the men may yet have a taste of the noisy German 5.9s and the whistling 'Percys,' 'Wooly Bears' and 'Whiz-bangs.' "There is a great spirit of comradeship among the officers and men, most of whom have worked together and have known each other for years. The regiment is known as an operating unit as opposed to the engineers enlisted as con- struction units. "Before proceeding to the front the regiment was quartered in a little French town within the zone of the French army. The arrival of the Americans at this town was kept secret and they marched into the place late at night after all lights had been extinguished. The soldiers were not allowed to smoke, strike matches or say a word. Despite the stealthy entrance, however, the French townspeople knew quickly of the arrival and soon the streets were filled with a quiet throng which joined in among the Americans and paraded with them arm in arm. "It was one of the strangest welcomes any troops probably ever received anywhere, but it was at the same time one of the most sincere." THE PARADE IN LOXDOX Before landing in France, the railway engineers were in England. They were in training for a time and paraded through London. A London newspaper clipping received from one of the American engineers indicates what a holi- day the English made of this parade: "Yery early in the morning people discovered their view- points and waited patiently watching the enormous crowds that joined us. Traffic was diverted or stopped altogether. Shops were shut and business suspended and later the meet- ing of the War Cabinet itself was adjourned so that the prime minister and his colleagues might become as the peo- ple of the streets making greeting to the men who 'mean to see it through.' . . . Londoners are not very ready to cheer. Theirs is the way of silent tribute. But yesterday they forgot the silly traditions of British reserve. They might have been Irish or Italian in their wild enthusiasm. For, as the first Americans were seen, cheers were raised such as have never been heard in London. . . . Louder and still louder rose the cries as the Stars and Stripes came in view. Soldiers in the crowd saluted; men raised their hats, and women threw their flowers and waved their handker- 544 RAILWAY MECHANICAL EXGLXEER Vol. 9L No. 10 chiefs — and some of them sobbed happy tears of pride such as no man or woman need remember with shame.'* NKW K.V(;iXEER REGIMENTS TO BE RAISED Ahnost coincident with the news that the railway engineer regiments are now at work in P'rance comes the news that there will be organized additional engineer regiments and that the present nine railway regiments will each lie in- creased in size. In General Order No. 108, just made public by the war department, the President directs that there be organized for the period of the existing emergency, the enlisted strength being raised and maintained by voluntary enlistment or draft, si)ecial and technical engineer troops, including six regi- ments, and additional .^mailer units of engineers for each arm\ and 14 regiments for the line of communications, the organization of the latter being under the direction of S. M. Felton, director general of railways. The authorization for the line of communications, which includes the nine railway regiments already organized, but also provides for an increa.se in the number of men in each company, from iJiO to 250, is as follows: 1. A general construction service, consisting of the fol- lowing: 1 regimental headquarters, 6 engineer companies (construction), 6 service battalions (4 companies each). 2. An engineer supply service, consisting of the follow- ing: 1 regimental lieackiuarters, 2 battalions of engineers (supply) of .1 companies each, 2 battalions of engineers (workshop) of 3 companies each, 3 service battalions (4 companies each). .>. A forestry service, consisting of the following: 1 regi- mental headquarters, 10 battalions of engineers (forestry) of 3 companies each, 9 service battalions (4 companies each). 4. A (juarry service, consisting of the following: 1 regi- Ccfylght hy Inilrrtiioil fi" l'ves. The fire- box is radially stayed, and a total of 462 flexible stays are used in the water legs. Of these, 286 are placed in the sides; 84 in the backhead and 92 in the throat. In addition, four transverse rows of expansion stays support the front end of the crown and one row is used at the back. The equipment of hand-holes and wash-out plugs is un- usually complete; and a man-hole, 1552-in. in diameter, is placed on the round of the boiler on the left hand side, just forward of the firebox. The dome is of the built-up type, with an inside diameter of 30 in. Three safety valves are provided, one of these being mounted on the dome cap, and 545 5-14 k- \ii.\\ \^ M I \Mr.\i. i:.\(,i\i;Kk \';ii.. 'M. X„. lo thicf> — ;inhanie."" N"l\\ I \<.l\l 1 k KI^.1\II.\|•^ !<• l;l 1<\1>I1) .\lnio>t loim itlent with the new.- tliat tlu' railway enizineer reiiinunt- ari- now at work in I'raiue »"oine> the new> that there will In- ori:ani/id additional enijineer regiment- and tliat the |»re.-ent nine railway reijinieiil- will eaeli I.e in- i rea.'»ei/e. In. (itiural ( )rder No. ics. ju-t made puMii lt\ the war tini,' emergent), the eidi-led -treiiLjth Liinil raised and maintained Ia vohmtarx enli>lment or draft, .-pei.ial and tii hnit al eimineir tr. inehidin'4 -ix rei,d- im-nt-, anil additional >maller unit- of euizineer- f(»r eai h arm\ and I;4;Ti.'!4irtVents for the line of * otnmuniration-. the or','ani/.at<> to 25'). is a> follow-: 1. A ixenerul Von-trui ti»in -erviie. «-on-i-linu of the fol- lowinir: 1 reuimenial head<|uarter-, 'i eiiiiineer icmpanie- (con^iruetion )i. ;(); ^^:rv:ivt^ hattalion- (4 (ompanii- ea< h ). 2. An civ^ineer -upply .-ervieo, ronsistinij of the follow- Ihn: 1 reuinHui.iI head(|uaitir-. 1 hattalion- of em: nrer- (.-upplv) «rf .-i eompanie- ea«h. 2 battalion- of en; of tti^ineers (fori'stry) of .■; eompanii'S eaeh, <> >er\ ii c liattalion- (4 eom|)anit- laeh). 4. A <|uarry -erviie, lonsi-tinu of the following': 1 retji- American Soldiers Passing over Westminister Bridge, London mental headi|uarter.-. 2 i eompanie- ea»h. S -erviie battalions (4 lomjiaiiies eath). ,^. .\ liuht-railway serviie, lon-i-tiiiLj of the follow inu: Con-truitiiindepartmeni. 1 regimental hea(l»|uarter-, .> bat- talions of enuineer- (railway) of .•> lomjjanies each, .i serv- ice battalion- (4 lompanie- each); dperation and mechanical department. 1 rcLrimeiital head<|uarter-. 4 liattalions of engi- neer- (railway) of .•; eompanies each, S service battalions (4 eompanie- ea< h ). 'i. .\ standanl-izam- railway service, consistini^ of the followinc: Con-truition de|)artment-, .> rouiments of entji- neer^ (railway) (the 11 th. l.^th. loth, 17th and 1 >Sth en.^i- ju-er-. r.iilway. Xational Arm\ ), S -ervii e battalions (4 com- panies each): operation and maintenance department. 2 rei;.' mental head.|uarter-. (i battalions of emiineer- (railway) i .> lomjianie- each. .^ .-ervice battalion- (4 comp;inie.- each i mechanical and -upplie.- department. 1 reuinieiu of enninei; (-hop) (I'nh enu'ineer-, railwax. Xational .\rmy). 1 i.a, talion of engineer- (railway) of .-i eompaiiii-, 1 -ervice \k\\ talion (4 com|ianie.- ). ()f these the reii'm/nt- for the general con-truction -ervin till- entiineer su|>|tly -i r\ ice. the fi^re-try -erviie. and the lit,'li railway .-ervice are new. I lie '^ re<,'iment> already orizani/.e' are the 11th to the I'nh. inrlu-ive. The 2. <". I he 21-t eiiuineer-, for ((instruction of liuli railv.: y-, is beny or^ani/ed at (amp (Irant, kixklord. 111. under Cil. l\dward Peak, with 11. \. Slifer. con-ultin!4 en ■ (<>,/ A Rest After the Enthusiastic Parade yineer and t'ormerly general manager of the Chicago Great We-tern. a- lieutenant colonel. Service battalion- will be tran-ferred from one -ervice to another a- may be necessary. Knuineer tr(M)ps of a s|)ecial -er\ ice may be utilized in another enyineer service in the di-t retion of the commanding; general concerned. Railway operatinu and shop tnnips. forestry tr(M)])S, and -er\ i( e battalions will be e(|uipped a- infantr\-, but only in jier (iiu will be armed. e\ce|)t during training, when all will 1)1- aimed: non-commissioned otTicer- of these oriiani/ation- will be armed with pistols. .\11 other -peiial eimineer troops will be armed a- divi-ional enuineer troops. rile National .\rmy (antonments will be utilized for the oru'anization of tlu' unit- herein authorized. 'I"he canton- ment at whiih eai h imit is to be ortiani/ed will be deter- mined by the chief of engineer- after con-ultation with the i|Uarterma-ter ^iiui.il. When neee-.-ar\ for -pecial eiiu'i- neer traininu. these ori;anization< ma\ be -ent to one of the reiiular emiineer traininL; (ain|i-. I he -election of ofl'n «.r- for these regiments i- under the dire(ti(;n of Mr. I'ellon. ("apt. I'. N. Sanctuary of his staff beiuL' in ihar^e of matter- of per-onnel. kailwa\- men who Iia\e been drawn under tlu' terms of the selective service act may be iran.-ferred to the ennineer reuiments. Ki ■>^l\\ Kmi.w AN l.ow. The I'etrourad news|)aper- an- nouiKe the forthcoming i— ue of a -econd -o-called railway loan. The money will be u-ed for 17 railway companies wliiih have been taken over by a .-yndiiate of liank-. 'The lean will be for rbl-. 7,^n,()(H).()0() ( .S.>.S(»,()(K),()()()). the rate of interest 4' j per (ent. and the pri(e of i.. :r-: ^^ RissiAN Decapod Locomotives Built in America for Russian GoNcrnnient; Important Russian and American IVactices in the Design 0\ r. (if ku>.-i;r> in()>l iin|Krati\\' lU'rd-. at llu- j)rt'scnt time, i- iiKTcascd tran>|»()itati()n faiilitic.-. Addi- tidiKil motive pouir and rolliiii^ >lo( k. arc urt^cntl} rc(|iiirL-d, and Anuriiaii maiuiiai tun-is are lurni^liinu loio- ni()livt'> and lar^ in larue numbers, as ra|iidl\ as I'aeililies ill |n.;m:t. Since the >ummer of 1014 tlie total numher of ;uav\ freiuht h.eomotiws ordered Ia the Ru-^sian (iowrn- nunl rail\va\> from the Baldwin Eoicmotive Work- and the American Loioniotivi.' ('om|ian\ i> 12S1, the former k mi] tany furnishini; 725 and the latter 5(i(». These enuine> prohaltl}' Mh-iituti.' the mo>t n(ttaliie uroup of heav\ |to\ver ever shipped ;'. Ameriean huomotive laiilders to a foreiun (dimtry. Those h-t onlered will 1k' completed diirim: the year I'HS. In ad- main line and .v^O ft. on >idiii£js, and U) handle 1 .."»00 nieiric tons up a urade of ().»S \kx cent, al a >|Ked of ^ to lo ni. [). h. Ihev have ample c;i|)atit\ for dtiii^g tlij.*. ^vliik.\vorkil»g at a fairly et-on(;mical cut-off. ^^ " "'^^ The I<;comotivt'S ii(!\v iteiuiT Imill l>y i!u li.dduin Locomo- tive \Vork> and the .Vnieriean l^ocomotive cc.mpaiiy are i can. therel'ore. haiidk' them without (lilTutllty.- ....... /'•.•.. The hoiler i.- of the >traii,dit t«i|i l\j»e, with a wide firel»o\ which i> |)hKed aliove the rear pair of driviim wheel-. The hoiler center i- placed 1<' ft. a hove the rail, and tlii- allows Riissinn Government Decapod Locomotive dition. 50 lupplied ''!> tlu' Canadian Lo(«:niotive ("ompanx. rile de-i^n and con-truction of these locoir.otivi'- were inder the direttioii of A. I. Lii)tt/.. chief of the locomotive division of thr Ru-.-ian Mission on Ways of Communication in thi- countr\. They have hien huilt on a numlHT ot dit- lereni order>: hut. althouuh the later engine- i)resenl various ^haiiyes in details, as comi)ared with those first constructed, the locjjmotive- are all of the same ueniral design and haul- in;.,' capacitv. 1 he wheel ananu'ment i- 2-10-0, and the tractive force e.xerted is .^L.^OO Ih. The maximum load per driving axle is limited to 1<)' j metric ton-. The loiomotives are de-iiriu'd to oj)orate on curve- of 700 ft. radiu- on the ample room for a deep throat, and for the in-talhition «>f a Security sectional an h supported *)n wator-tuiio. llu' tiro- l)ox is rad'illy stayed, and a total of 44 in till- hackhead and '^2 in the.tlirnat. In addition, four iran-vei-e rows of expansion .-tays support the fn«it viHl of the cnnvn and one row is u>ed at the hack. rile equipment of liaiid-holes and uasji-out ]ilut;s is un- usually lacei<) in. Three >atVtv valve- are provided, one of these heinLC mounted on the dome cap, and 545 546 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 October, 1917 RAILWAY MECHANICAL ENGINEER 547 the other two on a specialy designed turret, placed over the firebox and immediately in front of the cab. Two whistles are also mounted on this turret, and the rigging is so ar- ranged that one of them can be blown from the train, by means of an outside cord connection. The throttle valve is of the sliding type, in accordance with This construction replaces the single damper opening in the bottom of the box, which is ordinarily used in American loco- motives. The cylinders are of the two-piece t}pe, designed in accordance with American practice. The steam distribu- tion is controlled by 12-in. piston valves. These are fitted, at each end, with light cast steel heads and spiders, between which is placed a cast-iron bull ring. The heads and spiders are mounted on the valve stem, which is extended through the front head. The packing rings and steam chest bush- ings are of gun-iron. The Walschaert valve gear is applied. A View of the Back Boiler Head with the Cab Removed Russian practice with a small auxiliarj- valve which opens first, facilitating the opening of the large valve and this same small valve is used when drifting on engines which have no by-pass valves. It has outside connections with the lever in the cab and is arranged to open with a downward movement of the slide. There are two ports in the vertical throttle-pipe, and they are tapered in width, so that a very small opening ^41 ^ef^ n'o'Long. Half Sections Through the Firebox and Snnoke Box in combination with a screw reverse mechanism of Russian t}7)e. The pistons are of rolled steel, with extended piston rods, and the crossheads are light steel castings sliding on single bar guides. The back end of the main rod is fitted Bolter of the Russian Decapod Type •can be obtained. Springs are provided to assist in holding the slide against its seat. These locomotives use superheated steam, and are equip- ped with a 28-element fire-tube type superheater. The super- heater damper is arranged with several openings, which are placed in the front wall of the box enclosing the header. with a forked stub of Russian design. A steel filling piece is slipped over the fork between the brass and the key and this filling piece is fitted with a lug through which pass the two key adjusting bolts. Some of these locomotives are equipped with the Zyabloff by-pass valve. This device is arranged with a pipe connec- 548 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 tion 4 in. in diameter, which communicates with the steam ports at each end of the cylinder. In the center of this con- nection is placed a vertical plunger, formed in one piece with two pistons. When the throttle is open, steam acts on the power {)iston, pushing the })lunger up against a spring, and closing communication through the pipe connection. When the throttle is closed, and the steam pressure is relieved, the spring forces the plunger down, and there is free communica- tion between the two ends of the cylinder, .\nother device of ^A^ -241 -^-^-H -21- cone, which can be raised or lowered. W^hen in its top posi- tion, all the exhaust steam passes out through the interior of M) V^ O ~^ "^ i ^—^ « ^ Piston Valve for the Russian Locomotives special interest is the Shukaloff drifting or vacuum relief valve, which is used in conjunction with the Zyahloff by-pass valves. This valve communicates with the superheated steam section in the smoke-box header. When the engine is using steam, the pressure forces the valve down and holds it shut. When, however, the engine is drifting and a vacuum is cre- ated in the steam passages, the valve rises from its seat and air is admitted through a suitable strainer. At the same time, a pipe connection is opened, tlirough which a small quantity of saturated steam is admitted to the superheater header, and thence to the cylinders. This assists in Ijreaking the vacuum and in keeping the valves and pistons properly lul^ricated. steam Drying Baffle Plates in the Dome of the Russian Locomotives the frustum; and when it is lowered, an annular opening around the frustum is provided in addition. The frames are vanadium steel castings, 4J/2 in. in width, Secfion A-B. Details of the Throttle Valve and Standpipe The exhaust opening is varialjle and is worked, through and placed 43 in. between centers. The equalizing rigging suitable connections, by means of a hand-wheel placed in is anchored to the frames between the third and fourth pairs the cab. The exhaust nozzle contains a hollow frustum of a of drivers, but is so arranged that, if desired, it can be October, 1917 RAILWAY MECHANICAL ENGINEER 549 changed and anchored Ijetvveen the second and third pairs. The leading truck is equipped with three point suspension links, and is equalized with the drivers in the usual manner. The driving-wheel centers are turned to metric measure- ments, and the tire widths and transverse spacing also con- form to the metric system. The wheels are designed to bal- ance approximately 45 per cent of the weight of the recip- rocating parts. The driving tires are shrunk on the centers, to a large number of these locomotives, but the last 500 thus far ordered are being equiped with a special type of hand- operated door, designed to swing inward. The air sanders used on the engines recently built and now under construc- tion, are arranged to deliver sand in front of the leading and main drivers, and to the rear of the main drivers. f— 71-- H ■*'♦" Shukaloff Drifting Valve and are held i)y set screws and retaining rings in addition to the usual shoulder. The tires of the third, or main pair of wheels, are flangeless. The front bumper is of steel built up, and screw couplings and spring buffers are applied in accordance with Russian railway practice. Two large signal lamps are placed on the front bumper when running forward and at the rear end Variable Exhaust Pipe for the Russian Decapod Locomotives Oil lubrication is applied to the crank pins and journals, and as the oil used is of a light quality, the journal boxes are provided with syphon wick feeds to prevent waste. Owing to the severity of the climate, the cab. which is of steel, is lined with wood and is arranged so that it can be of the tender when running backward, while the headlight is mounted on top of the .-make box. Included in the equipment of these locomotives, are Rus- sian-Westinghouse automatic air brakes, LeChatelier cylin- der water brakes, electro-pyrometer for indicating super- heated steam temperatures, and a six-feed mechanical lubricator. The injectors are of the Russian vertical type, and are mounted on the back head. In connection with them, sprinklers are applied for the ash-pan, smoke-box and cab deck. Power-operated fire-doors have been applied completely closed in at the sides. Special attention has been given to such details as steps and running boards. In accordance with Russian practice, the running boards are provided with outside hand rails. The tender is mounted on two four-wheeled, arch-bar trucks. The tank is of the water-bottom tvpe. and is equipped with a water level indicator. A radial buffer is applied between ' the engine and tender. These locomotives, after being completely erected and tried under steam, are stripped; and each engine is shipped 550 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 in 34 packages. All the parts are boxed, with the exception of the boiler, driving-wheels, engine truck and tender wheels, and tender truck frames. The heaviest package, apart from the boiler, which weighs 56,450 lb., is the box containing the tender tank and various tender details. This box weighs 29,700 lb., and measures 25 ft. 4 in. by 10 ft. 4 in. by 8 ft. 3 in. The frame box, which contains one pair of frames complete, is also notable because of its size, as its measures 38 ft. 7 in. bv 3 ft. 6 in. bv 1 ft. 3 in., and weighs 17,200 lb. Further particulars of these locomotives are given in the table of dimensions: General Data Gage S ft. Service Freight Fuel Soft Coal Weight in working order 201,000 lb. Weight on drivers 176,500 lb. Weight on leading truck 24,500 lb. Weight of engine and tender in working order (about) 333,400 lb. Wheel base, driving 18 ft. 8 in. Wheel base, total 27 ft. 10 in. Wheelbasc, engine and tender 60 ft. 3^5 in. Cyliinlrrs Kjnti Simple Diameter and stroke 25 in. by 28 in. — 7 ji' Taper ,- '--H ti i>^^' t*----i H T I I -K K2^-4|--f--?|--^ Details of the Main Rod Stub / 'ahcs Kind .■../.■ Piston Diameter 12 in. H7/<-- four years, and a thorough examination .shall be made of the entire interior of the boiler. After flues are taken out the inside of the boiler must have the scale removed and be thoroughly cleaned. This period for the removal of flues may be extended upon application if an investigation shows that conditions warrant it. *^Rule 16. — The date for removal of lagging for the pur- pose of inspecting the exterior of locomotive boilers as pro- vided by rule 16, except where indication of leaks exist, shall be advanced for a period equivalent to the duration of the war. "Rule 23. — Method of testing flexible staybolts with caps. — All flexible staybolts having caps over the outer ends shall have the caps removed at least once ever)- two years and also whenever the United States inspector or the railroad com- pany's inspector considers the removal desirable in order to thoroughly inspect the staybolts. "The fireljox sheets should be examined carefully at least once a month to detect any bulging or indications of broken staybolts. Each time a hydrostatic test is applied the ham- mer test required by rules 21 and 22 shall be made while the boiler is under hydrostatic pressure not less than the allowed working pressure, and proper notation of such test made on form No. 3. "Rule 110. — Time of cleaning. — Distributing or control valves, reducing valves, triple valves, straight-air double- check valves, and dirt collectors shall be cleaned as often as conditions require to maintain them in a safe and suitable condition for service, but not less frequently than once ea(A six months. "Add to Rule 112. — On E. T. or similar equipment where the brake cylinder pressure is maintained regardless of piston travel the maximum piston travel for driving wheels brakes shall be 8 in. "Rule 128 {d). — Locomotives in road service. — The total amount of side motion of rods on crank pins shall not exceed Ya in. "Locomotives in yard service. — The total amount of side motion of rods on crank pins shall not exceed 5/16 in. "Rule 142 (<). — Top leaf broken or leaves in top half or any three leaves in spring broken. (The long side of spring to be considered the top.) "Rule 150 (a). — The minimum height of flange for driv- ing and trailing wheel tires, measured from tread, shall be 1 in. for locomotives used in road service, except that on locomotives where construction will not permit the full height of flange on all drivers the minimum height of flange on one pair of driving wheels may be y% in." :^ Preliminary Locomotive Design Methods Followed to Determine Size of Locomo- tives ^and the Fundamental Features of Their Design BY W. R. MAURER Mechanical Engineer, New York, New Haven & Hartford AT times railway mechanical officers are asked to submit a specification of a locomotive that will haul between certain terminals a "limited" passenger train within a specified time; to estimate how many cars this engine w-ill haul in a slower or express service, also the size train it will haul in local passenger service as well as in various kinds of freight service. The proposition sometimes takes a dif- ferent form, in which the mechanical man is asked to deter- mine the time required by a specific locomotive to haul a specific train between certain points. Many of the published processes are slow and cumbersome, requiring a succession of tedious calculations. The writer has tried to evolve some quick methods with results which are reasonably correct and at the same time which are based on accepted formulae. Certain of the assumptions used in these methods are open to criticism, but as the results are quite accurate there should be no hesitancy in their use. Before the work on problems of this kind is begun, a profile and alignment showing the grades, the length and de- gree of curves of the roadbed over which the trains are to be hauled, a clearance diagram, weight limitations, if any, and an operating time table showing the sj^eed and similar re- strictions should be provided. For example, let us suppose that it is desired to know: (a) — The size of locomotive capable of hauling a train con- sisting of 10 steel Pullman parlor equipment cars between terminals A and B, in three and a half hours, making three station stops each of three minutes duration. (b) — The shortest time that a Pacific t>T3e locomotive with 26 in. by 28 in. cylinders, 79 in. wheels, and 200 lb. boiler pressure can make the run hauling the same train. (c) — The time that will be required for the above Pacific type locomotive to haul between terminals A and B a train of 1 2 steel passenger equipment cars, the train to consist of one baggage, one mail, one express, one smoker, three coaches, one diner and four parlor cars. (d) — The tonnage rating of the locomotive given in (b) when hauling a fast freight. Problems (b), (c) and (d) admit of direct solution but (a) must be solved indirectly; that is by assuming the size of cylinder, driving wheels and steam pressure and then use the same procedure as in problem (b). In making these assumptions it will be found expedient to determine graph- ically the tractive effort, from low speeds to the maximum that the locomotive is to operate, for locomotives having dif- ferent sizes of drivers, cylinders, strokes and pressures, and from this graph select the one that seems to give the best re- sults at the average speed the train is to be hauled. TRACTIVE EFFORT AT DIFFERENT SPEEDS First calculate the tra^iixe effort according to the formula d":' X L X 0.8S X P V n Where: d = Diairt-ter of the cylinders in inches. L =: Length of stroke in inches. P := IJoiler pressure in pounds per square inch. D =: Piatr.eter of driving wheels in inches. This gives the maximum tractive effort. The tractive effort of a locomotive diminishes as the speed increases. An accepted method by which these decreases may be determined has been published by the American Lo- comotive Company in its Bulletin 1017. The maximum tractive effort is multiplied by a "speed factor'' (see Table I) corresponding to the piston speed in feet per minute, to obtain the tractive effort at the speed in miles per hour at which the specific piston speed obtains. For convenience Table II is given here, which shows the piston speed at 10 m.p.h. for various lengths of stroke and diameter of drivers. For higher train speeds, increase the piston speeds accord- ingly. The tractive effort at 10, 20, 30, 40, 50, 60 and 70 m.p.h. is found by multiplying the maximum tractive effort by the speed factors. By plotting these tractive efforts on cross sec- tion paper, the tractive efforts at any speed can be determined. By drawing on one chart the tractive efforts of several different locomotives, the advantages of one loco- motive over another can be readily seen. At slow speeds, the longer the stroke or smaller the driver, the greater the tractive effort, but as the speeds increase this ceases to be true and at high speeds and within reasonable limits the locomotive with large drivers and short stroke produces the largest tractive effort TRAIN RESISTANCE All of the power of the locomotive is utilized in over- coming the resistance of itself and of the cars hauled. This resistance may be divided into six items as follows: (a) — Engine friction or energy required to overcome the friction of the driving \<'heels, piston, valves, etc.. is equal to the product of the weight on drivers in tons multiplied bv 22.2 lb. ^ (b) — Grade resistance is equal to 20 lb. per ton multi- SSI 552 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 plied by the grade in per cent. If the grade is expressed in feet use Table III. (c) — Curve resistance is equal to 0.8 lb. per ton per de- gree of curvature or, roughly, is equal to increasing the grade in feet per mile by 2 ft. for each degree of curvature. (d) — Resistance of the engine trucks, trailing wheels and tenders is assumed to be the same as on the cars in the train. (e) — Car resistance for passenger cars may be obtained from Fig. 1 ; for freight cars from Fig. 2. (f) — Head air resistance is equal to 0.24 multiplied by the square of the velocity in miles per hour. The sum of these six items may be considered as the total Table I —Speed Factors locomotive decreases as the in'ston speed increases. (I ft. I cr minute, tnultiply the maximum tractive poiiiling to the piston speed given below: The tractive power of a For piston speeds over 2s power by the factor corres Piston Speed factor speed. Up to Saturate 250 1.000 260. 280. 300. 320. 3A0. 360. 380. 400. 420. 440. 460. 4}'0. 500. 5 JO. 540. 560. 580. 600. 620. 640. 660. 680. 700. 720. 740. 760. 7K0. 800. 8?0. 840. 860. 880. 900. 920. .991 .972 .954 .935 .917 .899 .881 .863 .844 .826 .808 .790 .772 .754 .735 .717 .698 .680 .662 .644 .626 .608 590 .575 .561 .546 .532 .517 .505 .494 .483 .471 .460 .450 Superheat 1.000 .991 .972 .954 .935 .917 .899 .881 .863 .844 .826 .808 .790 .772 .754 .736 .718 .700 .682 .667 .651 .636 .620 .605 .593 .581 .568 .555 .542 .532 .522 .511 .500 .490 ^481 Piston speed. Speed factor 940., 0C>0 . , 080 . , 1,000.. 1.020.. 1.040.. 1.0';0. . 1,080.. MOO.. 1.120. 1.140.. 1,160. . I.ISO., 1,200. 1.220. 1.240. 1,260. 1.280. l.,?00. l..^JO. 1.340. 1.360.. 1.3S0. 1,400. . 1.4:0. 1.440. 1,4(0.. 1,480. . 1.500.. 1.520.. 1,540.. 1.560.. 1,580.. 1,600.. Saturate Superheat .441 .472 .432 .463 .422 .454 .412 .445 .404 .437 .396 .429 .388 .421 .380 .413 .372 .405 .365 .398 .358 .391 .351 .385 .344 .378 .337 .371 .331 .365 ..^25 .359 .319 .353 .313 .347 .307 .342 .302 .337 .297 .332 .293 .327 .288 .322 .283 .318 .278 .314 .274 .310 .270 .306 .265 .302 .261 .297 .257 .293 .253 .289 .249 .285 .245 .281 .241 .278 resistance to be overcome, and can l>e safely used for sum- mer conditions and good track. Cold weather, high winds and poor track will increase the resistance quite materially, (a), (b), (d) and (f) resistances are taken from the Ameri- can Locomotive Company's Bulletin 1001. Grade resistance (b) is 5u.sceptible of accurate computation, being the ratio of Table II — Piston Speed in Feet per Minute at 10 M. P. H. .Stroke in Inches Driver . — _ -. -^ — . n Diameters 24 in. 26 in. 28 in. 30 in. 32 in. 50 'n '68.9 201.2 .U3.7 336.0 358.5 51 in '." -^63. 6 285.6 307.5 329.5 351.4 56 in 240.1 260.1 280.1 300.1 320.1 57 in 235.9 255.5 275.1 294.8 314.5 62 in'..;.' 217.0 235.0 253.0 271.0 289.2 63 in -'134 2.?l.l 248.9 266.7 284.5 68 in 197.7 214.2 230.7 247.1 263.6 69 in 194.8 211.0 227.2 243.5 259.7 72 in 186.7 202.3 217.8 233.4 249.0 73 in 184.1 l')9.5 214.8 230.2 245.5 76 in 176.0 101.6 206.2 221.0 235.8 77 in 174.6 189.1 203.7 218.0 232.8 78 in 172.3 1.86.6 201.0 215.4 229.7 79 in 170.2 184.4 198.6 212.7 226.9 80 in 168.1 182.1 196.1 210.1 224.1 was puijlished in May, 1917, issue of the Railway Mechani- cal Engineer on page 247. The freight car resistance is taken from Bulletin 4.> of the University of Illinois, being a report of an investigation by Prof. E. C. Schmidt. Acceleration. — In getting a train up to speed, the increas- ing resi.stance due to speed and the diminishing power of the locomotive prevent a uniform rate of acceleration, a Table III — ^Resista.nce in Pounds per Ton Dve to Grade Resistance per ton is equal to 0.3788 lb. multiplied by the grade in feet per mile. Grade Resistance Grade Resistance Grade Resistance (in ft.) (lb.) (in ft.) (lb.) (in ft.) (lb.) 1 379 2 758 3 1.136 4 1.515 5 1.894 6 2.273 7 2.652 8 3.030 9 3.409 10 3.788 11 4.167 12 4.546 13 4.924 14 5.303 15 5.682 16 6.061 17 6.440 18 6.818 19 7.197 20 7.576 21 7.955 22 8.334 23 8.712 24 9.091 25 9.470 26 9.849 27 10.228 28 10.606 29 10.985 30 11.364 31 11.743 32 12.122 33 12.500 34 12.879 35 13.258 36 13.637 37 14.016 38 14.394 39 14.773 40 15.152 41 15.531 42 15.910 43 16.288 44 16.667 45 1 7 046 46 17.425 47 17.804 48 18.182 49 18.561 50 18.940 SI 19.319 52 19.698 53 20.076 54 20.455 55 20.834 56 21.218 57 21.592 58 21.970 59 22.349 60 22.728 higher rate of acceleration being obtiiined at the starting, which is gradually reduced as the train gets under way. It requires aI)Out 100 lb. to accelerate or retard a ton of weight at the rate of one mile per hour per second. For passenger trains an average rate of acceleration and retardation due to grade can lie assumed as 0.2 m.p.h. per sec, while the re- tarding effect on a train equipped with high speed brakes can be assumed at two m.p.h. per sec. Fig. 3 shows the di.stance traveled and time consumed in accelerating or re- tarding at a rate of 0.2 m.p.h, per sec. This acceleration curve is aLso used to determine the time required to accel- erate passenger trains under ordinary' conditions. Fig, 4 ~ - ^ ! ' ' : ! I av.raocwcomt! i 1 ' ' 1 PER CAR — TONS 1 i 1 , 40 50 «0 70 IS A ^^' A < K / ]/'. ^ ^ ^' y A 10 > y ^ ,i* 1 1 y ^' ^^ / / > 1 ^ r' x' y /> i ^ ^ ^ y ^ 8 1 -^ !*• ^ ^ .k^ ^ Y' *> 1 ^ > Y^ r' y^ ''^ ^ H -^ ■" ^ r f' ^ ^ J r- ^ ^ t '' ^ 6 t ■* -^ ^ 1 J 1 ^ —•""^ ^"T^,, ^ r" " ■* -- i 4- 1 1 1 1 i — ^ i-H r-^ ' .1; y 1 1 4 ■■ -^ ! i 1 I 1 1 1 1 A 1 It" tr tr 1 1 1 li 1j ^~ 1 6 SI. _ 6 u I ' ^ L- the distance the train is raised to the di.«tance traveled. It mav be either positive or negative depending upon whether the grade is ascending or descending. If descending then this resistance is to be either deducted from the total resist- ance or the available tractive effort is to be increased by this amount. The passenger car resistance is taken from a paper by Prof. E. C. Schmidt and H. H. Dunn, an abstract of which Speed-Miles Ptr Hour. Fig. 1 — Speed Resistance for Passenger Equipment Cars of Various Average Weights shows similar information at a rate of 2 m.p.h, per sec. The al)scissas represent the di.^tances and seconds of time, while the ordinates repre.^^ent the speed at each point. To determine the time recjuired to accelerate from zero to 40 m.p.h., the vertical line passing through the point where 40 m.p.h. line intersects the curve is marked 200 seconds. At the bottom is shown that the distance traveled is 1 Y^ miles. In the same manner the time consumed and distance traveled from any speed to any other speed can readily be determined. The distance required to make a stop from any speed by means of the emergency brakes is similarly found from Fig. 4. "Service" stops or slow-downs are made at a slower rate; approximately one mile per hour per second. This rate October, 1917 RAILWAY MECHANICAL ENGINEER 553 requires twice the time and twice the distance to produce the results obtained at the two m.p.h. rate. All of the above curves are assumed as meeting the average conditions. If more exact results are required it will be necessary to lay out curves for all rates of acceleration and to calculate the effects of the brakes from the braking condition on the cars, the kind of brake shoes, etc. A very complete discus- sion on Brake Performance* is given in a paper by S. W. - 1 ^ T -^ ~ r" " - " -1 : " : t^T r < u ff K 1 u J Id s E U > < -13 ; 1 .' ,-20 ■ .-25 - .-35 - .-40 ■-45 - •-50 - ■-60 .. ■-75 . r' 1 — ^ •^ -12- r>\ ,' lu ^ i 1 ^ *" 1 »« > 1 U 1 , 1 tfJ ^ >* 1 - ^Xi i 'TT ^ ^ ;ii>rf 5^_i 1 '.-»- 1 )>- Tl, *" L>^ rf - 00t^ L, n 5 8 - ^ •^ 1 * 1 1^ ^ ^-^' ■t'-li ^ t- ^ 1 -r - - 4- 1 ,„,J* ?■■ V r-- J i- "* 1 r^ \\jr' ^ .- 1 -J T 'T J -T > < k ! ^ -^\ ' ' j«— J:^pH- J * P' p|- ^ H*': L h ■** r-" ^ ^^ ''' 1 =^ ■^^ — — : 1-' ^f .J- ;-j Si! '- — ■^' ■ 1 - - := g 1 1 ~'- I* TV r~r^ — ^ -*— ^ -: rY ^i'\^ ^^ "- - 1 j1 .:i : *~r 1 i'' 1 1 \ 1 t 1 r - -Id 15- V* ->c 1 A -!« dn L ' 1 1 1 Ij. _ 1 i 1_ • "^ L J_ 1 i_ _ ^ ^ Fig. 2 — Speed Resistance for Freight Cars of Various Average Weights Dudley at the February, 1914, meeting of the American Society of Mechanical Engineers. Also see "Locomotive Operation" by G. R. Henderson. It is to be remembered that to accelerate at a speed of 0.2 m.p.h. per sec. requires 20 lb. of tractive effort per ton of train, while the 0.1 rate requires half that amount. Weather Conditions. — Cold weather decreases the tractive effort by decreasing the efficiency of the boiler as well as in- T/'me - Seconds. to o cj o «b Oi nj ** o Si i \ k t % [" lt|l 1 1 1 M 3 1 l{ 1 1 Time 1 ll 1 1 1 ■* Minuies. 1 1 1 1 ^>' ■n v; 60 i ^^ "^ ^^ -^^ .8« *" ^,0'^ ^^ ^ X > ^ / / 10 / 1 ^ Distance Miles. Fig. 3 — Speed — Time — Distance Curve for an Acceleration Rate of 0.2 IVI. P. H. per Sec. creasing the machine friction. Probably 5 per cent is ample to cover both. But the effect on car resistance is con- siderably higher. Prof. Schmidt in a paper before the Central Railway Club called attention to the fact that the cold had no effect on grade, curve, or acceleration resistance, but only affects the resistance on a straight level track at uniform speed. Therefore, the percentage reduction should not lie as high on heavy grades as on low grades. SPEED-TIME DETERMINATIONS With a thorough understanding of the fundamentals given above, a curve can be drawn to show the maximum speeds for any locomotive hauling a given train over any piece of track. For example, consider the 26 in. by 28 in. Pacific locomotiv e with the 10 parlor cars mentioned above in An abstr.nct of this paper was published in the Railway Age Gazette. Mechanical Edition, of March, 1914, on page 136. problem (b). The following data is necessary for the deter- minations: Tractive effort 40.800 lb. Weight on locomotive drivers •. . . . 83 tons Weight of locomotive and tender .' 209 tons 'Weight of trailing load .' , 744 tons Weight of total train. .. .>»..i,Vi...-..>V..i.'.;^'iy.v.*-- -953 tons By means of Tables I and II plot the tractive efforts from 10 to 70 m.p.h. in 10 mile increments (see Fig. 5). Then by means of the data given in paragraphs (a), (d), (e) and (f) determine the engine friction, car resistance (including the weight of the tender, eijgine truck and trailing truck) and head air resistance for the same speeds and subtract them from the tractive effort cur>-e (Fig. 5), giving the trac- tive effort available for resistance due to grade (including cun-ature) and acceleration. With this as a base ever\- portion of the line should be studied to determine the time it will take for the train to pass 70 ,60 i \so '40 J JO T/'me -Seconds . \Z0 I -yTTTTyr S lO ri r 1 1 IS 1 I 'J' T I 'V I ' 1 i 1 1 1 30^ l-^M--^ ■ V ! \^ 1 <^ I ,^ • } ^/' ^ J ^ inMil»* f ai 1 O.Z as 1 2 3 4 s e 7 as lo II It 13 14 IS It n m Distance in 100 Feeh Fig. 4— Speed— Tir -Distance Curve for an Acceleration Rate of 2. M. P. H. per Sec. over it and the speed that may be attained throughout the different sections. Assuming that 60 m.p.h. is the limiting speed it will take 5 min. and 23/2 miles to accelerate to that speed (see Fig. 3). Assuming further that from that point there is a 10 mile stretch of straight track, at the end of which there is a one per cent grade 5 miles long with 5 deg. curves, it will take 10 minutes to cover the straight track and the 10 20 Speed- Miles Per Hoar. 30 40 SO 00 TO 40.000 1 i .5 I 10.000 20,000 ~i — \ — \ — \ — 1 — \ r Vifeiffhf on Dnvers Si T ons Weight Engine anct 'Under. ?09 n l^ighf Trailing Load 744 » Weight Total Train 9S3 ' SO 90 70 to SO AO 30 20 lO 3tO ZeO I80 144 I20 103 90 SO 72 Seconds Per Mile. tS to SS SI Fig. 5 — Tractive Effort Diagram for Determining Maximum Speed at Which the Locomotive Can Operate train will strike the grade at the rate of 60 m.p.h. The grade will require — 953 X 20 = 19.060 lb. additional tractive effort and the curve will require — 953 X 0.8 X 5 = 3,812 lb. or a sum total of 22,872 lb. of tractive effort. This addi- tional load will slow the train down to 38 m.p.h, (see Fig. 5), which will take 1 min. 50 sec, and distance traveled dur- ing that time will be 1^ miles (see Fig. 3). The remain- 554 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 ing 4^/2 miles will be traveled at the rate of 38 m.p.h. or at the "balanced speed'' and will be covered in — 4.5 X 38 5 1 sec. 2 min. 60 Thus it has taken the train — 5 + 10 +1:50 + 2:51 = 19 min. 41 sec. to cover the 11 yj miles to the top of the hill. Exactly the same procedure is followed throughout the rest of the speed determinations, using Fig. 4 for determin- ing time of retardation for the emergency application of the brakes and one-half these times for the service applications as explained above. For slow passenger or freight trains, acceleration or retardation values one-half of those shown in Fig. 3 should be used. When the entire division over which the locomotive with its train is to operate is thus analyzed the total time it will take to run the train over the division will be obtained and the speeds at the various parts of the division will be determined. This will give the least time required to make the run. In designing a locomotive for a specific train, liberal allowances should be made for slow orders, signals, etc., so that the locomotive will have sufficient reserve capacity to make up a reasonable amount of lost time. I)ESI(;XIX(; THK LOCOMOTIVE Let it be supposed that the locomotive to be designed is of the Pacific type, which has the following characteristics: Simple cylinders, 26 in. by 28 in.; drivers, 79 in.; boiler pressure, 200 lb. superheated steam; tractive effort, 40,800 lb. Weight: — The weight on drivers should range from 4 to 434 times the tractive effort, which would be from 163,200 to 173,400 lb. on the drivers. The weight on drivers of a Pacific type locomotive is about 65 per cent of its total weight. Then the total weight would be between 252,000 and 267,000 lb. As the locomotive is to have a high steam factor the probable weight will be 267,000 lb., the balance of 93,600 lb. l^eing equally distributed between the engine and trailer trucks. By moving the pins in the spring rig- ging the distribution may be changed somewhat. Before proceeding too far a wheel spacing and load dia- gram should be submitted to the bridge engineer to deter- mine whether or not the bridges will stand the proposed loading. Some bridge engineers have all the bridges on the line calculated in terms of some unit, such as Coopers E60. Then by computing the load diagrams of the proposed loco- motive in the same terms, it can readily be ascertained if the proposed locomotive will produce stresses (moments and shears) that are alx)ve the safe limit. It was found that by changing the distril)ution of the loads to 50,000 lb. on engine truck and same on the trailer and 55,000 lb. on each of the drivers the bridge stresses would not be exce.ssive, a varia- tion of one to two per cent being allowed. Boiler and Cylinders. — In locomotive design the two im- portant elements are the boiler and cylinders, the work of the latter being dependent upon the former. It has been stated that the i^oiler capacity for a locomotive cannot be made too large, but when the weight of the locomotive is limited, then the importance of properly proportioning the boiler to the work it has to do is quite vital. In American Locomotive Company's Bulletin 1017, Mr. Cole gives some valual)le data on boiler proportions upon which the fol- lowing suggestions are based, the fundamental principle be- ing that the boiler horsepower should about equal the cylin- der horsepower. The cylinder horsepower is computed from the formulae: T?F' — .0212 P.\ for f^atur.-ted steam. IIP — .0229 P.\ for siinerhcateH steam. In which \ — .Xrea in square inches of one cylinder. P ~ Poller pressure. It is assumed that 27 lb. of saturated steam are consumed per horsepower hour, while for superheated steam 20.8 lb. are used. The cylinder horsepower of a 26 in. diameter cylinder simple locomotive at 200 lb. boiler pressure is 2,434 and if superheated steam is used the steam consumption is 2,434 X 20.8 = 50,627 lb. Then the boiler must be capable of evaporating approximately 50,600 lb. of water per hour, provided the locomotive will not exceed the weight limita- tions. The grate area required is determined by dividing the horsepower by 30 for saturated steam or by 36.9 for superheated steam. The above locomotive, therefore, should have 2,434 -^ 36.9 = 66 sq. ft. of grate, although 60 sq. ft. will answer if a high grade of coal is used. The determination of the number of tubes required is more or less complicated in so far as the amount of water evapor- ated per square foot is concerned. Short tubes are more efficient than long ones but not so economical on coal. The A. L. Co.'s bulletin 1017 gives a table of evaporative values of tubes and flues of varying diameters, lengths and spacing. As the tube spacing most often used is ^,4 in. (that is the space between the tubes proper, not the bridges) and the spacing of superheated flues is generally 1 in., Fig. 6 has been prepared to show the pounds of water evaporated by tubes and flues of various lengths. It will be found that while more 2 in. tubes than 2^4 in. can be applied, thus pro- viding more heating surface, the greater efficiency of the 2^4 in. tuljes will mere than make up this difference. It 7S SO ZBO 300 3Z0 as 90 95 no Kts zzo 240 zio Pounds of tVafer Per Hour. Fig. 6 — Tube Evaporation Curves will be noticed that the evaporation curves straighten as the lengths increase. It follows that the longer the boiler, the more it will weigh, not only on account of more metal but on account of the water as well. Now the evai)oration value of a square foot of fire box heating surface, including that of arch tubes and combus- tion chambers, is taken as 55 lb., which is at least five times that of a square foot of tube or flue surface. Therefore where the construction would require flues 20 ft. long or over without the use of a combustion chamber, by introduc- ing a combustion chamber the tubes and flues can be shorter, the l)oiler horsepower will be materially increased while at the same time the weight of the boiler will be reduced. The writer does not know the methods used bv the Loco- motive Superheater Company for determining the number of superheater units. It is, therefore, best to get their recom- mendation first. If time is limited the numl^er may be taken from the published descriptions of similar locomotives. For the Pacific type locomotive which we are studying, let us assume that there are to be 36 55^-in. flues, and that flues and tubes are to be 18 ft. long, the combustion chamber to be 3 ft., 6 in. long and 56 in. in diameter. This would give October, 1917 RAILWAY MECHANICAL ENGINEER 555 a combined heating surface for the firebox, combustion chamber and arch tubes of 320 sq. ft., which multiplied by 55 lb. would give 17,600 lb.; deducting this from 50,600 lb. leaves 33,000 lb. to be evaporated by the tubes and flues. One 18-ft. 5j^-in. flue (17 ft., 11 in. between heads) evapn orates 280 lb. of steam per hour. The 36 flues will evap- orate 10,080 lb., which leaves 22,920 lb. to be evaporated by the tubes. From Fig. 6 we find that one 2 34 -in. tube, 18 ft. long, evaporates 100 lb. of steam per hour. Thus 229 tubes will give the remaining 22,900 lb. of steam and pro- vide a 100 per cent boiler. Good boiler design requires that the clearance between the 31 2 ' U R from table) Tb* equiTileot bending momeDt M^ (i.e.) combined bending and twisting -= ><; T (c b -(- s b) * ?• The fibre »tres8 S= /i ^ JC^ + ih> i Find value oi t: L'ver.irm for twisting, c b";^= Lever arm for beodinj^. :-ii — xi M d^-Vs^ ,09b'.- = U. |N.O. a b can be scaled.' Fig. 7 — Method of Calculating Driving Axles shell and tubes shall not be less than 1^ in. at the front tube sheet, and 13^ in. at the top, 1 in. at the sides, and 2 in. at the bottom at the back tube sheet. The S^^-in. flues should be spaced on 63^2 in. centers and the 234-in. tulles should be spaced on 3 in. centers. A tube and flue layout for the front and back tube sheets should be made on tracing cloth and by superimposing the two layouts it will be easy to discover if a better scheme can be provided. After a careful study it is not unusual to increase the number of tubes a dozen or so. The distance from the crown to the roof of the boiler should be not less than 25 per cent of the outside Diammi^r of Main Drilling Axle. Boikr Pnssun. a':r^tit^ii Kfi 10 Sf' 9' iMnrArm for Combined Tmshnef and Bending. Fig. 8 — Diagram for Determining the Fibre Stress for Any Given Driving Axle Diameter diameter of the largest boiler course. From the foregoing it will be found that the outside diameter of the first course would be 78 in. and the diameter for the back course 88 in. The boiler should be built with a factor of safety of not less than 43/2. For a 200 lb. pressure boiler, a rough rule for estimating purposes is that with a sextuple seam the thickness of the shell is 1 per cent of the boiler diameter; of a dectuple seam 0.9 per cent; of a diamond seam 0.88 per cent. The throat sheet should be not less than 24 in. deep in order to provide for a fairly thick fire over the grates. As shown in the May, 1917, issue* of this journal, the efficiency of the boiler and the drawbar horsepower are great- ly increased by the use of a brick arch. In designing the ash pan, the openings for the admission of air should be as near 15 per cent of the grate area as the construction will permit. Frames. — While it is the common practice to use the same factors in designing Vanadium cast steel frames as is used for ordinary open hearth cast steel frames, the practice would seem faulty, as a material having a higher yield point should be stressed higher, thus deriving a benefit from the higher priced material. The writer has used the following with success in determining the sectional area at different points of frame: O. H. Ste*T Vanadium -s Top of redesta; T X .<1^038 T X .0035 Top lail between pedestals T X 0033 T X .0030 Lower rail between pedestals T X .0022 T X .0020 In which T = piston thrust of one cylinder. Axles. — .A.xle bearing pressures in pounds per square inch should not exceed the following limits: Passenger FreiRht Drivinj? ..,.;,. 175 lb. 200 lb. Travelinc 175 1b. 185 1b. Engine truck 160 lb. 180 lb. Driving axles are subjected to a variety of strains. The journals must be large enough to prevent undue heating and the diameters must be such that the fibre stresses, produced not only by the superimposed load but also by the torsional stresses caused by the pressure on the crank pin, must be well within the elastic limits of the material. The method for calculating the size of the axle is shown in Fig. 7. In a paper on "Alloy Steel in Locomotive Design" read at the 1916 convention of the .\merican Railwav Master Let F -SB Boiler pressure x area of piston. It «= Lever arm. S =Fibre stress. K =. Moment of re&istaac* P h ~i — \ :: ' I 4 > : -4 Z] < L- =^BeD^ in. com- bustion chamber at the front end, separated from the main portion of the firebox by a Gaines wall with five 3-in. air ducts. The object of the tests was to ascertain the firebox temperatures at different points, in order to determine if there was any concentration or localization of temperatures above the Gaines wall or in the combustion chamber. Two series of tests were run — one with the Gaines wall in place and one with the wall removed. Fig. 1 shows the general firebox layout, the wall being shown in dotted lines and the pyrometer locations being shown by small circles. Locations A, B, C and D show points at which temperature determinations were made with the wall in place, while .1', B', C and D' show locations of thermo couple with the wall removed. It is the usual practice to insert thermocouples in firebox by cutting a hole through the side sheets and j)lacing a thimble therein to accommodate the thermocouple; but as this was not desirable in the present tests, the thermocouples were introduced into the firebox through holes in the combustion chamber floor and fire pan, the body of the thermocouple being protected iram the flame by a water jacket. Temperatures at the different points were obtained by the use of a Platinum Rhodium Thermocouple, used with a Leeds & Northrup potentometer indicator. The instrument was furnished by the railway department of the Unirersity October, 1917 RAILWAY MECHANICAL ENGINEER 557 ' of Illinois and the readings were taken by Professor J. M. Snodgrass, of that institution. As the type of instrument used is not of a sufficiently rugged character to withstand the jars and shocks of a road test, standing tests were conducted by removing the main valves and blowing all ihe steam generated through the valve chamljer and out of the stack. Four tests were run with the wall in place and four with tl)e wall removed; and in order to make them strictly com- parable, an endeavor was made to keep the oil fired during each test the same, by working the firing valve and the throttle in constant position. As the results show, however, this did not accomplish the desired effect, as a little more oil was burned without the wall than with it. A Louisiana fuel oil with a gravity of 24 to 30 and heat value of 19.332 B. T. U. per pound was used. The temperatures obtained during the tests are shown in Table I. As a check on the temperatures obtained with the Leeds & Northrup pyrometer, a radiation pyrometer was used, this CMMPCRN*! Fig. 1 — Location of the Thermocouples In the Firebox. being inserted through the sand hole in the firedoor. The temperatures registered by this instrument were nearly con- stant throughout the range of tests. In order to compare the standing test conditions v.ith road service, two road tests were made, during which temperatures were obtained with the radiation pyrometer inserted through the door. The results of this test are also shown in Talile I. Fig. 2 shows graphically the maximum temperature ranges, with and without the Gaines wall, the average temperatures being 20 to 60 deg. lower than those indicated In- the curves. It will he observed that with the wall in place, the highest temperatures were obtained in the back part of the firebox; and that there was a gradual drop in temperatures as the flames approached the flue sheet. With the wall removed, the temperatures in the rear and middle portions of the firebox were fairly uniform, with a decided drop in the combustion chamber space. At a point directly above the Gaines wall location, the temperatures were higher with the wall removed than when the wall was in place, this being due to the fact that the wall has the effect of baffling the flames and throw- ing them back into the rear portion of the firebox where combustion is most inten.?e; whereas with wall removed there was no such baffling effect and there was a noticeable short- circuit'ng of the flames from the burner over into the com- bustion chamlier. The temperatures shown are probably lower than might l)e expected in buin'ng fuel oil under the^^e conditions, but this can be accounted for in two ways: First: The large volume of the firebox (433 cu. ft.) Table I — Averaos- sible that some radiation did occur, and that the temper- atures registered are a little lower than the actual. BOILER PERFORMANXE Advantage was taken of the opportunity to make some determinations of the evaporative efficiency of a boiler, with and without the Gaines wall. The results of the test are sum- marized in Table II. With the wall in place, an average of 3.675 lb. of oil per hour was fired, with an apparent evaporation of 47,968 lb. of water; this being equal to an 558 RAILW.W MECH.\XIC.\L EXniXEEf^ Vol. 91, No. 10 evaporation of 13.05 lb. of water per pound of oil and 12.47 lb. of water per square foot of heating surface. With the wall removed and the same front end draft, the average amount of oil fired was 4.142 lb., with an apparent evajjor- ation of 46,842 lb. of water per hour, or ll.o lb. of water per pound of oil and 12.18 lb. of water per square foot of heating surface. The boiler horsepower generated per cubic foot of firebox volume averaged about 4.2; while the equivalent evaporation per pound of oil averaged 17.03 with the wall and 14.8 with- out the wall, the corresponding boiler efficiencies being 85.5 and 74..> — or a difference of 13]/^ per cent, in efficiency, due to the Gaines wall. The boiler efficiencies are high, considering the rate of firing; but it should be borne in mind that in burning oil there is no loss through grates and ashpan and no discharge of fuel at the stack in the form of cinders. With the wall in place, combustion was perfect ; there being no indication of CO (carbon monoxide) in the flue ga.ses, a^id no black smoke issuing from the stack at any time. Under these conditions, practically all the heat loss will be accounted for in the front end gases; and, as shown in Table I, the front end temperatures were uniformly low, considering the length (18 ft.) of the flues. With the wall in place, the average front end temperature was 585 deg. ; without the wall, 615 deg. ; a difference of 30 deg., which accounts for a part of the effi- ciency shown by the wall. With the wall removed, smoke emission was very notice- able; and there was considerable fuel wa.sted, due to the face and large firebox volume will absorlj more heat than a similar firebox without a combustion chamber, thereby re- ducing the temperature of the gases entering the flues. Since, under a given set of conditions, there is a direct relation be- tween the temperature of the gases entering the flues and leaving at the front end, this results in lower front end tem- peratures and higher boiler performance. CONCLUSIONS The following conclusions may Ije drawn from the results of these tests: When burning oil, there is no localization or building up of temperatures above the Gaines wall, the highest temper- atures being obtained in the back of the firebox and grad- ually decreasing as the flames approach the flue sheet. Without the wall, temperatures are more uniform from the door to the combustion chamljer, with a decided drop in the combustion chamber. The temperatures above the wall loca- tion were higher without the wall than with the wall in place. Removal of the wall causes a decrease of 13^ per cent, in evaporative boiler efficiency. This is accompanied by an average increase of about 30 deg. in the front end tem- peratures and a noticeable increase in the amount of smoke. The wall seems to have little or no effect on the superheat in steam, as these temperatures average from 225 to 230 deg. with the wall in place to 225 to 235 deg. with the wall re- moved. The indications are that with a combustion chamber fire- Table II — Evat'oi«.\tion . Boiler Horsepower .\.nd RoiLER Efficiency Oil— E< liiivalent Evaporation l.hs. Per Hr Oil— Per Cii. Ft. l.hs. Firei! i-'ircbox Water— -Apparent Evaporation From and at 212 deg. Boiler Horsepower Boiler Effi- Test ■" Per Per Sq. Ft. I.bs. Per Per Sq. Ft. ^ Per Cu. Ft. No. (laiies Wall I'er Ilr. N'ohime Lbs. Per Hr. I.b. of Oil Evap. Surf. Per Hr. I.b. of Oil Ht. Surface Total Firebox Vol. ciency 1 With 5.13'.' 7.25 41.697 13.25 10.84 54.i06 17.30 11.45 1,571 3.63 86.8 9 With 4.004 9.25 52.720 13.16 13.70 68,536 17.11 14.48 1,986 4.59 85.8 r ■' With 3.956 9.12 50,241 12.17 13.06 65..-<15 16.65 16.65 1,907 4.40 83.5 ( 4 With 3,607 8.33 47,216 13.09 12.27 61.!i52 17.14 13.07 1,792 4.13 86.0 ) .\ve. With :i,675 8.49 47.968 13.05 12.47 62,602 17 03 13.22 1.814 4.19 85.5 5 Without 4,135 9.56 47,500 11.48 12.35 62..'25 15.05 13.15 1.804 4.16 75.5 6 Without 4. COS 9.25 46.036 11.48 11.97 60,307 15.04 12.74 1,748 4.03 75.5 7 Without 4,164 9.61 44,607 10.71 11.60 58.435 14.03 12.35 1 694 3.91 70.4 8 Without 4.261 9.84 49,227 11.55 12.80 64.487 15.13 13.62 1,869 4.31 75.9 Ave. Without 4.142 9.59 46.S42 11.30 12.18 61.363 14.81 12.96 1,779 4.10 74.3 short-circuiting of the oil from the burner into the lower flues, partly unconsumed. Calculations leased on the rate of flow of heat through fire brick and boiler lagging indicate that less than 1 per cent, of the fuel used was lost by radi- ation through the pan and through the boiler lagging. AIR SUPPLY Air used for combustion was drawn in through dampers 1 and 3, the pipe thimliles in the rear of the fire pan and the air ducts in the Gaines wall, as shown in Fig. 1. Damper 2 was kept closed during the tests, as it was found that air admitted at this point caused a violent drumming in the firebox. The total effective air opening was 540 sq. in., and this was found sufficient to burn 4,000 lb. of oil per hour without making smoke. The gas analysis indicated an air excess of about 40 per cent. FRONT END TEMPER.-VTURES The relatively low front end temperatures obtained show clearly that the long flues are not necessary for low front end temperatures and high boiler performance. These engines had flues 18 ft. long; and the results show that a flue of this length, used in conjunction with a firebox equipped with a combu.^tion chamber of ample length and volume, will give as low front end temperatures as longer I flues used in ^ conjunction with a firebox without a combustion chamber. This is due to the fact that a firebox equipped with com- bustion chamber and providing a large area of heating sur- l)OX of this type, with an air opening of one square inch per gallon of oil burned, 4,000 lb. of oil can be burned per hour without making smoke. Without the wall, considerable smoke was made at this rate of firing. Firebox volume is a very important factor in burning oil. These tests indicate that not more than 9 to 10 lbs. of oil per cubic foot of firebox can l)e completely burned per hour. This is equivalent to 4 to 4j^4 boiler horsepower per cubic foot of firebox volume. Furnace conditions with the Gaines wall in place are almost perfect; and with firing of ordinary intelligence, these locomotives can be driven to maximum capacity with high boiler efficiency and without smoking. The firebox temperature determinations made in these tests open up a new and unex{)lored field of research work, which if followed out will add greatly to our rather limited fund of knowledge and will remove much of the guess-work that is now involved in firebox and boiler design. It should al.<5o serve to stimulate the design and manufac- ture of high-temperature thermocouples, and ultimately result in the evolution of an instrument that is reliable and rugged enougli to make firebox temperature readings under road service conditions. Canadian Railwayman Honored. — Lieut.-Col. C. W. P. Ramsay, chief engineer for construction. Eastern lines, C. P. R., and now with the Canadian Army in France, has been made a Companion of the Order of St. Michael and St. George. I THE fact that the distance from the cab deck to the bot- tom of the firedoor varies on our modern locomotives from 175^ in. to 26 in. shows that no very great con- sideration has been given to this particular feature of locomo- tive design. It has, however, an important bearing on efficient locomotive construction, for with an improperly located fire- door the fireman cannot perform his work efficiently. In order to determine as near as possible the proper height at which the firedoor should be located, the Permsylvania Railroad con- ducted some unique tests at its Altoona test plant which give without question the most authoritative information on this subject. These tests show that regardless of the height of a fire- man, freer action of the arms and body will be obtained with the bottom of the firedoor located 22 in. above the cab deck and that the coal should always be within reach of the fire- man. The tests were made on a firing platform which had the dimensions of the cab and tender of a class L-I-S (Mikado) locomotive, the back head of the boiler being arranged so that the firedoor could he raised or lowered by the man shoveling the coal. The coal was placed on the platform at about the same location as the coal gates on the locomotive. The box that corresponded to the grates was given the same slope as on the locomotive and an improvised brick arch was used, being properl}- located with respect to the grates and back head of the boiler. Twenty-four road firemen, six from passenger and six from freight service on two divisions, were called in to operate on the test platform. Each man fired coal for intervals of 15 minutes at firing rates of 5,000 and 9,000 lb. of coal per hour. They were instructed to set the firedoor at the height which best suited them. The results of these tests were plotted and it was found that with the two rates of firing, the desired height of the firedoor above the cab floor varied between 18 Number of Men division A firemen 12 Division B firemen 12 Special firemen 6 Average Average HeiRht of Firedoor 5,000 lb. Rate 9,000 lb. Rate 22.89 in. 22.09 in. 22.93 in. 23.01 in. 20.66 in. 20.85 in. 22.46 in. 22.21 in. in. and 25 in. Xo definite relation between the height of the men. which varied between 5 ft. 5^/2 in. and 6 ft. 3 in., and the height of the firedoor could be found. Some special duty firemen and the test plant firemen, who were taller than the road men. preferred a low door. It was also found that those men who had been operating engines with high firedoors were generally higher in their choice than those operating locomo- tives with the low firedoors. The average height of the fire- door chosen in these trials is in the table. MOTION PICTURE STUDIES. In addition to these tests an analysis of the movement of three expert firemen when firing with the bottom of the fire- door set at heights of 18 in., 22 in. and ZSy^ in. above the cab deck were made from motion pictures taken during the operation. The firemen were 6 ft. tall and fired at the rate of 5,000 lb. of coal per hour. The film showed approximately 75 positions of the fire- man during a complete cycle, i. e., from the time coal was taken from the firing platform, delivered to the firebox and the shovel returned to the coal pile on the platform. From the film, which had been previously exposed to specially pre- pared co-ordinate paper, the path traveled by any portion of the fireman's body could be plotted. The photographed im- ages of miniature incandescent lamps fastened to the head, wrists and ankles of the fireman, gave definite reference [ioints on each of the 75 pictures, from which the paths traveled by these parts of the body were subsequently plotted. A sample of the films obtained is ."^hown at the head of this article. The path traveled by the head, which represents the move- ment of the man's back, and that traveled by his left hand, which opens and closes the firedoor and lifts the shovel, have been plotted for the three heights of firedoor in Figs. 1, 2 and 3. Only that portion of the movement during the de- livery of the coal from the firing platform to the firebox is shown on these sheets. The three lower curves on these sheets represent the path of the left wrist of each of the men, while the three upper curves represent the movement of the head. Referring to the lower curves, the firedoor chain was re- leased at point A' after the firedoor was opened. The path .Y to A was a free movement of the hand ; the hand grasped the lieel of the shovel at .1, the shovel was lifted from A to B, the shovel full of coal was moved from B to C nearly horizontally toward and through the firedoor to the firebox. The upper curves R to S represent the path traveled l>y the man's head during the time that his left hand was traveling the path X A B C. In discussing the cun'es, the center line P Q oi the firedoor will be taken as the reference line as it lies midway between the upper and lower limits through which the coal must pass. Firedoor 22 in. Above Deck Plroximately the same point .1. Fireman Ja- cobs raised the coal ap})roximately the same height as he did for the 22-in. door, and in his horizontal movement gradu- ally lowered his left hand until near the point where the coal left the shovel. His head curve is similar to the one for the 22-in. firedoor. The head and hand curves for fireman Ja- cobs when firing through the 18-in. firedoor, are similar to those on the 22-in. firedoor, but at the lower height of door there is more bending of the knees during the delivery from 5 to C and in this respect his position is more cramped than when the firedoor is 22 in. high. Firemen Colcord and Hamish did not raise the coal as high in this case as they did for the 22-in. firedoor; the path of delivery B C is similar to the one for the 22-in. firedoor, but the back movement appears unnatural and indicates that they crouched more or less while working and that there was little back movement while the coal was traveling the path ABC. Firedoor ISYz in. Above Deck Plate. — The curves when firing with the firedoor 2Sy2 in. above the deck plate are shown in Fig. 3. All the men lifted the coal approximately the same height .1 B; the maximum height B, at the initial lift was below the center line of the firedoor. The horizontal movement B C shows a greater rise than for the lower height doors. This movement must have been a combination of ZO IS /6 3: /z H /o I r 1 . ; : 1 ! ' ' 1 i i. . . . : i. L.>Si 1 ) !-< 1 -Jjacob*^ v-^ k '■-r^ •'' i 1 /' w i^'""^ - > ' ' i ■ \ \ f /K HBAD • >\ iHami^ ^ i -S t t 1 f /^' I 1 J^cor^ J^^d?^ 1 t\ 1 u ) 1 i- V "V '''V ' 1 1 i Top of Ti'reDoorX 1 1 \/ / Id /// 1 L* CL.-)t^^ te yr'TTt.^-/ \'^obs_ .-i^^-^ ^ t-f ' : rj^ti^i/. Co\cori,:;^::^'-r^ V*!! ' L' 1 Pi — J — — — -^-V7^^ ^— ^-1 ^^^"^^^Q W^ r LEFT HAND , . . ! : 1 i m ! J Bottom ofFt'reDoon, ^w A la'jIboireDeck \ 1 1 i ■ 2 4 » 10 IZ 14 I* IB 20 ZZ Z4 » Reference Points - Horizontal. Fig. 2. The Same as Fig. 1 for the 18- In. Height muscular effort, to raise the coal to and above the reference line P Q, and pivot action of the arms. The motion pictures from which the curves were plotted show that there was a decided upward movement of the right hand near the point where the coal left the shovel, this move- ment being necessary in order to lower the bowl of the shovel. This upward movement of the right hand was not so notice- able when firing through the 18-in. and 22-in. doors. CONCLUSIONS It api^ears from the motion study that with the bottom of the firedoor 22 in. above the deck plate, the fireman lifts the 20 la If r *>/2 ^ 3 j» ~ I i 1 1 1 1 ! 1 '.. . — f-^ 1 ! ,1 .>«^^ 1 1 ; 1 ' 1 ^f:'^-^ ! -" t i 1 ^^Jr"^ / , f' ^L^\ ! 1 K ^c^ / ' \ ^^ i 1 i 1 / /He/io. lJ^- :.-- 1 1 1 1 \ i / ^ /' [tr^ X >, 1 '^^ 1 i i ';^ ■:^ ! /; '; (FirtOoor 1 V '■:/ 1 ^Sgff ^*»V^ ^ .; -^ p 3 1 / ^ A ; i r ^- ^ ^ ^^ r.-— n 1 1 J — H — —:^^fir—if-^-^-^-^^ '■-^-::f^1-j^-\ ^— —- -. — t-t i.rw ~" ft^ m^^^^^^--^^^ . J 1 . , ; . i .-^ A \//y . Y LeftHano. \ ! i Bottom of Fire Door^ \ ! 1 / / I ZS^'AboreOick I /^ ' ' i 'k 1 1 j 1 ; 1 <'A ! ! i 1 i 1 1 1 — i — , * a m IZ lA: 19 IB Reference Poinfs - Horizonfaf. ZO 22 24 Z6 Fig. 3. The Same as Fig. 1 for the 25'/2-ln. Height coal with greater ease due to the combined muscular effort of the back and arms and the movement in delivering the coal is more uniform. False movements of the shovel are a minimum. With this height the coal is lifted to a natural height, B, and there is a natural use of the delivery curve B C, due to the pivot action of the arms at the shoulders. This- height of door will be satisfactory to the average fireman as was shown in the firing tests in the laboratory. .\s disclosed in all three of these plots, location A, the posi- tion of the left hand when lifting the scoop of coal should be the same for each action regardless of the firedoor height. I October, 1917 RAILWAY MECHANICAL ENGINEER 561 V CROSS BALANCE OF LOCOMOTIVES BY C. H. PARIS Counterbalancing of locomotives was the subject of inves- tigation b}' a committee of the American Railway ^Master Mechanics* Association in 1914 and 1915, and the results of their investigations and experiments are given in the proceedings of the associations for 1915, pages 341 to 349. During the discussion of the report, the chairman of the committee stated that an endeavor had been made to omit from it, for simplicity, all technicalities and refinements. One of the refinements referred to related to the practice of advancing the position of the counterbalance weight a small angle from diametrically opposite the crank pin for certain advantages of cross balancing. So far as the recommenda- tions of the committee were concerned, the chairman said this could be done if thought necessary. The purpose of this paper is to point out the advantages of this practice and an endeavor to state in such clear and :simple manner the fundamental principles and reasons for -92 ccNTEfTS or CYi-INOenS •yy-L CENTERS or SIDE fTODS - ffj^ r> 7f 634- COUHTE.f9 BAiU^NCCS -1^1- Fig. 1 — Diagram of Drivers, Showing Locations of the Forces such practice as will make them more generally and better understood than they seem to be at pre.sent. The forces that must be counteracted in engine balancing are those due to rotating and reciprocating parts. The end sought is the elimination or reduction of the swaying and vibrating effects on the engine body by disposing the posi- tions and directions of these moving parts so that their mutual actions and reactions will counteract each other. The exact amount of the centrifugal force exerted by a rotating body can be computed if we know the weight of the body, its speed and the radius of its path of rotation. The formula is: V» F - w R — (1) G where F is the centrifugal force in pounds, IF is the weight of the body in pounds, R is the radius in feet or the distance in feet from the center of rotation to the center of gravit>' of the bod}, T' is the angular velocity measured in radians per second, and G is the acceleratiton due to gravity, or 32.16 ft. per sec. per sec. If in place of V in radians per second, we substitute X for revolutions per minute, and in place of G, its value of 32.16 formula (1) becomes: F - .000341 N*WR (2) When we consider the relations to each other of a set of centrifugal forces in a balancing problem having the same center of rotation and fixed radii we find that the forces due to the different masses all vary in the same pro- portion as the speed. For this reason balancing problems are usually worked out by using only the product of WR for each mass, the full expression for the centrifugal force being computed only when its actual value at a given speed is desired. Any set of masses in balance for one speed will be in balance for all speeds. However, a set of masses which are but slightly out of balance may effect a disturbance, which may become quite serious at high speed. It is impossible to balance completely a reciprocating mass by a rotating mass, and for this reason it is general practice to attempt a compromise by leaving a part of the reciprocating masses unbalanced, which gives rise to swaying or vibrating forces in the horizontal plane. At the same time the rotating overbalance which balances a part of the re- ciprocating forces in the horizontal plane introduces unbal- anced forces in the vertical plane. Since the purely rotating masses can be completely balanced, it is the reciprocating masses which are the principal cause of disturbing forces. For this reason considerable effort has, of late, been made to reduce the weight of reciprocating masses. In addition to the disturbing forces due to the reciprocat- ing masses, which for ordinary* two-cylinder locomotives cannot be eliminated, usual American practice of counter- balancing has another source of vibrating and disturbing forces which can be eliminated by shifting the position of the counterbalance from its usual position. This source of disturbance is due to the fact that the counterbalance cannot be placed in the same plane of rota- tion with the side and main rods and other parts which it is intended to balance, but is in a plane parallel to the plane of rotation of those parts. And since the centrifugal forces of these two sets of weights are opposite in direction the distance between their lines of action forms the arm of a couple. In many of our heavy modern locomotives this distance has become considerable and the resulting unbal- anced couple becomes too great to be neglected. Fig. 1 is a diagram of the main drivers and axle of a 2-10-2 type locomotive, showing the planes of motion of the reciprocating weights, main and side rods, and the planes of rotation for the counterbalances. The data for this engine, which concerns counterbalanc- ing, is as follows: Size of cylinders. V..-i.ii»*V*.v.....;...29}^ in. diameter by 30 in. stroke Total weight of engine. 375,000 lb. Weight of reciprocating parts for one side, including the recipro- cating part of the main rod 1,925 lb. Amount of reciprocating parts balanced 60% of 1,925 = 1,155 lb. Amount of reciprocating parts unbalanced for one side.. 40% of 1,925 = 770 lb. Total weight of main rod 1,162 lb. Rotating part of main rod 762 ib. Total weight of side rods, pins and details for one side 2,941 lb! The weights to be balanced on each side fall in two planes. In the plane of the center line of the cylinder are 60 per cent, of the reciprocating weights and the rotating part of the main rod, which amount to 1917 lb., and in the plane of the side rods are the rotating weights, made up of side rods, pins and detail, which amount to 2,941 lb. In addi- tion to these two sets of weights the counterbalance must be increased to provide for the extra weights of the crank pin hubs and the contained parts of crank pins. In what follows only those weights in the planes of center lines of cylinders and side rods are considered. Since for the present we are only concerned with the problem of balanc- ing the couple due to the eccentricity of the position of the counterbalance, the forces due to unbalanced reciprocating parts and those in the vertical plane due to the overbalance are neglected. Their effects can Ije investigated separatelv. Fig. 2 is a diagram showing the relation of the balanced forces. /?! represents the centrifugal pull due to the rota- ing part of the main rod and that part of the reciprocating weights which we wish to balance. It is equal to .000341N-RX1917. F^or the present we are considering the total weights on each side. The final solution must consider separately the forces and weights for each set of 562 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 drivers. F„ is the centrifugal force due to the total weights of the side rods and their details and is equal to .000341 N^R X-941. B is the centrifugal force due to the counterbalance weight, which was made equal to E^ -\- F.,, or .000341N-R (191 74-2941). Evidently the couple due to these three forces is equal to FiQn -\- F^ao. Substituting the values of Oi and a., from Fig. 1 in feet and for F^ and F„ as above this couple becomes .000341 .V- R (1917X1.198+2941 X .542) = .00034\N-R X 3890.6 foot pounds. The maximum value of the force due to the unbalanced reciprocating parts on one side is .00034LV-/?X770. This force produces a couple tending to sway the engine hori- zontally about the vertical axis through the center of gravity and is 'equal to .000341iV-i?770 X 3^833 = .00034\N-R X 2951.4 foot pounds, which is less than the couple due to eccentricity of balance weight as found above. For this par- ticular engine the unbalanced couple due to eccentricity of })osition of the counterbalance is 31.8 per cent greater than the couple due to the unbalanced reciprocating weights. It will be noted that these two couples — that due to eccen- tricity of counterbalance and the one due to unbalanced reciprocating parts — do not oppose each other in their action, but that they pull together so that the total couple tending to rock and swav the engine is etjual to their sum or is .000341 A^-/eX6842.0 foot pounds. Obviously if the unbalanced couple due to eccentricity of position of the counterbalance can be eliminated, as much would be accomplished as could be possible by a consider- able reduction in the weight of the reciprocating parts. That this can be done will be shown as follows: In Fig. 3 the parallel forces /*, and F.j of Fig. 2 have, for simplicity, 5 tT' «: r Fig. 2 — Relation of the Baianced Forces to Each Angle been replaced by a single force F, which may be taken to represent the resultant of F^ and F^. The force B rep- sents the centrifugal pull due to the counterbalance, which has been moved an angle A from the usual position directly opposite the crank pin, as shown. The pull of the counter- balance in its new position will be the same in effect upon the axle as the two components C and G. Taking moments about the point O, the eccentric couple of the counterbalance, which is equal to Fyia, will be neutralized when the com- ponent C has such a value that Fy^a^Cy^M, from which F X a C - (3) M The couple of F' about O will be balanced when GXM^F^ {M -f- a) from which F' (M + a) G = (4) M The value of B can then be found from the relation. B = Vic + G- (5) Since F and F^ are equal, C, G and B can be found when a, M and F are known. In this case F represents the cen- trifugal force due to the weights of reciprocating and rotat- ing parts which are to be balanced. The value for B representing the centrifugal force of the counterbalance will be found to be somewhat greater for the r Fig. 3 — Relation of Forces with Counterbalancing Moved Through Angle A from its Usual Position conditions shown in Fig. 3 than for the conditions shown in Fig. 2. riie angle A representing the offset for the position for the counterbalance can be found from c Ian .\ = — (6) G or substituting for C and G from equations (3) and (4) and reducing, Tan A M (7) The committee of the American Railway Master Mechan- ics' Association referred to above, as the results of experi- ments, has recommended that the total weight of reciprocat- ing parts on each side of the locomotive be kept below one one-hundred-sixtieth part of the total weight of the loco- motive m working order, and that one-half of the weight of the reciprocating parts be balanced. It is this amount of unbalanced reciprocating parts which the committee's experiments indicated would not produce objectionable swaying couples. But since there is nothing to indicate that any account was taken of the effect of the couple due to eccentricity of the position of the counter- balance a considerable part of the total swaying couple, as we have seen, may l>e made up from this cause as well as from the direct effect of the unbalanced reciprocating weights. If the eccentric couple is eliminated by advancing the counterbalance a proper angle it may be possible to leave unbalanced a considerably greater amount of the reciprocat- ing parts than the experiments of the American Railway Master Mechanics' Association committee would indicate. Any increase in the amount of the reciprocating parts that can be left unbalanced means a corresponding reduction in the amount of over-balance put into the driving wheels and a corresponding reduction in dynamic augment or "hammer blow," which is important in locomotives with heavy wheel loads. 1 6A DEPAiqHE <^ Steel Car Shop of the E. J. & E. Methods Used to Increase the Capacity of the Plant Interesting Application of Some Portable Riveters MANY railroads at this time find themselves confronted with the necessity of increasing the output of the car shops in order to furnish the rolling stock re- quired to handle the present heavy traffic. With tools, ma- terials and men so hard to get, the problem is by no means an easy one to solve. The way in which the Elgin, Joliei & Eastern increased the capacity of its plant for repairing steel cars at Joliet, 111., is therefore of particular interest. Under ncrmal conditions the repair tracks formerly made These sections consist of 12 tracks, each having a capacity of about 13 cars. When the cars are set on any of the tracks for repairs they are not moved until all are finished. About two days are usually allowed for stripping, two for reas- sembling and two for painting the cars, but this allowance is increased when new sills are required. The cars on which the majority of the work is l^eing done are of two different designs, one a side dump car, shown in the process of stripping in Fig. 1, the other a lx>t- The Day's Output Ready to Leave the Repair Track heavy repairs to about 100 steel cars each month. The great increase in the ore and coal traffic made it necessary to keep every available car in service and plans were made for increasing the capacity of the plant to handle about 200 cars a month. The capacity of the tracks was about 180 cars and this was increased to about 320 cars by add- ing 11 short tracks to the repair yard. Narrow gage tracks were arranged to serve the repair tracks, one being placed between everv second track and one running transvcrsel. across all the tracks. Sheds open on the sides, with louvres to admit light and air, were built to cover half the tracks. For purposes of organization the repair yards are divided into two sections, each under the supervision of a foreman torn dump, shown in Fig. 2. Most of these cars were built 14 or 18 years ago and are receiving their first overhauling. As soon as the cars are placed on the repair tracks they are inspected to determine what parts are to be removed. The majority of the sheets are 5/16 in. thick when new and they are renewed if the thickness is 3/16 in. or less. The principal parts of the cars which require renewal are the side sheets, dump doors and floor sheets. These parts are made in quantities and carried in stock for all classes of cars. All rivet holes are punched according to templets and reamed after being placed in position. Dumj) doors, sills, etc., are assembled complete ready for application. The shop was well supplied with punches and shears. 563 UAILWW Mi:rilA.\U AJ, EXGIXEER \i.i.. ''1. X... 10 driver.'. /•_. i> tlu- ( intrifuiral force 41. B i.- the eentrifuiial forie (hie to the counterhalance ueiirht. whicii was made etjual to /'J, -'- /•... or .()()().>41X-R ( l''l 7 • 2*M1 ). I.vidently the couple duo to the.-e three fone- i- et|ual to A,';. — I" .a.. Su!>-titutinL: the values ot (/i and 1 7" 1.1<).S^2041 X .542) — .()()().> 4 LV^ A' •: .SS90.6 foot juainds. I'he maximum valiu- of the fone ihiv to the unlialamcd reei|irt)(atini: j)arts on r)ne side is .()0().i41 A'A' 77(». This fone prixlute- a couplo tendint; to -way tlu- eniiine liori- xo!itaIlv aliout the verlieal a.xis through the tenter of uravitv and i- equal to .0()()S4KV-7\'770 X 3!8.>3 = .00(M4LV-A' X 2951.4 foot pound-, whirli i- less than the roui)le due to eccfJilri*. ily of Ipahuice weiu'lu a- found aliovr. lor ihi- par- tit uhir engine llie unhalaneid (oupli' (hie to enenlritit} of position of the lounterhahuui' i- 51..S por ti-nt i^reater than tlie roupK- (hie to the uiihalanted re(i|)ro( atiiii: W(.'ii:ht-. it will he noted tliat the-e two couple- that (hie to eeteli- trii ity of (•ountcrl)ahinct' and the oiu- due to un!»alanee(l reeiproeatintr parts — do not oppose eaiii other in their action, hut that they pull together >o that the total (ouple tending to nuk and sway the enuine is ecjual -to their -um or i- .^()(^.^41.V-■A'^.<>^42.(l foot pounds. • (>l»viou.-ly if the unhalanced couple dui to evdntriciiy oi po-ition of the counterhalaiK e (an he eliminated, a- much would he a( eomplished a- (ould he [)os>iliIe li\ a (on-ider- ahle redudion in the weight of the re« iprocatiny parts. J'hat this can he done will he -hown a- follows: In Fig. 3. the jiaralhl fone- A, and /• of I'ii:. 2 have, for siniplicitv. 5 fT 71 / B ^ r Fig. 2 — Relation of the Balanced Forces to Each Angle [•(ill replai ed liy a -ingle force /•. which may l>e taken to npre-ent the re-ultant of /• , and /'_.. i he force />' rep- -ent- the centrifugal ])ull due to ihe ( ounterhahuK e. which ha- heen moved an angle J from the u-ual |)o-ition direttly op}>o^ite the (rank pin. a- -hown. ihe pull of the counter- halance in it- ruw p(j-ition will lie the -anie in effect U|)oii liie axle as the two (omponent- ( and (/. 1 aking niomeiit- ahout the [joint ( >. the e( centric couple of tiie lounterhalante. wJiich is e(jual to /••;'./. will he neutralized when the com- p(;nent C' ba's su( h a value that /• .;:^t"> .1/. fr(,m wIikIi lalaiu (,(1 when ( / 1/ liie (OUple of /■ altoul (' will l« ( .1/ • '/ ) from whith /• •'!' i he value of /> can then he found from the relation. -•;.■.• -..j li = V t» + <;- ■ ■: '■/:- ...' (5) .Since /' and /'"' are e(|ual. (\ (> and B can Ivc found when '/. M and /• are known. In this case F represent.- the cen- trifugal force due to the weights of reciprocating and rotat- ing part- which are to he halanced. ■•, " -■ ; . \ . /.'. The value for B repre-eiiting the centrifugal force of the counterbalance will he found to he somcwiiat L'reater for the *r' Fig 3 — Relation of Forces with Codnterbalancing Moved Through .. . Angle A from its Usual Position ' » ■ : . . •...•-■ , Miiiditions shown in Vwi. .> than for the conditions shown in l-ii:. 2. ;•-.-;. •■■'^^T-. •■;;.. /V:;:,:-.;: I he angle .1 rcpre-enting the offset for the po-ition for ilk ((iunlerbalant e (an be found from Ian ..\ — rt-- ^ C6T .\l (4) or .-uh-titutiiii: for ( and (/ from e) and (4) and re(lu(ing, , . — ;. :v - .- - , ..• V ' • •• "■'-■■:.■'■.•'.'<' - a ■'■■ v: '.^ "V^.;"'" J:v. ..-■'■ . ■ "Ihe commitiee of the .\meri(an Railwax Ma-ter Mechau-' its' .\sscKiation referred to alxjve. a> the results of experi-; iiKiU-. has recommended that the total weight of recijjrcjcat- ing parts on each side of the locomotive l»e kej)t below one (Hie-Iiundred-sixtieth part of the total weight of the loco- m. live m workiim orcler. and that one-half uf the wciijht of iIk- !■(•( ipro( aliiig part- he inilanced. ■'-.:"'.".' .•■■•"-■■ ''•.''■■'■' it i- tlii- amount of unbalanced ret iprocating parts whidi the (ommitlee- e\|ieriment- indicated would not jiroduce ol>ic( tioiialiK -waying couple-, liut sin(e there is nothing l(» iiiditau ihal any acc(»unt wa> taken of the cflcu t of the (OUple due to eccentricity of the position of the ( ounter-,. liaiaiKi a con-iderable part of the total swaxiiig (ouple, as we have -cm. may be made uji from thi- cau.-e as well as from the dired effe( t of the unbalanced reciprocating weights. It the eccentric coiipK i- eliminated by advancing the. ■ ouiuerbalance a projxr angle it may be possible to leave unbalanced a considerably greater amount of the reci|)rocat- inu l)arts than the experiments of the Ameri(an Railway .\l i-tcr Mechanics .A.-.-ociation committee would indicate. .\n\ iiurea.-e in the amount of the reciprocating jiart? that v.au be left unbalan(ed mean- a c(jrresponding reduction in the amount of (jver-balance put into the driving wheels and a corre.-ponding reduction in dynamic augment or "hammer llow." whi(h i- important in locomotives with heavv wheel load.-. Y 6A DEPAiqHE ■^ Steel Car Shop of the E. J. & E, . . .■•;,';^ :. Methods I'scd to Increase the Capacity of the Plant - ■ ■■ .>;'■.:.= Interesting Application of Some Portable Riveters MAW railroads at this tiini.' find tlunisclvcs con fronted riicse sections ron>i-t of 12 trat k>. each luivinti a tapaiity with the necessity of inereasini: the output of the of alxmt l.icar>. \\ hen the iar> are >h the rolling stock re (juired to handle the present heavy traflu. W ith ttern iiureaM'd the ca|)acity of it> plant for re; (airing ^teel car-« at Joliet. 111.. i> therefore of partitular interest, ruder \v rn'.al c<)n llie repair traik> former'\ m:ide tor repairs tlie\ are not moved until all are t'inished. About two day> are usually allowed lor strippinii. tw(» for rcas- -emblinu: and two for paintinu the car>. but thi~ all«»wanco is increased when new sill> are re(|uiretl. Ihe cars on which the majority of the work i* Iteinu done are of two dift'ertnt ii:ns, one a side dump car. shown in the prtxess of stri[»j)ini: in lit:. 1. the other a bot- The Day's Output Ready to Leave the Repair Track lieav) ripair> to almut 10(1 >teel car- each month. The i;real iiu rea-c- in tlie ore and coal traftic made it necessary to keep every available car in -ervicc and |)lans were made for increasinu the ca|)acity of the jilant to handle about iOO cars a nioiilli. The capacity of the tracks wa> about ISO c ar> and this was increased to alxiut S20 car> bv add- inii 11 -jiorl tracks to the repair yard. .Narrow uaue tracks Were arranged to .-erve the repair tracks, one beini; |)laced between e\c!\ >econd track and one rbnnini: tran-vc r-el. ucro.^s all the tracks. Slucls o|)en on the sides, with louvre> to admit liszht and air. were built to cover half the tracks. ..' l"()r purp(»>e> of orL;ani/ation the repair yards are divided into Uvo .-ections. each under the .supervision of a foreman torn clump, .>-howii in Fii:. 2. Mo>t tif tlie«-e car> were built 14 or IS years ajjo and are recdvinjj; their I'irst overhauling. As .'iQon as the cars are i)lacod heel> are 5, lo in. thick when new and they are renewed if the thickness is :V'^<* hi. or le>». The principal ])arts of the cars which re<|uire renewal are the >i(le >heets. dumji door> and floor >heet-. TheM' parts arc made in <|uantitie> and carried in >-t(M k for all classe» of cars. .All rivet hole> are |>uiuhed accordini! to temj)let> and reamed after beinu placed in position. Dump dcMir-. -ills, etc.. are assembled complete ready tc)r application. Ihc .sho[> was well >uppliecl with punrlu- and -luar-. 563 564 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 there Ijein? 12 of these machines ranging in size from 21 in. to 56 in. There were also two coping machines, one double angle shear, one 200-ton hydraulic press and three drill presses. Since the forming operations could not all be done on the Fig. 1 — Side Dump Car Being Stripped for Repairs h}draulic press it was necessary to provide some means of doing this work. The j)neumatic press designed for this purpose is shown in Fig. ,>. A double-acting air cylinder operates the bar, the height of which can be adjusted at Fig. 2 — Bottom Dump Car Ready for the Application of New Sheets either end. Formers of various types have been developed for use with this device, thus adapting it to a wide range of work. In the illustration it is shown closing up the end of a channel which forms part of a bolster. The riveting of the dump doors and similar parts is han- Fig. 3 — Pneumatic Forging Press Adapted to a Wide Range of Work attached to one of the horses keeps the door from turning on its supports. The riveter is supported overhead on a rail, along which it can be moved, while the height is ad- justed by a chain hoist. When the rivets in the upper half of the door have been driven it is revolved on the trunnions to bring the other end up. In this way it is possible to handle the work with riveters having a reach equal to only one-half the width of the parts which are riveted. The work is done more rapidly than where air hammers are used and much better workmanship is secured. The application of the air riveters to the riveting of center Fig. A — Riveting Dump Door on Trunnion Supports sills is shown in Fig. 5. Here the riveter is suspended at a fixed point and can only be moved vertically. The work after being asseml>led is mounted on strong push cars and moved along under the riveter. Some of the push cars are fitted with, trunnion sujjports and in case all the doors can- not be handled on the horses some are mounted on cars and finished at the stationary riveter. The assembling of the cars is done by gangs consisting of Fig. -Method of Handling Center Sells in Pneumatic Riveter four fitters and two riveters. The parts are |)laced in posi- tion by the use of cranes and jacks and riveted with air hammers. The exterior is then given two coats of paint. The work that is being done on the E., J. & E. is a splen- did illustration of what can be accomplished under the present conditions to get greater production from labor and tools. The increa.^e in the output of the shop is due to the died in a novel manner. The method used on dump doors ingenuity that has been used in designing special tools for is illustrated in Fig. 4. After the doors are assembled the more important work, in devising effective methods of trunnions are bolted on each end near the center. The doors using the class of equipment that was available, in arrang- are then placed on horses directly under a portable air rivet- ing for producing parts in quantities, and in maintaining er, l)eing supported by the trunnions, while a hinged dog a definite system for routing parts through the shop. ^ The Economics of Car Design BY JOHN A. PILCHER Mechanical EtifSineer, Norfolk & Western, Roanoke, Va, ' WHEN consideration is given to the very large number of freight cars built from a single design, the importance of giving careful study to each detail is readily understood. Every small saving that can be made in the labor of construction, each slight saving that can be made in the weight of the material, and every case where unnecessary material is used, as well as every slight defect, is multiplied by a thousand, in many cases by two or three thousand, or more. The large expenditure of money involved in the building as well as in the operation and upkeep of the cars which may be represented by a single design, justifies the thought of the best designers for an unlimited amount of their time. The wiiter has a case in mind in which the slight shift- ing of the location of two rivets in a single detail, used several times on the car, made a difference in the cost of an ■order of 1,000 cars of more than $2,000. How easy it is for the draughtsman or designer to let such a small matter go, rather than to take the time to make a slight change, which in this case had no influence whatever on the strength or maintenance of the structure, overlooking the extent to which his time will be repaid by the slight saving in the <:ost of the detail involved when such a large multiplier is used! An experienced and enthusiastic car designer once said to the writer that he could take any car design, whether made by himself or another, and by again carefully going over every detail, save enough on an order of 1,000 cars to pay himself handsomely with 10 per cent of the reduction in the cost of construction, without reducing the strength of the structure in any way. WHY THE RAILRO.^D SHOULD DO ITS OWN DESIGNING The design for any t}-pe of freight car may be laid out along many different lines, each of which must be developed in great detail, and some in complete detail, before a proper and intelligent selection of the best for the purpose can be made. When the general type of construction has been •determined there are then a large number of details, each of which should be given careful study from many angles. How is this study to be made? Who is to make it? At the outset it must be clear that time is a most essential element in the solution of the problem, no matter to whom or what agency the task is to be given. No one can make a comparati\e study of several types of construction, each involving many details, without a liberal allowance of time. Such an allowance of time can only be had when the designer has his problem before him well in advance of the actual requirements of the equipment. This work must be done before the production of the working draw- ings becomes necessary. Rushing through the design of a new car in order that rthe material may be ordered for quick delivery and the contract brought to an early completion is probably the most prolific of all sources of unnecessary expense, both in first cost and maintenance. It cannot be expected that each of the many car-building organizations will maintain a suf- ficient staff, necessarily getting its information second-hand, to make an advance study of the many special needs of each railroad that may become a purchaser of cars. In many cases the result is that plans are quickly pre- pared to meet an early date set for the receiving of bids, and regardless of the ability and experience of the designer, it invariably is found in such instances that less material could have been used with even greater strength or that there are real weaknesses in the design which could have been made amply strong without the use of additional ma- terial. Neither the bidder who fails to secure the contract nor the successful bidder has the time or opportunity to modify the design after the contract is let. Any change then made brings about correspondence, adjustment of price and delay. For the following reasons, therefore, any railroad order- ing as many as 1,000 cars of the same type at one time is fully justified in maintaining its own engineering force, made up of as many men as can be used, and in holding the best men who can be obtained: (1) The men in this organization can easily be kept informed as to the probable special needs of the road. They can be preparing to anticipate these needs and experimenting with the equipment with that end in view. They may thus have definite general plans formulated and ready when the need arises. (2) They have opportunities for first-hand information as to the relative effectiveness of different t)'pes of equip- ment and details under the service conditions of their own road. (3) They are in a position to appreciate fully all phases of the problem, whether it be low first cost of construction, which means light weight and, therefore, low cost of opera- tion, or low cost of maintenance, which means ample struc- tural strength and proper provision for deterioration. (4) They are also in a position to keep in close touch with the methods and appliances used in the road's shops, keeping these in mind when the design is made in order not to require the introduction of new methods or tools unless necessary; they are also in a position to know what older or standard parts should be retained in new designs. Fre- quently much money is expended in constructing a difficult detail in the shops, which could have been saved had the designer been familiar with his shop equipment. (5) The railroad by going into the market to purchase a specific design completely worked out in detail, with com- plete specifications, receives the advantage of real competi- tion, as the only considerations are the reliability of the bidder and the price. This also effects a large saving ef 565 5(4 k\\\.\\\\ Mi".! II wk; \L i-;.\"(.!.\i-:i:k \ui.. m, \(>. 1(1 ihrn- l.i'iiiii 12 of ilust- niaihiiK-s raniLjiiiti in >'\/-v fnjin 21 attailicd to ono of tlu' Iiopms kcrp- the door from turniiv in. to 5') in. Tluro wvn.- also two topiiiii nKHJiiiics. oik' (»n it- >u|>|tort-. I lit- riw-ttT i- >u|)|iortt.(l oviThcatl on ., lK'ar. one 2<)(>-ton iiyilrauiic |)ri-> and three rail, alonu' whith it tan Ik- niowd. wiiile the heiu'ht is ad drill pre-^e-. justed l>y a ehain hoi>t. When the rivets in the upper half Sinee the forniini; operation- eould not all he doiu' on the of the door have heen driven it i> revolved on the trunnion- to hrinu' the other ind up. In this way it is jiossihle to handle the work with riwter- iiavini: a reach ecjual to onl\ oni-half the width of the |iart- whiih are riveted. The work i> done more ra|)idly than where air hammers are used and nuu h lietti-r workman-hip i- -ecured. The appliia.tion of llie air rixitcrs to tlu' rivitiiiLT of (enter F g. 1 — Side Dump Car Being Stripped fcr Repairs h\iirauli» pr^-^ it \\a- ni(i>>ary to provide >ome nuan- o! doini.' thi- work. The |)neumatie |)re» de-iiini'd for thi> plirpo-i- i- diown in I'it:. .v .\ douhle-aetini: air ( ylindrr operate- the l.ar. tlu- luiLrht of whieh can l>e ailiu-ted at Fig. 2 — Bottcm Dump Car Ready for the Applicatlcn of New Sheets eithi r end. I'ormer- of various t\ pes have lain developed for u-e witli this tievice. thu- a(Uiptinu it to a wide ran^e of W(irk. In the illu-tration it is -hown clo.-in-i up tile end <^)f a ihaiinel uhith forms part of a holster. I lie rivetiin: of the ihnnp door- and >imilar p.irt- i- han- Fig. 4 — Riveting Dump Door on Trunnion Supports -ill- i- -Ikjwii in 1- il,'. .^. Ih-ri' the riveter i- -u-|iended at a fixed [loint I'lid lan oid\ l>e niovid vertically. The work aftir Itein.u a.-.-emhlid i- mounted on -tront; ])U-h lars and niovid ahaiir imder the riveter. Some of the pu-h cars are fitted with trunnion -upport- and in case all thi' doors can- not l-e handled en the hor.-e- -ome are mounted on cars and fiiii-lied at the -tationary riveter. ■..-...■•...., I he a--emlil!ni: of the lars i- done hv canus conf < rane- and jai k- and riveted with air liamnier-. I'lie ixterior i- then i;i\eii twd loat- of paint.:. Tlu- work that i- heiiiL; doiit on the I".., |. & I"., i- a -plen-. did illu-trat!( i> of what can he at t «impli-lie(| under the pre-eiit condili'U:l)ported li\ the truiiiiioii-. while a h:n'.:ed doi,' -^ deiniite -\ -tein for routing |»arts throuudi the -ho|». r- •. -•. P SSSBBBSSSS^SS!SSS WIIKN consideration, is i^'iven to the very large* numljer of freight cars Imilt from a single design, the importance of giving careful study to each detail is readily understood. Kvery small saving that can be made in the iahor of construction, each slight saving that can be made in the weight of the material, and every case where unnecessary material is used, as well as every slight defect, is multiplied by a thousand, in many cases by two or three thousand. i)r more. The large expenditure of money involved m the building as well as in the operation and upkeep of the curs which may be represented by a single design, justifies the thought of the best designers for an unlimited amoimt of their time. The writer lias a case in mind in which the slight shift- ing of the location of two rivets in a single detail, used siveral time-i on the car. made a difference in the cost of an order of 1 .000 cars of more than S2,000. How easy it is for the draughtsman or designer to let such a small matter ^o, rather than to take the time to make a slight change, which in this case had no intlucnce wliatevcr on the strength c-r maintenance of the structure, overlooking the extent to which iiis time will lie repaid by the slight saving in the cost of the detail involved when such a lari?e multiplier is used I An experienced and enthusiastic car designer once said to the writer that he could take any car design, whether made by himself or another, and by again carefully going over ever}' detail, save enough on an order of 1.000 cars to pay him.self handsomely with 10 per cent of the reduction in the cost of c('nstructi(jn. without reducing the strength of the structure in any way. :• '- - ; WHV TIIK K.\II,Ki>.\n SHOULD DO us (tw .V DKSIGXIN'c; The design for any i\pe of freight car may be laid out along mimy different lines, each of which must be developed in great detail, and some in complete detail, before a proper and intelligent selection of the l)est for the purjiose can be made. When the general type of construction has been di'termined there are then a large number of details, each of which should bo given careful study from many angles. How is this '-tudy to be made? Who is to make it? .\t the oiit-ct it mu-t be clear that time is a most essential element in the solutinn of the problem, no matter to whom or what agency the ta>k is to be given. Xo one can make a comparative stud) of several types of construction, each involving many details, without a liberal allowance of time. Such an allowance of time can only lie had when the desigiur has his problem before him well in advance of the actual rec|uirement'^ of the equipment. This work must l»c df;ne before the production of the working draw- ings Ix'comes necessary. Rushing through the design of a new car in order that the material mav lie ordered for quick deliver)- and the contract brought to an earl\ completion is probably the most prolitic of all sources of unnecessary expense, both in first c('>t and maintenance. It cannot be expected that each of the many car-building organizations will maintain a suf- tkient staff, necessarily getting its information second-hand, to make an advance study of the many special needs of each railroad that may become a jiurchaser of cars. In many cases the result is that plans are quickly pre- pared to meet an early date set for the receiving of bids, and regardless of the ability and experience of the designer, it invariably is found in such instances that le.>-s material could have l)een used with even greater strength or that there are real weaknesses in the design which could have been made amply .strong without the use of additional ma- terial. Neither the bidder who fail^ to secure the contract nor the successful bidder has the time or opportunitv to modify the design after the contract is let. Any change then made brings about correspondence, adjustment of price and delay. V:, ;■...;; ; ,-: For the follciwing reasons, tliereforc. any railroad order- ing as man\- as 1,000 cars of the same ty[X' at one time is fully justified in maintaining its own engineering force, made up of as man\ men as can be u.e jireparing to anticipate these needs and experimenting with the equipment with that end in view. They may thus have definite general jilans formulated and ready when the need arises. (2) They have opj^ortunities for first-hand information as to the relative effectiveness of diftercnt types of equip- ment and details under the service conditions of their own nxid. (3) They are in a position to appreciate fully all phases of the problem, whether it l)o low first cost of construction. which means light weight and. therefore, low cost of opera- tion, or low cost of maintenance, which means ample struc- tural strength and proper provision for deterioration. (4) 1 hey are al-^o in a position to ki^p in dose touch with the methods and appliances used in the road's shojis. keeping the.>^e in mind wlun the design is made in order not to require the introduction of new methods or tools unless necessar\ : they are also in a position to know what older or .-landard parts should be retained in new designs. Fre- quently much money is expended in con.structing a difticult detail in the «hops. which could have been saved had the designer Ijeen familiar with his shop equipment. (5) The railroad by going into the market to purchase a specit'.c design comjiletely worked out in detail, with com- plete specifications, receives the advantage of real competi- tion, as the only considerations are the reliability of the bidder and the price. This also effects a large saving ef m 566 RAILWAY MECHANICAL ENGINEER V(iL. 91, No. 10 time, as each bidder is not required to prepare a new design before making the estimate. The economic and engineering problems of freight car design are primarily two — cost and strength. While here considered more or less separately, they cannot properly be considered separately when an actual design is being worked out. STRENGTH AND COST OF MAINTEN.^NCE Some years ago there came into the office of the writer an old man, an engineer representing a manufacturer of a device for railway use. In the course of his conversation he made the statement that when a young man he had been told by an older man always to be sure that he made every- thing very strong. If a structure never broke down its cost was never questioned in after years, but if it proved to be not strong enough it would always stand as a record against him. If an engineer is preparing a design for a single structure and the factors limiting the strength are difficult and expensive to determine closely, he is justified in insuring safety even at considerable extra expense over what might bo a perfectly safe design, were a more accurate knowledge of the stresses available. To handle a problem in freight car design in this manner, however, is not engi- neering at all. The commission to design a freight car, when large numbers are to be built from the design, warrants all the diligence and expense necessary to determine with cer- tainty the limitations within which the strength of the de- sign mu?t come in order that the weight and corresponding first cost, cost of maintenance, and cost of operation, may be properly compromised. There are certain details of the car. both the truck and body, that are either fixed as standard or recommended as good practice by the Master Car Builders' Association. Where the standard has been established, as in the case of the axles, brasses, boxes, brake shoes and heads, couplers, brake pins, etc., any departure, even for special cars, must be care- ss fully considered to avoid all complications and delays under the M. C. B. rules of interchange. Recommendation? in the matter of practice take care of nearly all other truck details, either fixing the tests they must withstand or space they may occupy, or both. To the springs, however, I wish to call especial attention. They should be of such capacity that under no conditions of operation will they ever go solid. The solid closing of the springs puts stresses in other members of the truck which they are not designed to take and which cannot be predeter- mined. Inattention to this matter may lead to broken side frames and bolsters. In the car l)ody construction the coupler and its location are practically the only important exact standards adhered to. Since the' ?tre.«ses in the body structure are of such an indeterminate character, depending so largely on the treat- ment the car receives in service, the Master Car Builders' Association has placed recommended minimum limitations for the construction of the center sills, to discourage the building of cars not sufficiently strong to be used without trouble in interchange traffic. The recommended minimum is based upon a maximum load in the center sills of 500,000 lb., and a combined maximum fibre stress due to this load of 30,000 lb. per sq. in. The minimum sill area is placed at 24 sq. in., the ratio of stress to end load at .06, and the maximum unsupported length of the center sills at 20 times the width. It may be stated in passing that this should also apply to the depth. It is fortunate that the car designer has a measure of the buffing stresses fixed for him, as no construction he may use will insure freedom from failure if the cars come to- gether at sufficient speed. It is not the purpose of the writer to go into the details of construction. There are, however, a number of funda- mental considerations which the designer should keep in mind as a means of properly directing his study, which it may be well to point out. ( 1 ) Everj' stress imposed upon the car from without as well as every stress set up in the car from the load it carries, or from changes of speed or direction while either loaded or empty, sets up a reaction at one or more points in the car and must be resisted in some way. This is so fundamental as hardly to need statement, and yet it requires the closest study to determine all the points of reac- tion and all the effects of a stress. All the vertical and lateral forces must finally be transferred to the rail. All the longitudinal forces must either be passed on to an out- side object, al)sorbed as work done within the car structure or taken up by the friction of the moving car. Keep in mind the fact that all forces act in straight lines. (2) In considering longitudinal stresses, the limit of which cannot be definitely determined, there should be a progressive selection of the order in which the parts should fail. For example, the knuckle should break before the coupler, as it is easier to replace. The coupler possibly should break before the coupler attachments, and the attach- ments certainly before the center sills. If the coupler shank has a section of 15 sq. in. it might be well to put 20 sq. in. in the coupler attachments, particularly to resist the buf- fing stresses, and thus lead up to the 24 sq. in., which is the minimum recommended practice of the Master Car Build- ers' Association for the center sills. (3) Where contact surfaces are in constant motion under heavy pressure the maximum bearing surfaces should be provided, particularly where the development of slack is seriously detrimental to the proper functioning of the parts or is hard to eliminate, as in draft gear connections and friction draft gears. It would be difficult to use so much material, properly distributed around the draft gear con- necting parts, that any of it need be considered as wasted material. (4) Tr)- throughout the structure to so select the number, size and location of rivets as to balance the shearing, bear- ing and tensile stresses, on the basis of the well established ratios. So place all rivets that they will do the maximum work. Always keep in mind where the failure preferably should occur from the standpoint of maintenance. FIRST COST AND COST OF OPERATION. Above all else the car must hold its shape and the parts stay together if it is to give service. All of these points must be considered in the interest of strength, and with a view to reducing maintenance, which means keeping the car in service. But these are not the only considerations. The weight of the car is of great importance and keeping down the weight means not only reduced first cost but a reduction in the cost of operation continuing throughout the life of the car. The writer has in mind two cars designed for the same class of service under the same conditions, one of them the result of continued study through several stages of development, each represented by a complete design, the work covering a period of several years. The result is that the car finally developed represents a reduction in weight of 20 per cent when ocmpared with the first car, 13 per cent when compared with the second design and 10.4 per cent when the third design is considered. This was accomplished without reducing the service value of the car from any standpoint; as a matter of fact, a considerably stronger car has been produced, and it is much simpler in construction. The revenue load of the first car was 75.3 per cent of the total loaded weight and of the fourth car 77.35 per cent on the cubic capacity basis. With the lading increased in the fourth car to give the same wheel loads as the first, the revenue load was 77.95 per cent of the loaded weight. The I October, 1917 RAILWAY MECHANICAL ENGINEER 567 I last design effects a direct reduction in first cost of over 10 per cent, and a saving in the cost of operation during the life of the car (assumed as 20 years) of at least one and one-half times the whole cost of the cars, because of the reduced dead weight to be hauled. In addition to this, it offers an opportunity to carry an increased load, due to its lighter weight, which means a very material increase in revenue on every car. In the fourth car, as compared with the best of the other three, there were about 25 per cent less rivets to drive. The following suggestions are worthy of consideration in reducing the weight, and thereby the cost, without detriment to the service or strength of the structure : (1) Eliminate as far as possible the lapping of material in joints. Extra material is often used in this way which does not enter into the calculation of strength and which often adds nothing to the strength of the structure. The designer, in an attempt to accomplish this end, is justified in having special shapes rolled when there are a large number of cars to be built, but should study carefully ever}' available merchant shape before resorting to this expedient. (2) When considering the use of any section, compare it and every other available section to see which gives the required strength with the minimum amount of material. Sometimes the form that appears as most suitable and gives the best finish is the least efficient in strength and weight of material. A freight car is primarily an article of utility, not one of beauty. (3) See that there are no overhanging ends or comers which are simply extensions of serviceable parts, in them- selves, adding nothing to the strength of the car or to its holding capacity. (4) Reduce the end distance beyond the outside rivet holes on every piece, to the minimum consistent with mill and shop practice. Long end distances on many pieces total up to a large tonnage and frequently require re-shearing. (5) Consider carefully what allowances should be made for corrosion in metal cars in order to provide against a decrease in strength to keep the car in service for a reason- able lifetime. Remember that where parts can be replaced without too much expense it is cheaper to replace them at intervals than to carry too much dead weight throughout the life of the car and pay interest on the extra investment in first cost for a long term of years. (6) Consider every part from the viewpoint of repairs in case of wreck damage, taking into account the facilities at hand for producing a new part or repairing the damage part. Where a road has a large number of cars of the same type the necessary facilities for such work can be afforded, but the car may sustain the damage when away from home, where the repairs will hold it out of service for a long time. A HANDICAP OF THE DESIGNERS \'ery frequently the car designer finds himself handi- capped by some things which he would like to change. What is now a standard has often become so because of it? utility under conditions which no longer exist, or have been materially modified. An outstanding example of this is the M. C. B. standard coupler with its standard length of shank and standard maximum height above the rail. The height of the coupler was fixed in the days of light wooden cars when the fact that the impact load falls out of line with the neutral axis of the sills was not of serious consequence. Conditions would be greatly improved now, however, if the coupler could be raised even two inches. The length of the coupler shank was fixed without con- sideration of the possibilities of larger coupler heads, longer overhang of couplers, draft gears with long travels which add so materially to their capacity, and without regard to the advantages in increased strength of fastenings if these were set further back on the car sills. It is scarcely to be believed that it was ever the intention of the designer of the first automatic coupler, that the coupler, containing the movable parts of the locking mechan- ism, should receive the full shock of buffing blows. In the early days of the automatic coupler cars almost universally were equipped with dead blocks. Although later, when switchmen and trainmen were required to go between the cars to manipulate the coupler, the removal of the dead blocks may have been in the interest of safety-, at the present time when there is no occasion for any one to go between the cars when coupling, the dead blocks might again lie used to advantage. They would prevent the coupler, with its moving parts, and the draft gear from receiving greater blows than they can be designed to withstand. Under present conditions the coupler receives the full force of all buffing blows, an unreasonable service to which primarily may be due many of the break-in-twos occurring to-day.^ By the use of dead blocks the force of all buffing shocker above the capacity of the draft gear, could \ye delivered to the car structure directly in line with the neutral axis of the center sills or sufficiently above the neutral axis to counteract the effect of the coupler load, due to the distance of its line of action below that point. These paragraphs have touched on only a small number of the problems of the designer and outline but a few of the limitations within which he must work. They may be suggestive, however, of the almost numberless leads for study in car design. Possibilities are always ahead of the diligent student if he can only free his mind from considera- tion of what has been done and start on fresh lines of thought. The real problem of car design, after all, is the selection of the best possible compromise when all the limi- tations imposed by existing standards or economic and engineering conditions have been clearly defined and care- fully weighed. HANDLING MATERIAL FOR THE CAR DEPARTMENT* BY R. A. DOHERTY Storekeeper, Delaware, Lackawanna & Western, E. Buffalo, N. Y. The primary object of a railroad, as we all know, is to transport commodities of every description. In order to do this with safety and with the least expense, the equipment must at all times be kept in proper condition, otherwise considerable revenue may be lost, due to the railroad not being able to handle the business on account of poor equip- ment, and additional expense \vi\\ be incurred as transfer- loads after shipments have once been made may be necessar}-. It is the duty of the car department to see that the proper repairs to cars are taken care of as quickly as possible and with the least expense, while it is the duty of the stores department to endeavor to be able at all times to furnish the material required. In the first place it should be the business of the storekeeper and his force to see that a proper stock of standard materials is on hand at all times; this should be taken care of by following up each day the con- dition of the stock and reporting such items as are running low, or which may be entirely out. In cases where the ma- terial is being hurried and is made in one of the companv's own shops, the storekeeper at that point should be urged for prompt delivery. In this way by constantly following up the stock you will be able, as a rule, to take care of the needs of the repair department. In ordering the materials, uncertain deliveries must be •Abstract of a paper rrcented at the Niagara Frontier Car Men'i Asso- ciation. 568 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 10 taken into consideration as well as the monthly consumption of all items. It is getting to be a very difficult matter now- adays to follow up the question of deliveries on a great many items, and, due to this fact, it is necessary at times to order in heavy quantities, otherwise your orders will not receive the desired attention. The above applies principally to standard items of material. Whenever special items are re- quired, which, as a rule, are not carried in stock, the car department should immediately notify the storekeeper just what materials are wanted, and when the cars Uiey are wanted for are required to be put into service, so that a special effort may be made to obtain such items promptly. This is a very important feature and if it is given the proper attention by the supervising foremen it will often avoid cars being held out of service unnecessarily. Co-operation between the car and stores department em- ployees is very necessary. The railroad company in general benefits in the end if each individual employee will forget to draw the departmental line and realize that all departments will show the proper results at the end of each year if the principle of co-operation between departments is followed out in a consistent manner. In order to minimize the expense of handling, material should be stored as closely as possible to the shops and re- pair yards, where it is intended to be used. All valuable material should, without question, be stored under cover, and in addition under lock and key. Employees ia charge of the material should be thoroughly familiar with it, so as to avoid delays in delivery. All heavy materials, such as wheels, couplers, etc., should be stored outside at the most convenient points, where the work is done on them by the shops. It is just as important to carry the stock of new freight car wheels close to the mill building where they are bored and mounted and the freight car couplers close to the blacksmith shop in order to have pockets applied, as it is to carry the balance of the stock close to the repair yard. The stock of lumber required should also be carried as close as possible to the shops in order to save expense in handling. The finished lumber should be kept under cover adjacent to the repair yards, if possible, while the rough lumber should be kept close to the mill building. All ma- terial should be stored as close as possible to the points where it is intended to be used and not stored as a matter •of convenience to the stores department, taking into considera- tion, of course, facilities for handling and storing material. A very important feature in connection with this sub- ject is the use of reclaimed material. It should be used instead of new material in every case where it is possible to do so. This point cannot be impressed any too strongly on your employees. By making use of reclaimed, instead of new material, thousands of dollars can be saved annually. A great many employees have gotten the idea that once a casting or a bolt is removed from a car it cannot be used again. It is a well-known fact that a great many of such items which are daily removed from cars being repaired are just as good as new, or can be made as good as new with little expense, instead of being consigned to the scrap. It should be the object of the car department of every railroad to see to it that responsible men who understand material thoroughly have supervision over what is known as material gangs, which gather up all material removed from cars. Such material should be examined thoroughly at that time and any items which can be used to advantage should be placed in the reclaimed stock and the balance delivered to the scrap docks. This is the time when it will pay to have the material examined and not wait until it has been delivered to the scraji docks, as it may mean a big saving to the company to have such material available for immedi- ate use. Due to the unprecedented advance in the cost of materials, particularly during the last three years, railroads today are facing a very serious and expensive situation in keeping the equipment in proper repair, and as I have just men- tioned, it is the duty of every employee, regardless of de- partment, to see that no new material is used where reclaimed material can be used instead. Where shops have the facilities, it is now the practice to repair bolsters, couplers, axles, knuckles, etc., which were formerly scrapped. All bolts should be carefully sorted from the scrap, straightened, cut to the desired lengths, and re-threaded. All nuts can be assorted as to sizes and re- tapped, likewise all wrought iron washers can be reclaimed and assorted as to sizes. In fact, on every class of material handled, you will find a good portion of it can be reclaimed and made fit for use, instead of being sold for scrap. There are two good points about this feature which it would pay us to remember; one is that a considerable sav- ing is being effected in the use of reclaimed material and the other is that prompt repairs are being made to the cars by reason of using such material, whereas such work might be delayed considerably if sufficient new material was not on hand at the time. This reclaimed material question should be gone into thoroughly with the local inspectors at the out- side inspection points, as well as foremen in the repair yards, as it is just as important to have this feature handled prop- erly at these points as it is in the larger shops. Our people handle this question in the following manner. All material required by local inspectors is ordered on our regular requisition forms once a month. These requisitions are forwarded to our general foreman, who turns them over to a competent material man, who in turn goes over each in- dividual item very carefully and in every case possible, ma- terial from reclaimed stock is furnished before the requisi- tions are forwarded to the stores department for handling. I can assure you a good many dollars have been saved by this plan. The accounting of material used is another important item which should be very carefully considered. The Interstate Commerce Commission Rules governing the classifying and accounting of materials cover this question thoroughly. In every large shop and repair yard the different foremen or clerks who have jurisdiction over the issuance of material tickets should endeavor to familiarize themselves with the standard rules of material accounting in order to see to it that all materials used are charged properly. This matter should be given very careful attention as the railroads are held strictly accountable for the proper distribution of material. In closing, I would like to bring out two points very forcibly — the use of reclaimed materials and the co-opera- tion of all employees to the end that all work required be done as promptly and as economically as possible. Each depart- ment head should instill in his subordinates the spirit of co-operation, and there is no question but that the railroad companies in general will greatly benefit in the end if this practice can be followed. Railway Shop Employees' Part in the War. — The Railroads' War Board has had prepared and distributed 50,000 copies of a colored poster, the first of a series, ad- dressed to railroad men, which will be placed in shops and other places where railway employees gather. The poster is illustrated with a large locomotive and train and an insert showing soldiers firing a large gun. The wording is a« follows : YOUR NATION'S NEEDS AND YOUR PART IN IT. YOUR JOB DURING THE WAR IS TO CARRY THINGS WHERE THE COUNTRY NEEDS THEM. WHAT GOOD IS A GUN. UNLESS YOU HAVE IT WHERE IT IS NEEDED? WHAT GOOD IS A GUN WITHOUT SHELLS— WITHOUT FOOD FOR THE MEN WHO FIRE IT? YOUR SERVICES ARE ABSOLUTELY VITAL TO OUR COUN- TRY'S SUCCESS IN WAR. YOU ARE A RAILROAD MAN. THE NATION IS COUNTING ON YOU. ^ Freight . Car Maintenance BY LEWIS K. SILLCOX* -A-. - STEADY progress in the efficient operation of large train units will be considerably governed by our ability to so provide and maintain old and new equipment that a reasonable margin of safety will obtain. The greatest problem today is the all-steel car and it will continue to remain so unless adequate facilities are pro- vided to assure a proper program of shopping. It is simply a question of time until the greater part of a steel car must be replaced; renewals can only be economically and quickly carried out on a large scale for each car, for the reason that corrosion is more or less uniform throughout each section of the structure and one part cannot be disturbed without equally affecting the adjacent one. As steel cars advance towards the time of their periodical overhauling, many fail in service due to deterioration and care should be employed in selecting the worst cars in a series to be handled first, or it may be that prior to being taken into the shops, they can be used for company material, cinders or in the case of gondola cars, have solid wooden floors applied temporarily and assigned to lumber, cane, tie, brick or pipe loading. Steel cars develop peculiar weaknesses, dependent con- siderably upon the service in which they are operated. It may be that side girders cause difficulty in buckling, which perhaps may be due to a weak center sill construction, or a light top chord or compression side girder member. Some- times, but not often, side sills need reinforcement, or it may be that the end sills and draft members fail considerably. In any case it is generally conceded that replacement should be carried out in re-designed construction or such modifica- tion of the old that thoroughly good service in operation is assured. Hardly any expense less than $200 per car should be disregarded, if it is known that such expenditure will re- sult in keeping the car away from the repair track the greatest amount of time between rebuilding periods, which extends anywhere from seven to twelve years. Car Repair Costs. — Merely quantitative statements tend- ing to reflect items such as average car repair costs, mileage per day, etc., for definite periods of time are only useful in a general way and in order to obtain a true idea of the actual cost of operation, it is necessary to determine the attitude in which the management of any road consider addi- tions and betterments for instance, or write off depreciation. Sometimes many legitimate charges to capital account are allowed to remain under the heading of operating expenses unless due consideration is allowed for all accounting fea- tures affecting repair costs to equipment. As a matter of interest repair costs on 28 prominent roads representing a total mileage of 119,857 and owning 1,119,- 481 freight equipment cars revealed the fact that those lines spending the least amount of money obtained the least mile- age from their cars. For instance, a road in the western classification territory spent $27.19 per car per year ending • Mechanical Eneineer, Illinois Central. June 30, 1916, and the average mileage amounted to only 2,632 miles per car owned per year. On the other hand, another road in the same territory spent $79.30 per car per year during the same period and obtained 11,865 miles per car per year, or 32.5 miles per car per day, as ccHnpared to 7.21 miles per car per day in the previous case. The same relation, only not so marked, is true of roads in the North- western section of the country; here we find one road spend- ing slightly less than $100 per car per year rendering a mileage of almost 13,000 miles per car owned j)er year; this as compared to an outlay of less than sixty dollars p)er car per year, but a mileage of only nine thousand on an adjacent line. The general tendency throughout the country can briefly be stated, that those roads spending the most on their equipment to keep it in good physical condition are able to realize a practical corresponding increase in mileage. The following gives the average cost of maintenance on 29 roads: Average Coat Average of Mais- Number Mileage per tenanct of Roads Total Car Owned per Car District. Compared. Cars Owned, per Year. per Ye»r. Pacific Coast 3 62,326 11,846 $74.91 Western 8 150,739 9.092 72.1| Northwestern 5 254.298 9.977 69.|i Central & Southern 6 162,936 9,345 87.47 Eastern 7 552.761 10.971 7l.M 29 1.183,060 10,246» $75.18 * Equivalent to an average of 28 miles per car per day. DR.\FT GEAR Unquestionably, no feature of car maintenance and con- struction has been so fully discussed as that surrounding the question of the draft gear and many hard problems are pre- sented from the standpoint that a proper determination of the subject involves a compromise between theoretical and prac- tical considerations, — neither can be neglected. Aside from any reference to a usual discussion, it might be interesting to devote attention along the lines that the average car itself, on account of being generally resilient, embodies a capacity for absorbing severe shocks, tentative analysis of which is given in the following broad examples and ought to be con- sidered in the sense of practical rather than mere theoretical reasoning, as one familiar with switching movements in large terminal yards, often wonders why more damage does not result from rough handling than is actually experienced. This necessitates a consideration of the mechanical factors involved, that is, what are the stresses set up and what en- ergy is involved in the movement of cars approaching each other as in yard service or in train service, wherein the cars are coupled together? The following calculations are basic in their nature and in accordance with well known laws. For the purpose of illustrating, mathematically, the amount of energy which must be transmitted through the draft gear and car framing, we have fixed upon a maximum coupling velocity of 6 m. p. h., with a view of approaching what might 569 570 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 be termed violent yard service. The equipment taken into consideration in these calculations are gondola cars and fur- niture cars. The energy which must be transmitted through the draft gear in a moving car striking another standing car of same weight and capacity (this condition is selected as being the least destructive of any combination which might be con- sidered), equals one-half the mass multiplied by the square of the velocity. This figure should be divided by 4 to obtain the value of the work which should be absorbed or dissipated through the draft gear and other resilient parts of the car, in view of the conditions laid down above. The application of the figure- above mentioned develop the following results: Empty Uoitdola Car. — Cotniitioi s: J iRlit weight of car 41,000 lb. ( apacity of car 110,000 lb. X'elocity of moving car 6 m. p. h. First, the energy (E) developed in the cars at the time they come in contact must be determined. As explained above this is equal to one-half the mas? (M) multiplied l)y the square of the velocit}- (\). This figure should be divided by 4 to Loaded Gondola Car. — The same procedure is followed in this case as before except the weight considered is 151,000 lb. instead of 41,000 lb. The energy (E), therefore, is — M X" 4,689 X 77.44 2 2 E = =r = 45.394 ft. lb. 4 4 Since the sills are capable of absorbing 14,763 ft. lb,, the remainder 45,394 — 14,763=30,631 ft. lb., must be trans- mitted or absorbed by other members of the car than the sill — preferably of course by the draft gear. Furniture Car. — Conditions: Light weight of car 45,000 lb. rapacity of car. 88,000 lb. \'elocity of moving car 6 m. p. h. Area of sills (.X ) 34.5 sq. in. Modulus of elasticity (E) 29,000,000 Elastic limit ( I. ) 30.000 lb. per sq. in. Truck centers (C) 372 in. By following the same procedure as outlined above the energy developed by the light furniture car is 13,532 ft. lb. The amount of energy the sills may absorb without ex- ceeding their ela.-tic limit is 16,388 ft. lb. N'iew No. 1. — Showing the car with the coupler pushed back towards the striking casting. \"iew No. 2. — Showing the same car with the coupler pried out, denoting excessive slack which results from neglected maintenance. An Example of a Poorly Maintained Draft Gear. obtain the value of the energy which should lie absorbed or dissipated in view of the conditions given alxive. 41,000 M = \- - 32.2 6 X 5,280 60 X 60 M V2 = 1,272.67 — 8.8 ft. per rec. 12.317 ft. lb. The next step is to determine the amount of energy the sills are able to absorb (the cushioning effect) without being stressed beyond their elastic limit. Conditions: •Area of sills (.\) 31.08 sq. in. Modulus of elasticity ( K) 29,000,000 Elastic limit (L) 30.000 lb. per sq. in. Truck centers (C) 37 J in. The ela.-tic factor (e) of the sills is- r. X C 30.000 X 372 0.38 E 29,000.000 The amount of energy these sills may absorl; without exceeding their elastic limit is — A y I. X e 31.08 X 30.000 X 0.38 = i; .156 in. lb., or = \A.7C3 ft. If. 177.156 12 The amount of energy developed by the furniture car loaded to its capacity is 39,983 ft. lb. The following table sums up all four cases and shows in addition the energy developed at 5 and 7 m. p. h. Eneigy in ft. lbs. to be Dissipated. / At > Weight 5 Miles 6 Miles 7 Miles lype 01 C;ir. Conditions, in Lbs. per Hr. per Hr. per Hr. JZ'0"']o'a Empty 41.000 8.575 12.317 16,769 Condola Loaded 151.000 31.600 45,394 61,800 Furniture Enii>ty 45,000 9,421 13.533 18,424 lurniture Loaded 133.000 27,833 39,983 54,434 In this connection it is well to state that these loads are not capacities or stresses, but simply energy expressed in teniis of "foot-pounds,'' which is force multiplied by dis- tance, that is, one foot-pound would be the energy developed by one pound passing through one foot of space, or two I>ounds through half a foot (6"), or four pounds through one-quarter of a foot (3"). Maintenance. — There seems to be a uniform misunder- standing regarding the maintenance of high capacity draft gears in general. When it is considered that we have a unit which is crowded into a very small space and designed to absorb in so far as possible the very worst shocks which ser\'ice conditions imp>ose upon it, any thinking person will appreciate that a certain amount of deterioration must re- OcTOBtK. 1917 RAILWAY MECHANICAL ENGINEER 571 I suit. With this thought as a foundation, is it not logical to assume that a penalty should be imposed upon the road which for any reason whatsoever offers a car in interchange with draft gears which have developed excessive lost motion; vet these conditions are experienced every day and result in break-in-twos on account of air brake hose parting or draft attachments failing on account of excessive slack action. It is simply a matter of deferred or neglected maintenance and if we are to obtain reasonable protection to equipment through the medium of a high capacity draft unit, we must he prepared to stand the expense for the work fulfilled. There is no use going about this important matter in a dis- interested manner. Draw Bar Yokes. — The matter of determining between the use of cast steel or wrought iron drawbar yokes is largely dependent upon the viewpoint taken. From actual tests covering a large number of samples, selected at random, it may be stated that the maximum holding power of a new genuine wrought iron yoke carefully gibbed and fitted over the butt of the coupler and secured in place by two 1% in. steel rivets, does not exceed 300,000 lb., the average being approximately 270,000 lb. On the other hand some roads require cast steel yokes to test out at 450,000 lb. when new and if under these conditions the construction employs the use of a gibbed design of pattern tending to relieve the coupler key from excessive strain, the full holding power of the yoke may probably be utilized in service with an ample factor of safety. The cross section, namely 5 in. by 1', s in. thick (5.64 sq. in.) of the M. C. B. standard coupler ke\ , Failure Caused by Poor Loading. Damage caused liy a load of dressed timber loaded in an adjoining cai and which was not Imlkheadcd. makes it necessary to provide a material of high elastic limit, not less than 0.40 per cent, carbon steel, in order to resist excessive bending in service and, furthermore, coupler keys wear considerably in the slotted openings through the sills, unless carefully maintained. The wrought iron yoke, if properly applied, will generally give satisfaction, but so many cases of neglect in this respect has to a large extent discouraged its use in certain sections of the countr}-. Im- proper design or installation of any type of a drawbar yoke is poor economy and dangerous in practice. REINTORCEMENT OF HOUSE CARS Sufficient emphasis does not seem to have been laid on the need of suitable end reinforcement for house cars. Only a small percentage of the roads are really providing designs which meet present-day requirements, either from the fact that they do not care that foreign roads are continually obliged to replace the original construction through com- bination, or because they have failed to compile figures show- ing the costs of repeated replacement of light construction, of a car with no reinforcement other than the common unreasonable delay to equipment and loss of lading resulting therefrom. The difference between the strength of the ends of a car with no reinforcement other than the common wooden end post with heavy end lining and one with the Substantial End Saves Damage Claims. This car was loaded with power house niacliinery and had not a sub- stantial end reinforcement been provided, a damage claim of large pro- portions might have been experienced, certainly more than the expense of providing the steel end to the car. same construction supplemented by two rolled steel Z-bars l)roperly tied in place has been shown by actual test to be practically 100 per cent. This was obtained with an addi- tion of only 500 lb. of metal per car. TRUCKS No car, if allowed to operate a sufficient length of time, will fail to develop patent defects in the truck side frames and bolsters. A truck frame or bolster which fails to give seven years' service, can 1^ classed as being improperly designed. There is no real economy in reducing the weight of these parts to such an extent that their service life is directly affected. Just to maintain a so-called standard, it is hardly desirable to replace broken parts on obsolete types of trucks; it is a simple matter to provide the latest design and remove the old style, employing all the useful material in the maintenance for other trucks of like construction. From actual observance of results obtained in service, it is a question whether, in the interest of safety, it is a far- sighted policy to weld broken truck side frames and lx)lsters, as some of this work seems to be poorly done by those em- ploying the practice and has resulted in very- serious acci- dents. HR.\KE BE.\MS Another important feature that should be given careful attention concerns defective brake beams and parts. Pos- 70 KAII.WW MECHANICAL ENGINEER Vol.. 91, No. 10 ; c torinci \i..iriii yard .-L-rvicc. The cqui|iin(.nt taken into C'>n>i(lerati are gondola tar< and fur- niture car:-. ■' riie ciitri;;: uliieli inu>t he tran.->niiltcd through the draft ;;oar in a !iH'vinu car .striking another standing car of same ".\eiglit and ■ ■//) /(//y (thi.- condition is .-elected as l>eing the I'.M-t destruaivf of any conihination which might he con- -idered). e<|Ual* one-lialf the mass multiplied l>y the sijuarc oi the veltain tac value of the work which shoulil he ah.-orhed <»r dissipated tiirough tlu' draft gear and other resilient part- of the car. in «onditions laid down aiiove. The application of diove mentioned develop the following results: \ww ot tin :';k- llgun- I.mpty (/"•• :t o.f;;rju-. . , -.•ir. ...,,.. vitiR car. ..:. 41.1.0.. 11). , ...110,(X)0 III. .J. . .6 in. II. !i. 1 ir.-t, tile Liiergy ( K) developed in the cars at the time thcv rnne in toni.n t must he determined. .\s explained .dtove thi- I- e({ual t«< oliedialf till' ma-- (M) multiplied !■> the -t|Uare 6i. the'; vehii-rt\:(,V)". liii- ligun- -hould l>e di\ide••• E 4 — •-- - 45,394 ft. 11). Since the sills are cajjahlc of ahsorhing 14.76,> ft. Ih., the ivmainder 45,j94 — l4.76.-ir^.i0.6.>l ft. Ih., must he trans- niitteil or ahsorlied hy other meml>ers of the car than the -ill — preferal)ly of course l)y the draft gear. :-.., '.■:•■•••.,.'.. J'uruilurv Cir. . ^ .- •.'■'-■'■\" '■•:'■'■'-'■'. Ciiil'tii.ns: Ijglit \vol>!!it Hi' tat . .,; ..'i;. < "ai'-icity of tar •• Velocity of moviiiR car Area of sills ( .\ ' Mo.luliis nf cla>ttcily (K».. •'• Ml.TStic limit < 1. 1 , Truck Cl titers i.O . ...i. . .. ..... . . . .-,.■.. . . .4.=;, GOO 11). ...... 8«.0()0 Ih.. 6 in. II. h. 34.5 si\. in. , 29.OiK),000 3y.088 ft. 11). '■ - ■ .■ •. •' t.-.» strikiuipi^c^-sT ins rtip oa*" '^vrth flip coiir-Ier j m-i!.; .V f.ack towards \uxy N'.y. Y-Sliowiiif! the sair.c car with tlu- cupler |irit.I nut, denoting , t-Vti'-siw *l.ii'; whtrli ri s;iit« fr«>tn iifulcctt-.l in.iiiitt u.inct . . - An Ex.imple of a Poorly Maintained Draft Gear. "tain the \alue of tile energy wiiith -hould Ik ,i!.-orl-«o\c \i 41,<»00 (• V ■', S(. ./-.«l ."i-v. II, per f«;. ' 1 he amount of I lurgy developi-d hy the furniture car loaded to it- cajiacity is .>'>,98.-> ft. Ih. .- •■;••.:-,•-■' .i Ilie following tahle -uiii- up all four cases and shows in addition the eiier'jv tU-veloped at 5 and 7 m. i>. h. .\i \ : : ..;ir ft. \\,:''- .. - • " .4 I he ne,\t -lep is to determine the amount I.I iiiergy the 5.11- are ahle to ah><>rh (the (U-lii I.I...... _">,<.iio;fto«i Kb-tic iiriirt .< F.V. .■.,.. ..i.,, v.'.;, ...»il,0»iO Ih. inr -'|. '"• .V 'IVi-e i.i <;ir. '. •;.in-1..!.A , . Ihe elastic .factor .^e) of the sills i.- -' in. fi..^{<-- - ... 1 J'l.ttOtl.fl.MI Ihe amount .of. energy the-e -ill- iiia\ ali-orl> without xeedimr their ela-tic limit is-- ■ ... - A ^ •i.y-^.V-f!.: . , - 177.156 0..?8'i; KrjiSfi ill. ll-., or . 12 •, " •• »* »•< ■ ". ■ •'" \ Kticiny in ft. ■ V ibs. to J)e l)is>i|iated. W.iulit 5 .Mil,- f, Xlil.s 7^ines ( ..iiililii.ii-. ill F.b-i. in-r llr. )ht 1 1 r. per Hr. . Kiui.tv 41.0i)'i «,,=;7.i 1_'..M7 16,769 '. I.nailcl 1.^1. iK)0 3I.Wi() 43. .VM 61.800 . Kiiii.ly 4.v0<)n '1.421 !.i.5.M 18,424 .■ I.oa.lcil l.(.^(K)() _'7,s,^^ .V^,'»S3 54.434' III thi- MJiiiie. tioii il i- w.II to -tate that these loads are iioi 1 apaeitie- <,r -tre--e-. I)U! -imply eiurge expres.sed in lenn- oi 'foot-pound-. ■■ whidi is force multiplied hv dis- t.tiiie. that i-. one foot |)ound would he the energy developed hy one pound |ia--iiig through one foot of space, or two pound- throuirh half a fcKit (o"). or four pouiKJs through ■nni-(|uarter of a foot (.■!"). l/'//«/r;/,/;/, , .- -'I'hcre -eem- to he a uniform misunder- -t..iiding reg.irdint,' the maintenance of high capacity draft '.rears in general. When it is considered that we have a unit which i- (rowded into a very small s|)ace and de-iuiied to ah-orh in so far as jiossihle the very worst shocks which -erviie (tmditions impose ujion it. any thinking jierson will appri-ciate that a certain amount of deterioration mu-t re- O. roBKh. I'M/" RAILWAY MECHANICAL EXaiNEER 571 .-lilt. With this thuuuhi a.s a foundation, is it not logical to as-.unH- that a j)enalty should he imposed u})on the road uhicli for any reason whatsoever offers a car in interchange with draft gears which have develojjed excessive lost motion; \et these conditions are experienced every day and result in j.nak-in-twos on account of air brake hose parting or draft .ittachnients failing on account of excessive slack action. It is simply a matter of deferred or neglected maintenance .tiul if we are to obtain reasonable protection to equij^ment ihruugh the medium of a high capacity draft unit, we must lie prepared to -;tand the exj)ense for tlie work fultilled. I here is no u>e going about this important matter in a dis- interested manner. ^ ' - J^ =' P: "• ~ ^•°. "■;; ih.i'ii' Biir \'(>k(S. 'J"he matter of determining between the use of cast steel or wrought iron drawbar yoke>^ is largely dependent upon tiie viewpoint taken. From actual ie>ts covering a hirge number of samples, selected at random. it may be stated that the maximum holding power of a new genuine wrought iron yoke carefully gibbed and fitted over the i)Utt of the coui)ler and >ecured in place by two 154 "i- >teel rivets, does not exccvd .•idO.OOO lb., the average being approximately 270.000 lb. On the other hand some roads ii'jdire cast -teel yokes to test out at 450,000 lb. when new aii'l if under the-e conditions the construction enipl<)y> the u-«.- '-I a gibbed design of pattern tending to rilieve tlu C(;a()ler key from excessive strain, the full holding power of the yoke may probaltly be utili/.ed in >ervi(e with an ample f.u tor >eet:on. nanich 5 in. ii\ 1 s in. thi' k ( 5.(i4 »<|. m. I « if the M. ( ", li. -tandard (oupKr kry. Failure Caused by Poor Loading. i "Vmjjjrf caused l»y a t<.»,i-teel. in order to re-iist excessive bending in service and, furthermore, coupler kcvs wear considerably in the slotted opening> through the -ilN. unle>s ( arefullv maintained. The wrought iron yoke, if pniperly aj)[)lied. will generally give sati>fai tion. Iiut .so many ca.'^es of neglect in this resjject has to a large extent discouraged it> u>e in certain sections of the country. Im- pp)oer de>ign or in.-itallation of any tyj)e of a drawbar yoke i- ••nor I nnom\- and danizerou^ in ])ractice. kElXrORCEMKXT OF HOUSE C.AJiS Sufficient emphasis does not seem to have been laid on the need of suitable end reinforcement for hou.>e cars. Only a small percentage of the roads are really providing designs which meet i)resent-day reciuirements, either from the fact that they do not care that foreign roads are continually obliged to re[)lace the original construction through com- bination, or because they have failed to compile figures show- ing the costs of re[)eatecl rei)lacement of light con.-itruction, of a car with no reinforcement other than the ccjmnion unrea. l..aiifum- iiLKinticry ami liad iii>t u -ub- -lantial einl nititi>rionii-iit lH;t.Mi la•^">v•i^lc^J,■ .a ilaniam; claim i»f large jiru- I'ltions iiiii^lit have iKtii iviKiiom-t'J. to'laiiilj' in«r«: tliatt -Ai.H: c-X|»tiix f providjiig l!:e stet-l eiiil t'l tlic car.; ;.•'';•: .;' . ^^ r '.-'y ''. "V ■■'/....■ -ame con.«tructron sujiplemented b\ two rolled steel Z-bars properly tied in place ha.^ been shown by actual test to lie practically 100 per cent. This was ol»tained with an addi- tion of only 500 lb. of metal jxt car. .'"'■-;.%;;,•,-•••'-.>";-■ ■:^:^,, .-■ , trucks -^; -.;> Xo car. if allowed to operate a sufficient length of time, will fail to develop patent defects in the truck >ide frames and bolsters. A truck frame or bolster which fails to give .-even years' service, can be classed a> U-ing improperly designed. There i> no real economy in reducing the weight of these p.irt> to -uch an extent that their service life is directly affected. Ju.-t to maintain a >o-called standard, it is harclly desirable to replace bri)kcn parts on ol>.-iolete types -of trucks; it is a sim]»le matter to j)rovide the latest design and remove the old >l\le. employing all the u-eful m.iterial in the maintenance fcjr other trucks of like lon.-truction. From actual t)b>ervance of results obtained in service, it is a question whether, in tlu intercut of safety, it is a far- sighted polic\ to weld broken truck side frames and bolster-, as some of this work >eems to be poorly done by those em- ploying the practice and has resulted in very serious acci- dents. '-■:■ , :•' : V - . _ \/_ .\ ;■' 15K.\KK hlAMS Another important feature that should be i^iveii careful attention cciJUerns (lefective brake Itfams and |)arts. Pos- 572 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 sibly the largest percentage of the difficulty lies in the brake head, the brake hanger and the brake shoes. A great many cars are now in service with parts worn to such an extent that they are absolutely unsafe. Some roads give the attention required by these items, while others seem to disregard them entirely. Brake beams should be raised to properly inspect the heads, hangers and keys while the cars pass over repair tracks. A properly applied truck brake arrangement should guarantee uniform shoe wear, full release of the shoes when the brakes are not applied and the elimination of torsional strains tending to collapse the trussed type of brake beams. AIR HOSE Those roads operating through extremely cold climates give serious consideration to the matter of inspecting cars for serviceable and safe (non-porous) air brake hose. This element of caution could well be applied throughout the country and the number of break-in-twos, caused by bursted hose which generally result in disaster to car equipment, would be greatly reduced. For a single car or cut of cars with hose "coupled together, it is only necessary to charge them with air in the usual manner, applying a standard coupling with the nipple end plugged to both ends of the car or cut of cars and open all angle cocks, then paint the hose with soap suds and remove any which show signs of porosity. If this practise were followed on all cars which are shopped or appear on the repair tracks, it would not be found to be a severe inconvenience. A consideration of this matter would not be complete Weak Ends in Stock Cars. Where stock cars are used for lumber loading, it is generally agreed that the posts should be securely braced, on account of the construction not admitting the application of heavy end lining such as is applied to other house cars. without deciding upon the probable life of air brake hose made in accordance with M. C. B. specifications and applied to equipment operating under normal weather conditions. Data carefully compiled along these lines, covering hun- dreds of samples selected at random as manufactured by four of the leading rubber companies for four prominent roads discloses the fact that the maximum life obtainable for any of the samples selected did not exceed 50 months' actual service, the minimum being about 24 months and the average less than 33 months, representing a service mileage of 409,860 miles jjer hose. RECLAMATION OF MATERIAL To properly consider the reclaiming of material to be re-worked at a definite and known saving, would require too much detailed analysis and each branch of the work might be profitaljly considered separately; however, it is seldom that such items are dealt with satisfactorily in writing, as so much more can be gained from actual observation. Oc- casion is taken, however, to casually suggest a few of the items numbered among those generally followed throughout many sections of the country: Re-rolling old truss rods into brake masts, column bolts, sill steps, flat bar iron for miscellaneous forgings. Using arch-bar truck bottom tie straps to make brake . ^ ^sai>^ ^ V.ji/ i; f ^^^P^.^^^S ^£i dii wal , J il HI 1 1 * MSfi ^tf ■ -i i| I H 1^1 ^^^^H ■ ■ 3 i 1 1 1 1 1 ^^^^3 1 ii 1 m Wooden Flat Cars Should Be Eliminated. The wooden flat car for main line traffic is fast proving a failure and is frequently the cause of serious accidents in terminals, ai well as damaging first class equipment adjoining it. beam safety supports, brake mast stirrups, reservoir supports, draft sill ties and old arch-bars to make coupler carrier irons, coupler horn braces for steel under-frames, side bear- ings and air brake levers. Old bolts can be straightened and pieced out to advan- tage under a Bradley hammer. Worn brasses can be re-bored and lined, also bearing wedges and journal boxes can be reclaimed by building up the worn places by means of the welding torch. Many cylinder packing leathers removed from service can be re-treated. That is, after all the dirt and other for- eign matter is removed, they are re-filled and made non- [)orous in large quantities at reasonable cost. Journal truing and wheel grinding machines of proj)er pattern are elements tending to guarantee extensive savings under certain conditions. Door hasps for box and stock cars, pressed door handles, etc., can be made from good parts of old plates removed from steel cars. Old tubes can be pounded out and made into split keys, washers, etc. With the increased difficulty in obtaining suitable lumber, it is natural to consider the utilization, in so far as it can he economically done, of dismantled material. Old car- lines and posts can be used as side door braces, old flooring, and for grain door nailing strips. Sheathing, if carefully removed, can be applied to work equipment and can be used for doors and as a lower course of roofing and lining in bunk and non-revenue cars. Short lengths of sills can be made into running board saddles, grain strips and cripples, and good parts of broken sills and serviceable sills from dismantled cars can be made into sill splices, if they are of the proper cross section. Where fruit cars are required, it is generally economical to convert old equipment for this service. In order to simplify the maintenance of a suitable stock of lumber on hand at all times, it is good practice to furnish a list of sizes covering the entire requirements for the sys- tem, a sample of which is shown below: Standakd Sizes of Car T.umber — Fkeight Cabs. End Sills White oak, 7% in. by 8 '4 in. bv 10 ft. — caboose cars. White oak, 7% in. by 9 '4 in. bv 9 ft. 6 in. — 30-ton fruit and caboose cars. White oak, 754 in. by 14 '4 in. by 10 ft.— 40 and SO ft., 30-ton furniture cars. White cak, 8 '4 in. by 9 '4 in. by 9 ft. 6 in. — 40-ton box cars. October, 1917 RAILWAY MECHANICAL ENGINEER 573 White oak, S'A in. by 12% in. by 10 ft. — 40-ton gondolas and 40-ton flat cars. White oak, 8Vi in. by 13'A in. by 10 ft. — 40 and 50-ton H. & B. side dump cars and 40-ton gondolas. White oak. 9% in. by 13 ?4 in. by 10 ft. — 40 and 50-ton Rodgers ballast cars. These are, of course, in addition to the usual material specifications which include the standard contour for all classes of lumber. PAINTING With a view towards the systematic maintenance of freight equipment, several roads have adopted rigid instructions re- garding the periodical painting of cars which has resulted in great benefit to all-steel equipment and metal roofs on house cars. Below is shown an extract from existing in- structions employed by one of the largest roads : "The following figures are given as a general guide in Poorly Designed Truck Side Frame. Deterioration of spring plank channels provides a substantial argument favoring the use of strong sections and not mere pressings of the lightest thin plate. arriving at a plan of carrying on the painting of cars in order to cover the entire ground periodically. Cars Owned and Leased. Average Re-painting per Wooden Kind of Car. All-Steel. Box, etc. 5 Years. Year. Ratio. House 28,595 5,719 475 .42% Gondola 11,582 13,751 5,066 422 .39 Refrigerator 4,606 921 77 .07 Flat 2,994 599 SO .04 Stock (owned 1,230 246 21 .02 Stock (leased) 371 74 6 .006 Caboose 797 155 13 .01 Tank 10 2 .. .004 Work 2,852 570 SO .04 "This indicates that, based on a life of five years for each re-painting period, we would have to re-paint 1,114 cars per month. Out of every 10 cars re-painted, the ratio should be 5 house to 4 gondola to one of all other classes of cars." Cars are stenciled when painted, in a suitable manner, showing the date painted and the shop at which the work was done. GENERAL It is good business to repair cars and put them in service- able condition when they are idle, having them ready for use when required, instead of having them held out or in service in a crippled condition. Good serviceable cars mean so much in reducing other expenses that there seems no reason why they should not be maintained in an efficient condition. A load placed in a defective car often means delayed move- ment, added expense in transportation, claims for demurrage and possibly dissatisfied patrons. Undoubtedly the most economical repair costs may be ob- tained by the adherence to a policy of operating shops uni- formly throughout the year, insuring the maximum yearly output with the minimum capital invested in buildings and equipment, permitting the retention of a steady trained force of workmen and insuring the best condition of rolling stock at all times. The men who hold supervisory positions in the mechanical department are without exception loaded with a burden of cares and responsibility which leaves them little time for the study of long, intricate statements or reports. Columns of figures, no matter how skillfully arranged, give the salient facts only upon diligent study. This should encourage par- ticular care being exercised in the preparation of periodical reports, cost statements and results of tests. Wreck Reports. — A careful analysis of wreck reports is well worth the time spent. The following was developed from a twelve-month record of reports for one large road. The defects listed are exclusive of assigned responsibility for collisions, bad track, broken rails, improper loading, side swiping or rough handling, disregarding signals and they are shown in order of extent to which damage occurred: (1), axle failures; (2), truck side frame failures; (3), wheel failures; (4), draft gear giving away; (5), bursted ])iping and hose; (6), center plates and side bearings Icxked; ( 7 ) , truck brake rigging down ; ( 8 ) , improper location of the .*ide bearings; (9), loose wheels; (10), failures of the truck bolster. Central Repair Points. — The general centralization of heav>' car repair work at important terminals is by far of the greatest economy, provided adequate facilities are installed to handle the work with despatch. It is simply deplorable to observe the almost universal absence of suitable facilities to care for the maintenance of steel freight cars throughout the country, when with suitable arrangements cars could be passed through the shops in less than half the time it takes at present; this with a corresponding reduction in expense. Practically all car repair shops throughout the country are overburdened with repair work, because a much larger num- ber of cars are in service and freight traffic has reached the highest point in the history of this C(Xintry. There is a de- gree of efficiency necessar\' to keep a car reasonably safe Improperly Hung Brakes. A typical example showing the importance of providing a properly de- signed brake arrangement. It is also to be noted that all nuts and bolts should be properly locked from turning or becoming detached. for handling, and for the protection of the freight it carries. This efficiency must be such as to prolong its life at mini- mum cost. Greater uniformity in construction would insure a larger output at less cost, as suitable material would be more readily available and workmen becoming familiar with similar construction could perform the work with greater despatch. Stores Department. — There is often a tendency on the part of the mechanical department to feel a lack of responsi- bility in the matter of keeping the general storekeeper fully advised in advance as to the requirements of the mechanical 574 RAILWAY MECHANICAL ENGINEER \'oL. 91. Nc. 10 department and also as to any necessity in its assisting to avoid an excessive accumulation of stock. Shortage of ma- terial is unavoidable under present market conditions, no matter how large or varied a stock is carried, but much of this can be prevented by keeping the division and general storekeeper fully advised as to the progress of the work for which material is needed. Every mechanical officer should consider it his duty to frequently make a thorough inspec- tion of all material carried on hand for his department. As a rule the divisional mechanical officer who works in closest harmony with the division storekeeper is the one who least often is heard to complain about the shortage of material. m M. C. B. Letter Ballot Results No. 2 Brake Beam Adopted as Recommended Prac- tice with Modifications ; Other Important Changes AT a meeting of the executive committee of the Master Car Builders' Association held in Chicago on June 14, 1917, a letter ballot containing 108 questions sug- gested by the various committees, was formulated to be sub- mitted to the members of the Association. Of these 108 questions five were rejected by the members as follows: Specifications for journal box packing; the need for specifi- cations covering freight car lubricants; the revision of sec- tion 41 in the specifications for lumber; the advancement of journal bearings for passenger and freight equipment to standards, and the revision of M. C. B. sheet U-11 regarding the pulleys, pulley seats and pulley keys for electric lighting equipment of passenger cars. Following is an outline of the more important questions submitted to letter ballot which were accepted: ST.AXD.ARDS AND RECOMMENDED PRACTICE It was voted to increa.«;e the over-all width of the bearings for 4%-in. by 8-in. journals from 4yg in. to 4}i in., and on 5><-in. by 10-in. journals from 534 in. to 5->8 in. in order to allow for the proper boring of the bearing, the pres- ent dimensions leaving too thin an edge after Ijoring for a 5/16-in. lining metal. The following items listed in the 1916 proceedings as recommended practices are advanced to standards: Specifications covering dimensions and tolerances for solid wroiiRht steel wheels for freight and passenger car service. Minimum thickness for steel tires. Wheel tread and flinge for steel and steel tired wheels. Wheel circumference measure for steel and steel tired wheels. (It was voted to have this measure cover steel, steel tired and cast wheels, thus eliminating the circumference measure for c:tst iron wheels shown on M. C. B. sheet 16-.A.) Rotundity gage for solid steel wheels Pl.ine gage for solid steel wheels. Lining for outside-framed cars. .Sizes and dimensions for soli2, 3i and 34 (Figs. 5 and 6)- for loading of tan bark, rules 60, 61, 62, 63 and 64 (Figs. 22 and 23); for loading of slab wood, rule 66; for lading of laths, rule 66a (Fig. 24) and for chocking and blocking for any load." The paragraph A in the existing rule has been changed to paragraph E and now reads: "Gondola cars with sides 30 in. high and over may have the stakes placed on, inside of the car sides, either in or out of the pockets, providing the stakes rest on the car floor and are substantially wedged to the car sides by the lading." Rule 13. — The sentence in the parenthesis in this rule has been changed to read as follows: ''(Hemlock may only be used for single loads as provided for in rule 12. section B.)" MM«>I A IB C ii-iH noTe :- COi/fLlf^QS MUST CMTCK Tue u*i GMae but s^oulo nor cuTcn the. rrt 2. G/tac Fig. 1 — Gage for Air Bral»«C TO THC CONTACT AUC* OF ThC SmOF . nvCTCO MCK uoiT LMC •r en«er and FreiKlit Kquii.nient Cars. Mild Steel Bars for Passenger and Freight Equipment Cars. Chains. Cement for Mounting Air Brake Hose. Galvanized Sheets for Passenger and Freight Equipment Cars. Structural Steel, Steel Plates and Steel Sheets for Pa^-encer Eauio- ment Cars. "^ Structural Steel. Steel Plates and Steel Sheets for Freight Eouirment Cars. Welded Pipe. BRAKE BEAM AND BRAKE SHOE EQUIPMENT It was voted to adopt as recommended practice a strut, strut lever and lever pin connection for brake beam and lever of 1 3/32 in. in diameter by 3^/^ in. under the head; a brake 576 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 beam hanger pin of 1^ in. in diameter by 7 in. under the head, and a brake beam hanger diameter of 1 in. No. 2 Brake Beam. — The brake beam committee succeeded in designing a No. 2 brake beam which, with certain limita- tions, has been accepted by the association as recommended practice on a close vote, 1,425 voting in favor of it, 673 against it, with 1,399 votes necessary for adoption. This ha.s been accepted with the understanding that a future re- port will be made on the compression member and its at- tachment to the head and strut members. The beam is shown with its details in Fig. 2. It is further understood that this Ijcam is adopted only as a progress design, as the final re- quirements have not been worked out by the committee. No third point suspension is shown. It is optional in providing a 1^-in. opening at the end of the strut casting for support- ing this portion of the beam by any means desired by any road, but that is not compulsory' in the construction. A tabulation of the malleable brake heads which are being put on beams developed the fact that they weigh all the way thin and worn vertical flanges of cast steel wheels to 15/16 in. when worn thin and 1 in. when worn vertical, which is the same as for wrought steel wheels. An additional paragraph was added under the heading "mounting wheels," in the specifications for 33-in. cast iron wheels, as follows: "The wheel face on all axles must be turned to a uniform diameter throughout the entire length of each wheel fit and must be smooth and free from ridges, so as to provide an even bearing for the wheel fit throughout. H trom 6^^ lb. to 21 lb. apiece. ^% OECTION-A-A. SKCTION-A- A — Section of 700-lb., 33-ln. Cast-iron Wheel Adopted to Replace the 675-lb. Wheel. Mounting wheels on axles having the wheel fit tapered is not permissible." TRAIN LIGHTING AND EQUIPMENT The following paragraphs of the specifications for electric lighting of pa.s.senger equipment cars were advanced from recommended practices to standards: Fig. 3 — Cast-iron Wheel for Cars of Maximum Gross Weight to Exceed 210,000 lb. Not cracks and works out, and in the second case an unneces- sary amount of malleable iron is being purchased. In the design of the brake head, the pot-hook opening is shown at the center as the committee feels that the center hanging is correct. However, an optional location shown by dotted lines in Fig. 2 for the pot-hook opening at the upper end of the head is permitted. The specifications and tests of brake l)eams were revised. CAR WHEELS The 33-in. cast iron wheel shown in Fig. 3 was adopted as recommended practice for cars of maximum gross weight not to exceed 210,000 lb. The 33-in., 700-lb. cast iron wheel shown in Fig. 4 was adopted as recommended practice in place of the present 675-lb. wheel of the same diameter. It was voted to change the condemning limits for worn Piiraaraph 1. Paragraph 5. Paragrajih 6. Paragraph 9. Paragraph 10. Paragraph 12. Paragraph 13. Paragraph 14. Paragraph 16. Paragraph 19. Paragrajih 20. Paragraph 21. (.'>ystem voltages.) (Mounting.) (Axle pulley and bushings.) (Size of bail bearings.) (Boxes, design.) (Dimensions of battery trays.) (Connections.) (Charging receptacles.) (Terminals.) (Switchboards.) ( Fuses.) (Installation of conduit aod wire.) TANK CARS .\ number of changes were made in the specifications for tank cars, most of which are minor in character and as a rule do not change the substance of the present require- ments. The following are the principal changes: Item 23 in the class I and class II specifications was changed to per- mit the restricted use of cars tested to 40 lb. after Januarv 1. 1918. ^ In the specifications for the class III and the class IV tank cars item 9, paragraph 3 has been changed so that malleable iron for striking plates and draft lugs is optional. A new set of specifications called "Class V, Tank Car" was adopted for the use of chlorine and sulphur dioxide. Instructing an Apprentice in the Cabinet Shop., Freight Car Apprentices on the Santa Fe Difficulties Encountered in Securing Recruits and Suc- cessfully Training Them Gradually Being Overcome THE Atchison, Topeka & Santa Fe has had exceptionally good results in its attempts 'to provide an adequate apprenticeship course for its freight car apprentices. That part of the proceedings of its ninth annual apprentice instructors' conference referring to this class of apprentices, an abstract of which follows, is therefore of more than ordi- nary interest. A similar account of the proceedings of the eighth annual conference was published in the Railway Mechanical Engineer of August, 1916, page 403. That the importance of making a decided effort to select and train young men for this work is becoming more generally recog- nized is indicated by the large competition on this subject which was held last year under the direction of the Chief Interchange Car Foremen's Association. The prize article was printed in the November, 1916, issue of the Railway Mechanical Engineer, page 579. The second prize was awarded to C. N. Swanson, superintendent car shops of the Santa Fe, Topeka, Kan. It was printed in the December, 1916, issue of the Railway Mechanical Engineer, page 639, and gives an excellent outline of the courses of training which are provided for car department apprentices on the Santa Fe. The more important parts brought out at the recent conference follow: WHAT IS NEEDED IN THE FREIGHT CAR SHOP? O. D. Buzzell, general foreman, car department, San Bernardino, Cal., spoke on this subject as follows: In addition to teaching the boys carpenter work they should also be given a thorough training on airbrake equipment. The Interstate Commerce Commission require- ments are very strict regarding the airbrake equipment. Furthermore, if these men are made familiar with air work, it will serve to retain more of them in service, as they will be able to command a better rate of pay, and be eligible for further advancement as inspectors. Our apprenticeship system is tlie best method known for training men in air bntke equipment. The highest class of car work is given the apprentices at San Bernardino, including the reconstruction of cars. After a boy is far enough along the car carpenters are glad to have them work with them. Start the boys on truck work. As this is the foundation of the car, it should also be the foundation, or first work of the apprentices. Dur- ing the course they should be given an opportunity to see liow every part of a car is constructed. Mr. Buzzell commented on the rapid change from the wood freight car to the steel car, and emphasized the im- portance of giving the apprentices a thorough training on steel work. As long as we have refrigerator cars there will always be more or less wood work, but the trend is toward the use of the steel car, and it is up to us to prepare for this need. Discussion. — It is important that the instructors take an interest in the work of the boys and in the personal life of the boys, and they should be encouraged to save. The latter point was emphasized by S. L. Bean, me- chanical superintendent, who also mentioned the import- ance of helping to develop the young man's character, and doing all possible to keep him out of bad company. The school hours of the boys of this trade were also dis- cussed; it was the consensus of opinion that instead of hav- ing two hours of school twice a month, they should be al- lowed to attend school as often as apprentices of other trades, that is. two hours a week, if it is possible. The school should be held in the morning hours rather than in the afternoon. INSPECTION WORK — HOW HANDLED. In teaching the apprentices inspection, it was thounlit best to teach them the minor defects first, and later the ccm- 577 578 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 plex defects. When an apprentice is on any particular class of work, the principal or common defects arising therein should be explained. This should be carried out throughout the entire apprenticeship. The instructor should go with the boys and actually make an inspection trip over a train of cars. The boys should be taught to live up to the M. C. B. rules explicitly. It was agreed by all that the inspection work should be given the apprentices toward the last six-months' period of their course. TEACHING M. C. B. RULES In order that the apprentices may fully understand these rules, it is best to have the school instructor teach the boys the rules in the school room; this to be followed up by the work of the shop instructor. The shop instructor, where- ever possible, should give the boys work on foreign cars, where they may have a better opportunity of explaining the rules to the apprentices. The subject of teaching the apprentices the manner of billing for repairs on freight cars was also discussed. It was suggested that the local instructors arrange for the M. C. B. clerk, or travelling car clerk, to visit the school room occasionally and give instructions to the freight car carpenter apprentices regarding the bills to be made out incident to repairing foreign cars. METHOD OF SECURING APPLICANTS It was pointed out that applicants for this trade were ver>' hard to secure, particularly so in some localities. The general opinion seemed to be that the best applicants had been secured from labor gangs in the shops or car yards, from sons of employees, or from friends of other appren- tices. Many good boys have been obtained from nearby towns, and often have made application as a result of base- ball games in these localities. It was suggested that when one of these boys from a nearby town went on a vacation the instructor should make it a point to speak to him about his work, and in wishing him a good time on his trip should suggest that if there were any other good boys in his home town who would care to serve an apprenticeship in the car shops, to have them make application. In this way, many good boys liave been obtained. When a prospective appli- cant calls upon the shop instructor, the latter should make it a point to show him thoroughly what work the appren- tices in this trade are given, and what the opportunities are for advancement. In addition to the difficulty of securing good applicants for apprenticeship in this trade, still greater difficulty was reported in holding the young men during the first six months' period. The boys are older than the apprentices in other trades, most of them being 20 to 24 years of age. Since many of them are married, they have great difficulty in pulling through, with the wages being paid at present. It was agreed by all the instructors that if a higher rate of pay was given during this period it would be of material help in holding these boys. It was urged, too, that a greater variety of work should be given the apprentices during the first six months to keep them interested in their work and let them know that they are actually learning a trade and would later receive greater benefits. It was urged also that the instructor enter thor- oughly into the home life of the boys, and make them feel that he is their friend. In connection with the question of humane treatment and kindness that should be accorded the apprentices, the following poem was recited : If with pleasure you are viewing any work a man is doing, If he's worthy of the comment, tell him now. Dcm't withhold your approbation till the parson makes oration. And he lies with snowy lilies o'er his brow; For then, no matter how you shout it, he won't really care about it, He won't know how many teardrops you have shed — If you think the praise is due him, now's the time to slip it to him, For he cannot read his tombstone when he's dead. More than fame and more than money, is the comment kind and sunny. And the hearty warm approval of a friend; For it gives to life a savor, and it makes you stronger, braver. And it gives him heart and spirit to the end. If he earns your praise, bestow it; if you like him let him know it. Let the words of true encouragement be said. Do not wait till life is over and he's underneath the clover, For he cannot read his tombstone when he's dead. SCHEDULE or WORK It is best to start the boy out on truck work, as far as possible, and have the inspection work given him last. In general, the schedule adopted at the last meeting (Railway Mechanical Engineer, August, 1916, page 404) has been found very satisfactory, though, of course, it will have to be varied according to the location. i INSTRUCTORS CO-OPERATE The school instructor can assist the shop instructor in teaching M. C. B. rules; also in helping the boys on air work with the charts in the school room. From charts showing the anatomy of freight cars, flat cars, etc., he can give the apprentice much instruction that will assist the shop in- structor in teaching the work of this trade. He can dlso assist in teaching safety appliances and should train the boys in sketching and drawing. The freight car shop instructors introduced a resolution stating that they believed it would be a great benefit to both the shop instructors and the apprentices if they could have blue prints showing classes and series of freight cars, these to be filed in a convenient place for the use of the appren- tices. They have experienced much trouble because of not having access to prints. Standard prints are just as essen- tial in the car shop as in the locomotive shop, and a series of prints should be worked out and made available for the u>e of the apprentice boys. UNIQUE UNDERFRAME REINFORCEMENT For several years the Marsh Refrigerator Service Com- pany, Milwaukee, Wis., has been building steel under- frames which have been applied both to new cars and to old cars requiring reinforcement of the draft members. .\ new design has recently been adopted by this company which is of interest because of several novel features, the most important being the arrangement for making use of the bolsters removed from rebuilt cars in connection with the new underframe. The underframe formerly used was built up of two 9 in. 20-lb. channels extending the entire distance between the end sills and reinforced in the center section by a 13 in. 32-lb. separator channel. The body bolsters were steel cast- ings with cored holes through which the center sill channel passed. Heavy cast steel striking blocks were used. The center of the car was carried on needle beams of channel section, attached to the center sills and further supported by four truss rods. In order to do away wijh the necessity of providing new body bolsters when reinforcing cars, the design of the underframe has been modified. The center sill cross October, 1917 RAILWAY MECHANICAL ENGINEER 579 section has not been changed, but the channels, instead of _ extending the full length of the car, are brought only to the bolsters. Economy draft arms of special design, fit- ting over the liolsters and securely riveted to the center sill ., J60l ^ t 1 TBirl T r f !■ I Ti « ir -tfr-f- • =,a--', J .t-^»4.j^.,-»- -r fe,^ J, ^4. .i-^j^fc t ^fe ai^w j fcfd LJ Cross Stcfion. Shofrina Connection Be^i^een Nndte Beam and Infer- rr't Dm ff Sill. Half Section of the Underframe Used by the Marsh Refrigerator Service Company channels, form the center members at Ijoth ends of the car. The draft arm* are made to accommodate Farlow draft gear with 8 in. by 8 in. springs. Cast steel striking plates similar to those used on the original design are riveted to the draft arms; thus, the end sill is held securely be- »tuten the lug on the draft arm and the striking casting. Two of the truss rods pass through the striking casting and over Underframe Ready for Application of Car Body saddles at the bolsters, furnishing additional support for the outer ends of the draft arms. A change in the needle beam has also been made in this design. It was found that in case a car was knocked off center considerable dam- age was often done to the wooden sills by the metal needle beams. It was therefore considered best to return to the use of wood for these members. In building wooden refrigerator cars to be used with steel underframes, the sizes of the wooden sills are not reduced. It has been found advantageous to have the car bodies suf- ficiently rigid to do away with the necessity of supporting them at a large number of points when they are raised off the underframe. In the present design side sills of 5 in. by 10 in. section have been used with 5 in. by 9 in. in- termediate sills and 5 in. by 8 in. center sills. In designing the new underframe it was desired to make it applicable to cars of two different series, one having a body bolster 14 in. wide while the bolsters on the other series were 11 yS in. wide. In order to accommodate both bolsters the underframe was designed with a 14 in. bolster This Rib fo be Remoifed .$1'— >1 < Z4- .>! ADAPTER CASTING USED ON ECONOMY DRAFT ARM opening. When applying underframes to cars with 11 ^2 in. bolsters a lYz in. filler casting is welded to the bolster. Some of the cars now being reinforced with steel un- derframes have been equipped with the Economy draft arm applied to the wooden sills. In order to save the draft arm a casting was designed to be attached to the section of the View Showing Construction at End of Underframe draft arm which extends beyond the bolster, joining it with the center sills in the same manner as in the case where the special design of draft arm is used. The First Submarine. — The first submarine boat of which history makes any record was built by a Dutchman, named van Driebel, in 1640. The boat was built in England with money said to have been advanced by King James I. According to reports the vessel had a unique ballasting system. There was a number of goatskin bags placed under the deck between two large planks. These bags, when filled with water, caused the vessel to sink. To cause it to rise again the bags were pressed together again with a windlass arrangement, forcing the water out, and thus giving the boat reserve buoy- ancy. — The Engineer. A/ Tank Cars for the Santa Fe Constructed in Accordance with the Latest M. C. B. Class III Specifications, of 12,000 Gal. Capacity THE Santa Fe has ordered from the Pressed Steel Car Company, 500 tank cars of 12,000 gal. capacity, which are to be used largely in the company's service for handling fuel oil. These cars were designed by the rail- road in accordance with M. C. B. specifications for class III tank cars as revised in 1916. The barrel of the tank is of open hearth steel plate, the bottom being a continuous plate 3^ in. thick and 83 in. wide. The upper part of the barrel is in five sections of }i in. plate. The heads are 3-2 in. thick and are dished to a radius of 10 ft. The dome is 5 ft. in diameter inside and is made of 5/16 in. plate on the sides and Y^ in. on the top. The dome cover is dished to a radius of 8 ft. The dome ring the upper plate placed 3 in. from the inside of the to]) of the tank shell and with a 5^ in. space between the upper and lower plates. They are secured to the shell by 5/16 in. gusset plates. The bottom outlet valve casing is of the usual type except that it has an internal thread above the valve seat into which a casting is fitted which serves as a valve rod guide and also prevents foreign substances from getting under the valve seat. The safety valves are two in number of the latest M. C. B. standard type attached to the top of the dome and set to open at a pressure of 25 lb. per sq. in. An ingenious method of fastening has been used on the handholds at the ends of the tank. In order that the hand- holds may be replaced from the outside they are attached Santa Fe Tank Car Built in Accordance with the New IM. C. B. Specifications is of cast Steel and the dome cover of malleable iron. The cover has the usual outlets just below the flange to allow any pressure confined in the tank to escape before the cover is removed. There is a special lead gasket provided on the lower side of the flange of the tank cover and four holes spaced at 90 deg. are cored in the top so that pipes may be inserted to facilitate the application and removal of the cover. One of the unique features of the construction is the appli- cation of splash plates to prevent an unequal distribution of weight on the trucks during brake applications. Two of these splash plates are provided, one on each side of the center of the tank and 6 ft. 6 in. from the center. They consist of two sections of 5/16 in. plate, each 18 in. wide. with a special stud. The section is such that breakage is most apt to occur outside the hexagonal portion of the stud, in which case it can be readily removed with a wrench. In case the stud is broken flush with the tank it can be drilled out and replaced from the outside. . As the vapor given off by fuel oil is poisonous, the cars must 1)0 .'^teamid out before it is safe for a workman to enter them to make repairs. In one end of the tank near the top a 4-in. pipe flange and plug are provided to facilitate washing out the tank. The heater pipes are arranged according to the Vapor Car Heat- ing Company's sy.stem. Two flanged couplings are provided at one end of the car. The main steampipes, 3 in. in diam- eter, are screwed into these castings and extend along the 580 October, 1917 RAILWAY MECHANICAL ENGINEER 581 bottom of the tank for nearly the entire length, being closed at the end with a pipe cap. Inside each of the 3 -in. pipes is a 1-in. pipe held in position by star couplings. The end 'V channels. The body bolsters are of built-up construction with a cast steel center filler and ^ in. pressed steel side diaphragms spaced 5 in. back to back and reinforced on top and bottom by ^ in. steel plates 16 in. wide. On top of the bolsters are cradles built up of 5/16 in. plate. Wooden blocks fitted into these cradles supf)ort the tank at each end. .!• I t h ^-T' H I Pi I _[ h----H i ! 'W V* I j i .,^1'. — J__-^ H^h -----^- .>{lsW- e Holes.Drilled ^ Diam. End View of the Santa Fe Tank Car. castings are joined by slip joints and the steam pipes lead to a trap under the tank. The underframe is designed principally tc resist buffing stresses since the tank is largely supported at the bolsters. The center sill is made up of two 12-in. 35-lb. ship chan- ■SecHon C-D. Dome Cover for Oil Tank Car Push pole pockets are riveted to each end of the bolsters on the side nearest to the end of the car. The end sills are built up of 4 in. by 4 in. by J^ in. steel angles reinforced on top by a Z-shaped cover plate 5/16 in. -IB Underframe of the Santa Fe Tank Car. nels spaced 14^ in. back to back, reinforced on the top by thick. The ends of the end sills are supported by 3 in. by a ^-in. cover plate 22 in. wide extending the full length of 2^ in, by 5/16 in. angles connected to the bottom flange of the car and at the bottom by two 33^2 in. by lYi in. by J^ the center sill channel. in. angles, extending 16 in. beyond the centers of the bolsters. The tank is secured against end shifting by anchors 10 ft. Five stiffeners of pressed steel are located between the long of ^ in. pressed steel. These are secured to the bottom 582 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 of the tank with ^ in. rivets and are fastened with 1 in. bolts of double refined iron to anchor supporting plates 5^ in. wide, ^ in. thick and 10 ft. 4 in. long. The end running boards are supported by the end sill cover plates by Z-shaped brackets of ^^-in. plate. The side running boards are supported between the end sill and the body bolster by ,>-in. by 2j/2-in. by 5/16-in. angles. Be- tween the bolster>i four supports are provided which are ^I'hptjap Il iThys 3 Pip* Tap, 8 ThUs Tap h Fifth ^'P*rFf. Towards F/Hing \ Casting for the Steam Heat Connection. formed of 4-in., 03^4 -lb. channels placed back to back under the running board and riveted together, one running over the top and one under the bottom of the center sills, to which they are also riveted. The draft gear is of the friction type Miner class A-18-R. The draft lugs are of cast steel, the front and rear lugs on each side forming an integral casting. The coupler yokes are of open hearth steel, 5^2 in. hy XYz in., fastened to the couplers with rivets of double refined iron. The couplers have 5-in. by 7-in. shanks and 9^-in. butts. The coupler \//y//^^,'/////yy/y////^y/Y77 ^-— - I Mac/line Fit Bolt k- Sf- -*! Method of Attaching the Tanl< to the Frame. is supported by a carrier wearing casting placed on the car- rier iron which furnishes a large bearing surface and reduces the wear on the coupler. The trucks are of the Andrews cast steel side frame type with cast steel truck bolsters equipped with Barber roller lateral motion device. Cast iron wheels and malleable iron journal boxes are used. Among other specialties are West- inghouse brakes, Simple.x couplers, Creco brake beams, Na- tional malleable journal lx).\es and the Imperial uncoupling arrangement The Value of Mechanical Engineering. — Nowadays most of the civil engineer's work is done by machinery. The mechanical engineer is called in at the inception of every big undertaking, whether civil or military; and those not thoroughly grounded in mechanics have to take a back seat. — RaUway Gazette, London. STRESSES ON END FRAMING OF CARS BY H. J. HENNESSEY Calculations covering the stresses on end framing of cars by the action of the lading when abrupt changes in the speed are encountered, have been very vague or unreliable. The following method is submitted for consideration: • Maximum buffins: shock which the car Mill sustain (freight 150,000, pas- senger 300,000) the force necessary to bring a moving car to rest instantly A Light weight of car B Lo.id C B + C F'oot-poiind factor — = D A Referring to the following table, opposite the foot-pound factor, corresponding to D, will be found the speed of car in miles per hour (£) and feet per second (F). Foot Pound Miles per Feet per Factor (D) Hour (E) Second (F) .033 1 1.4167 .134 2 2.9167 .300 3 4.3333 .S3S 4 5.7SOO .930 5 7,7500 1.200 6 8.7500 1.640 7 10.2500 2.140 8 11.7500 2.640 9 13.1667 3.500 10 14.6667 4.070 11 16.0833 4.S20 12 17.6667 5.660 13 19.0000 6.550 14 20.5000 7.480 IS 21.9167 13.36 30 29.25 20.88 25 36.67 30.12 30 44.00 40.80 3S 51.25 53.50 40 58.58 67.60 4S 65.75 83.40 50 73.25 i 100.00 55 80.67 120.00 60 88.00 Disregarding friction of the lading on the floor or sides of car and considering the load moving at the rate F feet per second at the time the movement of the car is stopped, the load will strike the end of car with a force equal to that of a body falling a distance of G feet, which will be found in the following table, opposite the proper value of F. "p" "G" "P' "G" Velocity Height of Velocity Height of Feet per Sec. Fall, Feet. Feet per Sec. Fall, Feet. .25 .0010 20. 6.22 .50 .0039 21. 6.85 .75 .0087 22. 7.52 1.00 .016 23. 8.21 1.25 .024 24, 8.94 1.50 .035 25. 9.71 1.75 .048 26. 10.50 2.00 .062 27. 11.30 2.S0 .097 28. 12.20 3.00 .140 29. 13.10 3.50 .190 30. 14.00 4.00 .248 31. 14.90 4.50 .314 32. 15.90 500 .388 33. 16.90 6 00 .559 34. 17.90 7.00 .761 35. 19.00 8.00 .994 36. 20.10 9.00 1.260 37. 21.30 10.00 1.550 38. 22.40 1100 1.880 39. 23.60 12.00 2.240 44. 30.00 13.00 2.620 51. 41.00 14.00 3.040 59. 54.00 15.00 3.490 66. 68.00 16.00 3.98 73. 83.00 17.00 4.49 81. 100.00 18.00 5.03 88. 125.00 19.00 5.61 • Therefore, the force of the blow exerted against the end of the car by the lading is: C X G = H pounds. Consider the end frame a beam uniformly loaded for a length equivalent to the height of load in car, extending from one point of support. The bending moment of the end and corner posts and braces can then be figured in the usual manner for box cars, assuming the beam supported at end sill and end plate and for gondola cars consider the end stakes a beam supported at one end. The foregoing is calculated on the assumption that the end frame will retard the lading and absorb the shock without distortion or penetration. FORGING MACHINE WORK AT SILVIS SHOPS At the Silvis shops of the Chicago, Rock Island & Pacific, many parts are made in quantities and distributed through the store department over the entire system. The production of large amounts at one time has naturally led to the devel- opment of the cheapest and quickest methods of doing the work. One of the most interesting features of the practice on a single item was the result of a change in the method of making beading tools. It had been the practice to forge these oversize and mill them to the contour desired. The corners were then rounded by filing. It was found possible to produce a tool of almost exact shape required on the forging machine, the only finishing needed being filing off the fins. The saving by this method amounts to $.58 for each tool or $2,106 per year. In making draw bar pins the head is upset and the hole for the key is then punched in the other end. This not only saves labor as compared with the method of drilling the hole for the key, but it reduces the amount of handling re- quired as well. The reduction in the cost as compared with forging by hand has shown the economy of making dies for all parts K— ^i'—jU 10- ^—22-^ Driver Brake Slack Adjuster Made on a Forging Machine in the blacksmith shop is the extensive use of forging ma- chines. It has been found possible to do much work on the forging machines that was formerly shaped or welded under power hammers. Some parts which are usually made on automatic machines are also turned out at a considerably lower cost for both labor and material on the forging machines. An example of this is the spring roller pin shown below. These were formerly made from IJ^-in. bar stock, the center por- tion being turned down in an automatic machine. They are now made on the forging machine, XV^-in. stock being used, and the enlarged ends are formed by upsetting. The saving of labor and material bv this method amounts to 20 cents T"* 1 1 V i Spring Roller Pins Made on a Forging Machine which are used in considerable quantities. On engine truck swing links, which are finished at one heat in the forging machine, the saving in labor is $1.16 each. Cranks for velocipedes, the labor cost of which formerly was $1.28, are now made at a cost of $.05 each. Clevises for safety chains now cost $.085 each as compared with $.44 when made by liand. In making safety chain hooks, the eye is first formed under a Bradley hammer. The piece is then bent in a bull- dozer and finished in the forging machine. Eyebolts for Example of Some of the Forging Work Done at the Silvis Shops of the Rock Island. for each piece. Brake rigging pins are made in the same way. Bushings for flexible staybolts also were formerly made on automatic machines. It was necessary to turn them from solid bars and the cost was $.025 each. Dies have now been made for forming these parts on the forging ma- chine and the cost has been reduced to $.0044 each. It should be borne in mind that when such parts are forged it is often possible to use scrap material, thus effecting a further saving. One of the largest savings which has been brought about safety chains are formed on the forging machine alone. Among other parts for which dies have been made are ashpan wrenches, grate shaker bars, yokes for Waugh and Sessions draft gear, brake hanger posts, spring bands, ec- centric blade jaws, knuckle pins, and screws for reversing gear. The last named parts when forged under a steam hammer cost $2.04 each, but they are now made at a cost of $.18 each. Brake shoe keys when made under a power hammer cost 583 584 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 $.02 each for labor, while the present cost of making them on the forging machine is $.00375 each. Brake beam hang- ers with welded eyes are made on the forging machine which not only produces a stronger hanger, but reduces the cost as well. Strap spring hangers which when made by hand cost $.96 each are now turned out in one heat on the forging machine at a labor cost of $.16. The parts produced on the machine are far superior to any made by hand. The sav- ing in this item amounts to $1,960 per year. A rather difficult piece of work is the end for the driver brake slack adjuster, shown in the sketch. These are made in two heats on the 4-in. machine. The block for the end which carries the screws is placed in the machine between the two ^-in. by 2J^-in. side pieces and welded. The other end is made in much the same manner, the 1^-in. rod and a small block being placed between the ends of the side pieces. This piece is now made at a cost of $.37 each as compared with a former cost of $2.76. At the present time the forging machine equipment at Silvis consists of one 4-in., one 3-in., one 2-in., two l^^-in. and two 1-in. machines. A 6-in. machine is now being in- stalled on which it is planned to make drawbars, side rods, motion parts such as radius bars and eccentric bars. Dies will also be made for reclaiming axles. proportion of the holder may be changed so that much larger or smaller tools can be used. The tools are easily removed for grinding and they may be adjusted to suit the various depth of holes with but little trouble. This tool holder has a number of commendable features. It is very rigid and uses high speed steel tools that can be made economically, but little material being wasted. The drill socket is used for drilling holes on a lathe. The LATHE BORING TOOLS BY M. HERBLIN The drawings and photographs show a lathe boring tool holder and a drill socket that have been in use at the N?.sh- ville, Chattanooga and St. Louis shops at Nashville, Tenn., a SefScreiv. ^ Shank, 16 Th'di. ijr SJ^ -r , i \'f'^ ^ Toper t o f,f Ta,/ Stock »5{>^ M.T. No.4 h- .4' jL.— JL- O^^ 10% ->j Drill Socket for a {Machine Lathe set, having a shank 1^ in. by 11-16 in. High speed tools, y^ in. square, are held in the holder by two ^-in. set screws. The entire length of the holder is 8^4 in. The Tinners Horse with Folding Legs The plates to which the legs are fastened swing downward so that each pair of legs will fold over against the rail which forms the top of the horse. Since there is a considerable load on the inner hinge plates they should be held by a piece of ^- in. iron fastened to the base of the rail with two ^g-in. bolts. A rail weighing about 40 lb. to the yard is the most convenient size for such a horse. Boiler Shop Apprenticeship Methods The Santa Fe System Is Steadily Progressing With Its Educational Work in This Important Department THAT the problem of boiler maker apprentice is re- garded as of special importance on the Atchison, Topeka & Santa Fe is indicated by the large amount of attention that was given to it at the ninth annual con- ference of the apprentice instructors on that system. So important was the discussion of this subject considered that the convention was extended an additional day over the time allotted in order to complete it. The more im- portant points of the discussion are covered in the article which follows. A similar report of the proceedings of the eighth annual Santa Fe apprentice instructors' conference will be found on page 415 of the August, 1916, issue of the Railway Mechanical Engineer. ROUNDHOUSE BOILER WORK This subject brought forth considerable discussion and no little criticism over past methods. It was found that entirely too much time had been given to finding a boy's weak points when transferred to another shop, so that his lack of knowledge could be criticized. It was agreed that this course should be discontinued and every effort be made by instructors to see that each boy is given the proper class of work. The instructor should feel just as much respon- sibility for the thorough training of a boy from another shop as for one of his own boys. When a boy is trans- ferred from the back shop to the roundhouse, the shop in- structor should furnish the other instructor and foreman a statement showing each class of work the boy had per- formed. Upon the boy's arrival, the instructor should talk with him and learn just what class of work he most needs, and what he is most deficient in. He should then consult with the foreman, and see that this work is given him. The assistant boiler inspectors who were present emphasized the importance of the apprentices being given experience in roundhouse work, and promised to do everything in their power to see that they were given a more thorough training than had been given these apprentices in the past. FEDERAL AND COMPANY RULES HOWr TAUGHT? It was suggested that these rules should be taught while the boys are engaged in the work to which they apply. Each apprentice will be supplied with one of the company's rule books, and should be made to study it during his ap- prenticeship. It was suggested that one school period each month should be devoted to the discussion of the boiler rules with the general boiler inspector, or one of his as- sistants, acting as chairman; the boiler foreman should be present, whenever possible. Not only should the rules be learned, but the boys should be taught their meaning and application. Failure to comply with these rules generally means defective work, and defective work endangers life and property. WORK DURING FIRST SIX MONTHS One instructor advocated a change of work each month during the first six months in order to study the nature and ability of the boy, and acquaint him with the work of the shop and his trade. He recommended increasing the kinds of work gradually from light to heavy, letting the boy learn during this period something of the different classes of work in the boilermaker's trade. This would also give the instructor an opportunity to study the boy, and would keep the boy interested and help to hold him on his apprentice- ship, whereas, if he is kept too long on one class of work, especially at the start, he is likely to become discouraged and give up his apprenticeship. It was suggested that the apprentice be given some work in heating rivets during this first period, but that he should not be kept longer than two weeks on this class of work. During the first six- months' period he should have some sheet iron work, some work on ash pans, and some work in the tank room. It was also suggested that shop instructors be placed at several of the smaller points, as they are greatly needed at such places. It is a paying proposition to give the boys a chance, to give them thorough experience in all classes of work. One instructor recommended placing a boiler shop in- structor at every point where there were at least five boiler- maker apprentices; with such an instructor the number could probably be increased to ten or twelve. A foreman should not be allowed to keep a boy on any class of work simply because he has become proficient in that particular work and is of some personal help to the foreman in re- maining there. The instructor should work in harmony with the foreman, but should see that the apprentice gets the experience needed to develop him into an all-round mechanic SUGGESTIONS FOR lilPROVIXG THE COLTISE G. Austin, general boiler inspector, brought out the in- advisability of attempting to train all apprentices for the more generally specialized classes of work, saying that all are not adapted to such training. He also recommended that efforts be more thoroughly devoted towards the de- velopment of mechanics rather than of foremen; that only a few could be selected for foremanship, while the me- chanics were greatly needed. He stated, too, that there were a lot of good boys who could be developed for "coarser" work, whose ability would prevent their absorbing the spe- cial training which would be of advantage for certain of the brighter boys. A greater number of boiler shop apprentice instructors was recommended; wherever five or more boilermaker ap- prentices are employed, a shop instructor should be ap- pointed; it would then probably be possible to increase the number of apprentices. The practice of advancing boys by specified time periods was discouraged, it being thought better to advance them according to their progress and ability. It was suggested that special meetings be held, say once a month, in the ap- prentice school room, the general boiler inspector, or one of his assistants, giving a lecture or other form of instruc- tion to the apprentices and having the foremen and in- structors present. A more thorough training in the use of hand tools was recommended because of the limitations of pneumatic tools. When defective parts of boilers are removed the atten- tion of the apprentices should be called to the cause of re- moval, and the possible cause or the reasons which brought about this condition. It was also suggested that it would be well for the boiler inspector occasionally to take the older boys with him on a general inspection, when at ter- minals, to see what is being inspected, and why. It was suggested that in teaching laying-out work in the school room it would be well at times in addition to using draw- ing papers to lay the object out and cut and flange it from light weight iron. It was also recommended that ever}- apprentice be sup- 585 586 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 plied with a book of boiler rules, and be taught the infor- mation and instructions therein. SCHOOL ROOM COURSE FOR BOILERMAKERS This subject has been discussed by the instructors for some time and the need for a distinctive course for boiler- maker apprentices is apparent. The course as recom- mended will differ but slightly from the regular school work for machinist apprentices for the first nine months. The first 50 lessons in drawing will be the same, after which such drawings as relate to boiler work, radial de- velopment, intersections, triangulation, etc., will be begun. The work in the school room should at all times be as closely related as possible to the shop work being done by the boy. A definite number of drawings and problems must be completed by each apprentice_ during each six-months' period. In laying-out work taught in the school room the l)0y should work from prints similar to those used in the shop. Each step should be thoroughly understood before taking up advanced work. In mathematics, the course will include in addition to the present problems specially prepared problems on boiler work, strength of materials, riveted joints, including the use of formulas. It is imperative in these days for a boiler- maker to be able to use formulas for calculating seams, joints, staying, etc. Boilermaker apprentices should be taught enough of the principles of algebra so they may be able to obtain an adequate working knowledge of these formulas. Questions on boilermaking will be used as a guide and should bring to the boy's mind the important features of his trade, which he should know and remember. The ques- tions will be given at regular intervals throughout his ap- prenticeship, but in the last six-month.*" period he will be required to write out answers to all questions. This will be a review, and will enable the instructor to ascertain if there are any features with which the boy is not thoroughly familiar; and if so. he will be able to go over the subject with the apprentice l^efore he graduates. L.AVIXC. (U'T HOW T.AUGHT IN' THE SHOPS It seems to be the general practice of the boiler shop in- structors to give the apprentices sheet iron work and light laying out in their first year, and heav\- laying out, such as belly patches, side sheets, back sheets, door sheets, throat sheets, flue sheets, etc., in the fourth year of their appren- ticeship. The apprentice should work with the regular layer out, or where there is more than enough work for one man, the instructors should be in charge and give the ap- prentice the necessary instructions. The boys at many places are given laying-out work in the school room. This should conform with the work he is doing in the shop at that particular time. The object should be laid out on as large a sheet of paper as convenient, and should later be cut and rolled to shape. STATIONARY BOILER RULES Owing to the introduction and passage of so many state laws regulating the care and maintenance of stationar}- boilers, it was suggested that additional questions be added to the list of questions for Ijoilermaker apprentices cover- ing the principal features of the new state laws. While the majority of these requirements are covered by the Santa Fe book of boiler rules, still there are some features that are not covered, and it was suggested that whenever a state passes any law or adopts any rule as to the care and main- tenance of stationary boilers, the apprentice schools in that state should provide copies of these regulations for the in- formation of the instructors and the thorough instruction of the apprentices. ■• QUESTIONS ON BOILERMAKING Questions recently prepared on boilermaking for the in- struction of the boiiermaker apprentices had been previous- ly assigned to the boiler shop instructors, who had been asked to write out the correct answers to these questions. These answers were thoroughly discussed with the shop in- structors and with the general boiler inspector and his as- sistants, and after a thorough discussion, they were sub- mitted to the general boiler inspector for verification, with the understanding that each boiler shop instructor would later receive a copy of the correct answer to each of the (questions, in order to compare it with the (jnt he had pre- viously submitted, and that he might be sure of the correct answers and interpretations. BRICK ARCHES G. M. Bean, western representative of the .\mtrrican Arch Company, suggested that while formerly the l>rick arches were applied as fuel savers, the}- were mtw considered more as boiler capacity increasers. .\ great benefit is se- cured from arch tubes as a circulating agent and in in- creased evaporation. Mr. Bean spoke of the necessity of taking good care of the bricks in storage, keeping them under shelter and free from moisture; avoid rough han- dling as all fire brick is more or less fragile, and cannot be handled like stone or vitrified brick. The design and location of the arch tubes is the result of considerable ex- periment, and the shape and position of these tubes indi- cated on the blue prints should always l>e adhered to. Keep the flues clean, especially the lower ones. While at times it may be inconvenient to get to them, it is necessary that they should be kept clean if economical results are to l)e accomplished. When the arches are properly applied and maintained, longer life will result for Ijoth flues and fireboxes, as the arches will distribute the heat more uni- formly over the entire firebox; on account of the even dis- tribution of the heat the cinders and gases will be consumed rather than pass through the flues and out of the stack, thereby making it a smoke consumer. LOCOMOTIVE SUPERHEATERS R. R. Porterfield, of the Locomotive Superheater Com- pany, gave an illustrated talk to the instructors on the in- stallation and maintenance of the superheater. APPLICANTS — HOW SECURED Arthur Irving, Chanute, Kan., was assigned to this sub- ject owing to his success in securing applicants at Chanute. He attributed his success in securing these applicants to his being in thorough touch with each of his apprentices; most of the applicants had been secured from among friends of his apprentice boys, or from friends of their friends. There are various ways of securing applic.mts — by solici- tation through the apprentices, fraternities. Sabbath schools, or occasionally talking with a small gathering on the street, when he happened to be down town. He also had found it a good plan to occasionally go to the neighboring towns, and talk with the young men there. It was suggested that the instructor should keep in close touch with the public schools, occasionally giving a talk to the high school stu- dents, or at least explaining the situation to the high school teachers in order that they may present the matter to such of their pupils as are interested. All the instructors agreed that loafers, or boys from poolrooms, made very poor apprentices. In talking to a prospective applicant, it was pointed out that the young man should be made to realize that in this day and age it is very necessary to have either a good education or a trade, or better still, both; that unless he has one or the other he will be doomed to work for mere laborers* wages, and be compelled to compete with the lowest class of laborers. If October, 1917 RAILWAY MECHANICAL ENGINEER 587 this matter is thoroughly brought to the attention of these young men, many of them will be induced to go into a shop to learn a trade. Mr, Irving pointed out that the instructor could well afford to make a personal sacrifice occasionally to help out some deserving boy, who perhaps is unable to pay the surgeon's fee, or possibly unable to pull through during the first period of his apprenticeship. When a prospective applicant complains about the ap- parently low rate of pay, he explains the reason for this, and also calls attention to his having a chance to work every day and to what the average wage throughout appren- ticeship really amounts to. Each boy is urged to look toward the future and make his plans accordingly. In giving the school examination to applicants for boiler- maker apprentices, all agreed that the instructor must make considerable allowance and if the boy seems physically strong, of clean morals, and is ambitious, that he should not be rejected on account of his deficiency in schooling. The importance of the moral element in passing upon the fitness of a boy for a trade was emphasized. In connection with this, the subject of cigarette smoking was thoroughly discussed. If a boy is addicted to this habit, he should be taken in hand and be given a fatherly talking to. If the boy does not quit smoking cigarettes, he should be made to understand that he must either quit the habit or give up his trade; usually the boy chooses to give up the cigarettes. The instructors reported that a higher rate should be paid in order to attract boilermaker apprentices. At some points there seem to be plenty of applicants, but when the ques- tion is raised of sending some of these boys to other points, it has been found that although they could live at home on the wages paid, they cannot go to another shop where they have neither credit nor relatives, and be able to pull through. It was suggested that in certain cases relief might be obtained by employing prospective applicants first as rivet heaters. This would give the boy a chance to become familiar with the shop and in certain cases enable him to get a little bit ahead financially, before starting on his ap- prenticeship. The question is under consideration of letting the boilermaker apprentices, or at least the most deserving ones, serve a part of their apprenticeship, say six months, in the machine shop, in order that they may l)e better pre- pared for promotion when vacancies occur. DIE FOR REPAIRING THREADS ON CROSSHEAD PINS The details of an adjustable die which is very useful for cleaning up injured threads on crosshead pins, knuckle (^___ IZj, _^ 3 Knurled i I I I I i ^^m^ i/I=3i N.i? I nl!lil!iil!iiW /^r/nch ill »r 16\hds Per Inch if^HiHiEilil "^mm Tool Steel. Hardened -I — cr:r- -A I i Adjustable Die for Cleaning Up Battered Threads on Crosshead, Crank and Knuckle Pins joint pins and crank pins are shown in the drawing. When men are working around an engine, or when the pins are being handled, it often happens that the threads are damaged. They have to be only slightly battered to prevent the starting of a nut on the end of the pin. To secure a large socket die to clean up threads in this condition is in- convenient and rather expensive because of the time usually required. Where the threads of this description are stand- ardized on the various classes of engines, the simple ad- justable die, which may always be kept at hand for the purpose, is equally as effective and much more convenient. The die is made in halves which are joined by handles placed at diagonally opposite corners. Each handle passes through one die and is threaded into the other. To use the die it is opened and slipped over the end of the pin, after which it is closed on the thread by screwing up the handles. The threads are cleaned up by running the die off the pin. RADIAL LINK GRINDER BY J. H. CHANCY Foreman Blacksmith. Georgia Railroad, Augusta, Ga. In many shops no provision is made for resurfacing valve motion links except to anneal them and true them up on the bench by draw filing. This requires anywhere from two to three days' work. In order to make it possible to do this work by grinding without the necessity of annealing the links, a simple radial attachment was developed by F. B. Kuhlke. in charge of rod and link work at the Augusta shops of the Georgia Railroad, which is used with an ordi- nary two-wheel pedestal grinder. The foundation of the radial attachment is a column 2 in. by ly'z in. in section and 40 in. long, with flanges at the top and bottom to which are bolted brackets of ^-in. by 3-in, material. These brackets support the column from the ict S) Btif _ Shifter iJ^'-eThUi • V . I I / • I I •Then \^>v-- krsfiiffir^ emory w^ite/ hrfyhfor k A Shop-Made Radial Link Grinder wall of the shop. The flanges at the end of the column also serve as bearings for a long 1^4 -in- screw with a hand- wheel at the lower end. Mounted on the column is a slid- ing head, the position of which is adjusted by the screw. To one side of this head is pivoted a block in which the adjustable radius arm is clamped. The method of attaching a Southern valve gear link to the radius arm is illustrated in the drawing. The yoke to which the ends of the link are attached with eye bolts and 6-in. links of ^-in. by 1^-in. material, is triangular in form,, the base being connected to a sliding block on the radius rod by two 3^-in. by l^^-in. links, 153^^ in. long. With the sliding block properly adjusted and securely clamped to the 588 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 radius rod, the valve motion link is rigidly supported by a jack screw in the end of the radius rod which may be set up tight against the inner curve of the link. In adjusting either Stephenson or Walschaert links, turnbuckles are used in order that the link may be accurately squared up with the radius rod. To one side of the grinding wheel stand is attached a bracket, the outer end of which contains an outboard bear- ing for the link grinder shaft and a shifting lever arranged to throw the link grinder attachment out of gear when its use is not required. By means of the adjusting screv.- on the column of the radius attachment, the pivot of the radius arm may be raised or lowered on the column to provide for a range of link radii from 35 in. to 63 in. After the radius arm has been adjusted to the proper length in the pivot block, the final adjustment of the height of the pivot is made with the hand- wheel so that the grinding wheel may be passed through the link, and the work fed against it. The machine was built at a nominal cost of about $50, most of the material used being selected from available scrap. It was built in the shop at such time as the labor could be spared from the regular work. With this machine, work that originally required from two to three days' draw filing by hand, may now be done with better results in two hours. GAP RIVETER FOR STEEL CAR REPAIRS BY "APEX" The gap riveter shown in the illustration is used for rivet- ing sheets in open steel cars on a South .\frican railway. It is made up of a 5 -in. pipe bent as shown and in the ends of Gap Riveter for Repairing Steel Cars which are placed the anvil and air operated plunger. It is hung on a cradle made from l^^-in. by 1-in. bar iron with bossed ends for the trunnion pins. These pins are contained in clamps made of 3 3^2 -in. by 5 -in. material. These clamps are bolted securely to the pipe and are so placed that the machine is nicely balanced. The riveter is supported by a chain hoist on a crane by a shackle at the top of the cradle so that it may be adjusted to any desired position. While it is not claimed that this riveter will perform the work faster than when a hand riveting machine is used, it is much easier for the workmen and a better rivet is made. It has been found to be especially advantageous where heavy re- pairs are made or new work is being done. AIR PRESS FOR ROD BUSHINGS AND DRIVING BRASSES BY E. A. M. A convenient air press which can be made in most any shop and which has been found particularly serviceable in rod and driving box work, is shown in the illustration. The cylinder of the press has a diameter of 30 in. The press is made up of a base 4 in. thick by 47 in. square with a tongue U — ^7* Ae-J?'SP^SJ£l'll. f^\T Press of 70,000 Lb. Capacity on one side 15 in. square. This projection is left on the l)ase as it enables the operator to get the work on and off the [)ress easier. Four wrought iron upright columns of 3-in. diameter are screwed into the base and the top plate of the press is held to these rods by four 2 3/2 -in. nuts. The air cylinder walls are bolted to the top plate by 20 1 '/8-in. bolts. The underside of the top plate is cut away as indicated in the illustration to permit the top plate fitting into the cylinder, the upper plate forming the head of the cylinder. A cast iron piston with two packing rings is used on a 3^ -in. piston rod. The bottom head of the cylinder is fastened to the wall by 20 IJ^-in. bolts. It is strongly reinforced by six ribs. A suitable packing gland is applied on this end of the cylinder. It is made of brass and held in place by two 1-in. studs. The cylinder may be operated by the regular three-way valve and at 100 lb. air pressure it will provide a pressure of about 70,000 lb. Federal Inspection Requirements* A Suggested Outline of the Methods Followed in Making Inspections and Keeping Records of Them WE all realize that in the tremendous strains of present day railway service, equipment in general must necessarily wear out and of course receive necessary repairs at the proper time. In order to determine definitely the condition of the motive power at all times, our attention must be given to the subject of inspection, especially so, where the power is used in pool service. The theory of which is to eliminate defects before the power is returned to service, or if necessary, remove the power from service as soon as defects have appeared. It has become almost uni- versal practice to place the ver}- best mechanic obtainable on this class of work, giving him authority to remove the power from service if necessary to have proper repairs made. In order to facilitate the handling of the work, as well as other inspections, etc., required by the federal laws, it is imperative that some effective system of procedure be in- stalled. Realizing the impracticability of attempting to formulate a basic rule whereby the various requirements of the federal laws could be complied with under conditions found at dif- ferent shops and terminals, it has been decided to arrange the various items under headings, with suggestions as to the method of handling. Every foreman must necessarily organize a system of procedure to best suit his particular shop conditions. BOILER INSPECTION Interior Inspection. — It is general practice to have the interior of the boilers inspected by the boiler shop foreman or his assistant when locomotives are in the back shop re- ceiving repairs. When sufficient ijumber of flues are re- moved to allow examination, while the locomotive is under- going light repairs in roundhouse, the foreman in charge of roundhouse boiler work usually makes the inspection. A combination of water and sand blast has been used with some success to remove boiler scale. However, the standard practice is using a special scaling tool with a small pneu- matic hammer. Flues. — Records of flues kept in all boiler shop offices will enable the foreman in charge of boilers to see that the three-year limit is not exceeded. Exterior Inspection. — In order to relieve the roundhouse of as much work as possible, the entire removal of the jacket and lagging should be made when the locomotive is receiv- ing classified repairs in the back shop, if it is found that complete removal of lagging will be necessary before the lo- comotive receives the next general repair. This, of course, sometimes results in lagging being removed several months before it is due. However, the stopping of serviceable power, when it is no doubt badly needed, is avoided. Testing Boilers. — A common method of making the hydrostatic test is by the use of a pump operated by com- pressed air, arranging a drain pipe to one or two gage cocks so a steady pressure may be maintained in the boiler and at the required amount while the boiler is being examined. The testing of the boiler is witnessed by the boiler shop foreman, his assistant or the regularly assigned inspector. Stay-hoU Testing. — It is practical to have one or more men regularly assigned to stay-bolt inspecting, as they will soon become highly proficient at this work. They also in- spect tell-tale holes, see that they are kept open at all times. The inspection and removal of broken stay-bolts, each time •Abstract of a committee report published in the adyance papers of the General Foremen's .Association. the boiler is washed, is found to prevent delays to the loco- motive when the regular monthly inspection is made. The work of removing and applying stay-bolts should also be as- signed to a regular man. Steam Gages. — If possible, all steam gages should be tested and repaired at a central j)oint and the work special- ized. This not only prevents a large amount of repair parts being kept in stock, but insures good workmanship. While isolated terminals are not expected to make extensive repairs to gages, they should, however, be provided with a dead weight tester, in order to satisfy themselves as to the cor- rectness of gages when in doubt. Safety Valves. — The safety valves should also be repaired by a specialist and handled in the same manner as steam gages wherever practicable. In most cases it is possible to consolidate the work. Water Glass and Gage Cocks. — It is the practice on a great many roads to clean the scale and sediment from water glass gage cocks at the same time the locomotive is given the monthly inspection. Some roads have a man regu- larly assigned to this work, and make it a practice to not only clean the water glass and gage cock, but also clean and grind boiler checks and repack all cab cocks ever)' time the boiler is washed out. Injectors. — It has been found good practice to specialize the repairing of injectors, the work being taken care of in the air brake department and coming directly under the foreman. They should be tested at the engine house upon arrival of the locomotive, as well as before departure. Washing Boilers. — The round house foreman is held re- sponsible for boiler washings and must see that all plugs are removed and that the boiler is thoroughly cleaned and that the washout card is punched. He must also know that all arch and water tubes are thoroughly cleaned. A con- venient card which is made in triplicate for recording boiler washings is shown below: The Railway Co. Spindle of Gage and Water Glass Cocks removed and cleaned RECOKD OF BOILEB WASHING Place Ene. 'unch Initial.. . B. W. F month and date Boiler is v ashed u a < June July < 4.* c ir. > c Si C 1 9 17 25 2 10 18 26 3 11 19 27 4 5 12 13 20 21 28 29 6 14 22 30 7 IS 23 31 8 16 24 Filing Reports. — The matter of filing as well as the handling of inspection reports must necessarily be taken care of in a way to best suit local conditions. In order to facilitate the work for the clerk in making out the forms covering various inspections, a form similar to that shown in Fig. 1 has been found of great assistance. This form is made out and signed by the inspectors. Fig. 2 shows a convenient cab frame to accommodate Forms 1 and 3. The forms as well as the glass can be easily applied or removed, and the forms will be kept in a clean condition. LOCOMOTIVE AND TENDER INSPECTION In the general design and construction of the locomotive depends in no small way the cost of maintenance, and in 589 590 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 a great many cases, details of an apparently minor nature are overlooked, which cause an endless amount of difficulty in maintaining the power in a satisfactory condition. It is the duty of every foreman to advise his superior officer of any change he thinks would decrease the cost of mainte- nance in any way. This is particularly true when the com- pany is contemplating the construction of new power. Inspection and Work Reports. — A system of handling inspection and work reports must be worked out to best suit Engine House The Railway Co. Engine No. Date 1. 3! 4. 5. 6. 8. 9. 10. 21. 12. 13. 14. l.S. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 17. 38. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. »8. Number of flues removed ? Were all flues removed ? Was dome cap and throttle stand pipe removed? Was laKKinR oi\ fire box removed? Was lagging on barrel removed? Safety valve* were set this dav to pop at lbs. lbs lbs. If hydrostatic test was made, give pressure applied lbs. Were caps removed from all flexible staybolts? Condition of exterior of barrel Condition of interior of barrel Condition of flues Condition of arch tubes Condition of water bar tubes Conditjon of firebox sheets Condition of staybolts Condition of radial stays Condition of sling stays Condition of cross stays Condition of throat stays Condition of crown stays Condition of crown bar bolts Condition of crown bar braces Condition of dome braces Condition of back head braces Condition of front flue sheet braces Were steam gages tested and left in good conditiQn?. . . . Were both injectors tested and left in good condition?. . . . Was boiler washed ? Were gage cock and water glass cock spindles removed and were cock*- cleaned ? Were all steam leaks repaired ? \\'ere fusible plugs removed and cleaned? Number of broken crown stays and staybolts removed?.... Were draw bars and draw bar pins inspected? Were air gages tested ? Were air pumps tested ? Were distributing or control valves cleaned? Were reducing valves cleaned ? Were triple valves cleaned ? Were straight air double-check valves cleaned? Were dirt collectors cleaned ? Were brake cylinders cleaned and lubricated ? Were main reservoirs hydro tested ? Were main reservoirs hammer tested ? Conditjon of brake and signal equipment Condition of draft gear and draw gear Condition of driving gear Condition of running gear Condition .if tender Inspector. Fig. 1 — Form for Recording Boiler Inspections shop conditions. The locomotive inspector's report and the engineer's report should not be allowed to leave the round- house office, the work being distributed to the repairman on a separate report, similar to that shown in Fig. 3, being signed and returned by the repairman after the work is completed. The repairman's reports are filed in round- house office for reference, and quite often are instrumental in placing responsibility for engine failures. Ash Pans. — At most locomotive terminals it has been found advisable to have a special inspector for ash pans, grates, shaker rigging and smoke bo.x netting, etc. It is his duty to also make inspection after repairs have been completed, and make necessary notation in record book. A record of this kind is very valuable in case of law suits due to fires along right of way. Time of Cleaning and Inspecting. — It is essential that an accurate record be kept of all tests, and that the foreman and repairman will have some means of knowing when a locomotive is due for one or more of the various tests. In some instances a test bulletin case is installed at some con- venient point in the round-house, where it is accessible to all repairmen. The bulletins should give the engine number and date various tests are due, and should be checked off when completed. Draw Gear and Draft Gear. — In addition to regular quar- terly inspections of draw-bars and pins, safety bars and safety chains, it is good practice to make careful examina- tion for defects at any time the tender might be discoimected from the engine, and lost motion between the engine and tender taken up. The application of radical chafing cast- ings provided with slack adjusting wedge, has been found of great assistance in preventing lost motion between engine and tender. Cross Heads. — The methods of maintaining crossheads in a suitable condition depends entirely upon the style of cross- Fig. 2 — Cab Frame for Inspection Records head. Where side plates are used, it has been found prac- ticable to apply two 1/16-in. liners between the crosshead and side plate, which enables repairman to take up y^-in. lateral. Guides. — The common practice is to plane the guide bars when they become worn. However, some shops have found it practical to electric weld the guide before planing, main- taining the original width. They should be relined to the standard spread and sufficient liners applied to insure ob- taining maximum wear on crosshead gibs and enable the repairman to maintain the piston rod central in the stuffing box. Piston and Piston Rods. — Pistons are renewed if worn 3/16 in. smaller than the cylinder when locomotives are Eag. No. The Railway G>. LOCOMOTIVE WORK CARD No.- Eng'f or losp. | Place asd Date Work Performed by Date Fig. 3 — Repairman's Report receiving general repairs. A limit of 5/16 in. is the gen- eral practice in the round house. Piston rods are given close inspection for defects each time they are removed, the ham- mer test being found very effective. It is also good practice to anneal the crosshead and piston fits whenever possible. Rods are renewed when reduced to % in. below the origi- nal size, 1/16 in. being allowed for wear at last turning. Main and Side Rods. — All main and side rods are given special inspection in the erecting shop, the hammer test being used. Side rod bushings are not permitted to go out October, 1917 RAILWAY MECHANICAL ENGINEER 591 of the shop, if more than 3/64 in. larger than pin, and are made larger than pin, and are made 1/16 in. longer than pin to accommodate liners between the collar and pin, for tiie purpose of taking up lateral. If excessive lateral still exists after liners have been removed, and the rod bush- ing is still serviceable, a loose brass liner of proper dimen- sions can be applied. All side rods should be carefully trammed before being placed in position. Axles. — Driving, trailing, engine truck or tender truck jixles are not placed in service if they are out of round, or have a taper of more than 1/32 in. in the length of the journal. Crank Pins. — It is considered good practice to remove the crank pin when it is worn 3-16 in. below its original size. The outside diameter of the crank pin collars should be at least % in. larger than the side rod bushing to pre- vent the side rod interfering with other parts of the loco- motive should the bushing become loose while the locomo- tive is in service. Driving Boxes. — The use of cast steel driving boxes has almost totally eliminated breakage of this important part of the locomotive. Pouring the crown bearing and the hub plate solid has been found very successful and eliminates loose crown bearings. In order to eliminate the mainte- nance of solid brass shoes and wedges, the boxes are made }i in. below standard size, and brass liners ^ in. thick are applied to the shoe and wedge face of the box. Where ---t---— -"»^« Fig. A — Type of Lateral Plates that Have Been Used with Success a brass foundry is available this work can be facilitated by planing dove-tail grooves in the shoe and wedge face of the box and pouring the brass on, the box is then planed to the standard size. Lateral Motion. — The practice of applying brass plates between the driving boxes and the hubs of driving wheels where the lateral has become excessive is followed gen- erally. However, this is usually considered as temporar}- repairs. Lateral plates are not difficult to manufacture or to apply, being dovetailed and held together with a key or round iron band fitted into groove around outside edge. (See Fig. 4.) Spring Rigging. — The use of case-hardened pins and bushings in spring rigging has become a necessity, espe- cially on heavy power. Since the enginemen cannot be de- pended upon to properly oil the spring rigging, and it is essential that it be lubricated, it is necessary that some one in the round house organization be regularly assigned to this work. Driving and Trailing Wheel Tires. — All round houses should be provided with a chart, preferably framed and under glass, showing the axle load, diameter of wheel cen- ter, minimum thickness of tires for road and switching service, covering the various classes of power, which is not only a time saver, but minimizes the liability of foreman and inspectors making mistakes regarding limit of tire thickness permissible. Record of Tests. — Book records of all tests must be kept, preferably in one office, which usually requires services of a special clerk. It is his duty to issue bulletins showing when engines are due for the various tests, write up certif- icates, see that they are properly signed, and he sometimes holds a notary commission. It has been found very convenient to make the regular monthly and quarterly inspections at the same time, and the semi-annual inspection with every second quarterly in- spection, the annual inspection with every second semi- annual inspection, which not only facilitates handling the work, but is of great assistance in keeping records. The following are samples of bulletins regarding inspec- tions posted in round houses for the information of the foremen and repairmen: May 30. 1917. To all engine inspectors and foreman: The followinK is list of engines due for Hydrostatic. Quarterly and Flexible tests during the month of June, 1917," also engines due for re- moval of lagging from barrel: Quarterly Tune 1 l^une June . une 2 171 237 3 4 101 242 , une S 73 173 , une 6 169 fune 7 106 177 232 254 , une 8 160 fune 9 236 249 Tune 10 226 Tune 11 June 12 260 June 13 123 229 Tune 14 96 158 252 June une IS 84 264 16 116 127 152 269 June 17 270 Tune 18 109 June 19 June 20 June 21 128 Tune 22 268 , une une 23 24 Tune 25 Tune 26 113 108 235 Tune 27 265 June 28 June 29 181 June 30 Hydrostatic 257 6-1 254 6-16 78 6-21 Flexible Test* 260 225 226 227 Lagging None 6-17 6-22 6-24 6-30 May 30, 1917. To all eneine inspectors and foreman: The following is list of engines due for inspection of draw bars, draw l)ar pii.s. air gages, air pumps, distributing of control valves, reducing valves, triple valves, straight or double check valves, dirt collectors cleaned r.nd cylinders cleaned and lubricated during the month of June, 1917: Draw Bars, etc. 3 month test. 73, 77, 7f<. 79. 84, 86, 90, 96. 101, 106, 107, 109. 113. 116. 123, 127. 128. 152. 158. 160, 164. 165. 168, 171. 173. 175, 177. 179 Distributing V^alves. etc. 6 month test. 86. 106, 123, 152, 158, 177, 226, 229. 232. 235, 252. 254, 257 Hydro test Main reservoirs. 12 month test. 77, 78, 103. 155, 165. 257. 270. 275. 189, 101 Hammer test Main reservoirs. 18 month test. None. The report is signed by: J. B. Wright, chairman; C. D. Rafferty, H. W. Heslin, B. L. Davies and G. W. Ingrund. SOME OXY-AGETYLENE REPAIRS Some roads in the bad water districts experience consider- able trouble with pitted flues to the extent that the flues do not give anywhere near their proper mileage. At one large Fig. 1 — Pitted Flues Welded by the Oxy-Acetylene Process shop where these conditions exist it has been found possible to fill up these pits with metal by the oxy-acetylene process. The flues are hammered around the pits so that all scale and 592 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 dirt will be removed before the pits are welded. So many pitted tubes are received in this shop that a regular organized force is formed to handle this work. Fig. 1 illustrates the end of a large and small flue which have been repaired in this way. They were picked indiscriminately from a large pile and circles have been drawn around the welded pits in order to bring them out more clearly. These clearly show the ex- tent to which the welding is done. These flues are, of course, in otherwise good condition and the pits have not been al- lowed to get too deep before the welds are made. Those flues that are too badly pitted are scrapped. This road handled over 6,000 such flues during a year at a cost slightly over one MUFFLER FOR USE IN BLOWING DOWN BOILERS BY C. W. SCHANE Fig. 2 — Example of Welds on Transoms dollar per flue. The life of the flue is just about doubled. This represents a very substantial saving, particularly so at the present time on account of the increase in cost of these products. At this same shop considerable work is done in reclaiming bolsters by the oxy-acetylene welding. Figs. 2 and 3 show examples of some of the work that has been done and that was laid aside to be done. The transom in Fig. 2 had pre- viously been broken, as shown by the white chalk line. The old weld was previously repaired by the oxy-acetylene process and the proximity of the new to the old break indicates how well the first break was welded. A second break occurred, Fig. 3 — Cracked Transom to Be Repaired which was cut out as indicated, by the oxy-acetylene flame preparatory to rewelding. This practice is followed in all such welds. Fig. 3 shows a bolster that was received at the shop to be repaired. This clearly indicates the extent to which this welded work is carried on. On over 300 bolsters thus repaired, a net saving of over $4,000 was made over the cost of the new bolsters. This work well indicates what may be accomplished by this process and with the price of materials so high at the present time every effort should be made to reclaim as much material as possible. The drawing shows the details of a simple muffler which is in use at the Huntington, Ind., roundhouse of the Erie, for blowing down boilers preparatory to washing out or making repairs. The discharge of steam from the boiler directly to the atmosphere through the restricted opening of the ordin- Double Wire Neftin^ 4'p/pe A Simple Shop- Made Muffler for Blowing Down Boilers In the Roundhouse ;iry small blow down pipe is extremely noisy and confusing. The muffler materially softens the sound of the escaping >team and makes working conditions in the vicinity much more agreeable. The device may be made in any pipe shop at very little expense. Two tubes perforated with equally spaced 3/16-in. holes are inserted in the center, and the casing is made of No. 05 galvanized iron. The cover is made of double netting. An iron ring is riveted on the outside in order that the muffler may be handled conveniently when hot. PROPER ALINEMENT OF LOCOMOTIVE PARTS* This subject is a very broad one and practically takes m the locomotive in its entirety. A few suggestions are offered with the hope that they may be of benefit. First — Level the boiler until the center line is in a hori- zontal position, then level the firebox till the vertical center line is vertical. Second — Fit the cylinder saddles so the center line will be parallel to the center line of the boiler, regardless of the smoke box, with the back faces at right angles thereto. Third — Line the frames at right angles to the back joint faces of the cylinders, and thus make them parallel to center lines of the cylinders. Fourth — Locate the centers of the pedestal jaws on the frames for the shoes and wedges so that the driving boxes and axles will be 90 deg. with the cylinder line (too much care cannot be taken with this part of the alinement). There are quite a number of different methods used in squaring the shoes and wedges, with the object in view of }>ringing the wheels square with the frames and cylinders, a few of which are as follows: A line is passed through the cylinders, being made cen- tral to the counter bore of each end of the cylinder, and run well back of the main pedestal jaws. A straight edge is then placed across the main jaws at perfect right angles to this line, u?ing a true two-foot square along the straight edge, allowing it to "feel" the line which is drawn through 'Abstract of a paper published in the advance report of the General Foremen's -Association. October, 1917 RAILWAY MECHANICAL ENGINEER 593 the cylinders (see Fig. 1). If the straight edge is not perfectly square with the line it will then be necessary to place shims between one of the jaws and the straight edge until it is. After this has been done draw a vertical line on the side of the frame square with the top of the frame and letting the blade of square "feel" the edge of the straight edge. This will be what is termed as the "square line" and from this should be drawn a second line at right angles to the first on each frame and at the same distance down from the top of the frame. From this the centers on the main jaw are located and from these centers and with trams set to the rod lengths the centers on the other jaws are located. After these centers have been ob- tained lay off half the diameters of the boxes each side of the centers and after the shoes and wedges have been placed in position, with binders tight, draw vertical lines down on the shoe and wedge, half the diameter of the box plus one inch. This line is used for setting up shoes and wedges on the planer, and if the work is properly done this method will answer very well. It should be borne in mind that the cylinder casting should be located exactly central be- tween the frames. There are various other methods used for lining shoes and wedges, but the object is the same and it is only a difference of opinion as to which is the best. However, whichever method is used it cannot be done too carefully, for without care driving box trouble, rod brass trouble, and Fig. 1 — Laying Out Shoes and Wedges also the cutting of tire flanges will result. All parts of the engine should fit snug, but go into place without strain. Improperly located springs, saddles and boxes cause a great deal of unnecessary wear and friction. Strong evi- dence of this is to be found in any repair shop. Glance at the outside face of the boxes; some are worn on top, and some on the bottom sides, which also indicates unevenly worn brasses. Examine the saddle seats on top of the boxes, and in many cases they will be found to be uneven and not square with the planed surface of the box. While in many cases the spring hangers and saddles are machined and fitted in accordance with a blue print, there will prob- ably be as much difference in the thickness of some of the brasses as y^ in. This is an error that should not go by unnoticed, as it will not allow each box to carry the weight assigned to it, and is an additional cause for friction. The wheels should be properly quartered. The writer has found some of them out as much as ^4 iii- aiid doing business. Longer side rod journals than is the general practice is recommended as the longer the bearing the less friction. It would be well to provide some way of lubri- cating the bearing in the truck center casting, perhaps by means of a grease plug tapped in at the most convenient place on side. Some sort of a roller bearing for the center casting would also reduce friction. Careful attention should be paid to the alinement of the guides, both transversely and in a horizontal direction. This is to take care of undue friction in piston packing and piston rings. There is no doubt that if this is done as it should be the life of the rings, packing and piston rod will be extended. The valve motion should be gone over carefully, in order not to have too much lead and to see that as much steam is used on one side of the engine as on the other. Any great distortion in the use of the steam, even though the valves are square, will cause a jerky motion and endanger the frames. The report is signed by B. F. Harris, chairman of the committee. ELECTRIC ARC WELDING* BY E. WANAMAKER Electrical Engineer, Rock Island Lines The ability of the railroads to meet the demands upon their transportation facilities will be an important factor in the time required for the nation to become effective on the battle fronts. This discussion deals with one way of getting more transportation service out of the railway equipment in exist- ence at the present time. Efforts sp)ent in this direction are as patriotic and necessary as can be imagined. The patriot- ism of the civilians, particularly of the mechanical engineers in railway service, must not stop with the more or less super- ficial demonstrations of loyalty to the stars and stripes. Those of us who cannot go to the fighting front must use the best of our abilities to get service, "and still more service," to paraphrase Lloyd George's quotation, from the motive power and rolling stock of the nation's railway systems. The growing possibilities of the welding processes in mo- tive power and rolling stock maintenance have been a source of amazement to every railway man who has come in con- tact with the practice. In cutting metal the application of the oxygen cutting processes save from 50 to 90 per cent of the time required to perform the operation. Yet in many of our locomotive shops and car yards the old practices are still followed and our man power for this cause has not pro- duced the maximum result. The welded fastening came down to us from antiquity. The welded fastening has always been looked upon as a stronger joint than the riveted or bohed fastening. As a gen- eral proposition the riveted joint, or bolted joint, has a ten- sile strength which is considerably less than the tensile strength of the original piece, while the welded joint is as strong as the original section. The welded joint, and par- ticularly the butt welded joint made by an autogenous weld- ing process offers greater strength, with a thickness for prac- tical purposes equal to the thickness of the original plate. There was a time when worn surfaces of the steel parts in a machine made it necessary to scrap those parts. It was only with the introduction of the autogenous welding pro- cesses that it became possible to stop this economic waste. The repair of broken members of a machine has been an- other important work of the autogenous welding processes. Prior to their introduction certain steel parts could be welded in the forge fire, but the range of the work was ver>' limited and in many cases its cost equal to the cost of a new part. Now, however, with the exception of cast iron parts, the failure of which would bring death and destruction, prac- tically all parts of a machine which break may be safely re- paired. It is my purpose to point out so far as is possible how far these new practices may be utilized on steam railwaj^s to enable the railway systems of the country to meet the present emergency in the matter of service demanded from motive power and rolling stock equipment. The first of the new welding processes, which may properly be called autogenous processes, since the welding takes place more or less auto- •Abstr.ict of a paper before the Western Railway Qub. 594 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 matically, was the thermit welding process. This process found a wide application in the repair of broken steel i)arts on the railroads and the saving which resulted from its use, without doubt aggregated millions of dollars. Welding with the oxygen and fuel gas flame was the first widely used autogenous welding process. Since everyone is more or less familiar with the gas welding process, this paper will deal primarily with the electric welding process and an extended discussion of the gas process will be omitted. It is sufficient to state that at the present moment the essential difference is in the method of producing the heat for weld- ing, rather than in the fundamental principles involved. There are two kinds of electric arc welding, known re- spectively as carbon electrode welding and metal electrode welding. In the former an arc is drawn between a carbon electrode and the piece to be welded and the metal to be added fed into the arc in the form of a "melt-bar." This process is not used extensively in railway work, due to the fact that welding may only be done in the horizontal plane in this manner and that the work is in general inferior to that which is possible with the metal electrode process. The metal electrode process uses, as the name implies, a metal electrode, the arc being drawn between the electrode and the piece being welded. The heat of the arc melts the metal of the piece and the metal of the electrode simultane- ously. As the metal of the electrode melts it is drawn across the arc to the molten metal of the piece where a complete and homogenous union is formed, which we call an autogenous weld. I say the metal of the electrode is drawn across the arc rather than that it falls through the arc advisably, since it will flow straight overhead as well as straight downward. The temperature of the arc is extremely high at its center, actually vaporizing the metal to form the visible arc. With the exception of work with certain electrodes (manganese steel and slag-covered electrodes), the electrode is always made the cathode or negative — that is, the current of elec- tricity flows from the piece being welded to the metal elec- trode. The reason for this practice is that the greatest amount of heat in an electric arc is liberated at the point at which the current passes from the solid medium to the heated vapor of the arc. Since the metal of the piece has more mass and conducts the heat away from the point at which the welding is being done more rapidly than the electrode, it is desirable to have the greatest amount of heat on the piece. Due to the composition of the manganese and slag-coated electrodes, it is necessary to make these electrodes the positive. The voltage required for metal electrode welding is ap- proximately 20 volts and direct current power is necessar)'. The various types of welding equipment are merely different plans for rendering available a rather heavy current at this voltage, and the power economy of the several systems for obtaining this result varies over a wide range. The successful application of the arc welding process re- quires the combination of three factors — engineering knowl- edge, craftsman's skill, enthusiasm. The direction of the practice on our road rests with the engineering staff of the mechanical department; the actual operation is done by skilled members of the boilermakers', pipefitters', machinists' and blacksmiths' crafts. We do not employ novices or ap- prentices in this work. Only the best men of the respective crafts are picked for operators. It has been plain from the start that only the highest type of craftsmen could secure the results we want and we have witnessed the growth of a considerable amount of pride and enthusiasm in the work among our operators. Even with the best of equipment and facilities for welding, we recognize the fact that it is abso- lutely necessary that only skilled operators be employed. Under competent direction, the skilled and enthusiastic operator will seldom make serious blunders in the applica- tion of the process. I am quite certain some roads have had great difficulties in this line among operators made of greta apprentices and "handy men." Further, we have found that the skilled craftsman, who is enthusiastic is continually find- ing new and profitable fields for its application. Comparison of Electric Welding vs. Old Methods and Gas Welding Cost old Cost gas Description of parts method welding Valve stems $16.28 $15.26 Eccentric straps .... 17.95 7.63 Cylinder cocks 1.36 1.04 Cross heads 356.40 120.23 Piston heads 47.93 32.74 Motion saddles 8.32 10.94 Frame braces 99.50 48.00 Crank arms 18.81 26.14 Rocker box castings. 4.59 7.29 Transmission bar . . 2.80 4.38 Reach rod 1.25 1.09 Rocker arms 20.75 13.24 Eng. truck equalizers 7.70 17.24 Truck frame 15.70 13.04 Trailer jaws 2.76 4.38 Extension piston cross head 6.30 4.36 Brake beams 1.69 2.18 Brake hangers 5.10 7.45 Smoke arch brae;... 3.50 6.25 Air pump valves.... 2.50 1.33 lugs on valve yoke 32.45 21.80 Push car wheels 6.00 10.56 StiUon wrench 1.60 1.09 Drill chuck 15.00 2.18 Driver brake fulcrum 5.52 8.72 Wheel spokes 1,276.80 113.08 Main rod blocks 15.88 28.34 Triple valve cage... 20.00 3.27 Link blocks 72.24 51.49 Lift shafts 23.98 4.02 Quadrant 7.43 11.09 Wedges 55.04 69.69 Chafing castings .... 8.30 10.70 Plugging Pnd build- ing up holes 349.69 280.94 Tire rim keys 3.22 5.38 Throttle stem 1.50 1.09 Reverse lever support 3.38 4.36 Smoke box 61.35 32.43 Hub liners 12.51 13.11 Strip on cross heads. 25.32 31.00 Fire door handle 1.75 1.09 Boiler casings 63.21 30.30 Frame buckle 4.90 2.41 Trailer yokes 5.25 6.45 Motion frame 9.10 10.17 Combination lever . . 1.03 1.75 Lugs on trailet hub. 4.50 4.52 Center castings 76.81 28.56 Spring blocks 1.15 1.09 Guide blocks 5.52 4.29 Binder 5.19 13.10 Steam pipes 3.79 5.12 Flat spots on tires.. 5.9.86 95.77 Cylinder bushings . . 35.65 9.40 Building up side rods 93.48 81.16 Cirease cups 11.79 11.43 Stationary fire door. 8.00 8.72 (racks in tanks 372.69 113.62 Petticoat pipes 140.52 52.37 Filling worn spots.. 2,677.80 1,064.60 Bins 70.66 87.23 Reverse lever parts.. 103.02 74.04 Cost elec. welding $4.76 2.38 .34 37.73 10.24 3.44 15.00 8.14 2.04 1.38 .34 4.24 5.24 4.04 1.36 1.36 .68 3.40 2.14 .53 6.80 3.05 .34 .68 2.72 35.08 6.84 1.02 15.49 1.02 3.59 21.69 3.20 140.47 2.38 .34 1.36 9.93 4.11 12.66 .34 9.32 .91 1.95 4.17 .55 1.52 9.06 .34 1.29 4.10 2.12 29.77 3.40 31.16 3.93 2.72 35.16 16.37 329.60 27.23 23.04 Saving over old method $11.52 15.57 1.02 318.67 37.69 4.88 84.50 10.57 2.55 1.42 .91 16.51 2.46 11.66 1.40 4.94 1.01 1.70 1.36 1.97 25.65 2.94 1.26 14.32 2.80 1,241.72 7.04 18.98 56.75 22.96 3.84 33.35 5.10 209.22 .84 1.16 2.02 51.45 8.40 12.66 1.41 53.89 3.99 3.30 4.93 .48 2.98 67.75 .81 4.23 1.09 1.67 70.09 32.25 62.32 7.86 5.2? 337.53 124.15 2,348.20 43.43 79.98 Saving over gas $10.50 5.25 .70 82.50 22.50 7.50 33.00 18.00 5.25 3.0O .75 9.O0 12.00 9.00 3.02 3.00 1.50 4.05 4.11 .80 IS.flO 7.50 .75 1.50 6.00 78.00 19.50 2.25 36.00 3.00 7.50 48.00 7.50 140.47 3.00 .75 3.00 22.50 9.00 18.34 .75 20.92 1.50 4.50 6.0O 1.20 3.00 19.50 .75 3.00 9.00 3.00 66.00 6.00 50.00 7.50 6.00 78.46 36.00 735.00 60.00 51.00 Total $6,434.10 $2,755.74 $921.61 $5,512.49 $1,834.13 Comparison of Electric Welding vs. Other Methods Cost of Description of parts other methods Pedestals $645.00 Tank frames Shop tools . Piston rods 9.03 34.36 78.64 Sharp flange drivers 165.40 Truck side 194.00 Building up dr. axles 121.50 Steel car underframc 11.34 Building up car axles 315.00 Bushing stavbolt holes 294.96 Welding flues 2 607.65 Frames 931.00 Cracks in fire boxes 2.431.27 Cost of elec. weld $45.24 1.36 3.40 16.37 20.28 10.20 4.90 1.71 25.24 73.74 521.53 133.28 297.17 Total $7,839.15 $1,154.42 Saving $599.76 7.67 30.96 62.27 145.12 183.80 116.60 9.63 289.76 221.22 2,086.12 797.72 2,134.10 $6,684.73 No. enps. 6 1 13 4 2 10 5 1 2 1 6 2 3 1 1 1 3 I 1 6 4 1 1 1 15 9 1 20 1 3 25 1 70 2 1 2 2 3 3 1 1 1 1 1 1 2 3 1 1 2 1 4 1 2 5 1 14 18 128 27 ?8 No. engs. 10 2' lO 1 02 Cost of other methods $6,434.10 7,839.15 Summary — Costs and Savings Per Month Cost Cost of Saving over Saving of gas welds electric welds other methods over gas weld $2,755.74 $921.61 $5,512.49 $1,834.13 3,697.42» 1,154.42 6,684.73 2,543.00« $14,373.25 $77,209.20 94.069.80 $171,279 Of. $6,453.16 $2,075.03 $12,197.22 Costs and Savings Per Year $33,068.84 44.369.04' $77,437.88 $11,059.32 13,853.04 $24,912.36 $66,149.88 80.216.76 $4,377.13 $22.009.5« 30.516.00* $146,366.64 $52,525.56 •Figures show cost of ga^ weld if work could fcave been welded with gs*. October, 1917 RAILWAY MECHANICAL ENGINEER 595 The connecting link between the engineering staff and the operators is the supervisor of welding, who is fully informed on the range of approved applications and is also the most expert operator on the road. He is continually traveling be- tween the shops keeping the practice of each up to date and seeing that everything runs smoothly. The operators at local points are under the supervision of the foremen and master mechanics in exactly the same manner as lathe operators or other craftsmen. It was found essential that we compile a complete set of welding instructions, which comprise some thirty typewritten pages. It is the purpose of this set of instructions to stan- dardize the major operations as far as possible. The extreme range of the application of the process has made it quite impossible, up to the present time, to standardize every single operation, but these instructions cover the field in such a general way that the operator is prevented from making seri- ous welding blunders. The actual results of the operation of the welding equip- ment and the welding system on the Rock Island Lines have proven very interesting. We have recently undertaken a rather extensive investigation of what the results are, and I am giving below some of the figures we have obtained as a result of about six months' operation of the complete system. The real answer to the question of whether or not the ex- penditure of some $40,000 for the installation of the system was justified lies in the actual facts — reduction of main- tenance cost and actual gain in engine days with our present equipment. The following table shows some actual figures on the cost of repairing a small number of representative locomotive and other parts (for which we were able to obtain costs at a reasonable expenditure) by the gas and electric method, as compared with the old method, which in many cases involves a complete replacement of the part. As com- pared with the old method, the saving of the electric process arises principally in the saving in labor. As compared with the gas process, the electric welding, offers a saving in cost of producing heat and an appreciable saving in cost of labor. Our figures show that the saving effected by the electric arc welding system is being made at the rate of approximate- ly $200,000 a year with our present equipment. This figure includes a direct saving as compared with other methods of about $136,000. The saving arising from the fact that we keep the engines in service a greater proportion of the time makes up the balance of the figure. Our figures show that this saving is being made at the rate of about 1,400 engine days per year. Another way of looking at the same matter is that by the operation of the electric welding system we have obtained the service of four additional engines, without the additional in- vestment, beyond that required to install the welding system. Four additional engines are worth approximately $200,000. The welding system installed complete cost about $40,000. The cost of operation of the system for a year is approxi- mately $34,000. Figuring the value of the engines at $40 per day, we will pay for the operation of the whole electric weld- ing system and will clear $22,000 from this feature of the operation of the electric welding system alone. However, we made important savings, as are shown in the preceding table, in the repair of parts on engines, where we could not show an actual gain in engine days of service, and this sav- ing amounts to more than twice the saving arising in the in- crease of the number of engine days of service we get from our equipment. The net return secured on the electric welder investment amounts to approximately 500 per cent per annum. The net cost of the installation and equip- ment per unit under present conditions is approximately $1,300. The foregoing figures show rather conclusively that the installation of the electric welding system has been a profitable investment on the Rock Island Lines. In spite of the fact that we have probably a larger number of operators than any of the Western roads, we believe that we are far from fully equipped. The field of application of the process is continually widening. We are not able at the present time to handle all the operations which we have demonstrated to be practical and profitable. There is a total- ly unexplored field in maintenance of freight and passenger cars. Within the last three years the arc welding process has been greatly improved and developed, both in the equipment for making the weld and in the welding material. It has, in fact, been developed to such a state that it will no doubt cause changes in many forms of construction, and the weld- ing of fire boxes, tanks, etc., will become an economical prac- tice. In the field of car construction and maintenance we may look for a wonderful development. For instance, today the cast steel truck side frame will last almost indefinitely where the electric welder is used in maintenance. By the in- telligent application of spot welding with the electric arc. it will, no doubt, be possible to tie down bolts and nuts in the various parts of the rolling stock and motive power in such manner as to prevent their working loose, with the attendant very large saving in maintenance and operating expense. Quite recently we have been able, by using what is called a slag-coated electrode, to deposit steel having a carbon content of .50 per cent, which will enable us to do some work which we have been unable to do heretofore. We can successfully take care of the worn or damaged flanges of driving wheels, and should be able to reclaim much of the special work and rail steel by successfully building up the worn parts or broken sections. It has been our purpose in establishing the practice in the welding field to look the facts squarely in the face and apply either the gas or electric process, depending on which shows the best results at the lowest price. At the present time we are of the opinion that the electric process will supersede the gas process on all steel welding and scmie of the rough steel cutting. In the cutting of boiler steel and all close cutting, however, and the welding of cast iron and the non-ferrous metals, the gas process has unequaled advantage. We are operating 75 gas torches and 1 acetylene generating plant on the same general principle as obtains in the case of the elec- tric arc welding equipment. It is also best to use gas welders at all points where only occasional welding is done and which would not justify the investment necessary for the installation of an electric welder. It is our belief that with approximately five times the amount of electric welding capacity we have at present, we can show at least five times the annual net saving, which would amount to a million dollars a year, and that we can with this equipment in operation show a saving of around 7,000 engine days per year, which means that we would be able to secure from our present engines a mileage that will equal that which could otherwise only be secured by the pur- chase of 23 additional engines. DISCUSSION. While many roads reported large savings by the use of oxy-acetylene welding only, a few had installed the arc weld- ing process. The field for electric welding is even wider than for gas welding. Contrary to the opinion generally held, cast iron can be welded by the electric process with success. In judging the efficiency of welding, consideration should be given to the elasticity of the metal in the weld as well as the tensile strength. Welding can be done with ther- mit where other processes prove unsuccessful: for instance, the welding of main and side rods with thermit was prac- ticed with entire success up to the time when the loccwnotive inspection law, forbidding autogenous welding of such parts, went into effect. • ^^°^%~7^^ electric welding equipment of the Rock Island was described in the Katlway Mechanical Engineer for June, page 307. — EriTCH.] SIMPLEX CLASP BRAKE A clasp brake adapted for use on either four-wheel or six- wheel passenger car trucks is heing manufactured by the American Steel Foundries, Chicago. The design has been worked out with a view to providing a truck foundation brake gear that would perform its function in the most efficient manner without sacrificing simplicity, strength and economy of maintenance. The brake rigging as applied to the truck consists of a point of support at the center where a fulcrum jaw is fast- ened. This is connected to a swing hanger suspended from a spring steel bracket bolted to the truck frame. The brake beams in turn support the levers and thus all movement and support of the rigging is taken care of by swing hangers. The adjustable brake heads, which are mounted on the trunnions, are of a special design to give the maximum space for changing shoes, at the same time affording ample clear- ance between the brake beams and the flanges of the wheels. Bearings for the release springs are fastened to the brake Arrangement of the Simplex Clasp Brake double system of vertical levers just inside the wheels, con- nected to one another through pull rods and to the brake beams through fulcrum jaws. The brake beams, which are suspended close to the horizontal center line of the wheels, are straight drop forged members of an I-section, with cylindrical brake head trunnions at both ends. Brake hang- ers pivoted to the truck frame on both sides support the brake beams at the heads. The brake beams have a third beams to prevent chafing of the beams. Adjusting screws are provided at the outer ends of the truck and give suffi- cient movement to adjust the entire rigging, which is neces- sary only when variations are made in the diameter of the wheels. All moving connections are case-hardened to keep the lost motion in the rigging to a minimum. The type of construction used in the Simplex clasp brake produces an even distribution of forces on all shoes. Inertia 596 OCTOBKR, 1917 RAILWAY MECHANICAL EXGIXEER 597 » iias been reduced Ijy providing the most direct method of transmitting braking force and by keeping the weight of the parts as low as possible consistent with strength. Friction iias been minimized b\- the swing hanger method of support. Since the rods all pass over some part of the truck it is practical!} im{X)ssil)le for any parts of the rigging to fall to the track. The design has been thoroughly tested by the American Steel Foundries and is in extensive use. TYPE "B" RAGONNET REVERSE GEAR On the accompanying drawing is shown the general arrangement of the "Type B" Ragonnet power reverse gear. This gear has recently been l)rGught out by the Econom\- Devices Corporation, New York, and is a modification of P5 4f^ jiU: Details of the Valve Rocker and Connections the well known Ragonnet reverse gear now in extensive service. The most noticeable modification in the gear is the method used in the older gear, has been retained and the method of lapping the valve and maintaining air pressure in the cylinder is the same in principle as that previously em- ployed. The mechanical connections, however, have been entirely changed and the gear possesses a number of operat- ing features impossible of attainment with the older design. Starting at the cab, it will l^e seen that the lower end of the reverse lever is connected to the top of the ccwnbination lever, while the crosshead arm and the lower end of the combination lever are joined by a connecting rod. The valve is operated l)y a rocker extending out through the valve chest gland 19, the end of the outside rocker arm being attached to an intermediate pin connection in the combination lever. For any position in which the reverse lever may be latched, it will be seen that the valve is lapped when the piston has moved to a position in the cylinder cor- responding to the i)osition of the reverse lever. In this respect the operation of the "Type B" gear is the same as that of the previous t}'pe. The construction of this gear is such, however, that the j)osition of the reverse lever must always correspond within one or two notches to the position of the block in the link, irres|>ective of whether or not air pressure is available for the operation of the gear. This is brought alx)ut by extend- ing the ends of the slide valve so that its movement in the valve chest is limited in either direction to the amount necessar\' to bring the cylinder port in line with the adjoining air admission port through the valve. A slight movement of the reverse lever causes the end of the valve to strike the end of the steam chest and prevents any further move- ment of the lever until the piston moves in the cylinder. The rocker arm connection .S7 in effect becomes the fixed ])ivot, and the further movement of the reverse lever can only take jilace at a rate proportional to the movement of the piston in the cylinder. Should there be a tendency for the blocks to drop in the links when the engine is standing with the air ]iump shut off, excessive stresses might be set up in the parts of the gear if the valve and com])ination lever were 6 36 27 * '3 12 26 27 36 General Arrangement of the Type "B" Ragonnet Power Reverse Gear ■by which the combination lever is connected to the slide depended upon to resist this movement. In order to protect "valve, which materially decreases the length of the cross- the gear under such conditions the reverse lever latch is so head arm and raises the lower end of the combination lever arranged that the force transmitted to the reverse lever lifts so that there is practically no projection below the reverse from the notches in the quadrant, thus permitting the lever ,gear cylinder. A slide valve, modified in detail from that to follow the movement of the link block to the comer. 598 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 When the valve chest is again under pressure, no movement of the gear is possible beyond the slight amount necessary to lap the valve until the reverse lever is moved. In the construction of the cylinder and valve, cored pas- sages have been entirely avoided, thus eliminating any pos- sibility of trouble from coarse sand or scale at the valve seat. The increase in the length of the valve has materially added to the bearing surface and decreased the tendency toward uneven wear. Uniformity of wear is also insured by bringing the point of drive down close to the seat. The cylinder ports in the valve seat require an exhaust cavity in the valve but one-half inch in width and, therefore, the unbalanced area is so small that the valve always moves freely. The parts inside the valve chest have been so arranged that there is nothing that can work loose or become displaced after they have once been assembled. The valve is moved by means of square blocks, which are placed on the inside of the jaws of the rocker, 22. These blocks work in vertical slots in the sides of the valve, and are pivoted about the ends of pins riveted in the rocker jaws. This construction will be made clear by reference to the drawing of the rocker. The rocker shaft is guided by the valve chest gland, 19, through which it has a working fit. This gland is made steam tight by the use of a ball joint ring, 24, which seats against the end of the gland, the flat face bearing against a shoulder on the rocker. The joints are sealed by the pressure in the valve chest. The piston is packed with a special type of packing which has been developed especially for that purpose. Each ring is made up of a special rubber core which will not vulcanize under the saturated steam temperatures met with in locomo- tive practice, and which is not affected by oil. Outside of this core the ring is made up of a duck fabric arranged in vertical layers, so that the edges of the material form the wearing surface. Three of these rings are placed in each piston and are held in place by a follower plate, the edge of which bears directly against the packing. The guides are of the bored type, and are cast integral with the front cylinder head, thus making them self-centering. tively straight. The illustration shows the application of the latter type. As will be seen from the photograph, the brass hub liner is cast with three lugs of circular section on the back face, the diameters of which are 23^4 in. The face of the box is planed off to provide a bearing for the liner and holes are drilled at the proper locations to receive the lugs on the liner. A hole for a j/i-in. pin is drilled in the top lug and a corresponding hole is drilled through the driving box cast- A REMOVABLE DRIVING BOX HUB LINER A removable hub liner for locomotive driving and engine truck boxes has been patented by J. T. Mallard, and its ap- plication is being handled In- the Mallard Hub Liner Com- The Hub Liner Removed from the Box pany, Newbem, N. C. This liner is made in two styles, one for use on roads where considerable curvature is en- countered and the other for use where the line is compara- The Mallard Hub Liner ing in order that the liner may be held in place by the use of a /4-in. pin. The type of liner used where considerable curvature is encountered differs in the shape of the lugs which fit into the face of the driving box. These are oblong, the exact dimensions depending somewhat upon the design of the driving box. The upper lug is placed horizontally and or- dinarily measures about iy2 in. long by 1>4 in. wide, the ends being semi-circular in shape. The two side lugs are placed vertically and are about 4 in. long. The liner is se- cured to the box by two pins, one being placed through the top lug near each end. It will be seen that the liner covers the entire face of the driving box, thus affording a bearing for practically the full area of the driving wheel hub. This is of advantage in that it distril)utes the wear over a larger area. After the first application of the Mallard liner, which should be made at the time the engine goes through the shop, the lateral may ije taken up in from two to three hours for each pair of wheels. With liners poured on the face of the driving box, the taking up of lateral has always involved the shopping of the locomotive, it being necessary to take down the rods and drop the wheels in order to remove the driving boxes and apply new liners. With the removable liner it is only necessary to take down the pedestal binder, drop the shoe and wedge and move the box over against the pedestal. This allows sufficient clearance between the box and the wheel hub to remove the liner and replace it with a new one. It is not absolutely necessary that the liners be pinned to the boxes, as there is insufficient clearance between the face of the liner and the driving wheel hub with the shoe and wedge in place to permit the removal of the liner lugs frwn the pockets in the face of the box. Their use is desirable, however, to pre- vent undue pounding of the liner between box and hub. OcroBEJi, 1917 RAILWAY MECHANICAL ENGINEER 599 ACORN DIE AND HOLDER A die and holder has recently been developed by the Greenfield Tap & Die Corporation, Greenfield, Mass., which permits of adjustment without in any way impairing the accuracy of the lead. The die is also so designed that it may readily be removed from the holder and reground. By referring to the dissembled view of the die holder, it will be seen that the die is secured to the holder by an ad- justing cap which fits over the die and is threaded onto the Ixxiy of the holder. The cap is provided with holes in the nails to permit the exit of chips which may collect inside the base of the die. The adjusting cap is secured to the body in any desired position by a nut lock. The nose of each die is The Acorn Die and Holder Assembled beveled to an angle corresponding to that on the inside cone of the adjusting cap. Both beveled surfaces are ground, thus assuring perfect contact and accuracy of adjustment. The radial adjustment of the lands is accomplished by turn- ing the adjusting cap on the thread of the body, the bevel on the inside of the cap exerting a uniform pressure upon all the lands and drawing them together to whatever diameter may be required. It is evident that the lands are moved radially and that their angular spacing is unaffected by the adjustment, a condition which does not hold for either the round split die or dies in which the prongs are held in a split ring. The tracking of the lands, therefore, always remains perfect. The body, the stem of which is inserted in the shank, is SHANK STOP SPRING / \ NUT LOCK /NUT ADJUSTING CAP Dissembled View of the Acorn Die Holder of ample dimensions to provide for any operating strain that may be brought to bear upon it. The body is driven by means of a cross pin which fits into the slot in the shank. The body is not held rigidly in the shank, but is permitted a certain degree of lateral slide or "float." The lands of the Acorn die are somewhat similar to those of a spring die, but are shorter and wider. Their strength is such that there is no tendency for them to twist. The use of a special alloy steel in their manufacture permits their successful hardening without distortion. In order to facili- tate the necessary radial movement of the lands, the section immediately back of the thread is reduced in thickness. The lands are of uniform strength, however, owing to the increased width at the base; this prevents any tendency to- ward torsional displacement. Notches in the base of the die register with dowels on the body, thus securing a positive drive. The base of the die and its seat on the body are accurately ground to a flat surface, which insures absolute alinement when changing the dies or replacing them after sharpening. The opening be- tween the lands facilitates the grinding the dies, which may Sectional View of the Die and Adjusting Cap be done by hand or by machine, in a special holder. The illustrations show the regular Acorn die holder, but releasing holders or adapters, by means of whidi the Acorn dies may be used in machines or holders already in opera- tion, may be supplied. CAST STEEL PILOT AND ASH PAN Among its several products the Commonwealth Steel Com- pany, St. Louis, Mo., has had in successful service cast steel pilots and ash pans. The pilot is shown in Fig. 1. It can be quickly applied, removed, raised or lowered, one means provided for raising or lowering it being a rack. This con- struction permits the alteration in height to be attained in a few minutes. These racks on the backs of the pilots are Fig. 1 — Commonwealth Cast Steel Pilot made to fit corresponding racks on the pilot beams, or on separate brackets fastened to the pilot beams. These adjustable pilots are cast in one piece and can readily be made to meet the requirements of new or old locomotives. They are strong, simple and durable, requiring practically no repairs, and in time make quite a saving in maintenance cost, as compared with other types. They are easily repaired when bent in case of wreck. One of the designs embraces the requirements for both road and switch 600 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 engines, a long step being placed at either side to meet switch engine requirements when a road engine is used in yard switching. They meet all Government requirements. The cast steel ash pan is shown in Fig. 2. It is made for single and double hoppers. The.se ash pans do away with the frequent expensive renewals and repairs character- istic of other types, as they are so designed that they do not burn out. They also prevent live coals from scattering on the roadway and causing tires. As these pans do not warp. a friction sleeve operating between two lugs on the side of the barrel member of the slack adjuster, automatically caused the lengthening of the push rod members on the release of the brakes to maintain a constant clearance between the Ijrake shoes and the wheels. The drawing shows the application of the same principle in a device, since developed by the Gould Coupler Company, which has been materially altered and much simplified in construction. The slack adjuster proper is attached directly to the lower end of the live lever and through it passes the push rod which in this case is in one piece. The friction Fig. 2 — Commonwealth Cast Steel Ash Pan a tight door is maintained that retains the coals. They are made up of but a few parts and have that advantage over the built-up types. This type of pan will la.>^t a long time and greatly reduces the maintenance costs for this particular part of the locomotive. TRUCK LEVER TYPE SLACK ADJUSTER FOR FREIGHT CARS In the June 14, 1916, issue of the Daily Railway Age Gazette, page 1263, there appears a description of an auto- matic slack adjuster for freight cars which was developed by the Gould Coupler Company, New York. This slack adjuster replaced the push rod in the truck brake rigging, performing the functions of the latter, as well as that of the slack adjuster. The function of the push rod was performed b\- two meml^ers, one of which telescoped within the other. In the barrel, or hollow member, was a pocket containing Details of the Slack Adjuster sleeve is mounted directly on the push rod and the adjusting rod em{)loyed in the original device has been replaced by an adjusting bracket attached to the live lever at the same location, but provided with a housing at the other end which slides on the push rod and contains the friction clamp. The operation of the slack adjuster may be made clear by referring to the sectional drawing showing the arrangement of the details. It will be seen that the slack adjuster body A, containing four clamping dogs K is mounted on the push rod C, the lower end of the live lever G being connected directly to the body A. The spring L normally holds the dogs A' in an oblique position in which they grip the push rod and prevent any movement of the adjuster along the rod toward the right. The friction clamp sleeve D may be Universal Truck Lever Type Automatic Slack Adjuster two friction grip dogs through which passed the solid, or push rod member, the normal i)osflion of the dogs at an angle of four or five degrees from a line at right angles to the center line of the push rcxi preventing the latter from telescoping, but permitting its movement freely in the other d rection to lengthen the connection between the lower ends of the live and dead levers. An adjusting rod attached to the brake beam fulcrum pin of the live lever, provided with moved along the push rod, but considerable pressure is re- quired to move it. The device as shown in the drawing is in release position. An application of the brake causes the upper end of live lever G to move to the left, carrying with it its brake beam and brake shoes until the latter bear against the wheel treads. Further movement then causes the push rod C to be moved to the right, applying the brake shoes to the other October, 1917 RAILWAY MECHANICAL ENGINEER 601 pair of wheels. The distance H between the friction clamp ■nd the right hand shoulder of the adjusting bracket B is ;ust sufficient to permit the angular movement of the live lever relative to the push rod required to take up the normal .imount of clearance between the lirake shoes and the wheel treads. Any increase in this clearance due to brake shoe wear I auses the shoulder of the adjusting Ijracket to move the fric- tion clamp along the push rod toward the left. On the release of the brake, the parts again assume the position shown in the drawing, the left hand shoulder of the adjusting bracket striking the friction clamp D and. if the latter has been moved to the left in the preceding l)rake application, caus- ing the push rod C to move to the right through the slack adjuster jaw by the same amount. The slack will thus jje taken up and only a normal amount of movement of the parts will take place at the next application of the air brake. When the brake shoes are renewed it becomes necessary to let out the slack. To do this, the release handle F is first moved to the right, thus unlocking the dogs K and permit- ting the push rod C to move to the left. The friction clamp D is forced to the right until it strikes the right hand jaw of the adjusting bracket, this operation being repeated until the brake beams are far enough off the wheel to renew the brake shoes. The proper adjustment of brake shoe clearance will automatically be effected on the first application of the brake. MASON GREASE CUP PLUG A new form of grease cup plug which is being used with good results is shown below. As will be seen by referring to the illustration, the plug is so constructed that it is se- curely held even though it is screwed in but a short dis- tance. The design is particularly effective when used with an internally threaded grease cup. It frequently happens that after grease cups are freshly filled, the plugs cannot be screwed into the cups more than three or four turns, which does not furnish a sufficient engagement for the plug and it is dislodged by vibration. It is claimed that with l< /| H Mason Grease Cup Plug this type of plug dislodgment is prevented by reason of the fact that when the cup is filled with grease and the plug screwed into place a certain amount of the grease is forced around the screw blade, holding the plug in position. This device has been adopted after extensive tests by one of the large western roads. The plug has been patented by the inventor, Fred Mason, Pittsburg, Kan. ARCH TUBE CLEANER The arch tube cleaner shown in the illustration has been patented by R. M. Clark, foreman of the Nashville, Chat- tanooga Sc St. Louis, and has been used on that road with considerable success. This tool is made of substantial mate- rial and is composed of a hollow spindle and eight round TocI for Cleaning Arch Tubes cutters. The cutters are made of steel and are tempered hard. The tool is lubricated with liard grease and is ready for service at all times. It can be attached to any turl>ine motor and will remove the hard scale from arch tulles or anv kind of tubes successfullv. HUNTOON TRUCK BOLSTER I'he Joliet Railway Supply Company, Chicago, has placed on the market a new type of truck lx)lster known as the Huntoon bolster. It is of the built-up tyj)e and emlxxiies the same principles of reinforcing of the tension meml)er that is used in the tension member of the Huntoon brake beam. Both the compression and the tension members are of oj)en hearth steel, the compression meml^er being a channel and the tension member a flat bar upset at the ends to re- tain the full cross sectional area at the rivet holes. The ends of the tension member are provided with shoulders which interlock with the wel) and flanges of the compression member, thus reli'^^ng the shearing strain on the rivets. New Type of Built up Bolster The king post is of malleable iron of hea\y cross section. The center plates can be furnished of malleable iron, cast steel or drop forged, as desired. The bolster is adapted to the application of either plain or anti-friction t^-pe side bearings. Tests have demonstrated that this type of construction produces a bolster of great rigidity and strength. Sizes for 30, 40, 50 and 70-ton cars are now being manufactured and the company is prepared to furnish them in any quan- tities desired. (Formerly the RAILWAY AGE GAZETTE, MECHANICAL EDITION with which the AMERICAN ENGINEER was incorporated) Pl-blished on the FrRST Thursday of Every Month by thi SIMMONS-BOARDMAN PUBLISHING COMPANY Edward A. Simmons, President L. B. Sherman. Vice-President Henry Lee. Vice-President and Treasurer M. H. Wium. Secretary WooLwoRTH Building. New York, N. Y. F. H. Thompson. Business Manager, Chicago. Chicago: Transportation BWg. Cleveland: Citizens' BIdg. Washington: Home Life Bldg. London: Queen Anne's Chambers, Westminster. Roy V. Wright. Editor R. E. Thayer, Managing Editor C. B. Peck. Associate Editor A. F. Stuebing. Associate Editor Entered at the Post Office at New York, N. Y.. as mail matter of the second class. Subscriptions, including the eight daily editions of the Railway Age Gazette published in June in connection with the annual conventions of the Master Car Builders' and American Railway Master Mechanics' Asso- ciations, payable in advance and postage free: United States, Canada and Mexico, $2.00 a year; Foreign Countries (excepting daily editions), $3.00 a year; Single Copy, 20 cents. ^^ WE GUARANTEE that of this isstie 10,000 copies were printed; that of these 10,000 copies 7.861 were mailed to regular paid subscribers, 110 were provided for counter and news companies' sales, 311 were mailed to adver- tisers, 190 were mailed to exchanges and correspondents, and 1,528 were provided for new subscriptions, samples, copies lost in the mail and office use; that the total copies printed this year to date were 92,347, an average of 9,234 Copies a month. THE RAILWAY MECHANICAL ENGINEER is a member of the .\ssociated Business Papers (A. B. P.) and the Audit Bureau of Circu- lations (A. B. C). A roundhouse of the Delaware, Lackawanna & Western at Scranton, Pa., was damaged by fire September 13, and 14 locomotives were seriously damaged. The Delaware & Hudson has made a general increase in the pay of shopmen; said to be, for mechanics, from 45 cents an hour to 50 cents, and for helpers from 30 cents an hour to 33 Yz cents. The State College of Pennsylvania announces special cor- respondence courses in elementary engineering subjects, established to meet the unusual demand for men in shops and manufacturing plants. A strike of shopmen of the Kansas City, Mexico & Orient was settled through mediation on September 14, following conferences between committees representing the shop crafts and officers of the road. The men had asked for a 10-cent increase in wages, and were offered an increase of two and one-half cents an hour by the company. The compromise agreement, which was reached on September 14, provides for an increase of from three to six cents an hour for mechanics, helpers and car-men, and two and one-half cents for appren- tices. The men had been off work for nine days. According to advices received by the Texas Railroad Com- mission, there is such a shortage of expert mechanics that the Southern Pacific and the Santa Fe are meeting delay in changing the fuel equipment of their locomotives from oil burners to coal burners. The purpose of going back to the use of coal is in order to conserve the crude oil supply for war purposes. The demand for mechanics is said to be the greatest ever known in the history of Texas. Thousands of these skilled artisans have left the state during the la.st sev- eral months to take employment in industrial plants in the North and East. The railroad shops have been largely de- pleted of this class of employees, and there is no source open by which to fill the existing demand for them. Recruiting officers in several of the large cities of the country are advertising for recruits for five additional en- gineer regiments, one of which, the 21st Engineers, will be for constructing light railways. The remaining four in- clude the 20th, forestry; the 23rd, highway; 25th, construc- tion, and the 26th, supply and water supply. For the 21st, the light railway, men trained in the following trades are wanted: Timbermen, bridge carpenters, masons, pipefitters, steamfitters, hoisting engineers, firemen, dinkey runners, teamsters, track layers, construction foremen, pile drivers, concrete foremen, telegraph linemen, riggers, cooks, machin- ists, blacksmiths, transitmen, surveyors, draftsmen, store- keepers, machine repairers, clerks, electricians, oilers, painters, rod drillers, powdermen, signal installers and bridgemen. The Missouri, Kansas & Texas management recently came to an understanding with its shopmen with reference to wage increases. The terms of settlement with the men included a flat increase of 6>4 cents an hour to machinists, boilermakers, blacksmiths, sheet metal workers and elec- tricians, and to the helpers in the different trades and helper apprentices. Regular apprentices were granted an advance of 2^ cents an hour. The increases make the standard rate of pay for machinists, boilermakers, black- smiths, sheet metal workers and shop electricians for points north of Muskogee, Okla., 50 cents an hour; for Muskogee and points south, including Oklahoma City and McAlester RAILROAD CLUB MEETINGS Qub Canadian Central Cincinnati . . . New England. New York. Pittsburgh Richmond St. Louis. South'n & S'w'rn, Western Next Meeting Oct. 9 Nov. 9 Nov. 13 Oct. 9 Oct. 19 Oct. 26 Oct. 8 Oct. 12 Nov. 15 Oct. 15 Title of Paper Author Locomotive Design and Construction from a Maintenance Standpoint W. The Handling of Scrap, Etc. The Freight Car — A Factor in Winning the War Conservation of Material -Annual Meeting, Smoker and Entertainment H. Winterrowd.. J. P. Murphy. H. De Groot. K. Barnum . . The Ability of Refrigerator Cars to Carry i Perishable Freight Dr. M. E. Secretary Fames Powell. ... , Harry D. Vought H. Boutet W. E. Cade. Jr. Harry D. Vought J. B. Anderson.., F. O. Robinson. Pennington B. W. Rrauenthal I A. J. Merrill If. W. Taylor Address P. O Box 7, St. Umbert, Que. 95 Liberty St., New York. 101 Carew Bldg., Cincinnati, O. 683 Atlantic Ave., Boston, Mas*. 93 Liberty St., New York. Room 207 PR. R. Sta. Pittsburgh. Pa. C. & O. Railway, Richmond. Va. Union Station, St. Louis, Mo. Grand Building, Atlanta, Ga. 1112 Karpen Bldg.. Chicago. 602 October, 1917 RAILWAY MECHANICAL ENGINEER 603 and all points in Texas, 51 cents an hour, and on the Wichita Falls & Northwestern, 52 cents an hour. Machinists, steel metal workers and electrician helpers will receive 30 J^ cents an hour at all points on the system and boilermaker and blacksmith helpers 33 cents an hour. Headlight Order Again Modified The Interstate Commerce Commission has announced a further modification of its locomotive inspection rules, post- poning from July 1 to January 1, 1918, the effective date of the requirement that new locomotives shall be equipped with electric headlights, and providing that for locomotives in service prior to that date the changes shall be made the first time they are shopped for general repairs after that date. All locomotives are required to be equipped by July Strike of B. & M. Shopmen The machinists, blacksmiths and boiler makers of the Bos- ton & Maine struck on August 31, and all the locomotive repair shops, general and division, stopped work, about 3,300 men going out. Nearly half of these men were em- ployed at the shops at Billerica, Mass. Conferences con- cerning the requests of the men for higher pay have been held a number of times since last April, when an increase of about two cents an hour was granted and was made re- troactive from January 1, 1917. In July the men asked for a further increase of eight cents an hour. The New Haven road has recently granted an increase and the receiver of the Boston & Maine offered to make the pay on the B. & M. equal to that on the New Haven, but this was refused. The increase on the New Haven, three cents an hour, brought the rates up to a point a little in excess of the rates on the Boston & Maine. An agreement was reached on September 8 at a conference between the strikers, the railroad officers and the Massachusetts Committee on Public Safety, and the 3,300 men involved are now back jn the shops. Both the union and the railroad agreed that the wages be raised five cents an hour, provided the men return to work at once. The men asked for eight cents an hour, and the remaining three cents will be submitted to an arbitration for decision. Henry B. Endicott, executive manager of the Public Safety Committee, was chosen the sole arbitrator. W. L. Bean MEETINGS AND CONVENTIONS The following list gives names of secretaries, dates of next or regular nteetings and places of meeting of meclianical associations: Am Brake Association. — F. M. Xelli', Room 3014, 16S Broadway, New York City. American Railroad Master Tinners'. Coppersmiths' and Pipefitters' Association. — O. E. Schliiik, 485 \V. Fifth St., Peru, Ind. Conven- tion postponed. American Railway Master Mechanics' Association.— J. W. Taylor, Kar- pen Bldg., Chicago. Convention postponed. American Railway Tool Foremen's .Xssociation. — R. D. Fletcher, Belt Railway, Chicago. Convention postponed. American Society for Testing Materials. — Prof. E. Marburg, University of Pennsylvania, Philadelhia, P?. American Society of Mechanical E.vcineeks. — Cajvin W. Rice, 29 W. Thirty-ninth St., New York. Association or Railway Electrical Encineeks. — Joseph A. .\ndreucetti, C. & N. W., Room 411, C. & X. VV. Station. Chicago. Car Foremen's Association of Chicago. — Aaron Kline, 841 Lawlor Ave., Chicago. Second Monday in month, except June, July and August, Hote! Morrison, Chicago. Chief Interchange Car Inspectors' and Car Foremen's .Association. — W. R. McMunn, New York Central, Albany, N. Y. Convention postponed. International Railroad Master Blacksmiths' .Association. — A. L, Wood- worth, C. H. & D., Lima, Ohio. Convention postponed. International Railway Fuel Association. — J. G. Crawford, 547 W. Jack- son Blvd., Chicago. International Railway General Foremen's Association. — William Hall, 1126 W. Broadway, Winona, Minn. Convention postponed. Master Boilermakers' Association. — Harry D. Vought, 95 Liberty St., New York. Convention oostponed. Master Car Builders' Association. — J. VV. Taylor, Karpen Bldg., Chicago. Convention postponed. Master Car and Locomotive Painters' Association of U. S. and Canada. — A. P. Dane, B. & M., Reading, Mass. Convention postponed. Niagara Frontier Car Men's Association. — E. X. Frankenberger, 623 Bris- bane Bldg., Buffalo, N. Y. Meetings, third Wednesday in month. New York Telephone Bldg., Buffalo, N. Y. Railway Storekeepers' Association. — J. P. Murphy, Box C, Collinwood, Ohio. Convention postponed. Traveling Engineers' Association. — W. O. Thompson, N. Y. C R. R., Cleveland, Ohio. GENERAL W. L. Bean, whose appointment as assistant to the gen- eral mechanical superintendent of the New York, New Haven & Hartford, was announced in these columns last month, was born on January 3, 1878, at Stevens Point, Wis., and graduated from the University of Minnesota with the de- gree of mechanical en- gineer in 1902. The same year he began railway work with the Northern Pacific as .special apprentice. In December, 1904, he went to the Atchison, Topeka & Santa Fe, serving successively as erecting shop foreman, locomotive inspector at the Baldwin Locwno- tive Works in Philadel- phia, and machine shop foreman at La Junta, Colo. In January, 1909, he was appointed division fore- man at Belen, N. M., and the following July was appointed motive power assistant at Topeka, Kan. On February 1, 1912, he became chief engineer for the Oswald Railroad Service Company, at Chicago, and on July 10, 1916, he en- tered the service of the New Haven in the capacity of as- sistant to the president. Willia:m H. Br.\dley, who has been appointed assistant to the general superintendent of motive power of the Chicago & North Western, w.th headquarters at Chicago, as announced in the Railway Me- chanical Engineer for September, was bom in May, 1869, at Momence, 111. He was educated in the Chicago public schools and be- gan work with the Chi- cago & North Western on December 1, 1885, as machinist helper. From June 6, 1886, to November 29, 1891, he was a fireman, then becoming an engine- man, and in January, 1903, a road foreman of engines. He was promoted to assistant master mechanic of the Iowa division i n August, 1907, and in September, 1908, was made master mechanic of the Madison division. In October, 1909, he was transferred to the Iowa division as master mechanic. H. C. EiCH, master mechanic at the Burnside, Chicago, shops of the Illinois Central, has been appointed superin- tendent of motive power of the Chicago Great Western, with headquarters at Oelwein, Iowa, succeeding G. M. Crown- over, resigned. W. H. Bradley 604 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 10 r\ViLLiAM H. Fetxer, general master mechanic of the (tentral of Georgia at Savannah, Ga., has been appointed acting superintendent of motive power, durinc; the leave of absence of F. F. Gaines. J. H. Fri.MoK. master mechanic of the Pennsylvania Railroad at Mt. Carbon, Pa., has been assigned to duty on the staff of the superintendent of motive power. Eastern I'ennsylvania division, as inspector, witii office at Altoona, Pa. Air. Fulmor was born in 1<>l, he became an ajjprentice with the Pennsylvania Railroad and on July 1, 1895, was made machinist. On Jimuary 16, 1899, he was advanced to actinia road foreman of engines and was made master mechanic at Mt. Carljon. I*a., on .\pril 1, 1905. F. F. Gainks. su|K'rintendent of motive j)ower of the Cen- tral of Georgia at Savannah, Ga., has been granted a leave of absence on account of illness. F. X. HinniTS, who resigned as superintendent of motive power of the Lehigh Valley in 1915, to go to the Baldwin I (Komotive Works as assistant general superintendent, has returned to the service of tlie Leiiigh \'alley, as superinten- dent of motive power, succeeding H. C. May. resigned. L. S. KiNX.AiRD, master mechanic on the Pennsylvania Lines at Logansport, Ind., has been a|)pointed superinten- dent of motive power of the Chicago & Eastern Illinois, with headquarters at Danville, 111., succeeding J. F. Fpler, re- signed. P.AiL L. Grovk, master mechanic of the Philadelphia Terminal division of the Penn.sylvania Railroad, has Ijeen appointed superintendent of the Delaware division of the Philadelphia, Bahi- more & Washington, with office at Wilming- ton, Del. Mr. Grove was born on Octol)er 3, IH/H, at Altoona, Pa., and was educated in the public .schools of that city. From May 1. 1894, to December 1, 1894, he was em- j)loyed by the Pennsyl- vania Railroad as mes- senger and machinist apprentice in the Al- t, to master mechanic on the Williamsport division; in Octol^er. 1Q14. he was transferred to the Renovo division, and on July 1, 1916, he was again transferred to the Philadelphia Terminal division, in charge of the West Philadelphia .shops, and now becomes super- intendent of the Delaware division. H. C. May, superintendent of motive power of the Lehigh Valley at South Bethlehem, Pa., has been appointed to the same position on the Chicago, Indianapolis & Louisville, with office at La Fayette, Ind.. succeeding C. P. Burgman, assigned to other duties. Mr. May began his railroad ca- reer with the Chesapeake & Ohio at Covington. Ky., where he served as machinist apprentice from 1892 to 1896. He G. O. Hammond P. L. Grove was then machinist for three years at the same place. In 1899 he became a student in the Mechanical Engineering School of Purdue University at La Fayette. Ind.. from which he graduated in 1902. He was then appointed master me- chanic on the Cleveland, Cincinnati. Chicago & St. Louis at Louisville. Ky.. remaining in that position until 1907. From 1907 to 1910 he .served on the Louisville & Nashville as mas- ter mechanic at New Decatur, .\la.. and at South Louisville. Ky., and from 1910 to about January, 1^16. when he went to the Lehigh \'alley, he was superintendent of motive power of the Chicago, Indianajwlis & Louisville. He now returns to that road to serve in the same capacity. G. O. Hammond, who has been apjxiinted general mechanical su])erintendent of the New York, New Haven & Hartford with headcjuarters at New Haven, Conn., as has already 1> e e n an- nounced in these col- umns, was born on April 20, 1874, in New York City. He gradu- ated from the New York public schools and from Stevens In- stitute of Technology, where he rt^ceived the degree of mechanical engineer. In Xovem- jjer. 1898, he began railway work as a special machinist at the Susquehanna shops of the Erie Railroad. He suljsequently served as special apprentice until December, 1899; then as draftsman to 1901. and during the following year served as engineering clerk. He was general foreman of the Meadville shops until 190.5, and later ser\'ed as machinery inspector until 1905, and as chief draftsman from January to July. 1905, when he became mechanical engineer. He subsequently ser^'ed as assistant mechanical superintendent and assistant to general meclumical sujx^rintendent until January, 1909, when he became mechanical engineer for the New York Air Brake Company. From Februarv', to April. 191.5, he acted as assistant superintendent on the New York, New Haven & Hartford. From May, 191.i. to May, 1917, he was assistant mechanical superintendent and then was appointed assistant general mechanical su|)erintendent, which })osition he held until his recent apjK)intment as general mechanical superin- tendent. R. J. Williams has been appointed superintendent of motive power on the Pere Manjuette, with headquarters at Detroit, Mich., succeeding W. L. Kellogg, resigned. Francis M. W.aring, acting engineer of tests of the Penn- sylvania Railroad at Altoona. Pa., has been appointed en- gineer of tests. Mr. Waring was born on September 28,. 1879. at Charleston, S. C, and is a graduate of the Charles- ton High School and Virginia Polytechnic Institute. He be- gan railway work with the Northern Central at Baltimore, Md., on November 14, 1898. On March 5, 1900, he entered the emjjloy of the Penn.sylvania Railroad, on special duty at Williamsport, Pa. On November 1, 1901. he was trans- ferred to Baltimore on special duty and subsequently served there as a machini.st until July 17, 1902, when he again re- turned to Williamsport to be assigned to .special work. On November 1, 1902, he became a draftsman there, and on October 19, 190.5, was made an inspector at Altoona. He entered the test department on September 11, 1912, as fore- man of the physical laboratory, and from June 1, 19J7, until h- r« aineei OCTOBKR, 1917 RAILWAY MECHANICAL ENGINEER 605 h' received his recent appointment, he has been acting en- gineer of tests. James Young, Jr., assistant master mechanic of the riiiladelphia, Bahimore & Washington at Wihnington, Del., has been appointed assistant engineer of motive power of the New Jersey division of the Pennsylvania Railroad, with headquarters at New York, succeeding James B. Diven. Mr. \oung was born on May 25, 1885, and graduated from Purdue University in 1907. His first railroad work was per- formed as an apprentice in the summer of 1902. On June 19, 1907, following his graduation, he became a special ap- prentice in the Altoona, Pa., shops. He was advanced to inspector in the Altoona machine shop on June 27, 1909, to assistant storekee])er on November 15 of the same year, and on December 1(), 1909, was appointed inspector on the New Jersey division. He was made assistant engine house fore- man at West Morrisville, Pa., on November 1, 1910, and from February 5, 1917, to September 1, 1917, when he re- ceived his latest appointment, he was assistant master mechanic at Wilmington, Del. W. H. Sample, master mechanic of the Grand Trunk at Montreal, Hue., has been appointed superintendent of mo- tive power, with head(|uarters at Montreal, Quebec. Mr. Sam- })le was born in 1864, at Altona, N. Y., and was educated at the high school of his native town. He began rail- way work in 1882, as fireman on the Central Vermont, and in 1886 was promoted to en- gineman. From 1887 to 1890, he served on the Santa Fe System as en- _ gineman, and then re- turned to the Central Vermont. In 1901 he was appointed road foreman of engines, re- maining in that position until 1906. He then en- tered the service of the United Fruit Company as superintendent of motive power and car departments on the Northern Ontral Railway of Costa Rica, Central .Amer- ica, resigning from that position in 1911 to go to the Grand Trunk as master mechanic on the Ottawa division. He was transferred us master mechanic to the western lines in 1914, and in 1916 was again transferred in the same capacity to the eastern lines. MASTER MECHANICS AND ROAD FOREMEN OF ENGINES C. W. BuRKET has been appointed assistant master me- chanic of the Monongahela division of the Pennsylvania Railroad with office at South Pittsl>urgh, Pa., succeeding E. H. Newbury. A. W. Byron, master mechanic of the New York, Phila- delphia & Norfolk at Cape Charles, Va., has been furloughed from railroad service to enter the Officers' Training Camp at Fort Oglethorpe, Ga. A. McDonald, foreman of the erecting shop of the Grand Trunk at Stratford, Ont.. has been appointed assistant master mechanic, with headquarters at the Montreal shops. B. H. Davis, assistant master mechanic of the Delaware, T-ackawanna & Western at Scranton, Pa., has been appointed master mechanic of the Scranton, Syracuse & Utica and Bangor & Portland divisions, with jurisdiction over engine W. H. Sample E. R. Battley houses and matters j)ertaining to road work; succeeding F. H. Reagan, resigned to accept service elsewhere. Charles W. McGlirk, general foreman in the motive power department of the Delaware, Lackawanna & Western at Scranton, Pa., has l)een appointed assistant master mechanic at Scranton. succeeding B. H. Davis. E. R. Battley, general foreman of the Grand Trunk at Deering, Me., has l)een appointed master mechanic of the Eastern lines, with office at Montreal, Que. Mr. Battley was originallv em- ployed by the Grand Trunk as a machinist apprentice at Stratford, Ont., from Deceml)er 1, 1902, to December 1, 1907. when he became a machinist. He ser\ed in this capacity until Januar}', 1909, when he was advanced to the jK)sition of shop in- s})ector at Stratford. On March 12, 1910, he was appointed locomotive foreman at Fort Erie, Ont., which position he held till July 1, 1914. He then was trans- ferred to Deering, Me., where he served as gen- eral foreman until he was promoted to his present position in September, 1917. ^^^ J. McLean, for the past five years master mechanic of the Kettle \ alley at Penticton, B. C, has resigned. Charles J. Halliavell, insi)ector in the office of the general superintendent of motive power of the Pennsylvania Railroad at .\ltoona. Pa., has Ijeen appointed master mechanic in charge of the conipan\'s shops at Mt. Carbon, Pa., suc- ceeding J. H. Fulmor. Mr. Halliwell was born at Altoona, Pa., on March 29, 1874. He entered the ser\'ice of the Pennsylvania Rail- road as a lalx)rer in the Altoona shops on Julv .3, 1889. Two year's later he l^ecame an ap>- prentice, and on April 22, 1895, he was pro- moted to machinist. On October 1, 1899, he be- came gang leader at Altoona, and in March of the following year \Nas advanced to fore- man on the Pittsburgh division. Mr. Halliwell was made assistant master mechanic of the Pittsburgh division on March 1, 1906. and on December 1, 1912, returned to Altoona as inspector in the office of the general superin- tendent of motive ]>ower, acting in that capacity until Sep- tember 1, 1917, when he received his appointment as master mechanic at Mt. Carbon, Pa. James B. Diven. assistant engineer of motive power of the New Jersey division of the Pennsylvania Railroad, at New York, has been appointed master mechanic of the Phil- adelphia Terminal division, with office at West Philadelphia, C. J. Halliwell 606 RAILWAY MECHANICAL ENGINEER V»L. 91, No. 10 I Pa., succeeding P. L. Grove. Mr. Diven was bom on October 21, 1878, at Landisburg, Pa., and graduated from the Williamson School in 1898. He began his railroad service on April 18, 1898, as an apprentice at the Altoona shops. He was made machinist on May 15 of the following year, and on April 1, 1900, was appointed inspector in the office of the assistant engineer of motive power at Altoona. On August 1 of the same year he was made draftsman in the office of the superintendent of motive power at Buffalo, and on November 1 was app)ointed inspector. On January- 15, 1902, Mr. Diven was advanced to the position of assistant master mechanic at Verona, N. Y. He was promoted to master mechanic of the Cumberland Valley Railroad on September 30, 1904, and from April 1, 1907, until he received his recent appointment, he was assistant engineer of motive power of the New Jersey division. Franklin E. Marsh_, assistant master mechanic of the Altoona machine shop of the Pennsylvania Railroad, has been appointed master mechanic of the New York, Phila- delphia & Norfolk, with headquarters at Cape Charles, Va., succeeding A. W. Byron. Mr. Marsh was bom on November 20, 1876, at Newark, N. J. He attended the public schools of that city and completed his education in the Newark Technical School. He was first employed in railroad service on January 25, 1897, as a special apprentice on the Penn- sylvania Railroad, becoming a machinist on May 1, 1901, and inspector in the Altoona machine shop on July 1 of the same year. On July 12, 1902, Mr. Marsh was transferred to the Wilmington, Del., shop, as inspector, and was made assistant road foreman of engines of the Maryland division on June 8, 1903. He was advanced to assistant master mechanic at Trenton, N. J., on December 10, 1906, and was appointed assistant master mechanic of the Altoona machine shop on September 26, 1910, which position he held when he received his recent appointment. E. S. McMillan has been apix)inted road foreman of engines of the Grand Tmnk, Montreal terminals, succeeding F. H. Holland, assigned to other duties. Victor U. Powell, master mechanic of the Illinois Central at Freep)ort, 111., has been transferred to the Chicago Terminal and Illinois division, with office at Bumside shops, Chicago, succeeding Henr}- C. Eich. A. B. Ogilvie has been apf)ointed road foreman of engines of the Grand Trunk, with jurisdiction over the thirt>'-first and thirty-second districts, including the Ottawa terminal, suc- ceeding W. M. Cooper, assigned to other duties. G. M. Wilson, assistant master mechanic of the Grand Trunk at Montreal, Que., has been promoted to master mechanic, with headquarters at the same place, succeeding A. A. Mayer, retired. Mr. Wilson was bom in Belfast, Ireland, in 1867. After serving a machinist apprenticeship he entered the employ of the Grand Trunk in November, 1890, as machinist, at Fort Gratiot, Mich., and subsequently filled the positions of machine shop foreman, general fore- man of the Toronto shops, general inspector of tests and assistant master mechanic. In 1907 he had charge of the layout, and supervised the installation of the entire machinery- equipment of the main shops of the Westem division, at Battle Creek, Mich., and on the completion of this work was located at Ottawa, Ont.. supervising the installation of the power house in connection with the new station and the Chateau Laurier. SHOP AND ENGINEHOUSE A. C. Adams, master mechanic of the Seaboard Air Line at Raleigh, N. C, has resigned that position to become superintendent of shops of the New York, New Haven & Hartford at Readville, Mass. Mr. Adams was educated in the CMnmon schools and served a machinist apprenticeship on the Missouri Pacific. He went to the Chicago, Rock Island & Pacific as a machinist in 18^7 and was promoted to master mechanic on the Colorado division in 1900, later being transferred to the Oklahoma and Missouri divisions. In 1906, he accepted a position as master mechanic on the Alliance division of the Chicago, Burlington & Quincy and in November, 1907, went to the Delaware, Lackawanna & Western as master mechanic at Hoboken, N. J. In Novem- ber, 1908, he entered the service of the New York, New Haven & Hartford, acting in the same capacity on the Shore Line division. He resigned that position in February, 1911, to become superintendent of motive power of the Spokane. Portland & Seattle and the Oregon Electric & United Rail- ways at Portland, Ore. In February, 1914, he went into the supply business, but again entered railroad service, be- coming master mechanic of the Seaboard Air line, which position he held until recently. J. C. Breckenfeld, inspector of tools and machinery of the New York, New Haven & Hartford, has been appointed assistant superintendent of locomotive shops, with head- (juarters at Readville, Mass. H. W. Brewer, formerly erecting shop foreman at the West Albany shops of the New York Central, has resigned to become general foreman of the Du Bois (Pa.) shops of the Buffalo, Rochester & Pittsburgh. Joseph Greiser, general foreman in the motive power de- partment of the Delaware, Lackawanna & Western at Scran- ton, Pa., has been appointed superintendent of shops, with jurisdiction over the Scranton locomotive shops. John Reid, general foreman of shops of the New York, New Haven & Hartford at New Haven, Conn., has been promoted to the position of inspector of tools and machinery, suceeding J. C. Breckenfeld. E. V. Williams, formerly general foreman of the New York Central at the West Albany shops, has resigned to ac- cept the position of superintendent of shops of the Buffalo, Rochester & Pittsburgh, with headquarters at Du Bois, Pa. CAR DEPARTMENT T. A. Heminway, car repair foreman of the Delaware & Hudson at Colonie, N. Y., has been appointed divisional car foreman of the Saratoga division, with headquarters at Colonie. J. E. O'Neil, car repair foreman of the Delaware & Hud- son at Oneonta, N. Y., has been appointed divisional car foreman of the Susquehanna division, with headquarters at Oneonta. PURCHASING AND STOREKBEPING J. A. Brackett, division storekeeper of the Atchison, Topeka & Santa Fe at Barstow, Cal., has been transferred to Calwa, Cal., succeeding O. H. Hansen, resigned to enter militarj- service. John E. B\'ron has been appointed general storekeeper of the Boston & Maine, with office at Boston, Mass. C. N. Davids has been appointed purchasing agent of the Denver & Salt Lake, with headquarters at Denver, Colo., succeeding A. A. Dawley, assigned to other duties. J. L. Diessl has been appointed division storekeeper of the Atchison, Topeka & Santa Fe at Riverbank, Cal., suc- ceedmg H. R. Spann. T. S. Edgell has been appointed division storekeeper of the Mobile & Ohio, with office at Tuscaloosa, Ala., succeed- mg W. O. Jamison, resigned. Bayliss McCain has been appointed division storekeeper of the Atchison, Topeka & Santa Fe at Barstow, Cal suc- ceedmg J. A. Brackett. October, 1917 RAILWAY MECHANICAL ENGINEER 607 G. O. HixoN, division storekeeper of the Atchison, Tope- ka & Santa Fe at Gallup, N. Max., has been transferred to Winslow, Ariz., succeeding E. J. Burns, assigned to other duties. F. B. MacSwain, storeman on the Canadian Pacific at Ogden, Alta., has been appointed storekeeper, with head- quarters at Calgary, succeeding G. F. Rosengren, transferred to Lethbridge. T. W. Madden, storekeeper of the Canadian Pacific, at Revelstoke, B. C, has been transferred to Coquitlam. H. Shoemaker, district storekeeper of the Baltimore & Ohio at Cincinnati, Ohio, will in future have jurisdiction over the Northwest district and Chicago terminals. H. R. Spann, division storekeeper of the Atchison, Tope- ka & Santa Fe at Riverbank, Cal., has been transferred to Gallup, N. Mex., succeeding G. O. Hixon. W. E. Steen, storekeeper of the Baltimore & Ohio at Washington, Ind., has been appointed district storekeeper, with jurisdiction over the Southwest district. N. C. Stibbs, storekeeper of the Canadian Pacific at Leth- bridge, Alta., has been transferred to Nelson, B. C, suc- ceeding D. S. Schofield, transferred to Revelstoke, B. C. G. H. Walters, engineer of tests in the stores department of the Chicago, Milwaukee & St. Paul, at Milwaukee, Wis., has been appointed assistant purchasing agent, with office at Chicago, succeeding A. J. Jennings, resigned. OBITUARY C. S. Wood, for 21 years general foreman of the Boston & Maine roundhouse at Concord, N. H., died on September 12, at the age of 54. Mr. Wood entered the service of the Boston & Maine in 1881 as locomotive fireman, became an engineman in 1885, and general foreman in 1896. J. F. Enright, superintendent of the motive power and car departments of the Denver & Rio Grande, died at his home in Denver, Colo., on September 4, after an illness of about one year. He was bom at Savannah. Ga., in 1867, and entered railway service in 1885 as a machinist appren- tice of the Savannah, Florida & Western, now a part of the Atlantic Coast Line, and re- mained in the Savan- nah (Ga.) shops of that road until 1895, when he was appointed general foreman of the shops at Montgomery, Ala. He was subse- quently general fore- man of shops of the same road at Waycross, Ga., and later master mechanic at Mont- gomery, Ala. From January, 1902. to January, 1907, he was master mechanic on the Mobile & Ohio at Whistler, Ala., and from the latter date to December, 1909, was superintendent of machinery of the International & Great Northern at Palestine, Texas. From the time he left the L & G. N. up to the time of his death he was superintendent of the motive power and car departments of the Denver & Rio Grande, with head- quarters at Denver, Colo., and during a portion of that period had jurisdiction also over the mechanical department of the Western Pacific. J. F. EnriQht Russell Dale, general sales manager of the Rich Tool Company and manager of the Tungsten Valve Company, Chicago, died in that city on September 22. E. Kennedy, formerly assistant general foreman at the West Albany shops of the New York Central, is now con- nected with Manning, Maxwell & Moore, with headquarters at Chicago. George E. Scott, vice-president of the American Steel Foundries, has become associated with the work of the Red Cross at Washington on the staff of the business manacer, H. D. Gibson. The Acar Manufacturing Company, 30 Church street. New York, has opened a Chicago office, in charge of Leland T. Johnson at room 649, McComiick building. Mr. John- son will handle matters for this company in the western territor}'. The Macleod Company, Cincinnati, Ohio, manufacturers of sand blast equipment and metallurgical furnacts, has found it necessary to enlarge its plant in order to take care of its rapidly expanding business and has increased its capi- tal to $100,000. Edward F. Carry, president of the Haskell &: Barker Car Company, Chicago, has been appointed director of the gov- ernment shipping board with headquarters at Washington, D. C. Mr. Carry will not sever his connection with the Haskell & Barker Car Company. .\rthur C. Sullivan, formerly with the Hensley Trolley Manufacturing Company, of Detroit, Mich., has been ap- pointed a sales representative of the National Railway .Ap- pliance Company, New York. Mr. Sullivan will be attached to the Chicago office of the company. The Robinson Paint Company, Aurora. 111., announces that it has purchased the plant, business and good will of the Akron Mining, Milling & Manufacturing Company. The business will be continued along the same general lines as heretofore, with the same organization. Harry L. Allen, assistant fourth vice-president of the American Steel Foundries, died at Cleveland, Ohio, on Aug- ust 31, at the age of 35 years. Mr. Allen had been with the company 15 years, coming to it at the time of its organiza- tion, from the American Steel Castings Company. John E. ^^'oods, formerly manager of sales of the Car- negie Steel Company, the Illinois Steel Company and the Tennessee Coal, Iron & Railroad Company, at Cincinnati, Ohio, has been appointed assistant general manager of sales, with offices in the Carnegie building, Pittsburgh, Pa. Mr. Woods succeeds John W. Dix, deceased. Horace M. Wigney, formerly superintendent of transpcw- tation of the Pacific Fruit Express Company, and recently president and general manager of the Dairy Shippers' Despatch Company and the Federal Refrigerator Despatch, has entered the railway supply and equipment business in his own name, with offices at 750 Railway Exchange build- ing, Chicago. The McCarthy Drill & Tool Corporation of Toledo, Ohio, with executive offices at 30 Church street, New York^ has purchased the Toledo Drill & Tool Company, of To- ledo, which has just moved into a new and enlarged fire- proof two-story structure, where it has arranged to turn out large quantities of high-speed drills, in addition to a full line of cutters and reamers. 608 RAILWAY MECHANICAL ENGINEER Vol. 91, vfo. iq George A. Turville, secretary and treasurer of the Crucible Steel Compan} , has also been elected a vice-president. J. M. AlcComb, credit manager, has been made assistant treasurer. The Crane Packing Company of Chicago, manufactur- ers of "John Crane" flexil)le metallic packing for all vapors and liquids, announces the establishment of an Eastern office in the Wool worth building. New York. Their en- gineer, A. W. Payne, who has had much experience with packing problems in the oil, mining and industrial fields, has been placed in charge of this l)ranch. The United States District Court for the Western District of New York has handed down its decision that the Gould "Simplex"' system of electric car lighting is not an infringe- ment of the Creveling patent, 747,686, owned by the Safety Car Heating & Lighting Company, and has directed that the suit l)e dismissed with costs to the Gould Cou|)ler Company. This disposes of the last charge that the Gould "Sim|)lex"' system infringes any patent. E. N. Sanctuary, president of the Oxy-Acetylene Appli- ance Company, of New York, formerly engineer and secre- tary of the Bowers Southern Dredging Compan\ . of Galves- ton, Tex., and an exjKTienced C()nstructi»)n engineer, has been commissioned a captain in tlie Engineer Officers' Re- serve Corps, and has been assigned to the Washington office of S. M. Felton, director general of railways, in charge of the personnel of railway troops organized for service al)road. The Titanium Alloy Manufacturing C()m|)any announces that the con.stantly increasing demand for superior bronze and brass castings has compelled it to enlarge its bronze department and make a distinct unit of it under the name of the Titanium Bronze Company, Inc. The company's works are at Niagara P\ills, N. Y.: its sales offices at Buf- falo, and its general offices at 165 Broadway, New York, The Bradford-Ackermann Corporation, Forty-second street building. New Y'ork City, has been made the eastern sales office for the Young Brothers Company, Detroit, Mich. The sale of Young ovens, for japanning and drying purposes, will in the future be liandled l)y this eastern office for the New England states. New York, New Jersey, Maryland, Delaware and eastern Pennsylvania. \n engineering de- partment will likewise Ijc available for manufacturers in the East who are interested in quick drying and baking processes, and special oven designs will i^e offered to meet various requirements. W . G. Dunham, since 1907 in charge of the manufacture of McCord & Co., prtxlucts in Canada, with head(|uarters at Brantford. Ont., died Septeml)er H at the age of 62 years. Mr. Dunham was born in Canada, and came to this coun- tf}' as a young man. In 1884 he entered the employ of the Chicago, Burlington & (^)uincy, and was with that road as foreman of the old Sixteenth street passenger yards of that company in Chicago during the Del)s strike in 18^4, when he succeeded in keeping his department operating without damage to railroad property. He entered the employ of McCord & Co. in 1902, and i)rior to going to Brantford was mechanical inspector. H. ^IcB. Parker, .'^ales representative of the Hunt-Spiller Manufacturing Corj)oration, Boston, Mass., who entered the Officers' Training Camp at Plattsburg in May, and was thereafter detailed to special duty in the Submarine Signal Company, has enlisted in the United States Navy, and has been assigned to one of the United States destroyers, which has sailed for France. C. L. Galloway has been apj)ointed sales repre.sentative of the Hunt-Spiller Manufacturing Cor- poration for the Northeastern district. Mr. Galloway for the last 18 years has been in the employ of the New York, New Haven & Hartford, in and about Boston, and serving in vari- ous capacities in the mechanical department. Thomas H. Garland, president of the Garland Ventilator Company, Chicago, whose death was announced in the Railway Mechanical Engineer, last month, was bom at Au- gusta, Me., on December 10, 1855. He entered railway serv- ice as a brakeman with the Chicago, Burlington & Quincy, at (J'uincy, 111., in 1872, and several years later became bag- gage man at the same point. In 1882 he was promoted to clerk in the freight office at Chicago, and later was ap- pointed chief clerk in the same department, which position he held until his api)ointment as superintendent of refrig- erator car service. In 1908 he left the Burlington to en- gage in the railway supply business in which he was inter- ested until his death. Frank ^^'. Davis, manager of railroad sales of the Lake Erie Iron Company. Cleveland. Ohio, died very suddenly of heart disease at the Royal Muskoka hotel, Muskoka, Canada, .\ugust 8. Mr. Davis was born in Cleveland, January 1, 1857. He received his education in the Cleve- hmd public schools and Oberlin College and commenced his business career with Bingham & Phelps, who at that time conducted a retail hardware business on Ontario street. He afterward engaged as a commercial traveler, and while on one of his trips he l)ecame acquainted with C. W. Scofield, secretary and treasurer of the Lake Erie Iron Company, who eventually employed him as a salesman for that company. He remained in the j^ervice of the Lake Erie Iron Company, for 27 years. Automatic Straight Air Brake Company The .\utomatic Straight Air Brake Company has been in- corporated under the laws of Delaware with a capital stock of $5,000,000 |)referred and $20,000,000 common to manu- facture and sell a new type of air Ijrake, the invention of Sj)encer G. Neal, who is the designing engineer of the com- pany. The directors arc A. B. Boardman, A. M. McCrea, K. B. Conger, H. I. Miller, (\ R. Ganter, S. C. Holaday, A. M. Trueb and G. C. Pierce. The officers will be H. I. Miller, chairman of the board and president; K. B. Conger, vice-president and treasurer; A. M. Trueb, secretary- and auditor, and G. C. Pierce, chief engineer. The office of the company is at 14 Wall street. New York. .\ railroad officers' demonstration of the brake will take place in New York during the early part of October, and arrangements for manufacture are well under way. The company will not build its own plant until after the war. Baldwin Locomotive Works President Alba B. Johnson of the Baldwin Locomotive Works announces the following changes in the organization of that company and of the Standard Steel Works Company. In the Baldwin Locomotive Works no change has been made with res|)ect to William L. Austin, chairman of the board, or .\lba B. Johnson, president. Samuel L. Vauclain, hither- to vice-president, however, becomes senior vice-president; Grafton Greenough, sales manager, now becomes vice-presi- dent in charge of sales; J. P. Sykes, general superintendent, becomes vice-president in charge of manufacture, and James McNaughton, formerly vice-president of the American Lo- comotive Company, becomes consulting vice-president. In the Standard Steel Works Company, William Burn- ham, heretofore president, has been elected chairman of the l)oard. and other officers have been elected as follows: Alba B. Johnson, president; Samuel M. Vauclain, senior vice- president; Robert Radford, vice-president and treasurer; A, A. Stevenson, vice-president and engineer; Wm. H. Pugh, Jr., secretary; T. L. Rogers, assistant treasurer, and O. C.' Skinner, works manager. Volume 91 November, 1917 No. 11 CONTENTS EDITORIALS: Enginehouse Terminal Competition 609 The M. C. B. 700-lb. Wheel 609 Do Not Slight the Work Reports 609 Slackers in the Repair Forces .1 . . , 610 Rolling Stock Situation in Germany 4.,.i..i..-..«..,>.i. 610 Arrangement of Car Repair Yards ......'.. 610 Shop Efficiency and Illumination 610 The War Performance of Cars and Locomotives 611 New Books 611 COMMUNICATIONS: A Protest! Educate the Trainmen 612 GENERAL: Foreign Machine Tool Demands 613 Word from Our Railway Men in France 615 Railway Recinents' Tobacco Fund 616 A Message from the Traveling Engineers 616 Use of Pulverized Coal in Brazil 617 Converted Switch Locomotives 619 Prevention of Locomotive Smoke 621 Mechanical Department a Factor in Train Loading 624 Locomotive Terminal Detention Records 625 CAR DEPARTMENT: Reclaiming Car Material on the Rock Island 627 Piece Work and Car Inspectors' Duties 628 Train Brake Leakage 1 leterminations 629 Hot Boxes on Freight ("ars 632 Automatic Straight Air Brake 633 Calculating Height of drain Line for Box Cars 636 Hospital Car for the Erie New Floor Plans for Postal Cars. SHOP PRACTICE: Locomotive Terminal Delays Steam Hammer Dies for Superheater Flues Plain Cylinder Grinding Work A Time-Saving Attachment for the Planer High Speed Tipped Tools Electric Welding Instructions Method of Testing Valves Design of Forging Machine EHes Universal Driving Box Chuck Lubricating Air Cylinders of Cross-Compound Type Air Compressors. Jigs for Planing Outside of Crosshead Shoes Boring Equalizer Brackets in Place Clear Vision Windows NEW DEVICES: Portable Crank Pin Press The American Trainagraph Drilling Machine with Tapping Attachment. Motor Headstocks for Woodworking Lathes. Motor Drive for Radial l)rills Abrasive Belt Finishing Machine Automatic Starter for Induction Motors.... NEWS DEPARTMENT: Notes Meetings and Conventions Personal Mention New Shops Supply Trade Notes Catalogues 637 637 639 640 641 643 643 644 644 645 647 648 648 649 649 650 650 651 651 652 652 653 654 655 656 659 660 662 22 c X- -i.«...- Contrarv to our expectations, it has Enginehouse , . - ., , ',,.,.',.. been impossible to publish in this issue ermina ^j^^ prize winning articles of the engine- Competition house competition which closed October There were a number of contestants and the judges have not had an opf)ortunity to study the papers sufficiently to award the prizes. The decisions will be made shortly and those to whom the prizes are awarded will be so ad- vised. This problem is exceedingly important at this time and was made the subject of a paper before the \\'estem Railway Club, which is published elsewhere in this issue. Particularly good suggestions are brought out in this paper, which should be carefullv studied. reasonable to assume that the alterations made in the design will result in a considerable reduction of the wheel failures due to defects in the plate. The M. C. B. Seven The new design of seven hundred Hundred Pound pound wheel for forty ton cars adopted _^ by the Master Car Builders' Associa- tion appears to have certain important advantages. The performance will be watched with great interest when this type is placed in service. The principal object of the new design is to lessen the liability of cracks occurring in the plate of the wheel. Cracked plates are not only one of the most dangerous defects in wheels, but also one of the most difficult to detect. The examination of a large number of standard M.C.B. cast iron wheels which failed in the plate showed that there was a tendency for sand to gather at the re-entrant curve of the outer face of the plate, thus reducing the effective strength at that point. In the new arch plate wheel the section has been made thicker and the curvature has been changed at this point to do away with the tendency for sand to gather in the mould. It seems Do Not Slight Upon the running repair forces at the engine terminals rests to a very large extent the success with which the pow- Work Reports ^j. jg maintained and made to perform its full duty. An engine failure at this time is more than ordin- arily expensive and the locomotives are more liable to failure because ever}- opportunity is taken to overload them. This means that they must be kept in good condition. The engine- b.ouse forces should be so organized that the work reported to be done on a locomotive when it is received at the engine terminal, will not I)e slighted. A locwnotive can be properly maintained only by following the work reports closely. The engineman is in better position to observe defects in a loco- motive which interfere with its operation, than the inspector at the terminal, and his report should be given careful consid- eration. Too many times the engineman is prone to be too general in his reports, and an energetic campaign should be waged to impress upon their minds the importance of being specific in their reports. The reports of the road foremen of engines should be watched with great care. These men, expert locomotive drivers, are able from their long experience to accurately diagnose the ailments of the loc(Mnotives. Their reports of defects should be given the weight they deserve and the re- pairs that they suggest should be made. The enginehouse has become the firing line of our transportati(Hi system; the locomotives, the guns. Unless they are able to shoot straight 609 610 RAILWAY MECHANICAL ENGINEER Vol. 91, No. II and accurately, our tranj^portation facilities will be crippled. There is no question but what the forces of many enginehouses should be enlarged, and un(iuestional)ly additional machine tools would be of great assistance. The enginehouse men are the ones that realize this better than anyone else and they should impress upon their superiors the necessity for rein- forcements where they are needed. The condition of the loco- motives at this time affects as never before the efficiency of our transportation sy.stem. They must be kept running and be made to do the full measure of their work. Fhey cannot do this unless they are properly maintained. Slackers With the increase in pay for the . ,. workmen in almost everv craft and the in the , . . . - large opportunities for overtime on Repair Forces ^,^^^. ^^.^^^^. ^^.^j^. railroad, the shop men are making more money than ever before. Some of them, forgetful, {perhaps, of the imjx>rtance of their wcK"k and of the need their countrj' has for their services in the railroad shop, take advantage of these "good times" and give them- selves too frec|uently a day or two "off." In fact the practice has become so general in some shops that it is necessary to send messengers to bring the men back to work. Whether these men« realize it or not, they are slackers. The country, and particularly the railroads, need the active ser\Mce of every man possible — and especially the craftsmen. If these men are earning so much money that they can afford frequent hol- idays, let them do the patriotic thing and Imy Liljerty l)CHids or save their money for the next loan which is sure to come. We must all do our duty to our country if we are to win this war — and our duty is to do all the work in our particular line we can, and a little bit more. If worse comes to worse and the railways are unable to meet properly the demands for power and equijiment there is a possibility of the Government taking over the railways and operating them as a militar}- machine. This surely is not to be desired. The men must be made to realize how important a part they are playing in this struggle — their duty is as clearly defined as that of the soldier, sailor or marine. They must sui)port l)y their labors the men who are taking life and death chances at the front. change is to be gradually effected on all German railway lines. It is further claimed that these steel cars are much lighter than the wooden ones because they require compara- tively far less material in their construction. It would seem from this statement that these steel cars are being built in an effort to conserve the lumber supply rather than as in this country to provide a car which is materially stronger. The financial condition of the railways is ver\' well illus- trated by the fact that surtaxes ranging from 10 to 16 f)er cent on fourth and first class passenger tickets respectively, are made with an extra charge for baggage of 12 per cent above the ordinary cost of its conveyance. Further than this, an additional charge of seven per cent has been made on the freight charges of all goods sent by rail, whether for short or long distances, and certain commodities must be sent by water wherever this is possible. Rolling Stock Because of the extreme shortage of c .. material in Germanv it has often been situation II- 1 ' I 1- • c wondered just what the condition of in Germany ^j^^. rolVmir stock is in that country. A small amount of information in regard to this is found in a letter |)ublished in the Railway Gazette of London, which was dated Berne, Switzerland, August .SO. Partic- ular attention is called to the lack of lubricants for both freight and j)assenger cars. It has been noticed in Switzer- land that the journal boxes of the cars in which German iron and coal are sent are invariably empty. The Swiss federal railways, in accordance with their custom, fill these boxes and in this way Germany gets a little lubricating material. Concerning the condition of the equipment, but little definite information has lieen obtained, but statements have been made in Switzerland to the effect that while about eight per cent of German cars and locomotives were ordinarily under repair, at the present time over 23 per cent is out of service for some reason or other. It is also stated that this percentage has materially increased since the time the in- formation was obtained. The correspondent speaks of cast iron tubes being used in locomotive boilers, but undoubtedly iron tubes are meant, as it was the custom of the German railways to use bronze or copper tubes. Another interesting bit of information is that steel passenger cars, the floors and walls of which are covered with wood, are being built. The cars are longer than the wooden cars and it is said that the Arrangement ^ ^^*^ ^'"^^ ^^ ^^ important factor in the . p, transportation problem at this time. The value of a car today is possibly Repair Yards higher than at any time in the history of the railroads of this country. The cars must not only be kept in repair, but they must be kept in action as much as |)ossible. The manner in which car repairs are handled in the repair yards has a large l)earing on the rapidity with which the repairs are made. To indiscriminately switch de- fective cars into the car repair yards will result in tying up a large amount of equipment because cars requiring light re- pairs may i)e pocketed between cars requiring heavy repairs. B\- placing the heavies on tracks by themselves and the cars requiring light repairs by themselves, less equipment will be tied up. The cars to be repaired should be examined by the car fore- man as they are brought to the yard and the switching crews should be made to spot the cars where the car foreman directs. The extra time taken in switching will I)e more than saved by getting the cars having the light repairs through the repair yard in a hurr}-, and back into service. It is also desirable to have an open end yard so that the damaged cars can be brought in from one end and passed out repaired, through the other end. It may be possible that a cross-over here and a switch there will greatly increase the output of a repair vard. The foremen in charge of these yards should give this matter careful attention and be ready with facts to show how and why their facilities should be improved. By doing this the congestion of the car yards may be reduced and the car supply will be increased. Shop Efficiency Illumination considered in a field by it- j,„j self has received but little consideration ... in the railway shop. More often the umination problem of artificial lighting has been met in- the placing of a drop light here and there or by running an e.xtension from a nearby socket to the place desired and hanging the lamp on some convenient or make-shift bracket requiring the workman to move it about to suit his particular needs. TTiis is extremely undesirable both from the workman's .^tand|X)int and from the net cost for the lighting. Poor lighting facilities materially interfere with the out- put of the workmen. Studies made of the effect of good light- ing on shop production show that good light will add an average of approximately one-half an hour a day per man to the output which represents a production increase of five per cent, brought about by an expenditure of only one-half of one per cent of the wages; a saving equal to ten times the expense. The subject is of such importance that the Depart- ment of the Interior recently issued a technical paper on the relation between illumination and efficiency. The paper points out that actual instances have been reported where November, 1917 RAILWAY MECHANICAL ENGINEER 611 production has been increased from two to ten per cent as a result of improved lighting. Further than this, with a properly installed and adequate lighting arrangement the men will be more contented, the shop will be more easily supervised and the accidents will be reduced. When it is remembered that an accident not only deprives the shop of the services of the workman but also increases the actual operating expense due to the damage claims, the advantage of reducing the liability of accidents is evident. \\'ith the installation of any system proper arrangements should be made for keeping the lights clean. There is nothing on railroads that depreciates so rapidly as does the efficiency of the lighting system. The rapid collection of dust and soot on a lighting fixture will easily cause the illumination to be reduced 50 per cent of its initial value in a short time. The standard of cleanliness for lamp reflectors should depend on a balance between the cost of cleaning and the loss by not cleaning. It has been shown that the loss on a 1,000- watt gas-filled lamp with porcelain enameled reflector will be approximately $34 if allowed to go without cleaning for a year. Figures available for an average shop show that it is possible to clean such reflectors for an average cost of $1 a month or $12 a year. It would obviously be poor engineering practice to put in more light than was necessar}-; therefore, it certainly is good practice to keep the reflectors clean so that the installation will give the illumination it was designed to give. must be carefully watched. Everything possible should be done now to improve them and prepare them for the winter before it is too late. In other years it has been possible to go into the winter with a reserve of power. This year this cannot l^e done. It is not a question of how many extra locomotives will be available, but how can the power and the staying qualities of the pres- ent locomotives be increased to meet the more severe condi- tions and the constantly increasing demands. This is the real problem of the mechanical department men today. The War Performance of Interesting are the statistics showing the performance of cars and locomo- tives in this country since war was de- Cars and Locomotives ^^are^ .^^^ ^^^e Railroads' War Board was organized in the early part of last April. With only 1.3 per cent more locomotives in service and only 2.3 per cent more freight cars than in July, 1916, railroads operat- ing 220,054 miles of line in July, 1917, handled 20.2 per cent more ton miles of revenue freight. In other words, the 30,277 freight locomotives in service on the roads from which these statistics were obtained, handled in July the e<|uivalent of 33,434,368,526 tons of revenue freight one mile, or an average of 1,104,283 ton miles for each loco- motive, as compared with 930,455 in July, 1916, an increase of 18.7 per cent in the efficiency of each locomotive. The revenue ton miles per car for this particular month increased 17.5 per cent. This was accomplished by increasing the number of tons of freight to each train frcm 617 to 681, or 10.4 {)er cent, and loading an average of 2.7 tons more, or 11.1 per cent, in each car, while the average mileage run by each locomo- tive per day was increased 4.4 miles or 6.8 per cent. The average mileage per car per day increased 1.9 or 7.2 per cent. While the percentage of empty car mileage was in- creased slightly, 3.9 per cent, the average number of cars in shop or awaiting shop was reduced 9.1 per cent and the average numl)er of locomotives in shop or awaiting shop was reduced 8.7 per cent. In the months of April, May, June and July, 1916, the average miles made per locomotive per day never exceeded 66 miles. In the same months of 1917 the average mileage per loctnnotive per day never was less than 68.8 miles, and in June it was 70.7 miles, and in May it was still more — 71.3 miles. These records show how well the railways, and particu- larly the mechanical department of the railways, have re- sponded to the call of the country for transportation. The demands for cars and locomotives have been ably met but the end is not in sight. The winter with its snow and ice will be the real test. It is then that the locomotives, par- ticularly, will prove their worth. Their steaming qualities NEW BOOKS Effects of Sto'-ace L'l^on the Properties of Coal. By S. W. Parr. 44 pages, 6 in. by 9 in., illustrated, bound in paper. Published as Bulletin No. 97 by the Engineering Experiment Station, University of Illinois, Urbana, 111. A series of experiments, started in 1910, to determine the effects of storage upon the properties of bituminous coal has recently been completed by the engineering experiment station of the University of Illinois. The object has been to devise methods of storing which will avoid the risk of spontaneous combustion and to determine the extent to which coal deteriorates in storage. It is shown that, if properly sized and carefully handled, coal may be stored without danger of spontaneous combustion; that the actual loss of heat value, or deterioration, resulting from storage is slight; and that underwater storage eliminates entirely all risk of spontaneous combustion or of deterioration. The extent of the waste and economic loss incident to the present method of seasonal production, with its attendant abnormal de- mands upon transportation facilities is discussed, and it is estimated that the lack of storage facilities in large dis- tributing centers necessitates a capital investment in mines and railroad cars of $500,000,000 in excess of the amount which would be required if production could be maintained at a uniform rate throughout the vear. Locomntirc Handhooic. Compiled by the American Locomotive Company. Hound in leather, 195 pages, SYi in. by 6 in. Published by the Amer- ican Locomotive Company, 30 Church street. New York. Price 75 cents. The locomotive designer has always felt the need of a com- pact and concise source of information on the fundamentals of locomotive design for his ready reference. The American Locomotive Company has done much to supply this need in this Locomotive Handbook which has just been published. Heretofore the locomotive designer has been compelled to re- fer to material published in various places to get the informa- tion he desired on locomotive design, or else {x>ssibly to refer to rather cumbersome notes compiled by himself. The Loco- motive Handbook will, therefore, fill a real need in the rail- way field. At the beginning of this book is given a brief description of the American Locomotive Company. This corporation has a full working capacity of 3,000 locomotives per year and employs 20,000 men. This description is followed by for- mulae and tables giving the tractive effort of lx)th simple and compound locomotives. The next subject considered is Train Resistance, the material being contributed by F. J. Cole, chief consulting engineer of the American Locomotive Company. It includes the resistance of freight and passenger cars of dif- ferent weights and at different speeds, together with informa- tion showing how the results of tests check with the values given in the handbook. A comparison of the resistance of four and six wheel trucks is made and interesting informa- tion is included regarding the effect of a stop in increasing resistance. All phases of the subject are considered, such as velocity- grades, acceleration, weather conditions, track re- sistance, etc. Some eighteen pages are devoted to the subject of locomo- tive ratios, which is also written bv Mr. Cole and is based 612 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 11 substantially on bulletin 1017 issued in January, 1914, by the American Locomotive Company. Illustrative examples are given to show how the information given under this head is to be used. Both saturated and superheated steam locomo- tives are considered. Following this is a section of about eight pages which gives the efficiency of longitudinal seams, stresses in staybolts and crown stays, method of bracing the back head and front tube sheet, the shearing stresses on rivets, etc. Interesting information is also given on counterbalancing and fuel oil, the counterbalancing information being taken from the 1915 proceedings of the American Railway Master Mechanics' Association. Ten pages are devoted to the In- terstate Commerce Commission's rules on locomotive machine and boiler inspection and testing. The balance of the handbook contains methods used by the American Locomotive Company in the design of axles; crank pins, frames, piston rods, helical springs, elliptical springs, location of gage cocks for various grades over which the locomotive operates, piston thrust, etc. Information in tabular form is also given regarding the proper pressures for mounting wheels and piston rods. Several tables are in- cluded showing the effective area of staybolts, the proper lo- cation of tires on driving wheels, standard U. S. screw threads, properties of saturated and superheated steam, pipe threads, wire and sheet metal gages, moduli of rectangular and circular sections, decimal equivalents, speed-second tal)le, tangent deflections, metric unit and U. S. equivalent tables, etc. Information is also given regarding valve setting and detailed instructions are included for setting the W'alschaert valve gear. Much time and a great deal of care has been exerted in the compilation of the information published in this book and it will be of considerable assistance to railroad men interested in locomotive design. Locomotii'e Valves and Valve Gears. By Jacob H. Yoder, sniicrvisor ap- prentices, Pennsylvania Railroad, and George B. Wharen. instructor mechanical engineering. University of Pennsylvania. 270 pages. 6 in. by 9 in., illustrated. Bound in cloth. Published by D. Van Nostrand Company, 25 Park Place, New York. Price, $3 net. The purpose of the authors in the prejjaration of this vol- ume has been to provide a treatise on valve gears to meet the requirements of railroad shop men who wish to actjuaint themselves thoroughly with the operation of gears used in modern locomotive y^ractice, and to fit them.«;elves to master the intricacies of valve setting. The material has been com- piled largely from notes used in the instruction of apprentices of the Pennsylvania Railroad and from knowledge gained by the authors in practical shop experience. Highly technical discussions of the principles of valve motion have been avoided. The first chapter of the book is devoted to a description of the various types of locomotive valves, and following this the Stephenson and Walschaert valve gear are each dealt with in detail, the relation of the various parts and the effects of the inherent distortion of the motion upon the valve events being covered in a way which should readily be followed by the novice. The other valve gears used in locomotive prac- tice, including the Baker, Southern and Young gears, are all described in a following chapter. The remainder of the text is given over to a detailed study of the effect on steam dis- tribution of alterations in the valve and its events, and of locomotive valve setting. The te.xt is well illustrated throughout with diagrams and photographs and the book will be a valuable addition to the library of any ambitious mechanic. While not pri- marily a treatise on valve design, the book should prove of value to the designer and engineer engaged in locomotive work, as in it may be found a description of most of the devices which have been adapted to locomotive valve and valve gear practice. A PROTEST!— EDUCATE THE TRAINMEN Eureka, Cal. To THE Editor: When reading your editorial in the October issue on car maintenance, showing the necessity for doing the work in such workmanlike manner that the car would stay off the repair track, it occurred to me, as it has often occurred be- fore on reading similar articles, how seldom the matter of the abuse of cars by trainmen and switchmen is touched on. In the present day movement of cars, and especially in the freight yards, it is one continual crash and bang. Half the time the trainmen are too indifferent to give signals. If the cars fail to couple on the first impact, a violent come- ahead signal is given which generally does the work. Not all of the fault lies with the men by any means. Trainmasters have their arms in the air, as it were, crying, "Get over the road."' It is understood, of course, by the tens of thousands of freight car maintainers all over the country, that the object of the transportation department is to keep down overtime in their department. This is a worthy object as we car men admit, but we suspect that it results in the trainman being extra destructive, a tendency he always has to a greater or lesser degree. Everyone will admit that there never has been any con- struction which did not have its limit of endurance. This particularly applies to cars and especially to wood under- frame cars, of which a large number are daily in service in comf)etition with steel cars and steel underframe cars. Now I wish to i^tate, in defense of the car repair force of the United States that we do not get a square deal from the transportation dejiartment. In its endeavor to save one hour of overtime for five men, it creates and fosters an al- ready destructive spirit which costs the railroads of this countr\ nian\- times what it is endeavored to save. How in tlie name of "Sam Hill" can a car man in the ordinary course of his work on the rip track, put into the draft s'lls and the draft timbers of a wood underframe car more than was put into it In the designer when the car was first built. Oceans of cars are interchanging today that were built with short draft timbers reaching as far as the body l)olster, wth exceptionally poor end sills in addition, many of them being cut almost through to bring the coupler up to the proper height; and lots of them have deadwoods utterly inade- quate to withstand the destructive handling the cars are given by the transportation department. \\ hat can the repair man do about it? He can apply new draft timbers, a new end sill and probably piece out the center sills, knowing all the time that a train crew if a little hurried or slightly exasperated, can knock the whole thing to smash in one .second. It is doubtle.'ss true that the car maintainers of the L'nited States need touching up, but I claim, and I can bring several hundred thousand car men to back the assertion up, that the crying need is supervision of the trainmen. They should have some regard for the railroad's property, which may mean a slight increa.se in the time getting over the division, although I doubt it, and will undoubtedly save thousands upon thousands of dollars now s])ent in repairing cars that are hit just a few hundred tons harder than they were made to stand. R. J. QUINTRELL, Foreman Car Department. :: Heavy Shipments of Peaches. — The New York State Peach Belt shipped this year 6,625 carloads of peaches, as compared with 4,459 cars last year, the best season on record. Foreign Machine Tool Demands Yearly Output of American Builders Tripled ; Export Demands Expected to Continue After the War THE demand for American machine tools at the present time and what it will be after the war was quite clearly shown in a series of addresses by representa- tives of foreign countries at the sixteenth annual convention of the National Machine Tool Builders' Association which was held in New York, October 30 and 31. The conditions indicate flattering possibilities for the builders and at the same time a prolonged demand for tools that can not be ig- nored by the purchasers of machine tools in this country-. A large part of the export requirements after the war will be railway shop tools. The demand for tools at the present time for the manu- facture of munitions and for the upbuilding and mainte- nance of the various industries and railroads involved, di- rectly or indirectly, in the great war machine is large, and will continue to be so while the war lasts. J. B, Doan of the American Tool Works Company and president of the association, stated in his opening address, that during the last three years there has been built about the same number of machine tools as would ordinarily be built in ten years. He said further regarding the war requirements that "any machine tool builder who does not bend all his mental ener- gy to the solution of the problem of rapid output, is a lame soldier in the firing line. We must literally spend sleepless days and nights, for we are the 'machines behind the men behind the guns. No machines — no guns. The machine shops of this country are the real reserves of the army. Our country needs the service of the machine tool manufacturer now more than it ever has before. This terrific struggle means more than physical effort, it means strains of every kind, it means heavy taxes, it means personal sacrifices, it means work and lots of it." In speaking of the future Mr. Doan called attention to the fact that on account of the present large production of machine tools there may arise the condition of an oversup- plicd market which, if it were found to exist, must be given careful consideration. Regarding the export trade, he said: "The machine tool builder must further improve his prod- ucts, must grow more efficient and must deal with all nations in an open-minded, honest, straightforward way, which will permit us to extend our world trade to every country where a machine tool is used." CONDITIONS IN ENGLAND Henry Japp, C. B. E., deputy director general in the United States for the British Minister of Munitions, Pro- duction Department, spoke of the conditions in England. The following is an abstract of his remarks: I am sure you gentlemen who manufacture machine tools must all realize the great responsibility that rests on your shoulders today, for without the machine tools of America the Allies could not have reached their present dominating position. This is a war of machinery, of the building up in three years of a machine to smash the war machine of Germany that was surreptitiously built up in the last forty years with malice aforethought to conquer the world. The production of munitions, of course, depends almost solely on machine tools. The output in England is today twenty times what it was two years ago. There has been made in the cost of the manufacture of munitions for Great Britain during the last year, a saving of $200,000,000 over the costs of production for the previous year, and workmen have been so prosperous that out of their savings they have contributed $200,000,000 to the war funds. The employ- ment of women in the manufacture of munitions and the dilution of labor with women, in the case of machine work, amounts to as high as 60 per cent, and these women have been able to earn, working piece-work, 90 per cent in ex- cess of the time rate. They are employed in all manners of industries; viz., gage making, machining shells, foundry molding, glass blowing and shipbuilding, and, of course, agriculture. The maimed soldiers are being carefully equipped with artificial limbs and trained as skilled work- men. Duration of War. — As to the possible duration of the war, I am no prophet, but each year the suggestion has gone out from Germany that the Germans cannot last anoth- er Winter. This is the same old effort to put the nations to sleep that was practiced for forty years while the Germans were preparing for the conflict. Make no mistake, let us not be deluded; the war, whether it ends this year or later, must be prosecuted as if it were to last for many years. Our combined effort must not relax or the good work already done will be lost. Germany is the nation that passed through the thirty years' war, so we know they have a great reserve of staying power and we must not be deluded by false pre- dictions of early breakdown. Conditions After the War. — If the British army is dis- banded at the rate of 40,000 men per week it will require three years for the work, but as arrangements are perfected this work will no doubt be accelerated. Probably the same scale will apply to all the Allies. Before the war we had not sufficient courage to spend $35,000,000 a year on welfare and betterment work, but today we spend that much per day for destruction, so that we will never again fear to invest our capital in pulling down and rebuilding the wretched hovels in which the poor of Europe are housed and in carrying on l>eneficent work. There will be endless work to be done after the termina- tion of the war in construction and reconstruction. The supplies required to reinstate the devastated industrial sec- tions of France and Belgium, to say nothing of making up for the neglect in the up-keep of the British railway systems and other public utilities will surely keep the machine tool trade fully occupied for many years, especially as at present so much machinery is allowed to run without repair. BELGIUM NEEDS R.AILROAD SHOP TOOLS E. G. Todd, of E. Isberque & Co.. Antwerp, Belgium, discussed the machine tool situation in Belgium, an abstract of which follows: Belgium has never been a country which has produced a great number of machine tools. Aside from a few shops which produced heavy lathes for railroad work, which were not of a modern design, and two or three lathe constructors, the country was devoid of machine tool builders. There are, however, a large number of shops which require machine tools. In the district of Liege alone there are 250 machine shops, including both the large and the small. During the idle period occasioned by the war the Belgians have re-ar- ranged their plants so that they will become much more modern and better organized as soon as they can be re- equipped. During the first two years of the w-ar, certain factories in Belgium were fairly busy, but the German government have stopped the export of their products and have now stripped every plant in Belgium of all the machine tools they could find. There will, therefore, be a large number of tools to 613 614 RAILWAY MECHANICAL ENGINEER Vol. 91. Xo. 11 be purchased to reluiljilitate the phmts, and contrary to gen- eral opinion, the Belgians will have funds with which to pay for the tools. Certain Belgian manufacturers are ready to put up the necessary cash for pa} ment of the goods, and it may he of interest to add that all the gold which was held in the National Bank in Brussels has Ix'en saved, as well as the gold in a good man\- other banks and is now de- posited in the Bank of England in London. A number of large Belgian firms have sister firms ojierating either in France or other countries, which will help to restore the plants in Belgium. Also the large profits made in the Bel- gian Congo during the war will be of assistance. Before the war the largest exporter? of machine tools into Belgium were Germany, then America, then England and Sweden in a minor degree. Xo doubt, the Germans will en- deavor to find means of exporting their machine tools again to Belgium after the war, but the Belgians, however, will surely devise means to exclude these machines. The Ger- mans specialize a good deal on railroad tools. After the war, tools of all descriptions will be in great demand by the Belgians, particularly the labor saving ma- chinery, as labor will be scarce. There are certain classes of t(X)is which are possibly more in demand in the Belgian market than any other country and to which the American manufacturer has not yet devoted enough attention. These are the heavy railroad tocjls. There were no less than 19 railroad >haps in Belgium before the war, which were pro- ducing locomotives for all i)arts of the world, and most of the tools rcHjuired for the production of these machines were supplied ])}■ Germany, who made very costly and intricate tools whicii were not at all well received b}- the workmen. Some of the railroad tools required in Belgium are of a special nature as com])ared with the tools used in America. For example, in Belgium freight car wheels having cast steel centers with forged steel tires shrunk on are used. Tools which must lie of heavy construction must be made to make these wheels. Strong attention is drawn to this fact as bor- ing machines, axle lathes, slotting machines, wheel turning latlies, etc., for this heavy type of work will be in demand. There should l)e a ver\- promising future for American machine tools in Belgium after the war. A report has been published in which it is stated that the Belgian government estimates that S4()(),0()0,()()() worth of tools, machinery and raw materials have been taken by Germany. SOUTH AMERICAN SITU.ATION G. E. Briggs, a representative of the National City Bank of New York at Buenos Ayres, Argentina, spoke of the ex- port market in South .-Vmerica, saying in part as follows: Germany realized the danger of al)andoning the foreign markets to her competitors and prior to the struggle filled the custom houses of South America with merchandise evi- dently calculated to supply the demands of those countries for the duration of the war. Today, after three years of war, German products are still obtainable in South America. The grasp which Germany had on the South .American trade wa.s so strong that a large proportion of the merchants say frankly that they are waiting impatiently for the moment when they can resume their satisfactory trade with Germany. Argentine. — While the Argentina is purely a cattle and agricultural countr>, there is a considerable importation of machine tools for use in the government and railroad shops. However, as 75 per cent of the railroad mileage of the Argentine is owned by English capital, 14 per cent by the state and 1 1 per cent by French companies, most of the sup- plies are purchased through London and Paris. Prior to the war 75 per cent of the machine tools imported, exclusive of those for the use of the English railroads, were of Ger- man manufacture. The Germans have adapted their ma- chines to various use? such as in a lathe, by providing a deep gap in the bed which will accommodate work of 80 cm. in diameter, whereas a lathe of the same size without the gap would admit of work with a diameter of only 30 cm. The majority of the American tools in the .\rgentine are in the shops of the English railroads and have been pur- chased by the London oftices of those railroads from the English offices of the American manufacturers. Only a few American machines are in the government shops and still fewer are in the smaller industries. Chii.k. — .\ favorable market exists in Chile. The prin- cij)al users of machine tools are the government, and when I mention the government I include also the railroads, which are all state owned, and the mines. The government shops are largely e(|uipped with American machine tools at the j)resent time. .\ great establishment is now being built there by an .American concern, to construct locomotives for the state roads. The Chilean government and .Administra- tion of Railroads usually buy their supplies through houses in Chile. Occasionally, however, at a time like the present, when they are encountering the greatest of difficulty in ob- taining supplies, they send a commission to a European or to the .American market. .A commission of five or six young men has come from Chile to the United States to study the .American railroad system. They intend to spend two years in this country, and it is expected that they will be the ones to dictate the Chilean railroad policy of the future. OProRTUNITIES IN RUSSIA R. Poliakoff, assistant professor of mechanical technology, Technical Institute, Moscow, Russia, and a member of the Russian Purchasing Commission in the United States, spoke on Russia as a market for .American machine tools. He said, in part, as follows: Russia became acquainted with .American machinery many years before the war l>roke out and has learned its value and has acknowledged its suj)eriority as compared with similar jjroducts of other countries. In the last two or three years preceding the war, the importation of machinery to Russia amounted to approximately S4,()()0,0()0 to S5.()6o.OOO. Of this about $1,000,000 came from the United States, the same amount from England and the rest from Germany. While there cannot be the slightest doubt that in most cases the German machine tools were of inferior quality, they, how- ever, served the purpose (juite satisfactorily, supjdying the ordinary user with a cheaper machine. It is noteworth}- that the types of German machinery were, so to say, inspired by the United States products and in many cases they were an imitation. .As an example, a l)olt and rivet forging machine of certain size, which is classified by the .American manufacturer for making rivets uj) to 1 in. diameter, was copied l)y a German manufacturer who speci- fied that it is capable of [jroducing rivets uj) to 1'4 in. or even 1^ in. in diameter and so he was able to produce a machine which was considerably cheaper than the .Ameri- can machine of the 1 ^ in. capacity. If the machine be- came injured, the oj^erator was held at fault. There is not the slightest doubt that the demand for machine tools in Russia after the war will be very great. .All of the rehabili- tation of the region, the devastation of which was so thor- oughly attended to by the Germans, will have to be carried out as quickly as possible ^vhen peace permits. Whatever conditions exist now in Russia, which are not as hopeless- ly bad as they are pictured by some sensation seeking news- papers, the country is undergoing a process of regeneration and reconstruction which will require machine tools. Ma- chine tools are helping and will help us to win the war; machine tools will help us after the war, when we shall want them perhaps even more than now to improve our liv- ing conditions. There is not the slightest doubt that Russia can be a good market for .American machine tools after the war, and in order to avail themselves of this market the American November, 1917 RAILWAY MECHANICAL ENGINEER 615 manufacturers will have to be interested in it and see that they are properly represented by reliable parties. FRANCE A HEAVY IMPORTER OF TOOLS Roger P. Redier spoke on the machine tool situation in France. An abstract of his remarks follows: Approximate figures of import of machine tools to France by America, Germany and England, the three principal im- porters, for a period of five years before the war show a yearly average of $2,283,000. The imports of machines from America alone to France for the last three years amount to $50,126,807, or $16,708,935 yearly, these figures at first sight are enormous, but if it is considered that the machines have been run to their utmost capacity and 24 hours a day with only the most urgent repairs be- ing given them, the above sum should be divided by three to give a more comparative figure. The fact that French manufacturers are very conserva- tive and do not scrap machines, but repair them and use them over again, does not present a very favorable outlo(^ for after the war business. However, the condition of France after the war will be such that there will be a large demand for lal)or saving machinery, and France will lie an altogether dift'erent nation industrially. The industries that will have to be rehabilitated and the new industries that will develop will require the aid of America and of American machinery. France will have to rebuild and re-equip her destroyed factories, rebuild her rolling stock and her mer- chant marine. All this will demand machine tools. After the war there will be two classes of machine tool buyers, the ones that have been engaged since the beginning of the war in manufacturing war materials and the others, less fortunate, whose factories have been destroyed or closed during the struggle. The first, although they will require machine tools of certain type to stabilize their regular manu- facture, will not be for a little while what we call heav}' buyers. The other class will require the most attention and there is no doubt that in order to re-start their business they will require easy terms of payment. There are good reasons to believe that the machines pur- chased by the American government for export to France for military purposes will never come back and will be sold on the spot after the war, which might create at that time a little disturbance in the market. RAPID DEVELOPMENT IN SPAIN Henry S. Moos, of the American Machinery Syndicate of New York and Spain, spoke on the machine tool situation in Spain. He spoke, in part, as follows: Industrial life in Spain has now reached a degree of activ- ity never known before, and that country is beginning to take a more prominent position in the world's market of machine tools than heretofore. At the beginning of 1916 Spain possessed 8,700 miles of railroad track and heavier locMnotives have now been acquired. A prominent industry in Spain is the railway and tram- way car building industry. There are five factories in Spain, two of which are ven' imjx)rtant. The largest plant is located near the French frontier and is manufacturing its own axles, tires and wheels and is turning out thousands of railroad cars per year. A new corporation has just been formed for the manufacture of railroad equipment, cars, tires, locomotives, forgings, etc., and one of the engineers of this concern is at the present time in the United States studying conditions with a view of purchasing several hundred thou- sand dollars' worth Of machinciy. • ' In view of the difficulties which a number of Spanish manufacturers have experienced in securing machine tools during the period of 1914 to 1915 from the United States, an entirely new industry has been created in Spain. Be- fore the war practically no machine tools were produced there. Today, there are at least 20 firms, some of them em- plo)ing as man}- as 500 and more men engaged in the manu- facture of a wide range of machine tools principally upright and sensitive drilling machines, screw cutting lathes, engine lathes, planers, shapers, etc. New factories are sprouting up like mushrooms and the continuous development of Spanish industrial life must necessarily create an ever grow- ing demand for new and additional equipment to keep and start industries going. The opportunity for American manu- facturers to obtain a lasting foothold in Spain is greater now than it ever has been. The number of machine tools ship- ped to Spain in the last three years from this countr)' alone, is probably larger than the sum total of such machinery shipped into that territory during the 20 preceding }ears. WORD FROM OUR RAILWAY MEN IN FRANCE An interesting letter from Charles Gibson Brown, Jr.,* who recently went to France with the railway regiment as lieutenant in Company E, 19th Regiment, U. S. Engineers, gives an excellent idea of what our boys are doing over there. He writes as follows, his letter having been abstracted some- what : "I'oday we started work. Owing to delays in shipment of overalls, tools and all manner of equipment, we had a busy two weeks' work getting set, but with a hundred and one typically French delays, we got off. We have taken over parts of the Paris-Orleans shops. They do not compare with those in Altoona, but they are bigger than the average Pennsylvania shops, except those at Philadelphia and Tren- ton, and have many American tools. The engines range from those much smaller and older than any we have to those as big as our regular freight engines or even a bit larger. Our men started in on a bit of an engine, built in 1885 in Alsace Lorraine, and now in yard ser\'ice. Starting at 6 :30 a. m. with one and one-half hours out for dinner, they had the engine completely dismantled by 5 p. m., ready to start repairs. The French have been in the custom of taking three or four days to get this far, from what I under- stand. When our men get accustomed to the work and the new system of measurements, they will do still better. "I get up at 5 a. m. and walk to the shop. I could write for an hour on shop conditions and the many strange p)eoples working in them, including French women who do all kinds of work. After having been away from shop work for over four months, the clang of the boiler shc^ was like music. For the most part, things are much like the equipment in the American shops. The French go at the work in much the same general way, but in a much slower and more pains- taking manner than we do at home. \\'e find quite a few machines built in the United States and a numl^er of Ger- man make. I am general foreman of the erecting and ma- chine shops. This work covers that part of my special apprenticeship. I have 120 men under me. "When this reaches you I will have finished my fifth rmmth in uniform, and have not had a single regret over going into the service. Together with the other officers stationed here, I made a little trip to the country. It is a fine countr}-; full of remains from ancient and near ancient histor}'. The houses are built into the cliffs and we saw old city walls, ruined castles and so on. 'Tn any boxes you send, put in magazines, especially those full of pictures. They are most liked. The men will appreciate the Christmas box you speak of sending. Have met Captain Walker, formerly of State College. It was a sight for sore eyes to see him in the dining room u-hen we came in for dinner." • Mr. Prown is a 191b graduate of the Pennsylvania State College. 616 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 11 RAILWAY REGIMENTS' TOBACCO FUND Recent despatches from France have told of the splendid work being done by the nine regiments of American railway men who are now operating an important French strategic railroad. The service which they are rendering is highly important and while they do not take part in the fighting they are exposed to all the dangers of warfare. These men enjoy the distinction of being the first American soldiers to be actually under fire in the war zone in France. As a means of showing their appreciation of what the members of the railway regiments are doing for their coun- try, a movement has been started by persons connected with the railway supply industr}- to raise a "Railway Regiments" Tobacco Fund." The committee in charge of the fund is made up of F. A. Poor, president of the P. & M. Company, chairman; Samuel O. Dunn, editor of the Railway Age Gazette, secretary; E. H. Bell, president of the Railroad Sui)ply Company and president of the National Railway Appliances Association; George A. Post, president of the Standard Coupler Company and president of the Railway Business Association; R. P. Lamont, president of the Amer- ican Steel Foundries; J. M. Hopkins, president of the Camel Company; and A. C. Moore, vice-president of the Safety Car Heating & Lighting Company. John R. Wash- burn vice-president of the Continental and Commercial National Bank of Chicago, will act as treasurer of the fund. The movement has the hearty endorsement of Samuel M. Felton, president of the Chicago Great Western and director- general of the military railways of the United States. It is hardly necessary- to say that smoking is one of the prin- cipal means of enjoyment of the soldiers. Deprived of their usual comforts the solace which tobacco affords is al- most a necessity. Anyone accustomed to American tobacco can derive little pleasure from that which is sold in France and for that reason it is necessary to send tobacco from this country, and since it is difficult to secure the deliver)' of shipments in bulk it must be forwarded by parcel post. Mr. Felton estimates that each of the nine railway regi- ments now in service will require 20 packages of tobacco of 15 pounds each, with the necessary cigarette papers, and five pounds of pipe tobacco weekly. This would make a total for the nine regiments of 2,160 pounds, which would cost approximately $1,080 per week. A circular letter is now being sent to railway supply con- cerns requesting them to subscribe $10 a month for fifteen months from Octol)er 1, 1917, to January 1, 1919, this subscription to be terminated at an earlier date should the war end before the expiration of that period. It is hoped in this way to raise an amount sufficient to provide "smokes " for all the members of the existing nine railway regiments. Uj) to October 3i) subscriptions had been received from the following companies: Ajax Forpe Company, Chicago, 111 (to cover 15 months) Ajax Kail Anchor Co., Chicago American Flexible I5oIt Co., Pittsburgh. I'a American Manganese Steel Co., ChicaKo Heights, III American Steel Foundries, Chicago Bronze Metal Co., New York, N. Y Buckeye Steel Castings -Co.. CoUimhiis, Ohio Bucyrus Co., South Milwaukee, Wis Buda Company, The, Chicago (to cover 3 months) Camel Co., Chicago, III Dilworth, Porter & Co., Pittsburgh, Pa Economy Devices Co., New York, N. V. ; Haskell & Barker Car Co., Chicago. Ill Imperial Applij.ncc Cc, Chicago Independent Pneumatic Tool Co Interstate Iron & Stee! Co., Chicago MacRae's Blue Book, Chicago Madden Co., Chicago, 111 Morden Frog & Crossing Works, Chicago (to cover 3 months) More Jones Brass & Metal Co., St. Louis, Mo Mudge & Co., Chicago Ohio Injector Co., Chicago Okonite Co.. Nf w Yo-k Paxton-Mitchell Co., Omaha. Neb Pennsylvania Tank Car Co., Sharon, Pa Poole Brothers, Chicago Prendergast Co.. Marion, Ohio Pyle-National Co., Chicago, III $150 10 a month 10 a month 10 a month 10 a month 10 a month 10 a month 10 a month 30 10 a month 10 a month 10 a month 10 a month 10 a month 10 a month 10 a month 10 a month 10 a month 30 10 a month 10 a month 10 a month 10 a month 10 a month 10 a month 10 a month 10 a month 10 a month P. & M. Co., Chicago, 111 Q & C Co., New York Railroad Supply Co., Chicago, 111 *. Railway Age Gazette, New Yorlc, N. Y Railway Review, Chicago, III Railway Steel-Spring Co.^^ Chicago Rober'is & Schaefer Co., Chicago (to cover 15 months) Ryan Car Co., Chicago, III Safety Car Heating & Lighting Co., New York, N. Y .Sargent Co., Chicago, III Sellers & Co., Wm., Philadelphia, Pa Sherburne & Co., Boston, Muss Si)encer Otis & Co., Chicago Standard Coupler Co., New York, N. Y Standard Forgings Co., Chicago, 111 Standard Steel Car Co., Chicago, 111 X'aientine & Cj., New York . Vapor Car Heating Co , Chicago Whiting Foundry Eqi'.ipment Co., Harvey, 111 Checks should be made payable to "John R. Washburn, treasurer," and forwarded to "Samuel O. Dunn, secretary, Railway Regiments' Tobacco Fund, Transportation Build- ing, Chicago." 10 10 10 10 10 10 150 10 10 10 10 10 10 10 a 10 a 10 a 10 a 10 a 10 a month month month month month month inoiilli month month month nionlli month month month month month month month A MESSAGE FROM THE TRAVELING ENGINEERS At a meeting of the executive committee of the Traveling Engineers Association, B. J. Feeny of the Illinois Cem i and president of the association, addressed the members pointing out the duty of the traveling engineers in this world war, saying in part as follows: "It is well for us to remember that the railways are going to have their hands full to give the necessary service. As em}>loyees we are asked to give the best of our talent I'nd energy, as well as suggestions for bettering conditions that come to our attention. The Nation wants our co-operation. Let us all be American;* — both in fact and name. "While much has been done by the members of this asso- ciation, I wish to remind you what can be done in the way of greater assistance to the Council of National Defense. The conservation of fuel is one of the most serious problems confronting the Government and the railways today. Many railways have already organized departments for supervising the handling and performance of locomotives. With the cost of fuel as great as it is now, the most rigid economy should be practiced and to this end enginemen must be thoroughly trained — they must be shown how to get the most out of every pound of fuel fired. The only way to do this is by supervision. It will therefore be necessary for the traveling engineer to give the closest attention to firing methods and insj)ection of idle engines under steam, with a view of reducing to a minimum the consumption of coal. It is of great importance that locomotives be loaded to their full capacity. This not only helps to relieve the congestion, but more work will be obtained from available power. "The modernizing of old l' valuable to the railways in co-operating with the operating department. It is there- fore up to us to take counsel together and see if we cannot help reduce the cost of fuel and make more perfect the tran.>portation chain." Action was taken by the executive committee on both this and next year's work. It was decided to publish the reports of the committees who have prepared them for the annual meeting which should have been held in September but was postponed on account of war conditions. New sub- jects were selected for consideration by the association for next year, A committee was appointed to offer their ser- vices to President Willard, Chairman of the Railroad De- partment of the National Board of Defense. The next meet- ing will be held September 10, 1918, at Chicago. Use of Pulverized Coal in Brazil This Method of Burning Goal Has Made Available Quantities of Brazilian Fuel for Railroad Purposes AS much as the railroads and industries in this country are suffering from the present fuel situation, the problem is insignificant when compared with that of Brazil. With about 500,000 square miles of territory containing deposits of coal which can be easily mined and transported to the industrial centers, Brazil has been forced View of the Front End of the Tender Showing the Distributing Machinery to import this material from Europe and America because of the fact that up to the present time it has been found im- possible to burn the domestic coal successfully. In 1915 there was imported 1,346,147 metric tons, 561,150 of which came from America. The price of this coal has more than doubled on account of the war, the average price now paid dinary grates is impossible. The analysis of the coal is us follows: Moisture from 2 to 8 per cent Sulphur from 3 to 9 per cent Volatile from 14 to 28 per cent Fixed carbcn. . •. from 34 to 58 per cent Ash from 26 to 30 per cent The relatively high volatile and carbon content make it very desirable for fuel if it can be burned successfully. The Brazilian fuel situation is of national importance and has a direct bearing on the political situation. Several ex- tensive and expensive investigations have Ijeen made to find a means for successfully using this fuel, but until 1915 the problem remained unsolved. At that time an article ap- pearing in the Railway Age Gazette describing tests made by the Locomotive Pulverized Fuel Company of New York, with pulverized coal on locomotives, was called to the at- tention of the government by the director of the Central Railway of Brazil, Dr. Miguel Arrojade Lislx)a. This method of burning fuel not having previously l>een con- sidered in connection with the Brazilian coal, Dr. Joaquim de Assis Ribeiro, chief of traction of the Central Railroad of Brazil, was sent to this countrj* to make an investi- gation. The possibilities of this method were so apparent that 50 tons of Brazilian coal was shipped to this country for tests on the pulverized fuel burning locomotives. These tests proved so satisfactorj' that in May, 1916, Dr. J. J. da Silva Freire, sub-director and locomotive superintendent of i the Central Railway of Brazil, came to this country for • further investigation, paying particular attention to the me- thod of using pulverized fuel in both locomotives and sta- tionary boilers. As a result of the second investigation the Central Rail- way of Brazil decided to install a pulverized fuel preparing ])lant, having a capacity of 15 tons per hour, to be used for : team locomotives and stationary boiler equipment at shops located at Barra do Pirahv. which is about 65 miles north Pulverized Coal Burning Locomotive for the Central Railway of Brazil being about $40 per ton. Even at this high rate Brazil has of Rio de Janeiro. The plans and specifications for this been unable to obtain more than 75 per cent of its require- equipment were prepared by the International Pulverized nients. Fuel Corporation, the foreign agents of the Locomotive Pul- The difficulties encountered with the use of Brazilian verized Fuel Company under whose direction the Brazilian coal are due to the large amount of sulphur and iron pyrites pulverized coal tests were made. At the same time an order contained in it, which combined with the ash forms such was placed for twelve 10-wheel passenger locomotives to a large amount of clinker that efficient combustion on or- be equipped with that company's pulverized fuel burning 617 618 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 11 apparatus. These locomotives were built by the American Locomotive Company. The ground was broken for the pulverizing plant May 17, 1917, and the plant was placed in operation August 22. The first locomotive fired with pulverized fuel was put into service August 27 and the rest of the locomotives were put into commission at the rate of one a day thereafter. On Septeml)cr 9 the first run was made with the pulverized National coal. This run was made with considerable cere- mony, the president of the republic riding the locomotive throughout the trip. A report of the trip from an observer is given below: "The first official e.xperience with our national coal pul- verized was realized yesterday, September 9, on the Cen- tral Railway of Brazil, with the special train that trans- ported Dr. Wencenslao Braz, president of the Republic of Brazil, and his .>^taff. Locomotive 282 was attached to the president's special train at Barra do Pirahy and pulled it to Cruzeiro, a distance of 147 kilometers, or about 90 miles, the time being three hours. The trip was made with ex- cellent results, j)articularly in the long stretch between Barra do Pirahy and Cruzeiro. "During a great part of the trip the president remained exactly; the return 3 hours and 25 minutes. President Braz sent a telegram to the minister of public works, as follows: 'The fuel problems of our country have been solved.' He also sent a telegram of congratulations to Dr. Assis Ribeiro. The President and the director expressed themselves as being entirely satisfied and highly pleased at the demonstra- tion, and also as to the simplicity of the machinery and control over the fire, which was thoroughly demonstrated while they were on the locomotive. "On leaving the locomotive cab for his car, the President embraced effusively the engineer and fireman, and congratu- Back Head of the Pulverized Fuel Burning Locomotive with the Cab Removed in the locomotive cab, assisting with the feeding of the firebox with the national coal pulverized in the plant re- cently constructed at Barra do Pirahy, the coal having come from the Sao Jeronymo mine. The president of the re- public showed himself very much impressed with the calorific value of the coal and the ease and regularity with which steam pw-essure was maintained by the locomotive through- out the trip, and without any smoke. "The tonnage of the train was 210, which was hauled back, the total coal used being, as well as I can estimate, about 4 tons. The running time going was three hours Interior of the Pulverizing Mill lated Dr. Aguiar Mareira, director of the Central Railway of Brazil, on the results obtained." At the conclusion of the trip the president sent the follow- ing telegram to Dr. Traveres de Lyra, minister of railways: "From Barra do Pirahy to Vargem Alegre I traveled on 10- wheel locomotive No. 282 fitted for the use of pulver- ized fuel, with excellent results. The trip was made with a velocity of 65 kilometers per hour, having a train of 210 units behind it. I take great pleasure to give you this com- munication, which I am certain will be received by all Bra- zilians interested as a solution of one of our most important national problems. Salutation. — Wencenslao Braz." With the successful use of native coal, Brazil has solved one of its most perplexing economic proJjlems. The Bra- zilian government has contracted to equip 250 of the loco- motive on the Central of Brazil with the pulverized fuel Ijurning e(juipment during the next five years. This con- tract also includes the equipping of stationary boilers and industrial furnaces. The 12 locomotives which were built in this country and .«;ent to Brazil equipped to Imrn powdered fuel weigh 172,000 lb. and have a maximum tractive effort of 28,300 lb. They have a gage of 5 ft. 3 in., cylinders 21 J/^ in. by 28 in., driv- ing wheels 68 in. and weigh 122,000 lb. on drivers. They are equipped with firebrick arches and superheaters, have a total heating surface of 2,149.7 sq. ft. and a superheater heating surface of 428.2 sq. ft. The illustrations show a view of the locomotive, a view of the back head of the locomotive with the cab removed, the front end of the tender containing the pulverized fuel distributing machinery and interesting views of the pulveriz- ing plant. Federal Postal Profits. — The Post Office Department announces that the profits of the department for the fiscal year ending on June 30 last amounted to more than $9,000,- 000; and that sum has been paid in to the Treasury Depart- ment as a contribution to the general fund. Converted Switch Locomotives Obsolete Twelve-Wheel Freight Locomotives Adapted To Switching Service by Altering the Frames BY W. H. HAUSER Mechanical Engineer, Chicago & Eastern Illinois THE Chicago & Eastern Illinois has an engine class con- taining 16 12-wheel freight engines which were built in 1897 and 1899. When these engines were placed in service they were among the largest hauling freight. The size of freight equipment has increased so greatly, however. simply by removing the engine truck and the rear pair of drivers. In the case of our 12-wheelers, however, this con- version had never been considered as the engines were not designed to permit proper weight distribution if this sim- ple plan of conversion were followed. It was found neces- Flg. 1 — The Tw«lve- Wheel Locomotive Before Conversion that for some time past these 12-wheelers have been rele- gated more and more to odds and ends of service, with their obsolescent day fast approaching. More recently they fre- quently have been used in a sort of semi-switching and road service but not with entire success due to their long rigid wheel base. They are well built engines, however, except for sary to change the wheel spacing in order that the prof)er wheel loads might be obtained. Figs. 1 and 2 show one of these engines before and after conversion. It will be noticed that the converted 6-wheel switcher is in general a better looking engine than the original 12-wheeler. Manv of the characteristics of the en- . ^^ »• < ^\^ LI 1 1 c. ^ i:. X. ^BSmk ■^^ 1 ^^p MS m ^^■^K^'^^^^ff^^ W^m. 'IHH ^^ nHBEjfi^^B. •"•^ % \ Fig. 8 — The Six-Wheel Switcher After Conversion the type of fire-box, which is of the O-G tj'pe very narrow and 10 ft. 6 in. long. On account of grownng need of swntch power it "was pro- posed to change some of these 12-wheelers to 6-wheel switchers. The idea of converting freight engines with four pair of drivers and an engine truck to 6-»wheel switchers is not a new one as it has been practised by other roads where the engines were so designed that the change could be made gines are similar as is to be expected, but some of the more important are quite dissimilar as will be noted below: Before conversion, After conversion. , . 1- wheeler 6 wheel switch .•service FreiRht Switch Tractive effort 35,400 lb. 35.400 lb. Weight in workinR order 175.500 Ih. 160,660 1b. Weight on drivers 144.050 lb, 160.6601b. W eight on leading truck 35.050 lb. Weight of engine and tender in work- ing order 292,300 lb. 263.160 lb. 619 (>\> RAM. WW Ml-A II.WKAl, K N ( i 1 \ K K R Vol.. 01, \\,. 11 apjiaratu*. Ilic-t.' liu mnotivo uxto liuilt li\ tin- Aimriian I.(K ninotivi- (onijianv . I 1k' irrouiKl \va-> lirukrii fur tlu- |iul\iTi/ini: plant Ma\ 17. 1''17. and llu- plant ua> phui'<| in <)|KTaliun .\imu>t 11. I In- lir-t ItH (iniDtivi- nnd witii pulvi-ri/A'd I'lul ua- |iut into >rrvi»i- .\uuust 11 and thi- ri>t of the l«H»ininti\r> \v«.ri' put int(» *«»mmi — ion at tlu' ratr of oiu- a day tluriaftcr. ( )n St|tti inlur '' tlu- tir^t run \va~ made with tin- |»ulvtri/A'd National roal. I in- run wa- madi' witli t tin-^idrralili' nrv- nion\ . thf prr^itUiit of tlu ripulilii riding tlu- loioniotivc throuizhout llif trip. A r* port of tlu- tri|i from an oh-rrvrr i« u'i\iii l)«.'lo\v : ■■rile nr«t oiYh iai cxpi'riiiK f with our national toal pul- viri/.tiulKd it to (ru/iiro. a di-tanif of 147 kiloinitir-. or alxiut '>(i nnK>. tlu- tinu- l.i-inu thri-r hour-. llu- trip wa> made with «.'\- iiIK-nt result-, partit iilarl\ in tlu- lon-j; -ireteli lutwi-i-n liarra do I'irahy and (ru/riro. - 'DuriiiL' .1 Lireat part of tlu trip tlu- pn-idrnt remaiiud i-\artly; the return .-^ hour- aiul J5 minute-. l're. a.< follows:.; ■ I lu- fuel prolilein- of our eountr\ have heeii solved." He al-o >ent a Itleu'ram of t (tn!iratulation> to Dr. A.»si> Riiieiro. The I'resideiH and the direetor expressed themselves a? heiim I'Dtirely >ati>l"ied aiul hiirhly plea.-ed at tlie demonstra- tion, aiul aI>o a> to tlu' -implii it\ of the maehincry and (ontrol i>ver tlu- tire, whieh was thoroughly detiioiuslraled whiK- tluy were on tlu- hMomotive. , :" ." ■■( )n leaviim the lotomotive eali for hi- i ar. the Tre-ident i-mhraei'd rffu-ivel\ the enijineir aiul I'ireman. aiul toni^ratu- Back Head of the Pulverized Fuel Burning Locomotive with the Cab Removed ( in the li-tinu with the fi-i-ditiii of the firel)o\ with the national eoal jtulveri/.ed in the |>lant re- (entl) ton-tru( ted at liarra do I'irahy. the coal havinii eoine from the Sao ji-ronymo mine. The pre-itlent ol the re- jiulilii >lu)Wed him-elf ver\ mueh impres-ed with the ealoritu value of the eoal and the ea-e and regularity with whieh .steam pre>sure wa- maintained Wy the l hauled haik. the total eoal u-ed lieinn. as well as I can e-timate. alx)ut 4 ti>n>. The runniiiti lime ^ointj was three hours Interior cf the Pulverizing Mill lated l)r. .Vu'uiar Mareira. diri-(tor of tlu- Central R.iilwa) nf iira/il. on tlu- re-ult- olitained." .\l tlu (pinir of stationary hoiler- and indu-trial furnace-. The 1 J loiomotivo which wire !>uilt in this (ountrx and -eiit to Iira/il e0() lli. Thev have a yairi- of ,^ ft. S in.. « \linders 21 in. 1»\ 2urface of 2.I4'J.7 -i|. ft. and a sii|HTlieater heating -urfan- of 42.S.2 si|. ft. The illu-trations -how a view of the liHoniotive. a view of the hack head of the locomotive with the call removed, tlu- front end of the tender c ontainini,' the pulverized fuel di-triliutinu mac hiiury and intere-tiiiij view- of the- pulveri/- ini; jilant. ■:-J V- :: FiDiKAi. I'osi.M. I'koFirs. — The I'ost Oftue Department/ amuiuiues that the profits of the department for the tlscal year endini; on June M) last amounted to more than S'M )()().- _ 000: and that -um has heen paid in lo the Trea.-ury Depart-' • nunt as a contribution to the general fund. 1 J Converted Switch Locomoti\es ;o:.;v ;-...; Obsolete Twelve-Wheel Freight Locomotives Adapted '..>:; -■ ::V .^ f V- : . .■ lo Switching Service by Altering the Frames ■'/;•:": ■■^' 12-\\lu'(.l fniiilit tnuints which wcr- Ituilt driver-. In the ta>c oi our 1 J-\vlKvkr>. lumrver. tlii- oon- in l.S<)7 and KS'^'>. When these eni;ine> wire placed in ver>ion had never l>een con>idered a-^ the eni:ine>- were not service they were anionu the larue.-t hauling freiirht. Ihe di'.-ii:ned to permit ]>ro|»er weight di>tril)Uliini- si/e of freiuhi ei|uipineni lia> increased so ureatly, however, pie plan of lonver-ion were folhmed. It wa- found neces- . . .'i ' -■"■...• . • ■ ^'9- 1 — ^'^c Twelve- Wheel Locomotive Before Conversion thai for >( nie time pa.-t these 12-wheeler> have Keen rele-' sary to change tlu wlut 1 s|)acini; in order that the proper uated more and more to o(M> and end> of >erviie. with tluir wheel loatl> miiiht he (i!«tained. ol.>ole>«ent day fa-t approaching. More recently the\ fre- I- i<:>. 1 and 2 -how one of tlu>e enuine.- before and after • juently have heen u>ed in a >ort of semi-sw itc hinu and road («)n\er>ion. It will he noticed that the converted 0-wheel .-ervi(e liut not with entire -un es- due to their loTiir riirid -witclur i> in Lrcneral a l>etttr hMikini: engine than the wlu-il l.a-e. The} are well i.uilt enuMne>. liowivrr. except for (irii:inal li-wlueUr. Manx of the « haracicri-ti. >- of tlu en- Fig. 2 — The Six-Wheel Switcher After Conversion tlu- t\pe of fire-lpox. which is of the O-G type very narrou* and ](i fi. (I in. jnni:. .-.''■■-■• '•/: • )n account uf Lrrowini: need of sw itch power it was pro- po>ed to (hanue some of these 1 2-wheolers to ()-wIuvl swiiihers. The idea of converting freight enudnes with four pair of drivers and an enirine trui k to <)*wheel switdur- is not a new oiu- a- it ha-> heen practi.-ed 1)\- other roads where till t iiiiines Were -o de>iiiiu(l that the chaniie (ould Ite made trines are similar as is to !>e expected, hut .-imilar as will U' noted below: T' itctivt- effnfr ■ . . . FrtiKlit . . 35.-HW1I). \\ < lyiii iti W'lrkiiin nVtliT. ,i_.."i- ' 175. .^tio Ilk Wtiyht iMi «lrivi-r-. ...'..... j-.^i,"'. .14-l.u.=!0 Hi. W tiirlit 1)1) It.ifiiiiR Truck .i ,'■ . •3^5,«.i5w Hi. \\t;i«hi «ii eiiRinc and «in«lir m wfli*-.: • :i.K -rjrdff . . . ..,..,.. .:...-.■ ' 29J^O0 ]h. Bttofip .com'ersjon, .\ttf f co«ver«ion. ! J winder h \\lte«-l switch Switch 35.4( •,(!(.<' 11.. 164',<»W> 1!). 2fj3M,0 lb. 619 620 RAILWAY MECHANICAL ENGINEER I Vol. 91. N'o. 11 Wheel base, driving Wheel base, total Wheel base, engine and tender Weight on drivers -^ tractive effort. . . Simple cylinders, diameter and stroke. . Driver wheel diameter Boiler, style firebox Boiler, workinR pressure Firebox, length and width Flues, number and outside diameter. . Heating surface, flues Heating surface, firebox Heating surface, total Grate, length and width Grate area Tender, w eight light Tender capacity, water and coal 6, liefore conversion, 12 wheeler IS ft. 6 in. 25 ft. 4 in. 54 ft. 7 in. 3.96 Jl in. by 26 in. 35 in. 0-0 200 lb. 126 in. by 41 in. 288—2 in. 2.045 sq. ft. 197 sq. ft. 2.242 sq. ft. 126 in. by 41 in. .0.8 sq. ft. 42,500 lb. ,000 gal. — 13 tons After conversion. 6 wheel switch 12 ft. 12 ft. 45 ft. 2 in. 4.53 21 in. by 26 in. 55 in. O-G 200 lb. 126 in. by 41 in. 288—2 in. 2,045 sq .ft. 197 sq. ft. 2.242 sq. ft. 94 in. by 41 in. 26.8 sq. ft. 41,000 lb. 5.000 gal.— 10 tons and the center line of the cylinder by 17 in. that the weight on all three pair of drivers would be very evenly divided — in fact, more evenly than is frequently the case with newly built six-wheel switchers. Below is shown a table of these weight distributions : Twelve wheeler, Six wheeler, before after conversion conversion Engine truck 35,050 lb. First pair drivers 35,050 lb. 50,900 lb. Second pair drivers 35,050 lb. 57,800 lb. Third pair drivers 35.250 lb. 52,000 lb. Fourth pair drivers 35,100 1b. Fig. 3 shows the frame of the 12-wheelers before conver- M r-pjo OCjO O Oja IflpirTI ,^^jL (< /o/!L ^ S9- >)^,^,__-5-6r. 4<^^ j,!L ->|< sz"!- -^ SJ- FlQ. 3 — The Frames of the Twelve-Wheel Locomotive Before Conversion I2i I 1 -4 In converting the locomotives data covering actual or sion and Fig. 4 shows the frame as redesigned with the computed weights were collected for the entire engine and even distribution of weight over three pair of drivers, its various parts. A center of weight was found and the The method followed in changing the frame was quite driver spacing was then sketched preparatory to a complete novel and interesting. The upper and lower front frames t ^i>ff^ » b' 2Gpfe' n i>t |t|; \Shortened Hoki in Hv Pto- — *J Y\'^Jfct'onofMa,nFrameHUcie0t 7 J Dry ■■ooo wod 76 Coal Fired -Pt ioo eooo ' aooo wooo wrtds PerMour. 1 1 1 . _i iiooo 1 to 40 60 ao too 120 /40 I60 Pounds of Dry Coal Fi'red Per ■Square FootofOnafe Per Hour. Fig. 1 — Smoke Intensity Reduced by the Brick Arch 34.07 per cent volatile matter. Together with this reduc- tion in smoke there was an increase in evaporation of 8.6 per cent due to the arch. Later the Chicago Smoke Commission, of which W. F. M. * From a paper read at the annual convention of the Smoke Prevention Association. t Assistant to the piesident, American .\rch Company. Goss, formerly dean of the railroad department of the Uni- versity of Illinois, was chief engineer, found that the brick arch decreases the average density of visible smoke by 33 per cent; decreases the total average quantity of cinders and fuel dust emitted in smoke by 25 per cent; decreases the amount of carbon contained in cinders and fuel dust j^er ton of coal consumed 24 per cent; decreases the amount of ash contained in cinders and fuel dust per ton of coal consumed 28 per cent; decreases the volume of air intermingled with gases of combustion discharged through the stack 15 per cent; increases the volume of CO. discharged through the stack 6 per cent; decreases the volume of CO discharged through the stack 10 per cent, and increases the evaporatitm per pound of coal 7 per cent. These tests were run with coal from Macoupin County. Illinois, of the following composi- tion: Fixed carbon 37.47 per cent V olatile matter 38.41 ,>er cent Moisture 9.89 ,K-r cent oV* J ■ V J ; 12-23 t)er cent B.t.u. per pound of dry coal 1 2,884 Both of the above te.=ts were run with an 0-6-0 type switch- ing locomotive, with a narrow firebox 40 in. wide by 106 in. long, with 29 sq. ft. of grate area. The air inlet through the ashpan was 5.7 sq. ft., or 20 per cent of the great area. The arch was 66 in. long and was supported on two arch tubes. The final conclusions of the above test report also state that "the presence of the brick arch in the locomotive fire- box increases efficiency and decreases fuel consumption, decreases the loss of heat units in smoke and ash discharged and reduces the visible smoke. "The use of incorrect methods of firing, as indicated bv the results of tests in which inexperienced firemen were em- ployed, reduces efficiency, increases fuel consumption and fuel losses and increases smoke discharge." Tests recently conducted on a Mikado type locomotive show smoke reductions varying from 50 per cent at low and medium rates of firing to 31 per cent at high rates, as shown by the curves in Fig. 1. The locomotive was hand- fired, using high volatile Penn gas coal screened over a 622 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 11 lj4-in. mesh screen, the coal having the following compo- sition : Fixed carhon 54.00 per cent V olatile matter 31.00 per cent Moisture 92 per cent Ash 14.08 per cent B.t.u. per pound of dry coal 13.088 This locomotive had 70 sq. ft. of grate area, a barrel com- bustion chamber 42 in. long, a 76-in. arch supported on four 3-in. arch tubes, an air opening through the ashpan of 7.80 sq. ft. — 1 1 per cent of the grate area — and air openings in the grade of 20.21 sq. ft. — 28.8 per cent of the grate area. In these tests the increase in evaporation, due to the arch, varied from 8^2 per cent to 15^/> per cent. These three tests are probably the most thorough and reliable that have ever been conducted for the specific purpose of determining the effect of a brick arch on locomotive smoke abatement, and the test results arc corroborated by the practical experi- ence of railroad men throughout the country. The principal measures taken by railroads today to meet smoke ordinances consist of issuing firing instructions and equipping locomo- tives with brick arches. While it is generally recognized that the brick arch will reduce the smoke emission from a locomotive, the reason theretor may not be clear. The formation of smoke is due primarily to the decomposition of the volatile hydrocarbons contained in all bituminous, semi-bituminous and lignite with which we are familiar in furnace practice. When the various hydrocarbons are decomposed, the carbon is precipi- tated as a "Solid particle in the form of soot and these incan- descent j)articles, floating in the flame, give it the luminous color. We are apt to think of this carbon as being set free and deposited in the form of atoms, but such is not the case. We have no knowledge of the atom existing as a unit, separate and distinct. The small particles of soot with whicli we have to deal are probably made up of a large number of carbon molecules. The very smallest soot particle that exists is this molecule, which consists of a number of carbon atoms (probably 12), held together by a sort of bond or attractive force of an electrical nature. As a result the soot particles, which are the primary source of all smoke, have a very tenacious structure and are extremely difficult to break down when once formed. In order to burn them completely, it is necessary to supply a number of oxygen molecules sufficient to combine with each carbon atom, to bring them into contact with the carbon atoms at a temperature high enough to sustain combustion and to provide time sufficient for the combustion to be com- pleted. The.ce conditions are similar to those met with in burning the "fixed carbon" on the grate, but are more difficult to fulfil. .\ piece of coke, or carbon, burning on the grate is held more or less in place until it is consumed. Combustion Table 1— r.^s Sam PIES Ta KEN AT THE Top OF THE Fuel Bra Lb. coal fired per sq. ft. of grate Thickness of Wt. in grams p< :r cu. ft. of total gases at 60 deg. F. and 30 in. mercury Soot and tar, r Tttal gaseous Total Total per cent of toUl per hour fuel bed Tin CO CII« H, C,H4 combustible Tar Soot soot rnd tar combustible combustible 22.3 6 2.034 .628 .209 .732 3.603 .528 .482 1.010 4.613 21.9 47.5 6 2.136 .142 .068 .036 2.3»2 .241 .369 .610 2.992 20.4 63.4 6 1.466 .215 .072 .107 1.860 .107 .215 .322 2.182 14.7 124.0 6 1.488 .018 .014 .326 1.84ft .004 .016 .020 1.866 1.1 52.0 12 2.536 .484 .173 .242 3.435 .945 .477 1.422 4.857 29.3 105.5 12 2.522 .516 .241 .344 3.623 .658 .738 1.396 5.019 27.8 131.0 12 2.389 .036 .036 .036 2.497 .055 .092 .147 2.644 5.6 185.0 12 1.634 .108 _ .072 .036 1.850 .123 .415 .538 2.388 22.6 coals, though the presence of coal dust that is fed into the firebox and whirled out through the tubes unlmrned, adds to the smoke emissions. As the name indicates, the volatile hydrocarbons are com- pounds of carbon and hydrogen, and are of a very complex character. The heavier comjxiunds are driven off in the form of tar in a semi-liquid or solid state, while the lighter hydrocarbons are driven off in a ga.'^eous state. The dis- tillation begins at a temperature around 400 dcfi. F., and is completed at a temperature of 1,600 deg. F. The decom- position of the volatile matter by the action of heat takes place ver}- readily at temperatures above 1,400 deg. F. The exact composition of the hydrocarbons when first distilled from the coal at the different temperatures is not known, as they !)reak down so readily under the influence of heat and are so unstal)le that it is impossible to collect samples for analysis. The indications are, however, that the heavy hydrocarbons when first driven off contain by weight about 85 per cent carlx)n, 10 per cent hydrogen and 5 per cent oxygen. Under the influence of heat, these hydro- carbons break down into carbon, hydrogen, oxygen, lighter hydrocarbons of the methane (CHJ series, and lighter unsaturated hydrocarl)ons. The hydrogen is highly inflammable and burns readily if there is an oxygen supply above the fuel l)ed. The lighter hydrocarbons also bum readily if the oxygen supply is suf- ficient. If it is insufficient the hydrocarbon is broken down by the heat into carbon and hydrogen, the hydrogen either combining with the oxygen that may be present to form water or escaping into the tubes unburned. Carbon does not exist in a gaseous state at temperatures is accelerated by the high temperature prevailing in the fuel fed and by the violent scrubbing action of the oxygen in tlie air rushing through the fuel bed. Iht j)article of soot resulting from the breaking down of the hydrocarbons is well on its way to the tubes at the instant of its formation. It is not brought into violent mechanical contact with a supply of oxygen, but floats along in an atmosphere that has been robbed of much of its oxygen in passing through the fuel bed. The tempera- tures prevailing in the upper part of the firebox are gen- erally sufficiently high to insure ignition and combustion, but under ordinary conditions the time available for com- bustion varies from 15 to 1/10 of a second, and this is insufficient. With the conditions that prevail in the locomotive fire- box, it is easier to prevent the formation of soot than to burn it when once formed. The precipitation of soot can be prevented only by having an excess of heated air (or oxygen) above the fuel bed, and bringing this heated o.xygen in intimate contact with the volatile hydrocarbons at the instant they are distilled off. Research work done by the United States Bureau of Mines indicates that the hydro- carbons are decomposed when they have traveled but a few inches from the top of the fuel bed, and if the precipi- tation of carl>on is to he prevented the air must be intro- duced at the top of the fuel bed and intimately mixed with the issuing hydrwarbons. The chief function of the brick arch in abating smoke is that of a gas mi.xer. By baffling and compelling all of the gases to pass through a relatively restricted area above the arch an intimate mixture of the volatile combustible with November, 1917 RAILWAY MECHANICAL ENGINEER 623 the oxygen is insured. While the mixing of the gases at the end of the arch does not take place soon enough to eliminate smoke entirely, it has the effect of reducing the smoke emissions, as shown by the tests quoted. In a firebox without an arch carrying a characteristic fire — that is, with a bank of green coal under the fire door, the fire gradually becoming thinner toward the front end of the grate, where the draft has possibly pulled a hole in it — the liank of green coal under the door is expelling large volumes of rich hydrocarbons. These, passing up along the top zone of the firebox, are decomposed by the heat, causing the formation of soot which either escapes at the front end as smoke or is deposited on the heating surfaces to retard the flow of heat. At the same time a large excess of air is rushing through the thin portion of the fire on the front of the grate, and is passing directly into the lower tubes without in any way aiding the combustion of the hydrocarbons liberated in the back of the box and ver>' often causing flue leaks or failures. Such conditions are not at all uncommon in locomotive fireboxes unequipped with the arch. Front end gas analyses often show a large excess of oxygen, due to the blast of air through the lower tubes, in combination with high carbon monoxide, hydrogen and hydrocarbon contents due to incomplete combustion of the volatile hydrocarbons arising from the bank under the door. With the arch under similar conditions any excess air coming through the thin portion of the fire on the front Table II — Hkxt Developed in Fuel Bed, and Potential Heat in Gases. Soot and Tar Heat Developed in the Fuel Bed Wt. grams VVt. Heat value B.t.u. per Constitwent per cu. ft. lb. per cu. ft. per lb. cu. ft. gas C in CO 2.136 .00471 4,500 21.2 C in CO3 1.546 .00341 14,500 49.5 Total 70.7 Potential Heat in Gases, Soot and Tar C in CO 2.136 .00471 10,000 47.1 CH4 142 .000313 24.000 7.5 H, 068 .000149 62,000 9.3 C2H4 036 .000079 21,600 1.7 Soot 369 .000813 14,500 11.8 Tar 241 .000531 16,000 8.5 Total 85.9 of the grates is heated up, deflected and forced back over the end of the arch, where it is mixed with the gaseous com- bustibles arising from the green coal under the door. A heav\' bank of green coal restricts the flow of air at the point where it is most needed and at the time when it is most needed — with the result that most of the hydrocarbons are broken down and the carbon precipitated before being brought into contact with the oxygen entering through the front grates. \\'ith the ordinary type of firebox the com- bustion chamber space and the flameway are insufficient to give all the particles of soot and combustible gas time to burn before reaching the tulje sheet, but such a mixing as the arch affords results in a material reduction of the smoke, and under moderate rates of firing will result in almost complete combustion of the combustible gases. A light level fire should be carried, if smoke is to be reduced to the minimum. With the fuel bed maintained in this condition by a "scatter"' type of firing, a uniform air supply is obtained throughout the fuel bed as well as a uniform distillation of the hydrocarbons. This facilitates the mixture of the oxygen and the hydrocarbons from the time they leave the top of the fuel bed, the arch mechanically accelerating this mixture. Some authorities state that the decomposition of the hydrocarbons is caused by heating them up with an insuffi- cient air supply and then bringing them in contact with the cooler heating surfaces or a draft of cold air. While later evidence tends to Drove that this decomposition is caused entirely by heat, shafts of cold air through the firebox are objectionable — both from the standpoint of combustion and of boiler maintenance. It is evident from the foregoing that the arch is not in itself sufficient to prevent smoke. Intelligent firing is also necessary. Smokeless firing and intelligent firing are almost synonymous, although there are conditions under which smokeless firing is impossible, regardless of the care and intelligence exercised by the fireman. In some quartn^^ there has been prevalent an idea that smoke was mainly a nuisance, and that the emission of dark clouds of smoke did not signify any appreciable heat loss. As a matter of fact, the emission of smtJce not cmly indicates bad furnace conditions, but in many cases the soot and tar escaping as smoke may contain from 10 to 15 per cent of the heat value of the coal, and this will account for a considerable portion of our "unaccounted-for" heat losses. Tests conducted by the United States Bureau of Mines (see Technical Paper 137) showed that when burning Penn gas coal as high as 32 per cent of the ccMnbustible arising from the fuel bed is accounted for in the soot and tar which is the source of smoke. Table I, which is taken from the bulletin mentioned above, shows the composition of gases arising from the fuel l)ed and the percentage of the soot and tar therein contained. It is evident frcan these figures that the fuel bed acts chiefly as a gas producer, and a large part of the latent heat contained in the coal is liberated by the burning of combustible gases in the combustion space provided above the fuel bed. For a specific example, take the second case shown in Table I, where 47 y^ lb. of coal are burned per sq. ft. of grate per hour, with the fuel \yed six inches thick. Table II shows in lb. per cu. ft. of gas the weights of the different gases leaving the fuel bed, the heat value per pound and B. t. u. p)er cu. ft. of gas. The gas has a total heat value of 156.6 B. t. u. per cu. ft., of which 70.7 B. t. u., or 45 per cent, are developed in the fuel bed and 85.9 B. t. u., or 55 per cent of the total heat contained in the coal, are developed by the burning of the combustible gases above the fuel bed. The tar and soot shown in the foregoing table contains 12 per cent of the heat in the coal. If one-half of this were to escape unbumed as smoke, the resulting heat loss would be six per cent ; and such losses are constantly occurring. The amount of heat developed by the gases burning above the fuel bed will serve to illustrate the importance of fire- box volume and combustion chamber space, and will also explain why intelligent firing with the use of a brick arch is not always sufficient to prevent smoke. The ordinary firebox in service to-day has not volume and combustion chamber space sufficient to provide the time element that is essential for the complete combustion of volatile hydro- carbons and the total elimination of smoke. This deficiency has been recognized by some of our railroads and during the past few years many fireboxes have been provided with com- bustion chamh>ers, particularly in locomotives of the 2-10-2 and Mallet types, but combustion-chamber engines are few, when compared with the total number of locomotives in service. It is also probable that we have been too conser\'ative as to the length of combustion chambers that have been in- stalled. Tests indicate that an 18-ft. or 19-ft. tube is suffi- cient to reduce the front end temperatures to a normal figure. Tubes of this length, when used in conjurtction with a firebox of ample grate area and long combustion chamber, result in a boiler design that gives both high effi- ciency and high capacity. Fig. 2 shows a type of combustion chamber that is being 624 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 11 used successfully in oil-burning service on some 2-10-2 type locomotives. This firebox has a combustion chamber 4ij4 in. in length between tul)e sheet and bridge wall, firebox volume of 435 cu. ft., and an average flame path of 19 ft. With a fuel oil containing 85 per cent carbon, nine per cent hydrogen and six per cent oxygen, weighing 7.43 lb. per gallon, having a heat value of 18,878 B. t. u. per pound, it was found that one square inch of air opening in the pan per gallon of oil burned per hour was sufficient to obtain Fig. 2 — Gaines Wall Applied to an Oil-Burning Locomotive c(jnif)lete and smokeless combustion, even when burning 4,()()() lb. of oil per hour. At this rate of combustion, an indicated boiler efficiency of 85 per cent was obtained with the Gaines wall in place. With the wall removed the boiler efficiency was 74 per cent, or a difference of 13_^ per cent in favor of the wall. With the wall removed, at a rate of combustion of 4.000 lb. of oil per hour, there was a very noticeable increa.se in the amount of smoke emitted. This .serves to show the need of a baffle or some sort of mechan- Fig. 3 — Combination Combustion Chamber and Gaines Arch ical mixing device that will insure the thorough mixture of the air with the combustible gases. For coal-burning service, a modification of the above design is being used most successfully on several railroads. This comb'nation of the bridge wall with air ducts through the wall admitting a secondary air supply al)Ove the fire is known as the Gaines Locomotive Furnace. Here an attempt has been made to increase the firebox volume and flameway by reducing the tube length and installing a combustion chamber between the liridge wall and the tube sheet. This firebox has obtained some of the results desired, but for high volatile coal burned at high rates of combustion the com- bustion chamber space is too limited. Fig. 3 shows a Gaines furnace in combination with a barrel combustion chamber. Here additional firebox volume and flameway have been obtained by materially increasing the length of the combustion chamber and, as this particular design was u.'^ed on Mallet engines, this result was obtained without unduly shortening the tubes. Fig. 4 shows a Gaines furnace installation in the same size firebox, with the barrel combustion chamber eliminated. This firebox has a grate area of 90 sq. ft. and more than 400 sq. ft. of firebox heating surface, with an effective volume of more than 500 cu. ft. The average length of flameway or gas passage is 15 ft. and the over-all length of the firebox is 18 ft. 3J4 in. This represents the latest endeavor to secure adequate firebox volume and flameway. While the results obtained from this type of furnace have Fig. 4 — Gaines Furnace with an Effective Volume of More Than 500 Cu. Ft. proved most satisfactory, there is still room for improve- ment in the matter of smokeless combustion. The scientific training of firemen, the use of brick arches and the instal- lation of combustion chambers have all tended to reduce the visible emission of smoke, but the burning of high volatile coal at high rates of comi)UStion with the total elimination of smoke has not yet been successfully accom- plished; and the indications are that some radical changes in kKomotive firebox design and methods of firing coal will be necessary for the accomplishment of this object. MECHANICAL DEPARTMENT A FACTOR IN TRAIN LOADING* BY T. T. RYAN Division Foreman, Atchison, Tupeka it Santa Fe. Las Vegas, N. M. The principal thing that operating officers can do to in- crease tonnage on single track roads is to so despatch that the freight trains will have the open door and then keep them moving. Engines and cars with bearings warmed up and lul)ricated will run free and pull easily, while if the same ecjuipment is run in and out of a dozen side tracks over the division it will pull vastly harder and the cost of operation will increase. Also by their tact and methods of approach o[)erating officers can create an esprit de corps that will au- tomatically increase tonnage. The chief factor in increasing tonnage does not lie with the trainmaster, but with the master mechanic; we can trust the trainmaster to "hang 'em on" if we are ready to ''pull 'em." There are many ways to in- crease the efficiency of the engines. The boilers should be kept scrupulously clean and free from scale. The effect of * Filtered in the Train I.o.ndini? Competition of the Railway .\ge Gazette, .'ind published in the issue of September 14. November, 1917 RAILWAY MECHANICAL ENGINEER 625 dirty boilers and the action of scale as a non-conductor should be explained to the men. Next see that fireboxes, flues and front ends are kept free from leaks so that the draft will be unimpeded. This seems like unnecessary advice, but an examination of the 70,000 engines in the United States will disclose that it is needed. If these things are done we will have free steaming en- gines. This in turn means that an engineer knows when he gets the "gate open" he can go; you cannot expect an en- gineer to watch a falling pointer and at the same time try to handle tonnage. The good efifect of these features will be largely minimized if coal is not properly selected and sized, for there are few things more discouraging to enginemen than poor coal and to shop men than engines which do not steam owing to irregularity in the quality of coal. Both are ex- pensive to the railway. If these and the minor things about the engines are done and done well when they should be, the engines in their nirn will pull the maximum rating and do it every day. Then if the despatcher will use the zeal he should in get- ting men over the road and encourage them to make a good through the terminals with a test of about a minute per car; they get them through all right, but the road pays for it in loss of tons and in excess of coal consumption and overtime. The remedy is to see that the car is right from point of origin to destination. LOCOMOTIVE TERMINAL DETENTION RECORDS The demand for power is now so great that every effort must be made to keep it working effectively a maximum per- centage of the time. One of the largest sources of delay is at the terminal and any means by which this delay can be analyzed and corrected will serve to increase the total locomotive supply. The Pennsylvania Railroad uses a form for gathering this information which shows the movement of a locomotive from the time it arrives at the terminal until it leaves. The form shown in Fig. 1 is made out daily by the round- house force and includes infoimation of interest to the trans- portation department, as well as the mechanical department. K. P.9S PENNSYLVANIA RAILROAD COMPANY MOVEMENTS OF LOCOMOTIVES AT, DIVISION FROM MIDNIGHT TO MIDNIGHT. .191. LOCOMOTIVES ARRIVING | LOCO. NUMBER 1 >• o UJ o u El z ENGINEMEN S TIME CREW IS AVAILABLE 2 i TIME FROM TERMINAL TO PIT TRACK o S UJ < i'i TIME FROM PIT TRACK TO ENQ. HOUSE ARRIVED AT ENG HOUSE IIP Oui REMARKS 1 2 3 4 6 6 7 a 10 11 12 13 14 18 LOCOMOTIVES DEPARTING 11 z h UJ ^ UJ U.U1 Siu> 5 ENGINEMEN o UJ UJ»- UJ K FIREMEN o UJ ii UJ K UJ UiMK V-ui TIME FROM READY FOR SERVICE TO TIME ORDERED -J TIMI FROM ARRIVAL AT PIT TRACK TO TIMI RtAOY FOR StRVICf i * 1 1 * 1 REMARKS 16 17 18 19 20 21 22 23 24 25 28 27 28 29 30 Fig. 1 — Daily Report for Recording the IMovement of Locomotives Through Terminals run instead of a poor run we will increase our tonnage 20 per cent without a dollar of capital outlay. This does not, however, mean that we should not mod- ernize old engines. First in this line come brick arches. The application of arches to all the old power would mean the equivalent of 4,000 engines added. The application of superheaters to engines not yet superheated means the equiv- alent of 20,000 more engines. Did we ever hear the best engineer on our territory say the train he had last trip pulled like two trains and he could not get it going? What was the reason. Friction of course, caused by brakes sticking owing to foundation gear binding, too little shoe clearance, and dry bearings with improper area. What is the remedy ? Inspect the gear and know it is right and kept so. Inspectors are supposed to get cars This form furnishes a complete record of all locomotives arriving and departing from the enginehouse between mid- night and midnight. At midnight all computations of time automatically cease and the locomotive numbers of all loco- motives remaining within the enginehouse or yard territory are carried forward to the sheet for the following dav and the computation of the time starts at 12:01 a. m. The time shown under the column immediately preceding the column in which the midnight time is recorded should l)e carried forward to the next daily sheet for information. A second form. Fig. 2, gives a daily summary of the average time the locomotives spend in passing from one point to an- other in the terminal. Referring to Fig. 1, the daily detail report of each loco- motive: Columns 1, 2, 3, 4, 5 and 6 are self-explanatory. 626 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 11 Column 7 shows the time at which the crew shown in columns 5 and 6 will again be available for service. Column 8 shows the time the locomotive and train arrive at the terminal, this time being taken from the engineman's time card or work report. In general the point at which this time is to be taken should be that at which the yard delays begin. Column 9 shows the time elapsing between the time of arrival at the terminal and the arrival of the locomotive at the pit track and is one of the items tabulated in column A (Fig. 2) of the summary. In case midnight intervenes be- tween the time the locomotive arrives at the terminal and the time it arrives at the pit track, the time in column 9 is computed to midnight and the locomotive number and the time shown under column 8 are carried forward to the sheet for the following day. Column 10 shows the time that the locomotive arrives at the pit track or other points at which the engine crew is relieved, this time to be noted by the engineman on his work report. Column 1 1 shows the time elapsing between the arrival of the locomotive at the pit track and at the enginehouse or the point at which the repairs are to be made and is the difference of the time shown in columns 10 and 12. Column 11 is shown in Fig. 2, the summar}-, as column B. The same rules apply regarding midnight difference between columns 14 and 18. This is shown in column D, Fig 2, of the daily summary. Column 26 shows the time between the time the locomotive is ready for serv- ice and the time it leaves the terminal with its train. This t.'me is shown in the summary sheet under E. Column 27 shows the time the engine has spent in the hands of the mechanical department from its arrival at the pit track to the time it is ready for service, or, in other words, the time elapsing between that recorded in columns 10 and 14, or, again, the sum of the computed time shown under columns 11 and 1,>. This information is shown in column E on the daily summan.-, Fig. 2. Column 28 shows the time the engine is at the terminal for which the transportation de- partment is responsible, it being the sum of the time shown in columns 9 and 26. This information is shown in the daily summary sheet under column G. Column 29 shows the total time the locomotive spends in the terminal which is ee used again are made into cellar bolts and l)rake beam safety chain hooks. Old sill steps are made into pipe clamps, running l>oard brackets and un- coupling rod brackets. Scrap truck tie straps will make three dead lever fulcrum plates. The monthly reports ser\e to sustain interest in the re- 1 1 i I^^H i . r«i] 1 Ufa *?f:*'' <'' ■ ^ i — - - 1 t i. 3HiflHHHHBLc:-= — a^_ — • !8 Shop In Which Lumber is Reclaimed clamation work and methods have l)een found for using many parts which ordinarily would have been scrapped without being given a second thought. Scrap coil springs are now made into pinch bars and clawbars. while fiat springs are used for making wrenches. Coil springs of J/4 in. and ^i in. diameter stock are made into packing irons and hooks. Body bolsters of the built up type with the filler casting broken out of the center are reclaimed by ap- plying pieces of channel iron from scrap truck channels. Discarded roof sheets are worked over to make smaller sizes and are also used for stove pipes, smoke jacks, stove bases and drip pans. Refrigerator hair felt is reclaimed to be 627 628 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 11 used as padding for hatch plugs. Even the salt removed when repairing refrigerator cars is utilized, as it has been found very satisfactory for thawing switches and also for putting into fire barrels to keep the water from freezing. The amount of material reclaimed has increased to a remarkable degree since the plan of sending out the lists to all the shops was put into effect. PIECE WORK AND CAR INSPECTORS' DUTIES* BY W. H, SITTERLY Everyone is working under the most strenuous conditions that have ever confronted us in our railroad life. Oiir work is harder, due to the fact that more supervision is neces- sary on account of the calibre of men we are now handling. I mean inexperienced men, as a great many of our co-work- ers have been called to other fields of labor or to the front. Therefore, the man of the hour is the man who can stand on his tip-toes and meet the conditions that now confront us. THE riECE WORK INSPECTOR The duties of a piece-work inspector are many and of considerable importance to the company he represents and to the foreman under whom he serves. To my mind, the piece-work inspector is a high-class foreman. He must know what work is included in the operation in accordance with the piece-work chart that he works under, and the price paid for the operation. After the repairs are completed, he must inspect in detail each o|)eration to ascertain if the work has been properly and mechanically j)erformed. It is also necessary for him to be thoroughly conversant with the M.C.B. rules, in order that he may determine whether the items of repairs that his men have performed are chargeable to the foreign line or if they are of such a character that the owner is not responsible for the conditions. In this case, he must honestly handle the matter .so that the amount of labor and material covering the item will be absorbed by the company he represents. He must be a man thoroughly con- versant with car construction, which will enable him to de- cide quickly and properly whenever matters are put up to him. He should be a student of human nature and know- each one of his men — that is, their peculiarities and short- comings. He must .so distribute the work among the men, that he cannot be suspected of showing partiality. If the above qualifications are lacking, the interests of both the company and the men are likely to suffer. Errors will be made, but j)roper supervision should cor- rect these errors should the}" ol)tain. Piece-work inspector^ .should see at all times that the men are supjilied with the proper tools and that they are in good repair; al.^^o, that the proper amount of material is on hand to make repairs. These two items carefully followed, insure satisfied men and quick repairs. In preparing piece-work cards, the successful and alert })iece-work ins[)ector will so word the items of rei)airs that the M. C. B. billing clerks can intelligently prepare a repair card from the information furnished by him. Each piece- work card involving a foreign car .«;hould show specifically the items billable against the owner, likewise the no-bill. Cor- rect original records reflects a great deal of credit on the maker of such records when an investigation is made. Another duty of the piece-work inspector which means much to the management, is that of carefully supervising the repairmen, to see if they are resorting to sharp practices. Last, but not least, a strict observance of the M. C. B. Rules of Interchange pertaining to the repairs of cars and the ability not to be moved from this strict interpretation by strong arguments presented must be had. A slight de- • Abstract of a paper presented at the Niagara Frontier Car Men's Asso- ciation. viation from the rules in time leads to greater deviations. The foregoing are not impossibilities, but conditions under which every piece-work inspector should work. CAR INSPECTORS Car inspectors in C. T. yards generally are men that grad- uate from the repair track, and their duties should consist of inspecting cars in the receiving yard and the classifica- tion or departure yards. In the receiving yard, they should inspect for defects which would prevent the cars from going to destination with- out repairs, and the cars will either be marked to be set on repair tracks or so marked that repairman who follows the inspectors, will make the repairs. Good judgment is required from the inspector, for ever>' car he keeps off the shop track, money is saved for the company he represents, and the more repairs that are made in the C. T. yards the easier will be the burden of the yardmaster, who we think at times is hard on us as car men. Sometimes I feel that way myself, and other times I see the multitude of things he has to do and a great many times with cramped and inadequate facilities. I then become charitable with him. The car inspector working on the classification or de- parture track must inspect for safety the running gear of the car. Likewise, the safety appliances. See that they are in proper repair and in their places. He must also inspect loads in open top cars to ascertain if they are properly chocked and blocked, also that load will pass the clearance dimensions over the route it is to travel. He must make in- spection of the journal l)o.xes and contained parts on the car to ascertain if they are in proper condition, and if not, to mark car for identification by the oiler. While engaged in these daily duties, the car inspector on the C. T. track must, if he desires promotion to the inter- change track, thoroughly familiarize himself with the M. C. B. rules, which include the M. C. B. loading rules, tank car specifications, and bureau of explosives regulations. He must also be thoroughly familiar with the cars owned and operated by the railroad with which he is employed, so that when he goes to the interchange track, he is in position to detect wrong repairs on the equipment. In other words, the car inspector successful in receiving promotion is one that does things and does not wait to be asked to do them. , The car inspector at the interchange track carries in his pocket the check book of the company he represents. By this I mean the defect card. In this district, under the Nia- gara Frontier Car Inspection Association, he is carrying the other fellow's check book, and with it he guards the in- terests of the company he represents. If we were working in this district under straight M. C. B. rules, he would be called upon by his neighbor for a defect card. However, in this district under the rules we are working, he is carry- ing the check l)ook or defect card of his neighbor. He must know ab-siolutely the intent and meaning of the M. C. B. rules of interchange insofar as the interchange of cars is concerned — that is, what constitutes a delivering company's responsiI>ility and what is the owner's. His interpretation mui^t be such that he can stand l>ehind it at all times if he refuses a request made upon him unjustly for a defect card. He must know thoroughly the construction of his com- pany's cars so that he can protect them on the return home in the case of wrong repairs. He must l)e thoroughly con- versant with the loading rules, and, if necessary, to demand an adjustment order, if adju.stment is necessary, on the load when ordered. Also, if called upon to visit an industry on the rails of the company he is employed by, give a decision for loading material. He must know when and why to de- mand a transfer order against a car that is being delivered which must necessarily be transferred. Added to all of this is the keen judgment brought about by experience to know when a car must or must not be shopped. Train Brake Leakage Determinations* Tests Made With an Orifice Supplying Maximum Allowable Leakage and Brake Pipe Pressure Observed BY C. R. WEAVER Supervisor Air Brakes, New York Central, Cleveland, Ohio THE customary practice in determining the brake pipe leakage in a train made uj) ready for departure is by making a 10-lb. brake pipe reduction, lapping the brake valve and noting the rate of drop in the brake pipe pressure. From this, together with the volume of air in the train, the cubic feet of free air lost for a definite period of time is deter- mined. This is accepted as a measure of the relative con- dition of the trains on the road with respect to leakage from the brake system. After an extended investigation of long freight trains, the writer was convinced that the information so obtained was of little value and rather misleading than otherwise. Trains were found on which the brake pipe leakage, as noted above, was not excessive, and the compressor capacity ample to supply the air required for maintaining the pres- sure in the brake system, but subsequent observations on the road showed the compressor capacity insufficient to supply the air lost. Tl>ere are several causes for apparent disagreement of such observations, namely: (1) Opening up of leaks in hose couplings and pipe connections when the train is in motion that do not exist ,7hen the train is standing. (2) Leakage caused by movement of apparatus when running due to insecure fastening of reservoirs or brake cylinders to the car body. (3) Leakage from the auxiliary reservoir side of the triple valve piston caused by leaky gaskets, leaky release valves, etc. How much influence these causes may have is uncertain, but the fact remains that trains having no more brake pipe leakage, measured in the usual way, than could be easily supplied by the compressor capacity, have been found in numerous cases to overtax the compressor, causing its failure. It is very difficult to ascertain brake pipe leakage, in fact, it can only be done by closing all the triple valve cut-out cocks throughout the train, which is impracticable and of litlle value, since it is the volume of air that escapes from the system that is now the vital consideration as far as train movements are concerned, i. e., time to charge the brake system and to restore and maintain the required pressure. There is, however, another side of this: viz., the effect of the brake pipe leakage on the operation of the brakes, such as lessening the ability to release all the brakes in the train, and lengthening the time in which they can be released. The leakage may also become so great that a brake applica- tion commenced by the engineer may result in a continuous application of the brakes. However, this is hardly likely to become serious witli the long, large volume air brake trains of to-day, since the capacity of the compressor, the limita- tions of transmission of the air by the passageways of the brake valve and feed valve, and the ability to transmit air in sufficient quantity through the pipes of the present long trains will be exceeded before the brake pipe leakage, in pounds per minute, has any serious effect upon the operation of the brakes. For instance, 5 lb. leakage from the brake system, — •Abstract of a paper presented at. the September meeting of the Central Railway Club. equivalent to about 20 lb. per minute with triple valve cut- out cocks closed, — obtained by merely lapping the brake valve, will not materially interfere with the application and release of the brakes, but 5 lb. of air leakage per minute from a 100-car train of 10-in. equipment will amount to 65 cu. ft. of free air per minute. This amount of air leaking from the system of a 100-car train in one minute would not interfere with the operation of the brake as far as applica- tion is concerned, but it might seriously interfere with the release of the brakes, since it reduces the ability by 65 cu. ft. of air per minute to raise the pressure in the brake pi}je at the rate required to insure release. The compressor may have but little, if any, margin al)Ove that required merely to replenish the leakage. In other words, it is clear that if the leakage is kept down to a point where the compressor, the brake valve passages and the brake pipe resistances, and not the leakage, are the chief governing factors of the rise of the pressure in the system, as they should l)e, there is no need to fear the effect of brake pipe leakage on the operation of the valves in the brake system. To accomplish this end, it must l^e understood that the leakage on individual cars must l>e less under present day train operation than licfore the present large volume of air was aggregated in one train. The whole question of brake pipe leakage resolves itself into what quantity of air may lie permitted to escape from the brake system and still permit charging, maintaining and replenishing the brake system in such time as will not im- pose limitations upon traffic in the way of delays, getting the trains ready in the yard, and operating them over the road. It is ver}' difficult to ascertain what quantity of air is actually leaking out of the brake system. It is not difficult to find out what drop takes place in the pressure, but this varies owing to variations in methods of making tests. jx)>i- tions assumed by triple valves, etc. It is not difficult, how- ever, to fix on some quantity of air that may he permitted to leak out of the l)rake pipe and then supply in the yard this quantity of air to a train previously charged and ob- serve whether or not the quantity supplied does, or does not, maintain the required pressure. If it maintains or more than maintains the pressure, it is apparent that the leakage of the train is no more than can be permitted. If it doe> not maintain the pressure then the leakage must l)e reduced to the point where it can be maintained. The permissible amount of leakage from the entire brake system is the start- inq point. Too much leakage must not be allowed or an undcsirabl}- large compressor capacity or high degree of compressor maintenance will be necessary. An excessively low amount of leakage must not be insisted upon, or traffic will be interfered with on account of the time required to stop the leaks. In order to arrive at some basis of what would Ije the allowable leakage, the Interstate Commerce Commission con- demning tests of air compressors is the basis of the available compressor capacity. This, by the way, in the writers opinion allows too wide a variation in the condemning tests. A New York No. 5 compressor is only required to deliver 59 cu. ft. of air, which is only 65.5 per cent of its capacity when in good condition, whereas the 8^-in. cross-compound comr 629 630 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 11 pres.-^or i? rt-quired to deliver 86 cu. ft. of free air, which is 90.5 per cent of its good condition performance. DETAILS OF TESTS A method of measuring total train leakage by means of a charging orifice has been suggested and the tests referred to herein were made to determine the proper orifice to be used, the form of the apparatus and its manipulation. A 100-car freight train was used, confoniiing to the follow- ing specifications: Size of equipment, 10-in. (combined); length of cars, 42 ft.; brake pipe volume per car, 920 cu. in.; au.\iliar\- reser- voir volume, 2,440 cu. in.; leakage uniformly distributed at car 4 and every tenth car up to and including car 94, regu- lated by cocks in the branch pipe near the triple valve: test gages on branch pipes of cars 1 and 95 and on auxiliary reser\"oir of car 1. A special test apparatus was used as equivalent to a yard charging plant. In addition to the charging orifice this con- tained an air meter (a Toolometer) which gave a direct read- ing of the amount of air supplied to the train through the orifice for any test condition. It contained a reser\-oir, the purpose of which was to stabilize the pressure at the orifice. Some tests required the use of a locomotive the equipment of which was as follows: Brake equipment. No. 6 ET; main reservoir volume, 50,- 000 cu. in.: main reser\'oir pressure, duplex control 100 lb. and l.>0 lb.; compressor, two 9J/2-in. or one 8^-in. CC. ; steam pressure, 195 11). to 210 lb.; test gages on main reser- voir and brake pipe. Two main classes of tests were made which may be re- ferred to as charging tests and pump up tests. The special apparatus was used for the charging tests and the locomotive with compressors was used for the pump up tests. Determin- ations of leakage were also made by the ordinary brake pipe leakage method to compare with the results obtained in the charging tests. The first charging test was made using an orifice roughly computed to furnish an amount of air equivalent to 75 per cent of the capacity of a New York No. 5 A compressor as de- termined by the condemning test of the Interstate Commerce Commission, which requires this compressor to deliver ap- proximately 59 cu. ft. at 100 single strokes per minute. The orifice was computed to be such a size that with a yard supply pressure of 80 lb. and 70 lb. in the brake pipe of the first car of the train it would supply air to the train at the rate of 75 per cent of 59, or about 45 cu. ft. of free air per minute. This basis is not correct, because it does not take into account the steam pressure and compressor speed which would l)e ol^tained when a locomotive compressor is charging the train. How- ever, the basis was agreed to as a starting ])oint for the tests and the pump up test results served later as a new basis for deciding w^hat the size of the charging orifice should be to furnish the maximum amount of train leakage to be per- mitted. The orifice computed to the nearest common size drill was 17/64 in. in diameter through metal 1/16 in. thick. Using this orifice in the apparatus and with the supply reservoir maintained constant at 80 lb. j)ressure the uniformly dis- tributed brake pipe leakage of the train was increased until the air flowing through the orifice was just able to maintain 70 lb. pressure in the brake pipe of the first car. When this balance of pressure was obtained the Toolometer by-pass was closed and a reading taken of the amount of air or rate re- quired to supply the leakage so obtained. This rate was found to be 41 cu. ft. of free air per minute and the pressure noted on the 95th car was 61 ':» lb., or a drop in pressure of S}i lb. between the front and rear of the train. This rate of leakage was assumed as the basis for making pump up tests, using the locomotive with two 95^-in. com- pressors and 200 lb. steam pressure instead of the yard plant apparatus. The first pump up test was made starting with the train empty, brake valve handle in service position, main reservoir pressure at 130 lb. and by moving the brake valve handle to running position. The movement of the brake valve handle began the charging of the train through the feed valve and at the same time operated to reduce the main reservoir control to 100 lb. pressure. At various time intervals the main reservoir pressure and the brake pipe pressures on the locomotive, car 1 and car 95, were simultaneously observed. The time required by the two 93/2-in. compressors to charge the train through the feed valve to 70 lb. pressure on the head end was measured in this manner. This test was then re- peated, except that the brake valve was first placed in full release position and held there until the auxiliary reservoir on car 1 reached 65 lb., when it was moved to running po- sition. This test was made to show how much time could be saved in charging the train by avoiding the use of the feed valve until it was necessary to avoid over-charging. The ef- fect of larger compressor capacity on the time required to charge the train under these conditions was shown by re- peating the above test after substituting an 83/2-in. CC. com- pressor for the two 9 3^ -in. compressors. When the train was charged up to 70 lbs. pressure on car 1, and while using the two 9^-in. compressors, an attempt was made to increase that pressure from 70 lb. to 85 lb. by placing the brake valve handle in full release position. After more than 20 minutes the pressure became stationary at 82^ lb. Later the yard plant apparatus was connected to the train and the pressure against the orifice raised until the brake pipe pressure on the first car was maintained at 85 lb. The Tool- ometer reading showed that it was necessary to supply air at the rate of 50.4 cu. ft. of free air per minute to maintain the total train leakage under these conditions. It was then concluded that the total leakage rate of 41 cu. ft. of free air per minute at 70 lb. pressure on car 1 was too great, and that the yard plant orifice area and the correspond- ing total leakage rate should be reduced. This conclusion was based on the assumption that two 9 5^ -in. compressors in good condition would be equivalent to one New York No. 5A compressor when in the condition determined by just passing the I. C. C. condemning test. It was recognized that this as- sumption was; not strictly correct, but as it was not possible to use a No. 5 A compressor it was agreed that these two com- pressor combinations were nearly enough equivalent to base the pump up test results on the two 9^-in. compressors. In this same connection it was also pointed out that the final de- termination of the maximum permissible total train leakage would depend largely on how the proposed method of testing this leakage should affect the time required both to make up the trains and also to handle them over the road in actual service. Following the tests described the yard plant apparatus was reconnected to the train and the charging orifice size reduced from 17 64 in. to '4 in. in diameter. While maintaining an air pressure supply of 80 lb. for this orifice the uniformly dis- tributed train leakage was adjusted as before described until this orifice w'as able to maintain a brake pipe pressure of 70 lb. on the first car of the train. The Toolometer reading un- der thi-^ condition showed a total leakage rate of 35 cu. ft. of free air per minute. The locomotive using the two 95<^-in. compressors was again connected to the train and a pump up test, starting with the brake valve handle moved to running position was made similar to the one previously described, except for the reduced amount of total leakage. When the train was charged to 70 lb. pressure an car 1 the feed valve setting was raised and the time noted to raise the brake pipe pressure from 70 lb. to 85 lb. pressure on car 1. This time was about 15 minutes. It was then concluded that the rate of total train leakage of 35 cu. ft. of free air per minute as determined by using a %-m. orifice with the yard plant supply pressure of 80 lb. to charge November, 1917 RAILWAY MECHANICAL ENGINEER 631 the train to 70 lb. on the head end would be a correct basis for fixing the size of the testing orifice. The above pump up test was then repeated under the same conditions, except the brake valve was first moved to full re- lease position until the auxilian,- reser\'oir on car 1 was charged to 65 lb. pressure when the brake valve handle was returned to running position. This test was made to show how much time could be saved in charging the train by avoid- 130 80 10 60 so 40 30 20 Comps. Beg/n fo Throfffe l64S.S.PerMin. Z/S Lb.Sfeam Press. Com p. Speed /88 5. 5. Per Min 205 Lb. Steam Press — ^^ ^Comp. Speed 140 S.S. Per Min. Total Sincf/e Sfrokes of £dch Compressor During Tes t - 60 9Z IS ZO 25 Ti'me in Minutes. 35 4-0 Fig. 1 — Time of Charging Train with Leatr Measuring Floifr of Air in a/. tf. minute To Yard ^ ^^ Charging*~ Plant Car I of a 100 Cor Train .?"--''q^| Union mHh Charging Orifice Tool-Om- Meter By-Pass Fig. 4 — Apparatus with Which the Orifice Leale permanently stopped and delays in despatching trains materially reduced. HOT BOXES ON FREIGHT GARS BY "OLD RAILROADER" Hot boxes are caused by one or the other of the nine following causes: first. — Poor lining used in filling the brasses. Too much lead is used in the composition and the brass is not properly cleaned before truing it. Second. — Journal keys not fitting properly in the box or on the l>rass. There should be a certain allowance made in all kevs so that the weight on the journal is properly distrib- uted. ' If not, that part of journal that has the greatest weight will heat and cause trouble. j^hird. — .-^rch bars not in proper alinement. This defect has more to do with heated journals and hot boxes than is realized. One cause for improper alinement is derailments. .\11 derailed trucks should be carefully examined. Fourth.— ImpToper loading. If from any cause excessive loading is placed on any one journal, due either to the side l)earing clearance being too small, or shifting of the lading, or improperly loaded car, heated bearings will result. Fifth. — Flat spots on wheels. This condition also has been known to cause heated journals as the pounding will cause the lining of the brass to be crushed out. Sixth. — Lack of lubrication. Sometimes the waste or packing is not properly prepared and in the majority of cases the proper time is not allowed for the oil to saturate through the waste. November, 1917 RAILWAY MECHANICAL ENGINEER 633 Seventh. — Defective packing. This condition is brought about by the desire to save all old packing for reuse after it has been improperly sorted. Eighth. — Rough journals. This condition causes more hot brasses than any of the other causes. This should be carefully watched by every one. Any journal that has been hot and cooled with water by a train crew should not be allowed to leave yard until another pair of wheels be applied Ninth. — Open boxes. Those that have no dust guards or are allowed to run without lids, or improperly fitting lids, cause heated journals due to the grit, etc., that gets into boxes, particularly during the summer months. After 39 years of railroad work the writer is of the opin- ion that if a good clear manual of instructions could be com- piled, so that the box packer and car repair man would know how to properly pack a journal box it would prove valuable. Automatic Straight Air Brake A New System for Passenger and Freight Equipment Which Has Many Interesting Features of Operation ANEW air brake system has recently been perfected by the Automatic Straight Air Brake Company, 14 Wall street, New York, for freight and passenger equipment, which contains many new and interesting features of operation. The purposes of this brake are to give rapid serial action to the brakes throughout a train, to maintain a constant and uniform brake cylinder pressure regardless of piston travel, to permit a variation of brake cylinder pres- sure at the will of the engineman, to provide a proper and T TTTTn t ^ n 9 "ZZ H '0 H 1 S ir IT i ^ 13 ■n- r Zf H TT r M -^ IS ,?5^ 9 9 r< ~ " \1T rH trTT ^ IT tt ii H -1 H m 4 H f = •• •« i; IM s ste m i ■^ 7^ r 1 tt u - TTTt ■^rr m It- ^ EJ 3 r li. 1 — ' £ 5 tid TX 1 - m^ H y H s E - g 3 3 i^ bl4 m fl ♦ t; ■^ — — ~ a — "i ^ -- ■^ H ;n: — E TT IT — ~ E — ^ E ^ ■3 z. E ;:: m i4 rn St t - 5 - — - = — - ^ ^ ^ ^ r. ^ ^ ^ ^ ^ ^ -^ ^ ^ - z. c — ~ '-1 "■■ fti it f S -1- ^ «■ •■ M 1 — 1 — ^ ^ ^ ■* ^ ^ t: — ^ r; "i i; i 1 ~ 1 -a r% V rlt ^■f r ii 1 1 V. !!. ^ 2 r r" E 5 !*■ ■ — =: F p ••s jM LS n i 1 ^ m r " ^71 :? ■+ -+-»H ^ +*■ TZ E - 1 H ~ "^ EE ~ -1 -J ~ S E 9 ^ h; ~ 3 ■^ TT " ee V * ■+ **4 -•r ■♦-*. 1 •** " i^i^. 1 ^ ~ ~ H 77 77 H 3 TT 3 H 2^ fe •; — — *- Service Application of the Brakes with Quicl< Reiease The top curve represents brake cylinder pressure, the full line in the lower set of curves represents the pressure in the auxiliary reservoir, while the dash line shows the pressure in the brake pipe. The pen in- dicating the brake pipe pressure is set a distance of one minute back of the pens indicating the brake cylinder and auxiliary reservoir pressures. The above curves show that as the brake pipe pressure is reduced, the brake cylinder pressure of 20 lb. is obtained at once, which is increased on further reduction of the brake pipe pressure to about 50 lb., the pressure in the auxiliary reservoir remaining constant. With the building up of the brake pipe pressure, a small amount of air from the auxiliary leservoir is released to the brake pipe to hasten the release, the rapidity of release being indicated by the brake cylinder curve. quick release of the brakes for any brake pipe reduction, to provide for a full emergency application of the brakes at any time, to provide a graduated or quick release as desired, and to provide an economical use of air. This brake system provides a quick action passenger brake, one brake cylinder being used for a service application and two brake cylinders for an emergency application of the brakes. As the triple valve is capable of compensating for varying volumes in brake cylinders, a second brake cylinder can be added to existing freight equipment for empty and load braking, the braking system retaining at the same time all of its functions and principles. The brake is operated by the engineman in the same man- ner as is common with present day practice. The equipment can be used interchangeably with other existing equipment. The main features of this new brake are found in an entirely new triple valve with its auxiliary, service and quick action reservoirs. The auxiliary reservoir is of the same volume as that ordinarily used, the service reservoir has a volume of 2,100 cu. in. and the quick action reservoir a volume of 200 cu. in., which with an additional volume due to brake pipe connections, gives an increase in volume of about 2,300 cu. in. per car on 10-in. freight equipment. The service reservoir is used for service and emergency applications of the brake, the auxiliary reservoir is used for an emergency application of the brake and for a quick release of the brake in con- trast to a graduated release. The quick action reser\'oir is used only in making an emergency application of the brakes. The triple valve is made up of disk valves and diaphragms, no slide valves or pistons being used. Due to its construction and operation this brake has the characteristics of a straight air brake and at the same time is automatically operated. The straight air features are ob- tained through the fact that with every application of the brakes air is exhausted from the brake pi{)e under each car. In case of a service application air from the l)rake pip)e is exhausted into the l)rake cylinder and in case of an emergency application the air from the brake pipe is ex- hausted to the atmosphere. In the first case, the air is not s T i« _^ 10 J ft ^ iL, ; 4 w. r« ft +t "- ■* - * . — 1 — •'- t* — ::;::£ — -* ' T Tim 1 ZI ' t t 1* -. — ^ . 11 iil_ H' tt ]• - -J -. _ — - i-.^ -'i -^i#- h*- 1_ [ \ .1 :: ^* . . i ' . * -r* • 3 K t A ; 1 [r R —- TT ZT^ ^ ^ ZT. "- zz QEj - — — r— h— 1— * t i. ;^ 'C -^ .:; ^ ^- ^ « ^ !^ zz zz — - — j— • -- - — >•■•*'■' ff^ 1 '"X T-+t 4 :t: x: — — h** 4>t" -r P 77 p-r f i* h^ ^ — . :^ * S ' f i^-l 4 -*i "• -_:_ - cz •»-! JU^ .-_ " — lh:.\ ~ — — \zz zz " — : — ~~ ~ *^> ^i:; ^ H — ^ - - ■^H- :r ~f r -- E - - - ^ r - - t:x. *^^ tRi r —^ ~\* h* 77 -r* ■ 3^' . 1 ~ ~ , , \=~.- — ~\ — *• ^zzt ZZ " i - — ttr* Tryrr t~: -K 1 3] - it' ^ E - ii\i :; B E Zl E *t zz -I W. i-„ %4i 5PfTT ft- ■]■ ■.-^ ^ % E E % — ■ ;i 3 3 E i: i: - 3 E r E 4- g *• -+■>■ 4.-; 4: *-1 S i tt a i i Sii £ £ S m 1-f t+^ g tr ■n- rr 1 £ i 5 itt 'tt - rt- -* •Hi ^8^ ft' E r \ i ^ -H- ** It it ^ i 5t 1 1 i rr 1 !| ttlffi n i a S ^ }^ s E ^\i U E § g H zz — 3 TtTT + ^- \^' p ffitP Emergency Application of the Brakes In this case the brake pipe pressure was reduced to zero, giving an instantaneous brake cylinder pressure of 55 lb. with an accompanying de- crease in auxiliary reservoir pressure. At release more air is taken from the auxiliary reservoir to aid the release as described under the quick re- lease operations, the brake being released in about 10 seconds. Due to the construction of the triple valve, the auxiliary reservoir pressure is then raised, through the charging port, with the brake pipe pressure, the differ- ence in the amount being due to the spring used on the auxiliary reservoir diaphragm. This record was obtained from car 61 in the 100-car test rack described in the text. wasted but is used to build up the pressure in the brake cylinder in conjunction with the supply of air from the ser- vice reservoir. In both cases the rapidit}' of serial action is increased due to the fact that the brake pipe pressure is reduced locally at each car. The design of the triple valve is such that when fully charged the pressure in the brake pipe acting on the under- 634 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 11 side of a diaphragm balances the pressure in the auxiliary reservoir acting on the upper side. A reduction in brake pipe pressure causes the auxiliary reservoir pressure to force the dia[)hragm downward admitting air to the brake cylinder from the brake pipe and service reservoir. The air in the brake cylinder acts on a .second diaphragm which is con- nected to the first and which is of one-half its^ area. The pressure in the auxiliary reservoir remains unbalanced forc- ing the diaphragm down until the force exerted by the i)rake pil)e pressure on the underside of this diaphragm plus force exerted by the air in the brake cylinder on its diaphragm exceeds it. The diaphragm will then be raised and the sup- ply of air to the brake cylinder cut off. Thus it will be seen that the brake cylinder pressure bears a direct relation to the brake pipe reduction and is not affected by the brake piston travel or brake cylinder leakage. By regulating the brake pipe pressure, any brake cylinder pressure may be obtained. Each triple valve is provided with means for making a graduated or C|uick release. The graduated release is ob- tained by building up the brake pipe pressure from the loco- motive. The quick release feature is ol)tained by raising the brake pipe pressure three pounds, at which time auxiliary reservoir air is released to the l)rake pipe under each car. Interesting features of this brake are that service applica- CHARGING THE TRIPLE VALVE The air from Ijrake line 1 passes into chamber 2 of the service section and into pipe la leading to the emergency section. Service Section. — The air pressure in chamber 2 acts on the diajihragm .>, raising it until the valve 9 is uncovered. This permits the air to pass through a small port 18 into chamljer 4 and the auxiliar}' reservoir. The spring 7c exerts a force equivalent to three pounds of air and as soon as the pressure in chamber 4 is within three pounds of the pres- sure in chamber 2 the valve 9 will close. The air from chamber 2 also passes through port 12 into the hollow stem 6 past the non-return valve .>2a into cham- ber v)0 and on top of valve 32. From chamber 2 the air also passes through the passage 42 to chamlier 40a, where it raises the diaphragm 43 which lifts the left hand end of lever 65, opening valves 71 and 55. The air passing through valve 71 passes through pipe 68, past the maintaining valve, when open, to pipe 41c and on top of the valve 77. The air passing through valve 55 passes through pij)e 10 to chamber 85 of the change-over valve and from there through valve 95 and hollow stem 94 to the ser- v'ce reservoir. From chamber 85 the air also passes up through ports 14 into chamber 90 above the diaphragm 88. Performance of the Brake Under Conditions of a Gradually Depleted Brake Pipe, Showing the Performance Under Graduated Release With the reduction in brake iiipe pressure, the brake cylinder pressure increases until both are about 45 lb. From that point a furtlier reduction in brake pipe pressure will cause a rednctioi: in brake cylinder pressure, and in no case below this point will the brake cylinder pressure be less than the brake pipe pressure. A prolonged reduction of the brake pipe pressure was made purposely to disclose this fact. As tlie brake pipe pressure increases, tlie brake cylinder pressure increases until a pressure of 45 lb. is obtained in both the brake cylinder and brake pipe. From that point on, tlie graduated release goes into operation and with a further increase in brake pipe pressure, the brake cylinder pressure will be reduced. It will be notid that the au.xiliary reservoir pressure has not changed. tions can be varied at the will of the engineman by his regu- lation of the brake pii)e pressure without the necessity of releasing the brakes Ijefore a re-application when operating with the graduated release, and the fact that the auxiliary reservoir maintains a reserve suppl}- for a full emergency api)lication, regardless of the numl)er of service api)lications made. The triple valve is of such a design that after a train has once been charged, an emergency application will auto- matically be made if for any reason the brake pipe pressure should l)e reduced to zero. This company has been making a series of exhibition tests on a 100-car test rack composed of 51 ASA brake equip- ments and 49 brake equipments in common use today, which were attended by l)etween 200 and .^00 railroad representa- tives. The equipments have been distributed in multiples of five throughout the train, that is, live A S A equipments, five other ecjuipments, etc., with the hundredth car being an ASA equipment. These tests have shown that the time between the application of the brakes on the first car and the hundredth car with a service application is about 14 seconds, and with an emergency application alx)ut 8 seconds. Records taken on trainagraphs of a service application with quick release, a service application with graduated release and an emergency application are shown in the illustrations. The following, to be used in connection with a diagram- matic illustration of the triple valve, gives an outline of the op)eration of the ASA triple valve: The air i)assing through valve 55 also passes to chamber 47 above the diaphragm 43. As the pressure in chamber 47 plus the pressure caused by spring 50 equalizes with the pressure in chami^er 40a, the diaphragm 43 will l)e depressed. This allows the valves 71 and 55 to he closed by their re- spective springs. Emergency Section. — The air in pipe la passes to chamber 39a past the clearance 44 into chamber 40 alx)ve the dia- j)hragm 39, keeping the valves 60 and 60a closed. This j)ressure also acts on valve 46, keeping it closed. From cham- l^r 39a the air also pas.ses through the port 68 to the cham- ber 81, then down through port 74 to the quick action re- .servoir. SERVICE BRAKE APPLICATION The service application of the brake is made in the usual way by reducing the brake pipe pressure. This reduces the ])ressure in chaml>er 2 of the service section and pipe la lead- ing to the emergency section. Service Section. — The reduction in pressure in chamber 2 j)ermits the pressure in the auxiliary reservoir and chamber 4 to depress the diaphragm 3. This lowers the valve stem 6 and with it diaphragm 29, valve cage 28 and valve 32 and with it valve 35, which is rigidly connected to ?>2. As valve 35 seats on the cage 135, the opening between the brake cylinder and chamber 25 with the atmosphere is closed. The cage 28 drops away from the valve 32, permitting the air November, 1917 RAILWAY MECHANICAL ENGINEER 635 in chamber .lO to pass into chamber 25, which is connected directly to the Ijrake cylinder, thus charging the cylinder. Air also flows from chamber 40a and from the service reser- voir through the valve 95, pipe 10 and valve 55 to chamber 2, thus augmenting the air supply in chamber 2 which passes to the brake cylinder. As the force exerted by the air pressure in chamber 25 on the diaphragm 29 plus the force exerted by the air pres- sure in chamber 2 on diaphragm 3 exceeds the force exerted by the air pressure in chamber 4 plus the pressure of spring 7c, the spindle 6 will be raised with the valve cage 28, seat- ing valve 32, cutting off the supply of air to the brake cylin- der. Since the area of diaphragm 29 is about one-half that of 47 will be reduced with the pressure above the valve 55, but as it with the spring 50 is greater than the pressure in chamber 40a, the diaphragm 43 will always remain down during the service application of the brake. Emergency Section. — The reduction of the brake pipe pressure causes a reduction in chambers 39a and 40 with- out operating any of the parts. The reduction is so gradual that the pressure from 81 will be relieved through passage 69 without operating diaphragm 63. RELEASING THE BRAKES Graduated Release. — To obtain the graduated release the maintaining valve 80 is closed, thus cutting out the use of the amOK ACTION RESERVOIR /^— I CHAIieE-OVEK '^^^ VALVE Triple Valve for the Automatic Straight Air Brake System diaphragm 3, the pressure in chamber 25 to provide equilib- rium will be about twice the reduction made in chamber 2. If for any reason the pressure should leak off from the brake cylinder, the forces will again become unbalanced and valve 32 will again be opened until equilibrium is once more established. In this way the brake cylinder pressure will always remain a certain definite function of the brake pipe for each brake pipe reduction. The air pressure in chamber valve 77 and the auxiliary reservoir pressure. With the ser- vice section in lap position, that is, with the pressures in chambers 25 and 2 balancing the auxiliar}' pressure in chamber 4, by raising the brake pipe pressure and the jires- sure in chamljer 2. diaphragm 3 and with it valve stem 6, diaphragm 29 and valve cage 28 will be raised, this will lift valve 35 from its seat, permitting the air from the brake cylinder to release to the atmosphere until the 636 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 11 pressure in chamber 25 has been reduced sufficiently to re-establish the balance destroyed by the increase in brake pipe pressure. At this time the service section will again move to lap position. In this way the release may be grad- uated in as many steps as desired, the full release being obtained when the brake pipe pressure has been restored sufficiently to balance the auxiliary reservoir pressure. In case it is desired to reapply the brakes after a partial re- lease has been made, this can be done by simply reducing the brake pipe pressure again. Quick Release. — To obtain the quick release, the main- taining valve 80 is opened, as shown by the full lines in the illustration. With the increase in pressure in chamber 2, the performance of the service section will be as described above. The pressure in chamber 40a will be built up, rais- ing diaphragm 43 and with it the left hand end of lever 65, which will open valve 71 a short time ahead of valve 55 on account of the clearance between the right hand end of the lever and the bottom of the slot in the valve body 55 a. Opening valve 71 permits air from the auxiliary reservoir which is at a higher pressure than the air in chamber 40a to pass forward through valve 77, pipe 68, through valve 71 into chamber 40a, thus rapidly increasing the pressure in chamber 2 and insuring a quick release of the air pres- sure from the brake cylinder. With the brakes released the system will be recharged as described above. EMERGENCY APPLICATION There are no movements of the parts in the emergency section during charging, service, lap, and release opera- tions. The moderate service brake pipe reductions permit the air to flow from the quick action resen'oir 82 to the train pipe through the restriction screw 69 at the same rate as the brake pipe reduction is taking place, thereby main- taining equal pressures on both sides of diaphragm 63. To obtain an emergency application, a rapid and pro- longed brake pipe reduction is made. This causes the ser- vice section to assume service position quickly and reduces the pressure in chamber 39a of the emergency section faster than the pressure in the quick action reservoir 82 can be reduced through the restriction screw 69. The pressure in chamber 81 above diaphragm 63 will then be higher than the pressure in chamber 39a, with the result that diaphragm 63 will be forced down. Stem 64. moving with the diaphragm, will depress the inner end of the fulcrum lever 65a and the left end will l)e raised, thereby raising the brake pipe exhaust valve 46, and venting the brake pipe pressure direct to the atmosphere. The sudden reduction of Ijrake pipe pressure quickly reduces the pressure in chamber 40a of the service section, thereby opening the valve 55 and causing a corresponding reduction in chamber 85 of the change-over valve through pipe 10. The pressure in chamber 85 of the change-over valve will then be reduced faster than the service reservoir pressure can flow through the restricted opening of valve 95, and as the upper chamber 90 is in direct communication with the service reservoir through ports 14, the high service re.servoir pressure above diaphagm 88 forces the diaphragm down. This movement closes valve 95 and opens valve 103. The closing of valve 95 seals the service reservoir from the brake pipe, and the opening of valve 103 re- leases the service reservoir air to chamber 41 of the emer- gency section through valve 103a and pipe 106. This action occurs instantly and diaphragm 39 is raised by the decreasing brake pipe pressure in chamber 40. and the increasing service reservoir pressure in chamber 41. thereby raising the yoke 55b. The upward movement of the yoke closes vent valve 51 and opens valves 60 and 60a. The opening of valve 60 releases the auxiliar\' reservoir to chamber 41 through pipe 41c. From chamber 41 the air from both the ser\'ice and auxiliary reservoirs flows past valve 60a through pipe 41d to chamber 25 and the brake c}linder. The operation of the parts just described quickly re- duces the brake pipe pressure, and assures a quick and positive emergency application of the brakes throughout the train. Valve 46 will remain open until the entire brake pipe pressure has been reduced sufficiently to assure an emergency application. The length of time depends upon the time required to vent the pressure in chambers 81 and 82, above diaphragm 63, to chamber 39a. This is determined by the size of the opening through the restriction screw 69. When the pressure in chamber 81 has been reduced to an equality with that in chamber 39a, spring 76 raises diaphragm 63 and spring 77 closes valve 46. \ release of the brakes after an emergency application is effected by raising the brake pipe pressure above the pressure in chamber 4, which, in emergency, is equal to brake cylinder pressure. When the pressure in the brake pipe and in chambers 2 of the service .section and 40 of the emergency section is raised above the equalized pres- sure in chambers 4 and 41, diaphragm 39 will be depressed, closing valves 60 and 60a and opening vent valve 51. This releases the pressure in chamber 41 to the atmosphere, and the upward movement of diaphragm 3 opens exhaust valve 35, releasing the brake cylinder pressure to the atmos- phere. When the brake pipe pressure has been raised in chamber 85 of the change-over valve above the service reservoir pres- sure in chamber 90, diaphragm 88 will be raised to its nor- mal position in which it is held by spring 18, and the service reservoir will again be charged. Should an emergency application be desired following a service application, and service reservoir and brake pipe pressures are below the emergency brake cylinder pressure, valve 103a will prevent the emergency brake cylinder pres- sure from returning to the service reservoir. CALCULATING HEIGHT OF GRAIN LINE FOR BOX CARS BY THOMAS R. WILLIAMS Mechanical Draftsman, Northern Pacific, St. Paul, Minn. The purpose of this article is to show the method of cal- culating the height of grain lines in box cars and to reduce as much as possible the calculations to constants which can l)e taken from a table. The height to which a car may be loaded with grain de- jiends on the length and width of car, the lading capacity of car in pounds, and the weight per bushel of various kinds of grain. Let H — Height of grain line in inches L =: Length of car in inches W = Width of car in inches C ^ Lading capacity in pounds Y = Weight per bushel of grain The weights per bushel for various kinds of grain are as follows : Wheat 60 lb. Corn, rve or flax 56 lb. Parley 48 lb. Oats 32 lb. The number of cubic inches in a bushel is 2150.42. Then the bushels in car for each inch of height is: L X w 2150.42 C 2150.42 X C and H = = — — L X W L X W X Y X Y 2150.42 In this formula all of the factors except the length and width of the car can be reduced to constants for the various November, 1917 RAILWAY MECHANICAL ENGINEER d37 grains and car capacity. These constants are shown in the following table: Constants Weight perbu. 40,000 50,000 60,000 70,000 Grain (lb.) capacity capacity capacity capacity Wheat. 60 1,433,613 1,792,017 2,150,420 2,508,823 Corn, rye, flax.. 56 1.536.014 1,920,018 2,304.021 2,688,025 Barley. 48 1,792,017 2,240,020 2.688,025 3.136,029 Oats... 32 2,688,025 3,360,030 4,032,038 4,704,044 The simplified formula then becomes: constant 80.000 capacity 2,867,227 3,072,028 3,584.033 5,376,050 100,000 capacity 3,584,033 3.840,035 4,480,042 6,720,063 which calls from any part of the car are indicated is also located here. It is separated from the main compartment by heavy rubber curtains. The car is equipped with electric lights the light- ing fixtures being located on the side decks. Emergency H = I. X w By keeping this table for reference it will be an easy matter to determine the grain line heights. HOSPITAL GAR FOR THE ERIE To meet the demands of the Government for appropriate cars in which to transport sick or wounded soldiers, the Erie has remodeled a 70-ft. steel underframe parlor car, as shown in the illustrations, providing it with 28 adjustable cots placed in two tiers. The car is provided with a re- ceiving and supply room 10-ft. 8^ inches long, with a Interior View of the Erie Hospital Car lights are provided by Pintsch gas lamps located in the center of the upper deck. The interior finish of the new hospital car is a light gray which is easy to the eves. NEW FLOOR PLANS FOR POSTAL CARS .A modification of plans for the construction of postal cars has been approved and issued as an optional standard by the Division of Railway Mail Service of the Post Office De- l^artment. The changes have been made with a view to pro- viding designs that can be easily converted from one standard length to another when service conditions make it necessary to increase or decrease the space devoted to handling mail, sliding door at each side, at one end of the car. At The cost of maintaining postal cars conforming to the re- the other end is a small rest room for the nurses, provided quirements of the Post Office Department should Ije material- with a sofa and lavator}'. The main portion of the car ly lessened by this arrangement. is about 50-ft. 6 inches long and contains seven two story The new plans consist of minor modifications of existing cots on each side. standards which will make it possible to convert a 60-ft. The two stor}- cots are of a new design furnished by Frank postal car into a 30-ft. apartment car, or change a 30-ft. Erie Hospital Car Floor Plan of Erie Hospital Car A. Hall & Sons of New York.' The springs of these cots apartment car into one having a 15-ft. apartment. In case are adjustable to any desired position for a patient's back it is desired to return to the original arrangement it can be or legs. This is clearly shown In- a sketch on the floor done at slight expense. These changes have been made pos- plan of the car. The cots are finished in white enamel, sible by making the location of the doors and windows com- The supply room contains a fireless cooker, drinking water mon to either size car. tank, wash basin and supply locker. The annunciator on The Post Office Department points out in connection with 638 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 11 these plans that the work of transforming from one length compartment by framing the side doorways at one end for to another may be greatl}- facilitated In- making the interior the company's standard baggage door-opening and filling in equipment more nearly portable than is customary at present, with false work to reduce the door openings to 2 ft. 10 in., Screws and bolts ma}- be used for securing fixtures which are the standard for postal cars. Plans for Converting the 60-ft. Mail Car to the 30-ft. Compartment Car now f)ermanently attached to the car body. It is also sug- Complete plans for the 15-ft.-30-ft. mail apartm«it are gested that roads building 60-ft. postal cars which may at shown on Railway Mail Service drawing sheet M, while the some future time be changed to 30-ft. apartment cars may plans for the 60-ft. mail car convertible to a 30-ft. apartment make it easy to change one end of the cars into a baggage are shown on sheet N. -30 0— Le^^er C/ta^ Location of Parfition for JS 8" Mail ^parfmenf LeiferChufe Chain nof fobe oppHed inside of car New Optional Floor Plans for 15-ft. and 30-ft. Compartment Postal Cars i^."^>'^ LOCOMOTIVE TERMINAL DELAYS- BY H. T. BENTLEY Superintendent of Motive Power and Machinery, Chicago & North Western While the subject of this paper is Loconiotive Terminal Delays, it might just as well be called "Keeping Engines Moving, or How the Round House and Shop Men Are Help- ing to \\'in the War.'' One of the vital needs of the coun- try at this time is a prompt movement of engines from their arrival at the coal shed until they are ready for service again so as to handle properly not only the troops, but also the am- munition, grain, and other commodities that are just as necessary to bring the war to a successful ending as are the boys in the trenches. I am not going into technical details, but will simply enumerate a few things that help to expedite engine move- ments at terminals. First of all the round house foreman must be a hustler and a good all around man, one who has the good will of the men. I believe the round house foreman is entitled to more of our consideration than is sometimes given him. The following are some of the many good investments for a busy round house: Coaling facilities that will coal engines quickly without spilling coal on the ground to be shoveled into cinder cars or otherwise wasted. Clinker pits where cinders can be handled with the great- est despatch and the least amount of labor. Sanding apparatus that will quickly deliver the sand in the box instead of on the boiler and the running board, and so located that the tender can be filled at same time. Penstocks or water tanks properly situated so that if a number of engines are waiting to be coaled, the last engine in can get water without having to switch all of the others or wait until they are moved up past the penstock. In the case of a busy terminal, a separate penstock for switch en- gines is a great time saver. All spouts should be large enough so that no unnecessary delay occurs when taking water. .^n engine washing device located outside with proper drainage so that water will be carried off to the sewer. The turntable should be power operated and the tractor house so located that the operator can see the rails at both ends. A recent installation of a large table came to my notice where the operator could not properly see the rails at either end, making it necessary for two men to be employed where only one would have been needed if the house had been properly located. It is hardly possible under present conditions to get along without having the use of oxy-acetylene and electric welding outfits in a round house. Numerous terminal delavs can be saved with these outfits almost every day, especially in bad water territory where firebox and flue troubles are serious. The welding of flue? does overcome delavs and the extension of this practice should be considered, although we are told, that unless equipped with welding apparatus in the round •Ahstract of a paper presented nt the Western Railway Clnh. houses to follow the \\ork up, there may be some difficulty experienced in case of leakage. Labor saving devices of all sorts never were in such great demand as at present, and the men who were far sighted enough to equip their shops, engine houses, and engines with them are now reaping the benefit. A portable electric light cluster with a reflector is a great help to a difficult night job; there ought to be one or more in every busy round house. For reducing terminal delays they are a good investment and easily made. The dropping of wheels to replace driving Ixix brasses and take up lateral motion is a big job, but with proper devices applied to your engine, much terminal delay can be overcome; we have recently had two engines come to the shops for the first time in five years for driving wheels to be removed. During that time, side play was taken up, new brasses applied and tires changed without dropping the wheels. The hot water washout plant has been in service long enough to fully prove its usefulness in conser\'ing coal, water and time. The emptying of sand boxes to make repairs to sanders or to get rid of wet sand is the cause of lots of delays and pro- fanity, both of which can be overcome by proper attention in shops by knowing that joints are water tight and using a Sander that can l)e repaired from the outside without the necessity of emptying the Ijox and spilling sand over the ma- chinery. The retaining of heat in a boiler, where such action can l)e taken, not only lielps overcome delays, but conserx'es wood and coal, both of which are in great demand. In some tests made a few months ago, it was shown that it took about twice the amount of steam from the blower line to raise steam on an engine when cold, as compared with one with hot water in the boiler. We periodically talk about covering stacks and sometimes do it, but after a while the practice is dropped. We all know that heat, or its equivalent, dollars and cents, can be saved by covering the stack of a hot engine, then why don't we do it? What delays can be charged up to an inadequate blower system, and why does not someone get up a device that will be effective and more economical? The condensation that takes place in a blower line from the IxDiler room, around the house and then to the locomotive is simply a waste of coal that some inventive genius should be able to overcwne. A blower line is a good condenser, but not a very economical medium for steam raising. The firing up of locomotives is a job that is done hundreds of times every day, and if any member has a method of doing this more economically and quickly than by the practice of using wood and coal and will tell us about it, we may be al)le to save some time or a few shovels of coal on each fire. Men speeding up their work in the shops and round houses, and doing it well are just as much entitled to credit as people in other occupations who are doing their bit for this glorious country of ours. The drawing office is sometimes responsible for delays in 639 640 RAILWAY MECHANICAL ENGINEER Vol. 91, No. II round houses, and if the round house foremen were consulted more often by the mechanical engineer, many annoying de- lays due to poor design or inaccessible parts would be over- come. It is possible that some of us are still doing some things that are not absolutely necessar}', you might call them "frills." A short time ago we held a staff meeting at which this sub- ject was discussed, and decided to postpone some things .Kit detrimental to the service, until a more opportune time. Engineers can save delays at the terminal by correctly re- porting the work that actually needs doing; the work slip that shows a bad pound on the right side, or packing blow- ing without saying where, or the air pump not working, or Report of Delays to Engines in Terminal Service Date From To ENGINE Arrived oJd««d '*•»>»'*•«' Total CAUSE OF DELAY 0«U]r 1 1 1 1 1 1 t 1 ; 1 i i 1 1 1 1 1 ! ' i 1 i 1 1 1 1 Foreman Utilize the facilities we have to the best advantage to keep the wheels moving; by getting good results under those con- ditions we really are bigger and better men than if sur- rounded with ever)' convenience for turning engines promptly. Difficulties bring out a man's resourcefulness, and the more difficulties successfully overcome, the more valuable is that man to his employers. DISCUSSION Some roads reported that at the present time the average service ol)tained from locomotives has been increased to 6,000 miles per month in freight service and 9,000 miles per month in passenger service. The practice of filling tenders not quite to the top has been adopted by one road to con- .serve coal and save labor at the terminal. The necessity for power operated devices for handling cinders was emphasized by one of the speakers, who told of a terminal employing eight laborers on this work, where it was necessary to hire 42 new men in a single month. Several roads were reported to be using stack covers; some are attached to the stack, while others are suspended by chains inside the smoke jack. It has been found necessary to have an opening from 2 in. to 4 in. in diameter in the cover to prevent the engine sweat- ing. As an instance of the special methods used to keep power in service, a foreman at one locomotive terminal told how one-eighth inch was removed from the flanges of an entire set of drivers without dropping the wheels by means of a cutting tool attached to the frame of the locomotive. Report for Recording Delays to Locomotives at Terminals something wrong with the injector, causes lots of unnecessary work looking for a defect that should have been located in service and which in some cases is difficult to find on a dead engine. Coal can also be saved by the engine crew not com- ing to the clinker pit with a lot of green coal in the fire box, as it is only knocked out and wasted; we cannot afford to waste coal at any time, but now to do so is almost a crime. The open sided clinker pit with a depressed track for cin- der cars is standard with us, but with the present labor short- age it is a question whether there is not something that re- STEAM HAMMER DIES FOR SUPER- HEATER FLUES In shops which are not equipped with special machines for handling superheater flues the work of welding them is usually done by expanding the small end of the flue with a roller, swedging the safe end so that it will enter the flue and welding. At the Boone, Iowa, shops of the Chicago & North Western this work has been greatly facilitated by the use of a set of steam hammer dies which are illustrated below. The dies are guided by the two studs in the upper die and are held about one-half inch apart by the helical springs in the recesses around the studs. The ends of the flues are brought down to the size of the safe end in the dies shown »i '^-*?-, I .S--—A k— -"^l- — *| Dies for Swedging Superheater Flues quires less labor and can handle cinders more economically. A copy of our "Delays to Engines in Terminal Service" report is shown herewith, from which it will be seen that ver)' little work is required to give information as to the total delay and the cause. The information given in these reports enables the master mechanic to put his finger on irregularities and correct them. Most of us are able to say what we could do if we had all the improvements we might think necessary, but as it is im- possible to get some of those things now, it is up to us to on the left, while those on the right are used to swedge down the safe end .so it will enter the flue for a distance of about 1^/2 in. The superheater flue is heated before the safe end is inserted so that it makes a tight fit after it has cooled. The safe end is then welded to the flue by the oxyacetylene or electric welding process. One of the principal advantages of this method lies in the fact that the flue will not give way even though the weld may be defective, due to the considerable overlap of the flue- and the safe end. Plain Cylinder Grinding Work Grinding Machines in the Shop Can Handle Some Classes of Work Better and Quicker Than the Lathe BY A. B. C. PLAIN cylindrical grinding machines are now being installed to a limited extent in railway shops and they have been found to be ven* useful and econom- ical tools. For finishing a number of articles used in locomotive manufacture or repair work, such as cross-head pins, crank pins, piston rods and other parts, it has been found that a better finish can be obtained at less cost than by turning, filing and using emery paper. Grinding does not appeal to railway people as it does to makers of machine tools and automobiles for the reason that locomotive parts are generally made only in small quan- tities and the finish need not be equal to that given parts of salable articles, especially where the finish is a selling point. However, as the grinder has proven an economical machine in most branches of manufacture, it will no doubt come to its own in railway work. Some of the early attempts at grinding in railway shops were not entirely satisfactory due to the fact that the ma- chines were too light and that an improper grade of grinding wheels was used. Later experience has indicated that plain grinding machines for railway work must be heavy and designed so that metal may be rapidly removed, and that the grinding wheels must be of proper grade and grain in order to cut properly and quickly and give the material the finish desired. Recent developments in grinding wheels and appliances for truing them have shown that the same wheel can be used to cut or remove the metal rapidly from any of the various locomotive parts and, after the wheel has been quickly trued with the diamond, satisfactorily finish it with generally superior results than can be obtained by methods where grinding machines are not employed. The experience on universal tool room grinders which are common in all shops does not apply to plain grinders for locomotive parts, the tool room grinder l>eing a small ma- chine and intended only for taking light cuts, whereas for locomotive parts a machine capable of quickly removing metal and producing a smooth finish is essential. The plain grinding machine that can be recommended for locomotive parts should have ample weight and strength to run grinding wheels with a face of from lyj in. to 2 in., to their limit. Such a machine will absorb 10 to 15 hp. With some of the heavier plain cylindrical grinders one to two cubic inches of metal can be removed a minute, and with the same wheel properly trued or dressed, a very sat- isfactory finish can be obtained. The plain machine made by a number of concerns known as 12-in. by 36-in. size is very satisfactory for all work not over 36 in. long and having a diameter up to about 10 in. This machine can l)e used for crank pins, knuckle pins, crosshead pins, link motion pins and practically all locomotive parts where a running finish is necessary, excepting valve rods, piston rods and axles. This size has ample strength to cut rapidly and produce a good finish. Smaller machines are liable to fall short of requirements and be disappointing. It should be remembered that a grinding wheel is only a circular cutter having a multitude of cutting points. If the ma- chine is strong and the work well supported, the wheel will cut rapidly, but if the machine is weak or the work not properly supported, the work will spring away from the wheel and it will not cut rapidly nor produce a desirable finish. Grinding machines are economical where it is the prac- tice to make new and repair parts for locomotives to a semi-finished state on automatic machines, turret lathes or center lathes. When fitting parts made to a semi-finished state it will generally be found that the articles can be fitted and finished more quickly by grinding than by tum- mg, filing and using emery paper. A few examples of grinding from a semi-finished state are given l^elow: Crosshead Pins. — These are blanked out to from 1/32 in. to li in. large on the straight and taj^er surfaces, threaded, keyways cut, etc. When it is desired to fit the pin to the crosshead, the straight portion of the pin is ground with the table set for straight grinding and the tapered portion of the pin is ground with the machine set to the proper taper. When the holes in each side of the crosshead have been reamed at the same time with a single taper reamer, as is generally the case on new work, one end of the pin can be ground about to size and the micro- meter dial or stop on the cross feed of tlie machine set. Afterwards the wheel is shifted to the other end of the crosshead pin and the wheel fed in to the stop. This will insure a proper taper to the pin. In the case the two tapered holes of the crosshead are not of the same taper, owing to unequal reaming, which may be the result of repairs, each end of the pin must be fitted .separately. Where the sur- face to be ground is shorter than the width of the grinding wheel, it is often good practice to feed the wheel directly on to the work without giving it any lateral motion. The latter method can often be followed on the taper ends. Crosshead pins should be carefully finished both for the bearing and the fit in the crosshead. To obtain this finish it is desirable to true the wheel frequently, as will l)e ex- plained later. The ground surfaces when properly finished are superior to surfaces finished by other methods and the time and cost of doing the work will lie found to be less than if the work was done on a lathe. The grinding machine is very useful when it is necessary to refinish a cut or a worn crosshead pin, as a new surface can be produced by removing a minimum amount of metal. In fitting worn crosshead pins to other cros.sheads having holes smaller than the pin, the grinder will ]ye found very useful. In most cases the pin can lie fitted and finished quicker on the grinding machine than on the lathe, even though there is a considerable amount of metal to remove. Where conditions will justify, it is advisable to blank out the pins in various sizes, say in steps of % in., so that they may be fitted to worn crossheads with but a small amount of grinding. Side Rod KnuckU Pins. — The practice recommended for the grinding of knuckle pins is similar to that for cross- head pins. Some roads make a practice of casehardening these parts. Where this prevails the pins can be made in quantities, with about 1/32 in. being left for finish on the straight and taper fits on new work and possibly ^ in. on repair work, the keyways being cut, the holes drilled and the pins casehardened. When it is necessar>' to fit them to the rods, the straight portions of the pin can be ground to size which will not go below the casehardening, if they are properly pack hardened. The taper ends are then ground to fit the rods. As the casehardened surface on the taper portions is not essential, going below the hardened surface will not affect the wearing qualities of the pin. By follow^ 641 642 RAILWAY MECHANICAL ENGINEER Vol. 91, Xo. 11 ing this practice a supply of knuckle pins will be on hand ready for fitting to the rods without delay and the pins will be better finished than where the old practice is followed. The warping or distorting of the pins when being case- hardened will as a general rule prevent making a satis- factory fit in the rod or in the knuckle pin bushing unless the pin is ground. Where these pins are not hardened the method of finish would be similar to that for crosshead pins. Link Motion Pins. — These are small additions to those mentioned above. Where thev are casehardened it is, of course, desirable to grind them in order to obtain proper running fits in tlie bu.shings. It will often be found that worn pins can be refinished by grinding to fit other arms without annealing. Air Pump Piston Rods. — New air pump piston rods can be finished economically by l)lanking them out about 1/64- in. large and grind'ng. \\ here rods are worn or scored they can be very- quickly ground true with the removal of the least possible amount of metal necessary to true them. C(ink Pins. — Grinding crank pins is ordinary stniight work that can be very readily done on a plain cylindrical or gap grinder such as is used for piston rods. When blanking these out on the lathe or turret machine it is ad- visable to finish the sides of the collars as the present con- struction of grinding machines is not well adapted to grind- ing on the sides of the wheel, also it is dift'icult to properly true the wheels on the sides. It is to be hoped that some of our wheel makers will develop a grinding wheel suitable for grinding on the sides of the wheel for uses similar to that of making crank pins. The lathe work, with the ex- ception of the collars, can be done with the coarsest feed it is possible to take, about \/M in. of the diameter being left for grinding. lioth the bearings and the wheel fit can be ground economically. Piston Rods. — A special gap grinder has been developed which is used largely for the grinding of piston rods, the machine having a gap in the bed large enough to swing a piston rod with its head mounted. These machines are used for finishing new piston rods that have been turned previously about 1/32 in. large. Two methods have been used for repairing rods, one being to take a light cut on the lathe and the finishing cut on the grinder, but it has generally been found more economical to do all tlie repair work required on the rod on the grinder, no matter how badly it may be cut or out of true. With proper wheels and plenty of stead\- rests, the worst kind of worn rod can generally be refinished in less than .SO minutes and only slightly worn rods in much less time. Some of these gap grinders for piston rods are cperated without steady re.-ts; t'KS will not result in obtaining the full output of the ma- chine, however. For rapid grinding and good finish at least three steady rests should be used, these to be gradually adjusted to the rod as the diameter is reduced. Piston rods are from four to six feet long and must l)e su])[)orted to prevent them from springing away from the wheel. Much of the rough appearance of ground piston rods can l)e attributed to a lack of support for the rods. Prol^ably there is no one part of a locomotive to which grinding is better adapted than the piston rod. With reasonal)le care the rods can be ground to one size from end to end to within a I'mit of 001 or .002 in. Valve Stems. — These can readily be ground on the piston rod gap grinders. Locomotive Axles. — These being large in diameter and heavy, require large grinders and for a new installation the size known as 20-in. by 96-in. is desirable. The journals and wheel fits may readily be ground on machines of this size. Axles should ])e roughed to about 1/32 in. above the required finished dimension. The customary gap grinders used for piston rods can be used for axle grinding. As a general rule they are somewhat light for the work; how- ever, where the work on rods is not sufficient to keep the machine busy, axles or crank pins may be ground on these machines to good advantage. Choice of Grinding Wheels. — In the early days of commercial grinding there was a difference of opinion as to the kind of grinding wheels to use. By some a wheel that would give long life was considered the more desirable. Later })ractices and knowledge of grinding wheels have shown that while long life is desirable, the latter can be sacrificed for good cutting and finishing qualities; also that a wheel de- sirable for railway work is one that will wear away at a moderate rate. As previously stated, a grinding wheel may ])e likened to a circular cutter having a multitude of cutting points. These points will eventually dull and clog from chips gathered from the work. If the wheel is moderately soft the dull points will break away and ])rescnt new sharp points. A hard, fine wheel, however, will glaze and refuse to cut with the speed desirable for locomotive work. For steel such as is used mostly on locomotives, running al)out 0.40 per cent carbon, wheels classified by the Norton Com- pany as grade M — 36 vitrified, or corresponding grades made l)y other concerns will generally be found a good compromise and can be used on most locomotive vvork, es- pecially for general locomotive repairs where one grinder is often used for soft steel and casehardened parts, and where frequent changing of wheels would consume too much time. Where a large number of one article is to l)e ground at one time, it is, of course, desirable to use different wheels for .soft steel, casehardened steel, cast iron, etc., and possibly one wheel for roughing down and a second wheel for fin- ishing. Truing Wheels. — Brown & Sharpe milling cutters and those of other makers used to be marked, "Keep the cutter sharp." The same should apply to grinding wheels. The only suitable medium for truing and sharpening a wheel is the diamond. It should be used on all plain cylindrical grinders used in railway work. Diamonds can l)e purchased for $10 to $15 and will la.st a long time. For jobs such as piston rods, crosshead or crank pins, etc., it is always de- sirable to grind close to size and true the wheel for the final finishing cut. Truing the wheel takes only a fraction of a minute with the devices for holding the diamond sup- plied with machines. With a moderately coar.se wheel prop- erly trued, a finish can generally be produced that answers all requirements for IfKomo^ivc^. Cooling Compounds. — Grind'ng wheels should, of course, be flooded with a cooling com[)ound to prevent heating the work and clogging the wheel. A number of compounds are recommended by the makers of grinding machines. These contain ingredients that prevent lust'ng of the machine and work. .\ good grinding compound should always be used; clear water is not satisfactory for this class of work. The nozzle for the cutting compound should be adjusted as close as possible to the po-'nt of contact of the wheel and work. No damage will result from too much cooling compound, but bad work will result from too little. Steady Rests. — Particular attention is called to the value of steady rests. .\s many as possible should be used in order to prevent the vibration of the work. Even with an article as large as a crank pin one or two rests are desirable. Feeds. — For roughing down it is generally recommended that the feeds be set to traverse the work in front of the wheel about three-quarters of the width of the wheel for each revolution of the article being ground. It must be remem- l)ered that a grinding wheel reduces diameter only at each revolution of the work, a very small amount, rarelv over .002 in. This thin layer or chip if .spread out to IJ/2 in. or 2 in. will remove metal fairly rapidly. Grinding can be done much more quickly by a coarse than by a fine feed. Previous Machining. — Where the pract'ce of grinding is followed, the finish given articles in the lathe or turret November, 1917 RAILWAY MECHANICAL ENGINEER 643 machine can be of the roughest character, thus saving the time taken to provide the smooth surface with a fine feed. A modem grinder will remove the rough surface much cheaper than taking the time to turn it off in the lathe. Attention to Machine Tool Equipment. — A grinding machine will generally take the place of a lathe in any fair sized railway shop and it costs about the same. Therefore, when additions are necessary the plain grinder should be carefully considered. Operators for Grinders. — Grinders require good oper- ators who have knowledge of proper measuring and who will take advantage of short cuts and kinks to perform the work quickly and satisfactorily. However, a good lathe hand will generally make a good grinder hand. Given two in- experienced men, one to operate a grinder and one to operate a lathe, the prospects are that the man on the grinder will learn to produce a satisfactory job much sooner. A TIME-SAVING ATTACHMENT FOR THE PLANER A handy device used in the Dale Street shops of the Great Northern for planing balance plates of valve chest covers is shown below. A view of the attachment in use is given in Fig. 1, while Fig. 2 shows the dimensions of the parts. The Fig, 1 — Method of Planing Valve Chest Covers four brackets are forged from mild steel and finished to the dimensions given, care being taken to get the surface marked B parallel to and the same distance from the base A on every bracket. The brackets are attached to the planer as shown and the steam chest cover to be planed is slipped into position h~ -e'-. M 4 ' i ■J- M I'Sef^ . 1 3'-, j: 41 Scrtfr I^lJ 1 / 1 L— ek'- -A V-s'-A Fig. 2 — Details of Brackets for Holding Valve Chest Cover and the vertical set screws are tightened. This holds the joint surface of the cover against the bracket and brings it parallel with the planer table. The horizontal set screws bearing on the comers keep the cover from moving in the brackets. This attachment makes it unnecessarj' to use a surface gage when planing balance plates, thus saving considerable time on the operation. HIGH SPEED STEEL TIPPED TOOLS BY M. C. WHELAN Blacksmith Foremaii, St. Louis ft San Francisco, Kanaaa City. Mo, To apply successfully high speed tips on tire steel tool bodies for machine tools has been found quite difficult. The method described below has been used by the writer for some time with success, the tips remaining on the tool body until they are worn away. When the welding of high speed tips on machine tool bodies was first attempted in our shops, it was found difficult to weld a tip on a tire turning tool that M I I I Ibol for Forming fhe High Speed Steel Tips. I I I I «l M I I I Wefd High Speed ■SAee/ Tips Method of Applying High Speed Steel Tips to Lathe Tools would last for an\- length of time, no matter how well the weld was made, on account of the vibration and the great side pressure on the tool when heavy cuts and feeds were taken. The weld used was a flat surface weld. After some experimenting the tongue and groove method illustrated in the sketches was tried and it proved successful. This de- sign not only holds the high speed steel tip in place, prevent- Assortment of Tools Provided With High Speed Steel Tips ing it being broken off or loosened, but does not require as solid a weld. By taking care not to make the tips too long and by tapping the tips well into the Ixxiy of the tool, having it seat properly, it is only necessary to weld the back of the tips as shown. The small steam hammer tool shown in the sketch also is 644 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 11 used for forging the tips from the high speed steel scrap. We use three sizes, viz. : ^ in., 1 in. and 1 J/2 in. wide for the various sizes of tools. The photograph shows a number of lathe and planer tools. The picture was taken after they had been in service for some time. The largest one had been used along with one other of the same size in turning 36 pairs of driving wheels. In applying the tips the welding must be done by those who can do it properly. ELECTRIC WELDING INSTRUCTIONS BY E. WANAMAKER Electrical Engineer, Chicago. Rock Uland ft Pacific Some of the equipment now on the market assures the practicability of electric welding and the perfectness of the job, provided the person doing the welding has thoroughly learned his trade. Contrary to the opinions held by many, it is far from a simple process and it will take an operator approximately one year to become a fairly proficient welder on all classes of work, such as would ordinarily be found on a railroad and only at the end of ai)pro.ximately three years will he become expert and then not unless he has studied and worked under the direction of a competent instructor and demonstrator. The choosing of electric welding equipment should only be entrusted to some person thoroughly familiar with elec- trical principles, welding and general boiler and machine designs. This done, and the equipment properly installed, the next step is the instruction and breaking in of welding operators. The following iire the vital points which it is necessary to master before really successful welding can be accomplished : 1. The operator should be taught all the details of pre- paring different kinds of work for welding. 2. The proper current .strength and size of electrode for the job in hand should be selected. This automatically regulates the speed to that which is mo.st desirable for that particular class of work. Also, special electrodes are neces- sary for a few certain classes of work and are well worth the extra or additional price necessary to obtain same; how- ever, the special jobs would probably not exceed 2 per cent of all welding done. 3. The study of strains and stresses is the most interest- ing as well as the most important of all steps connected with the welding art. The preparation of the parts for welding and the proper flowing of the metal are comparatively easy to learn; provided, good equipment and welding electrodes are used. It is, however, self evident that if the problem of strains and stresses is not properly taken care of, failure will occur either in the weld itself or at some weaker point or part of the object welded. It is to be hoped that much attention will be given this point by those interested in elec- tric welding in order that we may benefit by the enormous savings that can be effected by the intelligent use of the electric welding arc. OPERATING AND MAINTENANCE Installations of electric welding equipment on the Rock Island are designed and made by the electrical department. The division electricians at the point where welding instal- lations have been made are given sufficient instruction to enable them properly to operate and maintain the equipment, being supplied with references for ordering any repair parts that would eventually be retiuired. As soon as possible after the in.stallation has been completed, the supervi.sor of elec- trical equipment, accompanied by an expert demonstrator from the manufacturer visits the point and instructs as many men as deemed necessary in the use of the electric arc. As is evident, these instructions are only preliminary and it is intended to continue giving instruction as frequently as pos- sible in order to realize the full benefit from the equipments. A complete set of instructions for electric welding has been issued. These begin with an explanation of the elec- tric arc itself, continuing with the proper polarity for dif- ferent classes of work. The next point covered is the amount of heat used, the kinds and sizes of electrodes and the cur- rent and voltage for the different classes of work. Imme- diately following are the instructions for all kinds of fire- box welding, including the proper use of protective shields. This in turn is followed with complete instructions on the proper methods to use in welding frames and cylinders, and in all building-up operations. The proper j^reparation of the work is fully as important as the welding operation, if not even more so. The instruc- tion book supplies detailed sketches showing the proper method of preparing work for welding, including a detail of a small portable sand blast. Several pages are devoted to the properties of iron and steel, in order that welding may be intelligently accomplished. In conclusion, there is a long list of locomotive and car parts, machine tool parts, etc., which it has been found can be successfully and eco- nomically welded. There seems to l)e practically no limit to the application of electric welding when a good welding machine is intelli- gently used by a competent operator who thoroughly under- .stands metals as well as the handling of the arc. The re- sults up to the present time indicate that the net returns from the electric welding installation will be far greater than had been anticipated. METHOD OF TESTING VALVES BY J. A. JESSON A simple arrangement for testing air pump and steam heat governors, etc., consisting of a bracket made of -^^-in. by 4-in. bar iron with pipe connection, rubber gaskets and a handwheel for covering the end of the valves is shown in the illustration. The -yi-in. pipe at the right supplies /^\ Hane upset is 6 inches, Fig. 3 and that the diameter of the hole in the die is not more than 1^/2 inches, then when the upsetting begins, the stock will at once buckle, but on account of the limited diameter of the hole the stock soon comes in contact with the sides of the die. This prevents further buckling in this direction, hence any additional upsetting must take place at some other point. The stock will frequently be found to buckle at several points, as in Fig. 3; but as the heading tool advances, the stock will gradually fill the impression in the die, the only objection being a fin around the end of the upset. If an attempt is made to produce a forging in a die in which the diameter of the hole in the die is greater than one and one-half times the diameter of the bar, then when the upsetting l^egins the buckling effect at some point — and generally near the middle of the unsupported stock, such as at "I" in Fig. 4 — is sufficient so that when the heading tool continues its advance, the stock on the opposite side from Fig. 4 the buckled portion will fold in, and, of course, leave a defect in the upset. As in the case of Rule 1, while it is possible to make forgings in which the diameter of the opening in the die is as much as one and one-half times the diameter of the bar, nevertheless, this is very close to the limit, and in practice it is much better to keep the diameter of the upset not more than 1.3 times the diameter of the bar. The practical application of this law is in the ability- to 645 646 RAILWAY MECHANICAL ENGINEER Vol. 91, No. II gather large amounts of stock by repeating the principle, as indicated in Fig. 5. In the first, or top impression, the diameter K of the recess in the die is not more than one and one-half times the diameter of the bar L. In the second im- pression, the diameter of the recess M is not more than one and one-half times the diameter of the previous upset N. In the last impression, the length of the upset O is well within the limit of Rule 1 regarding unsupported stock, so that no limit need be put on the diameter P of the last die impression. In such upsets, where the length of stock in Toot Fig. 5 the first operation is e.xcessive, it is generally necessary to keep the end of the bar at a lower temperature. Where it is desirable to carefully hold the size of some upset in which the stock requirement is not materially over three diameters in length, if the diameter of the impression in the die is made not more than 1.3 times the diameter of the bar, as in Fig. 6, then the upset formed will be free from fins on the end of the upset, even if no special care is taken in heating. This is on account of the fact that 3 Fig. 6 where the length of the stock is not more than three diam- eters, the upsetting takes place quite uniformly throughout its length, and any buckling being limited, the friction of the stock along the side of the die does not become a factor. In handling all upsets requiring more than three diam- eters of stock, the fact must always be kept in mind that the stock will first start to buckle at the middle of the unsup- ported portion, and as a result, somewhat more than one- half the stock to be upset must be inside of the impression in the die. It can equally well be in a taper or straight hole in the heading ram; but it is useless to attempt to make part of the impression in the gripping die, and part in the heading tool, because when the up-setting begins, as in Fig. 7, the stock will buckle, leaving a defective forging. Among the various ways to reduce the number of opera- tions required to make large size upsets on small diameter bars, attention is called to the square hole scheme as shown in Fig. 8. Here an extra amount of stock is obtained in the I Fig. 7 first upset by making the first impression square, in place of round. The short diameter of the square hole, as at R, is made within one and one-half times the diameter of the bar. Consequently, the sides of the square impression in the die support the bar, and keep it from buckling; but the greater area of the square hole enables a larger amount of stock to be gathered than would be possible were the hole round. The ne.xt impression is made round, and the diam- eter of this impression, as at S can be one and one-half times the long diameter, or in other words, the diameter across the comers of the previous square upset. The square cor- __ ._, . Cjxx^ l^^e- Fig. 8 ners, by coming in contact first with the sides of the die im- impression, also prevent the bar from buckling and allow a large amount of stock to be gathered. If the length of the stock as it leaves the second operation, has been shortened sufficiently to come within the requirements of Rule 1, then it can be formed in the last operation into any desired shape without regard to the diameter of the die impression. Another method of increasing the amount of stock that can be gathered in one operation, is to keep the diameter of the impression in the die within the limit of Rule 2 for a distance of slightly more than one-half of the length of the stock, as indicated at T, Fig. 9, but then to increase the size of the opening as shown. When the heading tool be- gins to upset the stock, it will, of course, buckle at T, but being supported by the die at this point, and by virtue of the fact that the friction along the side of the die will cause the forward end to upset first, the stock will gradually carry back in the die and produce a uniform upset. November, 1917 RAILWAY MECHANICAL ENGINEER 647 Rule 3. — In an upset requiring more than three diam- eters of stock in length, and in which the diameter of the upset is one and one-half times the diameter of the bar, the amount of unsupported stock beyond the face of the die must not exceed one diameter of the stock. This rule, as will be noted, is a combination of Rules 1 and 2. As an example, if the stock to be upset, as in Fig. 10, is 1 inch diameter by 6 inches long, and the diameter of the hole in the die is 1 V2 inches, then the amount of stock Another form of die having great possibilities, but whose limits are more frequently misunderstood, is the sliding die, as shown in Fig. 11. Such dies are, of course, in quite gen- eral use; and are invaluable in upsetting stock at a consid- erable distance from the end of a bar. Rule 1, however, is still with us, as the total length of unsupported stock, meas- ured from the bottom of the die impressions as at V, must not exceed three diameters of the bar. In case the length of unsupported stock is more than three diameters, as shown in Fig. 12, then both Rules 2 and 3 must be kept in mind as applying to the relative diameter Too/ Fig. 9 as at U, extending beyond the face of the die must not be more than 1 inch. However, if the diameter of the hole in the die is reduced below one and one-half diameters, then the length of the unsupported stock beyond the face of the die can be corre- spondingly increased. If the diameter of the hole in the die is not over one and one-fourth times the diameter of the stock, then the amount of stock beyond the face of the die may be increased to one and one-half times the diameter of the bar. This rule also applies to cases where the upsetting takes JJie Coktc Sf,y;ng Z7^ f-X-» h J » ...\ ^.■'^. 1 V - W T| i ■ 1 tf^/r ^-e s ^rJ/> D» Fig. 12 of the upset, as at W , and the length of stock extending be- yond the face of the die, as at X. In any extensive application of the sliding die, it is gen- erally necessary to gather stock in several impressions, and here not only must Rules 2 and 3 be kept in mind, but the fact remembered that the friction along the side of the die will cause the upsetting to take place near the front end of the die. For this reason, if the first upset is formed in the near half of the dies, then the second impression should be in the front half; the third impression in the rear half; the fourth impression in the front half, etc., in order in each case to bring that portion of the upset which naturally swells the most, into the bottom of the next impression where it is more difficult to carry it. Fig. 10 place in either straight or taper holes in the heading tools. If an effort is made to allow a greater amount of stock un- supported beyond the face of the dies, the stock will buckle outside of the dies. It will be readily seen that such a limited travel of the heading tool as at V , Fig. 10, would not provide sufficient stock to entirely fill the impression in the die, hence in view of the limited heading tool travel on account of Rule 3, many upsets can to advantage be made tapering. The taper upset possesses many valuable qualifications. UNIVERSAL DRIVING BOX CHUCK In the shops of the Soo Line a special chuck is used for holding driving boxes while boring the crown brass and fac- ing the hub plate. A drawing showing the construction of the device, which was designed and made in the company's shops, is given below. The base plate has a boss on the lower side to hold it central on the boring mill. The upper S/i'ding .JJi« < — Y- 6r^ Die JJie €Mm 1 sMi^i Fig. 11 particularly in that if the angle of the taper is approximate- ly four degrees on each side, the increased diameter of the upset, as the heading tool advances, increases the pressure in the direction of the bottom of the impression in the taper tool, and more fully insures a uniform and well filled upset. A large amount of stock can be gathered in few opera- tions by this method, for while the first die impression is limited to the size of the bar, thereafter it is the dimensions of the taper upset that governs the size of the next die im- pression, and not the diameter of the bar. The taper upset is also valuable in properly distributing the stock at desired points, in more easily filling a large flange, or, b\- inverting the taper, securing the advantage of filling the outer flange, and enabling the second forming tool to more easily place the stock. Driving Box Chuck Used In the Soo Line Shops surface is fitted with dovetailed ways to receive the chuck jaws and has a bearing at the center for the adjusting screw. The upper faces of the jaws are separate parts attached with cap screws to make it easier to set them both at the same distance from the center. The boxes are placed in the chuck with the hub face up. 648 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 11 As the chuck screw is tightened the box is centered, and after it has been set to give the desired depth of cut in the crown ot the brass the vertical set screws on the jaws are tightened. This holds the box securely and it can be bored and faced in one operation. LUBRICATING AIR CYLINDERS OF CROSS- COMPOUND TYPE AIR COMPRESSORS BY J. H. HAHN Machinist. Norfolk & Western. Bluefisld, W. Va. Some trouble has been experienced in devising a success- ful method of lubricating the air cylinders of the cross- compound type of air compressor. A connection from the hydrostatic lubricator is not advisable on account of the condensation that would be carried into the cylinders, thence to the main reservoir and finally to the brake system. With a view of furnishing a suitable lubricator for lubri- cating the air cylinders of the cross-compound type of com- pressor that would eliminate the objectionable features of the hydrostatic lubricator and the hand oilers, the pneumatic lubricator shown in the sketch was designed. All parts of this lubricator can be made in the ordinary railroad shop at little expense. The oil reservoir can be made of a piece of pipe of suitable size (depending upon the number of feeds). Wrought iron or copper pipe can l)e used. On compressors equipped with metallic piston rod pack- ing it is necessary to have a four feed lubricator. The special chcke fittings are used in the main reservoir pipe. Filhng t^li Special Choke RegulaHng ' Val^e /alfe Lubricator for Cross-Compound Air Compressors also in the pipes to the high and low pressure air cylin- ders. Xo chokes are used in pipes to the piston swabs. The regulating valves are /4-in. needle valves of the usual design. The cut out cock in the pipe from the main reser- voir to the oil reservoir should be closed before the air is drained out of the main reservoir, otherwise some of the oil may escape by the special choke and go into the main reservoir. 'I'his cut out cock should also be closed when there is pressure on the main reser\'oir and if there is any occasion to remove filling plug§, etc. The pipe at the upf)er left hand corner is connected to the main reservoir and carries air at main reservoir pressure to the oil reservoir. The air pressure insures that the oil pipes and passages remain open. Cold weather has no ef- fect on this lubricator and the amount of condensation that goes into the cylinders is reduced to a small percentage. By regulating the needle valves, the desired amount of oil can be delivered to the cylinders. The special choke fitting was designed to use on the high pressure air cylinder, how- ever, it can be applied to all connections where required. The lubricator is attached by two of the ^-in. T-head bolts in the steam head of the pump. No dimensions arc given as the installation of the lubricator has to be gov- erned by conditions. In some instances it is desirable tc use one lubricator for two pumps and in other cases a sep- arate lubricator for each compressor is required, etc. The special choke fittings are made in two parts and about a j4-in. ball is used. JIGS FOR PLANING OUTSIDE OF CROSS- HEAD SHOES BY LOCKO WALKER Asst. Machine Foreman, Oregon- Washington Railroad & Navigation Company, Portland, Ore. Before these jigs were made it used to take us a good six hours to plane four crosshead shoes on the part that fits in the crosshead. Most of this time was consumed in setting up the shoes and trying to keep them from slipping around Ea h-*^"" 7" a - ffi;:::;3 \ n L 3." Jk I P/anerSh* |< 4'- -»j f.-_2i'.._^.____jj'.___^./^ This^P/n^ in End Jigs only L a:':;:.;] O Qib L.J This Piece ~ for Stop Jig for Planing Crosshead Shoes under the strains of the cut, but with this jig it is possible to finish entire outside of four shoes in less than three hours. The setting up of these jigs is simple. Place the jigs, with the tongue in the slots, in a row, having a bolt long enough -24' » -i-H-li- 1--I-} — t-i — '--^- 1 1 ^ \- w^nc^' Cos f Iron. Two far *ach Cmsheod. ; 1; II i; i; n n n • n 11 It II |i II >< J 4 Cross IV/nes V-^^'' — ! r " i J -♦! I Ifll jpiJlJl ' j J -¥-7^ Note: ^ Crosi Wires arid g Holes in Boffom Shoes only. Type of Shoe for Which the Jig Is Used to allow for clamp, run up through jig. Place the shoe on the front jig and pull the second jig up so that the stop on the jig hits the back end of the shoes. Set up the rest of the shoes in the same manner, working from the front. November, 1917 RAILWAY MECHANICAL ENGINEER 649 Then with a socket wrench tighten up the set screw in the loose pieces to prevent side play and then by merely put- ting the clamps over the bolts and tightening them down with nuts, the shoes are ready for any cut the planer will pull, with both heads cutting. The jigs are made from scrap found about railroad shops and they will pay for themselves in the planing of eight gibs. Five shoes are required for four shoes. BORING EQUALIZER BRACKETS IN PLACE It is the practice on most roads to remove equalizer brack- ets from the frame whenever it becomes necessar)- to true up the holes and apply bushings. Where the brake hanger pin hole is in line with the equalizer pin the work can be Tap for Q SefScreivs SefScretrs I « I II Y—-7-—. "T h 10 H Bracket for Boring Bar and Self-Centering Bearing greatly facilitated by an attachment for boring the bracket in place which has been developed at the Boone, Iowa, shops of the Chicago & North Western. The device is shown in Truing up the Holes in an Equalizer Bracket in this bracket can be adjusted by means of set screws to bring it in line with the center of the hole. The outer end of the cutter bar is held in place by a bearing, one end of which is tapered at an angle of about 60 deg.. so that it is self-centering. The tapered bearing is held securely in the brake hanger pin hole by means of set screws. A wooden collar is clamped on the cutter bar so that it maintains a contact with the inner bearing and slides on the bar as the tool is fed forward by the lead screw of the motor, thus pre- venting the tool from digging into the work. CLEAR VISION WINDOWS BY JOHN H. NAGLE Chief Draftsman, Buffalo, Rochester & Pittsburgh To meet the requirements of the Interstate Commerce Com- mission, that road locomotives used where snow storms are generally encountered shall be provided with a "clear vision" window at the front and so constructed that they may be easily opened or closed by the enginemen — the Buffalo, Rochester & Pittsburgh has designed a neat and suitable arrangement which is placed in the front doors of all cabs. Clear Vision Windows for Wooden Cab Doors The design is suitable for either steel or wood frame doors. The clear vision glass frame is of light construction, either of cast brass or malleable iron, but preferably of brass, and is held in the open or closed position by means of a clutch and spring, the clutch being made with small teeth. This also keeps the window in any position desired, while the springs may be adjusted to keep the teeth properly engaged. use in the illustration below. The cutter bar is driven by an air motor being supported inside the frame by a bracket attached to the lower frame rail by C-clamps. The bearing adopted as standard by this road Clear Vision Windows for Steel Cab Doors The frame bracket for the steel frame door is provided with a small lip on top which holds the glass in the cab door away from the frame, and the small glass in the frame is held in place by small wood strips and brass screws. Repairs can be made or the glass removed without removing the frame from the cab door. This design has proven entirely satisfactory and has l>een PORTABLE CRANK PIN PRESS The Watson Stillman Company, New York, has developed a new type of portable press for forcing crank pins into locomotive and engine wheels and for miscellaneous shop and field forcing work. It contains some unusual features in its design and is intended to reduce the time and labor in doing this work. In this press the hand pump is replaced by one driven by an air engine, the air being taken from the shop air main. The operating valves are so placed that the man in charge can operate the press in addition to directing the work of his men. The use of the air pump eliminates one man, the hand pump operator, from the crew, as well as increases the speed of doing the work ajjjjroximately three hundred per cent. The press is e(|uipped with a gage, which accurately in- dicates pressure required to seat the pin. By this means it on the end of the ram. All movements of the ram are con- trolled by a geared screw stem valve. These presses are Ijuilt in capacities ranging up to 300 tons. ^ r 1 ^ iM^ ""^ ^IPB 1 Portable Crank Pin Press of 300 Tons Capacity is easy to detect a loose fit, which might seriously endanger the performance of a locomotive. The main portion of the press is an open hearth steel cylinder on the sides of which are cast heavy forks which support tie rods. The reser\'oir is mounted on the rear of the press and the ram operates from the front of the cylinder casting. The whole unit is carried on screws that are mounted on a truck. By turning any one of the screws the center line of the ram can be raised or lowered to meet the center line of the pin. Two tie rods and an abutment l^eam are used in connection with the press. The distance between the rods is adjustable in the forks so that the rods may be passed through spokes of the wheel at any convenient opening. The ram is returned by a small hydraulic cylinder mounted on the top of the press, with its piston connected to a lug THE AMERICAN TRAINAGRAPH An instrument for recording the performance of air brakes has been developed by the American Steam Gage & Valve Manufacturing Company. Boston, Mass. As shown in the illustration it is provided with three pens; the upper one records the pressure in the brake cylinder, the lower one at the left records the l^rake pipe pressure and the lower one at the right the au.xiliary reservoir pressure. The pencil An Inntrument for Giving Continuous Records of Brake Cylinder, Brake Pipe and Auxiliary Reservoir Pressures motion is such that the pens move in a vertical which pro- vides a record that may very easily be read. The recording paper is divided horizontally into 5 lb. divisions and vertically in 5 second divisions. The move- ment of the paper is controlled by a powerful clock which can be started or stopped only when the cover of the re- corder is opened as shown in the illustration. It can be locked and sealed in the closed position which makes it im- possible for the record to be tampered with. This instrument is particularly useful for testing air 650 November, 1917 RAILWAY MECHANICAL ENGINEER 651 brake equipment and has been designed to meet the par- ticular needs of railway work. It is also of value for checking the performance of the engineman in the handling of a train. It can be placed on the locomotive as well as on cars. A set of 100 of these instruments are being used by the Automatic Straight Air Brake Company in the tests being made on that company's brake, a description of which is given elsewhere in this issue. Samples of charts taken with this instrument are illustrated in connection with that description. These instruments will give continuous records 24 hours long with one setting which makes them particularly suited for long through service tests. DRILLING MACHINE WITH TAPPING ATTACHMENT The illustration shows a friction geared tapping attachment made by the Weigel Machine Tool Company, Peru, Ind., applied to its 2 5 -in. vertical drilling machine. The tapping attachment is mounted directly on the spindle and has a reverse motion of 2 to 1 for the spindle. When tapping is done with the back gears thrown in, which is the usual prac- tice, the spindle has a reverse motion of 12.88 to 1 by throw- ing the back gear lever onto direct drive. The lever for operating the tapping attachment is placed in front on the left hand side of the machine close to the back gear lever so the operator can reach either or both Weigel Drilling Machine with Tapping Attachment levers without changing his position at the front of the ma- chine. The driving key is made extra long and, having a good bearing on the spindle, prevents any cramping on either of the forward or reverse motion of the spindle. All gear- ing is entirely enclosed and the splash system of oiling is used. The tapping attachment can be disengaged when no tapping is to be done. The base of the machine is stiff and well ribbed and has an oil pan extending entirely around the outer edge to keep oil from the floor. The table arm is stiff and is raised and lowered by means of a rack and pinion actuated through a worm and worm gear. The bore for the hub of the table is made large enough to allow a compound table to be substi- tuted at any time. Improved friction type back gears which are easily operated and positive in action are provided. Eight feeds are obtained for each spindle speed ranging from .0040 to .0432 to each revolution of the spindle. Changes are obtained by means of sliding gears operated by convenient levers and indicated by a plate attached to the machine. An automatic stop which is positive in its action can be set to throw out the feed at any predetermined point. The friction quick return is powerful in action. The four oper- ating levers are placed in the form of a pilot wheel any one of which engages or discharges the feed at will. The principal dimensions of the machine are as follows: Extreme height — spindle extended 9 ft. 9?^ in. Traverse of heat' on column 21 in. Traverse of spindle 11 in. Diameti: • of table 22 in. Diameter of col'imr. Tyi in. Diameter oi spindle above sleeve 1 9/i6 in. Diameter of spindle in sleeve 1 11/16 in. Diameter of sleeve 25-^ in. •Spindle bored — Morse taper No. 4 Ratio bevel gears 2.5 to 1 Speed of tight and loose pullevs 500 r. p. ni. Spindle speeds — open belt ' 100. 160. 250. 400 Spindle speeds — back gear 15. 25. 39. 62 MOTOR HEADSTOCKS FOR WOODWORK- ING LATHES Individual motor drive, now so widely used on machine tools, has been applied to small woodworking lathes by the Westinghouse Electric & Manufacturing Cwnpany, East Pittsburgh, Pa. This company is now manufacturing a line of motor headstocks for either alternating or direct current. Each equipment consists of a motor and controller especially designed for this service. For alternating current circuits a special four-speed ball- bearing motor is furnished. The motor is totally enclosed by solid end brackets which exclude all dust and foreign substances. The feet are cast integral with the brackets to give maximum rigidity. The end thrust in either direction is taken by ball bearings. The end of the motor shaft near- est the tailstock is provided with an internal taper for a live center and a male thread for a face plate. The shaft extension on the opposite end is threaded to take a hand wheel. The controller, mounted in the leg of the lathe, gives motor speeds of approximately 570, 1,140, 1,725 and 3,450 r. p. m. at full load. Dynamic braking for slowing down is obtained by throwing the controller to the next lower speed. For direct current circuits an adjustable speed, commutat- ing pole, shunt wound motor, is furnished which gives speeds ranging from 600 to 3,000 r. p. m. by control of the field current. It is mounted in the same manner as the alternat- ing current motor and resembles it in general construction. The controller for the direct current equipment is simple in construction. It is mounted in one leg of the lathe and is completely enclosed by a cover plate. Protection against low voltages and overload is afforded by relays which open the line circuit and stop the motor. The (^rator may stop his machine at any time by opening the main line switch, in which case dynamic braking automatically brings the motor to a quick stop. The elimination of cone pulleys and belts makes it possible to place this motor in any location desired. It also assures better lighting and affords safety to the operator. It is claimed that the quality of the work is improved by the uni- form speeds secured with motor headstocks. The operator can always use the exact sj)eed desired and does not waste any time shifting belts. The construction and design of the equipment are such that occasional inspection and lubri- cation will keep the apparatus in good condition almost in- definitely and successful operation is assured even with hard usage and unskilled handling. 652 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 11 MOTOR DRIVE FOR RADIAL DRILLS An interesting application of motors to radial drills has been made by the Cincinnati Bickford Tool Company, Oak- ley, Cincinnati, Ohio, where the variable speed direct con- nected motors are desired with the machine. The illustra- tions show two installations. In one case a 3 to 1 variable Application of Motors to the Arm and at the Top of the Column sjieed motor is shown mounted on a bracket attached to the arm of the machine and on the opposite side of the column. The motor is geared directly to the arm shaft. The con- troller is mounted on the head of the machine. A constant speed reversing compound wound motor mounted on top of the column is used for elevating or lowering the arm. This Motor Application at the Base of the Machine motor is controlled by a reversing switch which is operated by a square shaft provided with that company's patented interlocking device. The wires to this motor pass up on the inside of the column, a revolving connection being provided at the base of the column for this purpose. This arrangement may be ap- plied to the company's 4 ft, 5 ft. or 6 ft. radial drills. The second illustration shows a Reliance adjustable speed motor mounted on the bed of the machine. A small motor for speed adjustment is attached to the larger motor, A remote push button control is used in this case, the push button being located on the head of the machine. As in the previous case this arrangement of motor drive may be ap- l^lied to the 4 ft., 5 ft. and 6 ft. machines. ABRASIVE BELT FINISHING MACHINE The Blevney type B-6 polishing and finishing machine, which is shown in the illustration, has been placed on the market by the Blevney Machine Company, Greenfield, Mass. This machine is designed to do such work as it has been cus- tomar\- to handle on the ordinary set-up or buffing wheel, where the work is held to the wheel by hand. The patented construction of the wheel and the use of a l»elt running over this wheel makes it possible to cut better and produce a superior finish to that which may be obtained on the ordinary solid wheel with an increase in production. Blevney Type B-6 Polishing and Finishing Machine The cost of abrasive is also reduced ajid the necessity of carrying a large stock of wheels is overcome. The wheel is made up of a cast iron hub supporting two steel flanges into which are fitted approximately 225 leather blades attached to metal holding pieces which separate the leatlier sections from each other and also prevent radial bending of the leather under operating speed. The cloth abrasive belt passes over this wheel on one end of the ma- chine and over a 12 in. idler pulley on the other end, this belt being the finishing member. The abrasive belt is auto- matically kept in tension by means of a weighted pressure operating through a rack and pinion arrangement directly on the spindle to which the idler pulley is attached. The tension pressure weight when lifted to its extreme position November, 1917 RAILWAY MECHANICAL ENGINEER 653 V 11 lock itself and become inoperative to facilitate the cl inging of the abrasive belt. A release is provided for this 1( k. Provision is made for instantly changing the lead of tl., belt over the cushion. In operation the abrasive belt runs at the rate of 7,000 ft. per minute, and under this speed the tension of the belt w 11 slightly bend or curve the leather blades. This bend- ii.L,' is increased by the pressure of the work being finished Causing the belt to be supported at the point of finishing by tlie corners of the leather blades, while immediately adjoin- ing these supporting points and within the thickness of the blades the abrasive belt is unsupported; in fact, it curves in these places through the action of the pressure of the work, resulting in a receptacle for the chips generated and providing for the free passage of the chips. In other words, there is in effect saw teeth giving high points for cutting and low points for a chip recess, giving a quick and free cutting wheel with unnecessary friction eliminated. As the leather sections bend slightly from their usual position when in constant use, the wheel may be quickly taken off and re- versed. In ordinary use, the wheel should be reversed about once weekly. The wheel bearings are of an approved type lubricated by grease cups. The boxes are contained in the malleable iron section rigidly secured to the main cast iron wheel yoke and it is only necessary to drive out two wedges to remove the wheel and spindle complete. The frame holding the wheel and idler pulley with the other mechanism may be quickly raised or lowered on the column or may be tilted as may be best for the operation in hand. In the operation of this machine an abrasive belt of suit- able grit is used for roughing, a finer belt for the second cut and a dressed down or suitably charged belt for finish- ing, making three operations where the finish is of a high character. It is claimed that this machine will effect large savings and produce superior work. The main contacts are moved by a main control magnet, a relay known as a transition relay and a spring. This is accomplished by an interesting mechanical movement A brief summary of the sequence of operations of this stater is as follows: First. — The operating magnet is excited, closing the armature, compressing a spring and con- necting the motor to the source of supply through the trans- former. Second. — ^After the motor has attained a suitable speed, the transition relay operates a latch, permitting the compression spring to disconnect the motor from the trans- former and the transformer from the line, and to connect the motor to the line. Third. — When the operating magnet is de-energized, the armature falls open and the motor is dis- connected from the supply lines. Any point on the movable contact completely bounds an enclosed area each time the compensator goes through one cycle of operation, passing progressively from "off" to "start," to "run," and finally again to the "off" position. The compensator is submerged in oil with the exception AUTOMATIC STARTER FOR INDUCTION MOTORS The need for an alternating current automatic motor starter has been clearly shown by the constant demand for something which would do for the squirrel cage motor what the automatic starter has done for the direct current motor. The Electric Controller & Manufacturing Company, Cleve- land, Ohio, has recently made such a starter. The distinc- tive feature of it is that all of its parts, including the con- trolling coils, auto transformer coils and contact coils, are contained in a single case and are all submerged in oil. This device, which is called the E. C. & M. automatic compen- sator, can be installed by an electrician of ordinary ability and is operated by push buttons. This starter starts a squirrel cage motor in the usual way, in that the motor initially receives a reduced voltage through a transformer and after the attainment of considerable speed the reduced voltage is withdrawn and the line voltage is quickly applied to the motor. The automatic starter is enclosed in an iron case, fitted at the top with a weather-proof iron cover. Eye bolts hold the cover in place and furnish means by which the starter may be transferred with a crane. A plugged oil hole is pro- vided at the bottom of the case for draining the oil. The necessary leads to the starter emerge at the back, pointing downwards and are sealed hermetically tight where they pass through the case. In compliance with safety require- ments the case has convenient means for connecting it to the ground. However, with the cover in place, all the exposed parts are dead, electrically. The compensator can be placed in small quarters with ample safety, or exposed to the sever- est weather without interference with its operation. E. C. & M. Automatic Compensator for Alternating Current Motors of the terminal board used for connecting the transformer voltage taps. The oil accomplishes several purposes; it cools and insulates all parts carrying current, it provides constant and liberal lubrication for the moving parts and it quickly quenches the arc which is formed when the contacts are separated. A special oil is used which has a high flash point, but which is still liquid enough at zero degrees, F., to allow free operation. On account of a large volume of oil and the freedom with which copper particles and carbon can settle harmlessly at the bottom it is not necessary to change the oil for at least five years of average service. The arrangement of taps to the transformer coils is such that by means of the flexible leads it is possible to easily adjust the voltage for starting, that is, if the motor fails to start promptly under normal load conditions with the leads on certain taps, ihey may be changed to the next higher voltage. When the proper tap has been secured, the cover should l>e replaced and clamped in place. The frame and operating mechanism is built in three standard sizes, covering a wide range of motors. alwaY (Formerly the RAILWAY AGE GAZETTE, MECHANICAL EDITION with which the AMERICAN ENGINEER was incorporated) Published on the First Thi-rsdav of Every Month by the SIMMOXS-nOARDMAX PUHLISHIXG COMPANY Edward A. Simmons, President L. B. Sherman, Vice-President Henry Lee, Vice-President and Treasurer M. H. Wivm. Secretary Wo<1LWORTH BflLDINC. Xew YoRK, N. Y. F. II. Thompson, Business Manager, Chicago. Chicago: Transportation BIdg. Cleveland: Citizens' Washington: Home Life Bldg. London: Ouecn Anne's Chambers, VVi-stminster. Bldg. Rov V. Wright. Editor R. K. Thayer, Managing Editor C. B. Peck. /Associate Editor .\. F. Stiebing. Associate Editor Entered at the Post Office at Xew York, N. Y., as mail matter of the second class. Subscriptions, including the eight daily editions of the Railway Age Gazette published in .Tune in connection with the annual conventions of the Master Car Builders' and American Railway Master Mechanics' Asso- ciations, payable in advance and postage free: United States, Canada and Mexico, $2.00 -i year; Foreign Countries (excepting daily editions), $3.00 a year; Single Copy, 20 cents. WE GUARANTEE that of this issue 9,000 copies were printed; that of these 9,000 copies 7,812 were mailed to regular paid subscribers, 113 were provided for counter and news companies' sales, 314 were mailed to adver- tisers, 218 were mailed to exchanges and correspondents, and 543 were provided for new subscriptions, samples, copies lost in the mail and office use; that the total copies printed this year to date were 101,347, an average of 9,^13 copies a month. THE RAH.WAY MECHAXICAL ENGINEER is a member of the Associntcd Business Papers (A. B. P.) and the Audit Bureau of Circu- lations (A. B. C). In the Federal Court at Louisville, Ky., the Louisville & Na.shville has been fined $200 for violation of the Safety Appliance Act. In the shops of the Grand Trunk at Stratford, Ont., the female employees have been directed to wear overalls and caps. This is to lessen the danger of accident by catching clothing in machinery. The Delaware & Hudson is about to reopen its car shops at Green Island, N. Y., near Troy, which have been idle for seven years. The company is now tr>'ing to get the 100 men needed to organize a force to repair freight cars at those shops. The machine shop and roundhouse of the Chicago & East- ern Illinois at Salem, 111., were destroyed by fire on the morning of October 25. The explosion of a five gallon can of gasolene is believed to have started the fire and the loss is estimated at $200,000. The New York Central has temporarily suspended the rule under which all employees reaching the age of 70 years are to be retired on pension, and those not physically unfit will be retained in the service. Former employees, now retired on pension, who are physically able and competent to perform some work, will be re-employed temporarily, if they so desire. The recruiting sergeant at Altoona, Pa., recently received a mes.sage from the War Department, reading as follows: "Five hundred car builders or car repairmen for work in French railway shops, must be recruited in your district at once. They will be rated from ^33 to $106 a month." With the message came the information that the men would be assigned to the 35th Engineers of the National Army. The Alabama Supreme Court holds that the Alabama locomotive headlight law of 1915 has no application to en- gines engaged in interstate commerce, the federal act of 1911 as amended in March, 1915, having excluded the states from the right to legislate, though the final federal rules on the subject of headlights were not promulgated until after a rail- road charged with violating the Alabama law committed the offense. The Chicago, Milwaukee & St. Paul has announced that the contract for locomotives and substation equipment for its Cascade Mountain electrification from Othello, Wash., to Tacoma and Seattle has been divided between the General Electric Company and the Westinghouse Electric & Manu- facturing Company. The section to be electrified is 211 miles long; this, with the 440 miles already electrically oper- ated, will make a total of 651 miles. Judge Anderson of the United States district court for the district of Indiana, at Indianapolis on October 9 dismissed a complaint of the New York Central against the enforce- ment of the Interstate Commerce Commission's order requir- ing the use of high power locomotive headlights. The com- plaint was dismissed, at the cost of the complainant, on motion of Blackburn Esterline, special assistant to the at- torney general, not on the merits of the headlight order but on technicalities regarding the form of the complaint. The campaign for early shipment of Christmas packages, already started in a number of places, is being pushed joint- ly by the American Railway Association's car service com- mittees of Chicago, Milwaukee, Wis., and South Bend, Ind. Co-operation is promised by representatives of the National Industrial Traffic League and the Chicago Association of Commerce. Each railroad is to do everything possible to promote early shipments, whether by mail or express. Among prospective recipients are approximately a million soldiers in the various cantonments and training camps. The post- office department has fixed November 15 as the last day for mailing Christmas packages to our soldiers and sailors abroad. A decision was rendered by the Federal District Court, S. D., Florida, in favor of the government in an action for the penalty for keeping trainmen on duty more than 16 hours. The railroad company claimed that the violation of the 16-hour law was necessary due to the derailment of cars and the impossibility of clearing the track before the time limit was up, the accident occurring at a place where it was impracticable to substitute another crew. The court sus- tained the government because the railroad was silent as to the cause of the derailment, the court holding that if the derailment could have been avoided by ordinary oversight, the accident could not have been said to be unavoidable, and unless it was unavoidable the railroad had no defense. Alfred H. Smith, president of the New York Central Lines, has issued a statement showing the immense expendi- tures of those roads for cars and locomotives during the three years and two months since the war began. The total for locomotives, freight cars and passenger coaches is $84,324,- 736; and this equipment at the prices prevailing today would 654 November, 1917 RAILWAY MECHANICAL ENGINEER 655 cost $193,028,610, or an increase of 128.91 per cent. Of freight cars the New York Central bought in the three years 38,052 for the sum of $53,762,036, or an average of $1,- 412.85 per car. The same cars today would cost $133,839,- 810, an average of $3,519.92 per car. The companies bought 734 engines for $23,768,500, or an average of $32,383.15 per locomotive. The same locomotives would cost today $46,927,000, an average of $63,933.51 each. Passenger coaches bought numbered 445, costing $6,794,200, an aver- age of $15,267.87 per coach. The same cars would now cost $12,261,600, an average of $27,544.16. Three members of the American Railroad Commission which went to Russia early in the year to study the railway conditions of that country, with a view to extending assist- ance from this country, have returned to the United States with detailed recommendations in addition to the reports which have been sent by letter and by cable. Those who have returned are W. L. Darling, formerly chief engineer of the Northern Pacific; George Gibbs, consulting electrical engineer; and J. E. Greiner, formerly chief consulting en- gineer of the Baltimore & Ohio. They have reported a con- siderable improvement in the congestion at Vladivostok which has hampered the transportation of supplies over the Trans-Siberian Railway. Extensive plans for improving the condition of the road are now under way at Washington and elsewhere, under the direction of S. M. Felton, director-gen- eral of railways, for the War Department. Twelve units of railway officers, consisting of division superintendents and their staffs, and including a considerable number of shop men, are being recruited to be sent to Russia. They will be under the direction of G. H. Emerson, general manager of the Great Northern. The Chicago, Burlington & Quincy has employed 12 women at its St. Joseph (Mo.) shops to clean up rubbish on repair tracks, swe» shop buildings and wipe locomo- tives. The Grand Trunk recently employed a woman ticket agent in its Chicago city office, and the Chicago & North Western a station mistress at Ames, Iowa. Two prominent roads in the East have women at work in track-repair gangs. Preliminary LooomotiTe Design On page 555 of the October issue of the Railway Mechan- ical Engineer a method for calculating the sectional area of locomotive frames was given. An error was made in the number of decimal places for the constants and the table should read as follows: O. H. steel Vanadium Top of pedestal T X .00038 T X .00035 Top rail between pedestals T X .00033 T X .00030 Lower rail between pedestals T X .00022 T X .00020 Railroad Companies Subscribed for $77,810,000 of the Liberty Loan The railroads in addition to making strong efforts to secure subscriptions to the second issue of the Liberty Loan among their employees and assisting them in paying for these bonds on a partial pa^^nent plan, themselves subscribed for $77,810,000 of the Liberty bonds. They also adver- tised them extensively to their patrons. The following list gives the amount subscribed by the railroads on record: Atchison, Topeka & Santa Fc $7,000,000 Atlanta S: West Point 300,000 Chesapeake & Ohio 500,000 Chicago & North Western 3,500,000 Chicago, Burlington & Oujncv 5,000.000 Chicago, Milwaukee & S't. Paul 2,500,000 Delaware & Hudson 1,000,000 Delawarf , Lackawanna & Western 5,000,000 Illinois Central 1,000.000 Kansas Citv Southern 500,000 Lehigh Valley 1,500.000 I^ong I sland 500,000 Louisville & Nashville 6.000,000 Missouri Pacific 1,000,000 Mobile & Ohio 420,000 Nashville, Chattanooga & St. Louis 250.000 Norfolk & Western 5.000,000 Northern Pacific 10,000,000 Panama 30,000 Pennsylvania 10,000.000 Pittsburgh & West Virginia 250.000 St. Louis-Spn Francisco 300.000 St. Louis Southwestern 7SO.O00 Southern Pacific 5,000.000 Texas &• Orleans 1 0,000 Union Pacific 10,000.000 Virginian 500.000 Besides the subscriptions of the companies, the Railroads' War Board estimates that the railroad employees of this countr>' have taken more than $50,000,000 worth of the Second Liberty bond issue. For the first bond issue 241,280 railroad employees subscribed an aggregate of $20,027,966. Employment of Women in Shops Railroads in the Middle West are gradually adding more women to their pay rolls to take the places of employees who have left to serve their country. The Northern Pacific re- cently employed four women for clerical work in the local freight office, eight in the yard office and one in the mechani- cal department at Duluth, Minn. In addition, the road al- ready had at work six women in the roundhouse in that city, one in a clerical position in the car shops and 14 at manual labor. The women employed for manual labor in the mechanical department are largely engaged in wiping engines and cleaning up around the cinder pits, while of those in the car shops, one works at a bench repairing air apparatus and 13 are in the yard unloading grain-door lumber. MEETINGS AND CONVENTIONS Richmond Railroad Club. — The Richmond Railroad Club has decided to suspend all meetings and activities during the war. Car Foremen's Association of Chicago. — At the annual meeting of the Car Foremen's Association of Chicago, which was held at the Hotel Morrison, Chicago, on October 8, the following officers were elected : President, H. H. Estrup, general foreman, Chicago & Eastern Illinois; first vice- president, E. G. Chenoweth, mechanical engineer, Rock Island Lines; second vice-president, M. F. Covert, assistant master car builder, Swift & Co.; treasurer, F. C. Schultz, chief interchange inspector, Chicago Car Interchange Bu- reau; Aaron Kline. The association voted to invest $500 of its funds in five $100 Libert)- Bonds of the second series. Association of Manufacturers of Chilled Car Wheels. — The annual meeting of the Association of ALinufacturers of RAILROAD CLUB MEETINGS Club Canadian Central Cincinnati New England... New York Pittsburgh St. Louis S9Uth'n & S'w'rn Western Next Meeting Nov. 13, Nov. 9, Nov. 13, Nov. 13, Nov. 16. Nov. 23, Nov. 9. Nov. 15. Nov. 19. Title of Paper 1917 1917 1917 1917 1917 1917 1917 1917 1917 Ban- Draft Gears Conservation Annual Meeting, Election of Officers quel and After Dinner Talk by Ordering, Distribution and Use of Supplies The Woman in Railroad Work The Problems of the American Republic... (Subject Not Announced) Fuel Economy Author Prof. Louis Endslev J. P. Murphy Ex-Gov. Jud. Harmon Geo. G. Yeomans. . . . Stuart Brady Rev. S. McC. Lindsay E. F. Kearney Secretary Ta mes Powell.... Harry D. Vought H. Boutet W . E. Cade. Tr.. H£ irrv D. Vought 1. B. Anderson. . B. W. Frauenthal A. L Merrill .... 1. W. Taylor Address P. O. Box 7. St. Lambert. Que. 95 Liberty St.. New York. 101 Carew Bldg.. Cincinnati. O. 683 Atlantic Ave.. Boston. Mass. 95 Liberty St.. New York. 207 Penn. Station. Pittsburgh. Pa. L'nion Station. St. I-ouis. Mo. Grand Building, .\tlanta. Ga. 1112 Karpen Building. Chicago. 656 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 11 Chilled Car Wheels was held at the Waldorf-Astoria Hotel, New York, October 9. George W. Lyndon, president of the association, in his opening address called attention to the carrying capacity of the chilled iron wheel, saying in part as follows: "It is now a well established fact that the load that can be carried on a chilled iron wheel is only measured by the ability of the rail to support it. Many 33-in., 950-lb. chilled iron wheels are running under heavy locomotive tenders of 12,000 gal. capacity, and are giving such a good account of themselves that no other type of wheel is considered by the users. "We must pay the closest attention to the quality of our product. \\e must see that the interior of the 625-lb. and 7 25 -lb. wheel receives recognition in the matter of increased plate thicknesses which can only be obtained In' additional weight. We must have a reasonable factor of safety when measured by e.xcessive stresses encountered in .service, and these heat stresses are now recognized everj'where due to our educational campaign. We are not influenced by com- mercial consideration in asking for heavier wheels. We know the increased weights are necessary'." The following officers were elected for the ensuing year: George W. Lyndon, president and treasurer; E. F. Carry and J. A. Kilpatrick, vice-presidents; George F. Griffin, ^^ecretary, and F. K. Vial, consulting engineer. The following com- pose the board of directors: J. ^L Buick, vice-president, American Car and Foundr\' Company; J. A. Kilpatrick, president, .\lbany Car Wheel Company ; W. S. Atwood, chief engineer, Canadian Car & Foundry Company; Charles A. Lindstrom, assistant to president. Central Car Wheel Com- pany; F. K. Vial, chief engineer, Griffin Wheel Company, E. F. Carry, president Haskell & Barker Car Company; A. G. Wellington, president, MarA-hmd Car Wheel Works; W. C. .Arthurs, president, Mt. Vernon Car Manufacturing Company; J. D. Rhodes, president. National Car Wheel Company; F. B. Cooley, president. New York Car Wheel Company; A. J. Miller, general manager. Ramapo Foundry & Wheel Works, and William F. Cutler, vice-president. Southern Wheel Company. The foUozK-ins H"! ?i'''cs naitiex of tcfrrturifs, dates of next or regular nteetir.gs and places of ineeting of ricchdiiical assoiiaiions: Aim Brake .^s?ocIATlo^•.— F. M. Nellis. Room 3014, 165 Broa^ transferred to ^IcComlx He held the latter position until October 1, 1917, when he received his api)ointment as assistant superintendent of motive power of the Missouri, Kansas & Texas. William Kelly, assistant superintendent of motive power of the Great Northern at Spokane, Wash., has been trans- ferred to St. Paul, Minn. John M. Henry, assistant superintendent of the New York division of the Pennsylvania Railroad at Jersey City., X. J., has been appointed assistant general superintendent of motive power of the lines east of Pittsburgh with headquarters at Altoona, Pa. He was born on October 10, 1873, and was edu- cated in the public schools of Altoona and graduated from Purdue University in June, 1900. He entered the service of the Penn- sylvania Railroad as a special apprentice in the Altoona machine shops on May 5, 1889. He served as an ap- prentice until Septem- ber J, 1896, when he entered Purdue Uni- versity, being fur- loughed from the shops during the school term each year. In June, 1900, he became a special apprentice in the office of the assistant engineer of motive power at Altoona; on July 1, 1901, he was promoted to motive power inspector at Altoona, and in February, 1902, was made assistant en- gmeer of motive power of the Erie division and Northern Central Railway at Williamsport, Pa. He was promoted J. M. Henry to master mechanic of the Elmira, N. Y., shops on July 1, 1903, and later served in the same capacity first at the Sunbur\- shops and then at the Olean shops and at the West Philadelphia shops. On December 1, 1913, he was pro- moted to superintendent of motive power of the Western Pennsylvania division, at Pittsburgh, Pa., and on May 1, 1916, was appointed assistant superintendent of the Pitts- burgh division. He was transferred as assistant sup>erin- tendent to the New York division on April 15, 1917, and now becomes assistant general superintendent of motive power at Altoona, as alx)ve noted. W. M. Kelly, acting general foreman of the erecting shops of the Pennsylvania Railroad at Altoona, Pa., has been promoted to resident inspector in the Philadelphia district. His new duties will consist of following up the performance of trial devices for locomotives. Charles Manley has been appointed superintendent of machinery of the Missouri & North Arkansas, with juris- diction over all mechanical and car departments with of- fice at Harrison, Ark., and the position of superintendent, formerly held by him, has been abolished. L. S. KiNNAiRD, whose appointment as suj^erintendent of motive power of the Chicago &: Eastern Illinois, with head- quarters at Danville, 111., was announced in the October R a il ii' ay Mechanical Engineer, was l)orn on July 23, 1869. at Ft. Wa\Tie, Ind., and grad- uated in mechanical en- gineering from Purdue University in 1896. He liegan railway work in 1890 as a draftsman for the Pennsylvania company, .«er\'ing in that capacity until Sep- tember. 1892, when he entered Purdue. He worked as a special ap- prentice in the shops of the Pennsylvania Com- pany during the sum- mers of 1893. 1894 and 1895, and on July 5, 1896, took permanent employment with that company as a special apprentice. On January 1, 1900, he was appointed assistant master mechanic at Allegheny, Pa., and on November 20, 1902, he was appointed master mechanic of the Cleveland, Akron & Co- lumbus at Mt. Vernon, Ohio. Mr. Kinnaird was appointed master mechanic of the Pittsburgh, Cincinnati. Chicago & St. Louis, at Logansport, Ind., on June 1, 1915, which posi- tion he resigned on September 30 to l>ecome superintendent of motive power of the Chicago & Eastern Illinois. H. A. Macbeth, division master mechanic of the New York, Chicago & St. Louis, at Conneaut, Ohio, has been apjiointed assistant superintendent of motive power, with headquarters at Cleveland, Ohio. Henry Yoerg, mechanical engineer of the Great North- ern at St. Paul, !Minn., has been appointed assistant su- perintendent of motive power with headquarters at St. Paul. Minn. A. J. WiTCHELL, engineer of tests of the Spokane, Port- land &: Seattle, has been appointed to the newly created position of assistant to the general superintendent, with office at Portland, Ore. W. R. Wood, mechanical valuation engineer of the Great Northern at St. Paul, Minn., has l^een appointed to suc- L. S. Kinnaird 658 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 11 ceed Henry Yoerg as mechanical engineer, with headquarters at the same place. MASTER MECHANICS AND ROAD FOREMEN OF ENGINES R. J. Clark master mechanic of the Great Northern at Spokane, Wash., has been promoted to general master me- chanic of the Western district, with the same headquarters, succeeding William Kelly. T. W. CoE, master mechanic of the Indiana Harbor Belt, at Gibson, Ind., has been appointed master mechanic of the Xew York, Chicago & St. Louis, at Conneaut, Ohio, suc- ceeding H. A. Macbeth. C. H. Creager, road foreman of engines of the Baltimore 8: Ohio, at Cincinnati, Ohio, has been appointed road fore- man of engines of the Illinois division, with headquarters at Flora, 111. succeeding F. Hodapp, promoted. J. J. DowLiNG, master mechanic of the Great Northern at Delta, Wash., has been appointed general master mechanic of the central district, with office at Great Falls, Mont., suc- ceeding M. J. Flanigan, promoted. Charles O. Keagy, general foreman of the West Philadel- phia shops of the Pennsylvania Railroad, has been appointed master mechanic of the Middle division of the main line, with office at Altoona, Pa. Mr. Keagy was bom at Woodbury, N. J., on February 15, 1877. He was educated in the public schools and on August 27, ISO 4, he entered the service of the Pennsylvania Railroad as an ap- prentice in the Alioona shops. He filled vari- ous positions there, until January 1, 1002, when he was appointed an inspector in the motive power depart- ment. ]VIr. Keaay was advanced to assistant chief car inspector on January 1, 1904, and on Octoljer 1, 1905, he was made general foreman of pas- senger car inspectors. He was appointed general car in- spector on May 1, 1906, and on April 15, 1907, he was transferred to the West Philadelphia shops as general fore- man. He held that position until October 10, 1917. wlun he was made master mechanic of the middle division, with office at Altoona as mentioned above. M. J. Flanigan, general master mechanic of the Central district of the Great Northern, at Great Falls, Mont., has been promoted to superintendent at Whitefish, Mont. J. G. KiRCHER has been appointed road foreman of engines of the Ohio River division of the Baltimore & Ohio, with headquarters at Parkersburg, W. Va., succeeding E. J. Langhurst, transferred. Edward Lawless, general foreman locomotive department of the Illinois Central at Freeport, 111., has been promoted to master mechanic with the same headquarters, succeeding V. U. Powell, transferred. Charles Lee McIlvaine, master mechanic of the Phila- delphia division of the Pennsylvania Railroad at Harrisburg, Pa., has been appointed super ntendent of motive power of the Northern division, with headquarters at Buffalo, N. Y. Mr. Mcllvaine's photograph and a sketch of his career were C. O. Keagy E. W. Smith published in the Railway Mechanical Engineer for June, 1917, p. 363. M. B. McPartland has been appointed master mechanic of the Denver &: Salt Lake, with jurisdiction over the motive power and car departments, with headquarters at Utah Junction, Denver, Colo. E. W. Smith, assistant engineer of motive power of the Pennsylvania Railroad at Altoona, Pa., has been appointed master mechanic of the Philadelphia division, with office at Harrisburg, Pa., suc- ceeding C. L. McIl- vaine. Mr. Smith was bom at Charlesburg, W. Va., on September 21, 1885. He is a graduate of the Vir- ginia Polytechnic In- stitute and he entered the service of the Penn- sylvania Railroad on August 1, 1906, as a special apprentice. On July 26, 1909, he was made motive power in- spector, was advanced to motive power fore- man on September 1, 1912, and on October 15. 1913, he was ap- pointed assistant master mechanic at the Altoona machine shops. On July 1, 1916, he was advanced to assistant engineer of motive power in the office of the general superintendent of motive power at Altoona, and on October 10, 1917, he received his appoint- ment as mechanic of the Philadelphia division. J. M. Mendell has been appointed road foreman of engines of the Cincinnati Terminal division of the Balti- more & Ohio with headquarters at Cincinnati. Ohio, suc- ceeding C. H. Creager, transferred. O. C. Wright, assistant engineer of motive power of the Pennsylvania Lines West, at Pittsburgh. Pa., has been ap- pointed master mechanic on the Southwest system at Logans- port, Ind. Mr. Wright was bom on June 20, 1883, at Marion, Ind. He was educated in the public and high school of Marion, and was graduated from Pur- due University in the summer of 1905. Dur- ing his summer vaca- tions he worked in the maintenance of way department of the Pennsvlvania Lines \\'cst. from June. 1902, until his graduation. He became a special ap- prentice in the Colum- bus, Ohio, shops in June, 1905. and in September of the same year was transferred to the Ft. Wayne shops, where he finished his apprenticeship. He was then made assistant night enginehouse foreman at Ft. Wayne, following which he was an electrical engineer, then assistant engineer of motive power at Ft. W^ayne. On January 1, 1917, he was made assistant engineer of motive power in the office of the O. C. Wright NO\'EMBER, 1917 RAILWAY MECHANICAL ENGINEER 659 -reneral superintendent of motive power, at Pittsburgh, and en October 1, 1917, he was promoted to master mechanic ::t the Logansport, Ind., shops. H. P. Meredith, master mechanic of the Maryland and Delaware divisions of the Philadelphia, Baltimore & Wash- ington, at Wilmington, Del., has resigned to go into other business. T. M. Price, assistant master mechanic of the Seaboard Air Line at Andrews, S. C, has been appointed master mechanic at Hamlet, N. C, succeeding T. L. Reed. E. C. RoDDiE, district foreman of the Illinois Central at New Orleans, La., has been promoted to the position of master mechanic at McComb, Miss., to succeed C. M. Starke resigned. O. B. ScHOEXKY, superintendent of shops of the Southern Pacific at Los Angeles, Cal., has been appointed master mechanic of the Tucson division, with office at Tucson, Ariz., succeeding W. C. Peterson, transferred. F. W. ScHULTz has been appointed master mechanic of the Kansas City, Mexico & Orient of Texas at San Angelo, Texas, succeeding T. C. Kyle. M. K. Walsh has been appointed road foreman of engines of the Wheeling division of the Baltimore & Ohio, with head- quarters at Benwood Junction, W. Va., succeeding W. F. Ross, deceased. SHOP AND ENGINEHOUSB William F. Black, acting erecting shop foreman of the New York Central at Avis, Pa., has })een permanently appointed to this position. He was bom in 1883 and was educated in the common and high schools of Oswego, N. Y. His first experience in railroad work was in 1901 as an apprentice at the Oswego shops of the New York Central. In 1909 he was appointed apprentice instructor and assist- ant machine foreman there and in 1911 was promoted to the position of apprentice class instructor. In March, 1914, he was transferred to Avis, Pa., as chief draftsman and apprentice instructor and received his appointment as erect- ing shop foreman on September 21, 1917. E. H. Newbury, assistant master mechanic of the Mo- nongahela division of the Pennsylvania Railroad at South Pittsburgh, Pa., has been appointed shop inspector in the office of the superintendent of motive power at Pittsburgh, Pa. H. R. Voelker, foreman in the shops of the Pennsylvania Lines West at Bradford, Ohio, has been promoted to gen- eral foreman in the shops at Louisville, Ky. Samuel Vogel, enginehouse foreman of the Pittsburgh, Cincinnati, Chicago & St. Louis, has been pensioned after 42 years of service for the Pittsburgh division. Mr. Vogel was born on July 13, 1852, at Tuscarawas, Ohio, and en- tered the service of the Pan Handle on March 2, 1875, as a laborer in the shops at Dennison, Ohio, later serving as apprentice, machinist and gang foreman. He was promoted to enginehouse foreman at Dennison on September 1, 1890, and was transferred to Pittsburgh on December 1, 1891, as enginehouse foreman, later to Sheridan, Pa., and then to the Scully enginehouse, where he was in charge at the time of his retirement. PURCHASING AND STORBKBBPING H. A. Anderson, special agent in the purchasing de- partment of the Pennsylvania Railroad at Philadelphia, Pa., has been promoted to assistant purchasing agent w^th head- quarters at Philadelphia. He entered the service of the Pennsylvania Railroad in July, 1883, as a messenger in the transportation department at Altoona, Pa. Three years later he was transferred to the motive power department where he served as clerk in the Juniata shops, and later as chief clerk to the general sui>erintendent of motive jx)wer. In February, 1904, he was promoted to stock clerk in the purchasing department, and in December of the following year was made special agent of the purchasing department, which position he held at the time of his recent appointment as assistant purchasing agent. John E. Byron, whose appointment as general store- keeper of the Boston & Maine with headquarters at Bos- ton, Mass., has already been announced in these columns, was bom on December 4, 1874, at Concord, N. H , and re- ceived his education in grammar, high school and business college. He began railway work on April 25, 1892, as clerk and stenographer to the general manager of the Ccmcord & Montreal, and on July 22, 1895, became superintendent's clerk on the Southern division of its successor, the Boston & Maine. In November, 1911, he was appointed chief clerk in the maintenance of way department and in August, 1917, was appointed general storekeeper of the same road, as above noted. A. L. Cochrane, general storekeeper of the Denver & Salt Lake at Denver, Colo., has been appointed purchasing agent and storekeeper succeeding C. N. Davids, resigned. J. F. EscH has been appointed purchasing agent of the Colorado Midland, with headquarters at Colorado Springs, Colo., in place of C. N. Davids, resigned. D. T. Jones, stationer of the Pennsylvania Railroad at Philadelphia, Pa., has been promoted to assistant to pur- chasing agent. B. P. Phillippe, coal agent in the purchasing department of the Pennsylvania Railroad at Philadelphia, Pa., has been promoted to assistant to purchasing agent. Robert E. Scott, assistant roadmaster of the Oregon Electric, has been appointed purchasing agent of the Spo- kane, Portland & Seattle, with headquarters at Portland, Ore. NEW SHOPS Chicago Great Western. — A contract has been awarded by this road to T. S. Leake & Co., Chicago, for the con- stmction of an 11 -stall roundhouse at Clarion, Iowa. The structure will replace a 14-stall building, which was de- stroyed by fire last April. Philadelphia & Reading. — This company is building a 15-stall, one-story enginehouse at Reading, Pa., on a site located north of the shops on Sixth street. It will be 110 ft. wide and 418 ft. long. The entire structure is to be of reinforced concrete and brick; Henry E. Baton, Phila- delphia, Pa., is the contractor. Buffalo, Rochester & Pittsburgh. — Work is now un- der way near Punxsutawney, Pa., on the construction of a new engine terminal, a 16-stall roundhouse and auxiliary facilities. The work includes changing the course of a high- way from the east to the west side of the tracks for a dis- tance of over one mile and ten miles of additional yard track will be constructed. It is expected that the work will be finished by January next. Illinois Central. — This company has awarded a con- tract to G. A. Johnson & Son, Chicago, for the following mprovements at Memphis, Tenn. : The construction of new racks and bins in the storehouse, remodeling the mill build- ing, erection of platforms and incline at the mill building, plumbing and sewerage work, construction of transfer table pit and engine hoist pit, and erection of coach yard building. The estimated cost of the work is $50,000. A contract for additional work at Clinton, 111., has been awarded to T. S. Leake & Co., Chicago. Eleven stalls in the roundhouse will be lengthened at a cost of about $60,000. 660 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 11 The Falls Hollow Staybolt Company has removed its Chi- cago office from the Fisher building to 654 Railway Ex- change building. C. W. Cross has been appointed district manager of the Oxweld Railroad Service Company with office at 2.53 Rail- way Exchange, Chicago. The International Oxygen Company, 115 Broadway, New York, announces the resignation of P. J. Kroll as the com- pany's representative for Pittsburgh and middle western ter- ritory. H. F. Bardwell has been appointed New York district manager for the \'anadium-Alloys Steel Company, Pitts- burgh and Latrobe, Pa., with offices at 30 Church street, New York. Fayette H. Reed has l^een appointed special agent of the Acar Manufacturing Comjiany, New York, covering the states of California, Nevada, Oregon, Washington, .\rizona. New Mexico and Utah, with office at San Francisco, Cal. Emil Tyden. inventor of the Tyden car seal, and vice- president of the International Seal & Lock Company, Chi- cago, has been commissioned a major in the army and as- signed to the ordnance section, located at Washington, D. C. Edmund Barany, machine designer of the Singer Manu- facturing Company, Elizalicth, N. J., has assumed the duties of mechanical engineer and assistant to general superinten- dent of the Cleveland Twist Drill Companv, of Cleveland, Ohio. The Continental Construction Corporation has been char- tered in Delaware with a capital of $100,000 to manufacture railway supplies. The incorporators are: C. L. Rimlinger, M. M. Clancy, Wilmington, Del., and Clement M. Egner, Elkton, Md. Berry Brothers, varnish manufacturers, Detroit, Mich., have prepared an illustrated folder containing instructions on how to recognize military insignia, together with a full page half-tone display of the various marks of rank and dis- tinction in the army and navy. The Ward Leonard Electric Company, Mt. Vernon, N. Y., manufacturers of electric-controlling devices and vitreous enamel insulation resistance units, announces that it is now represented in Cleveland, Ohio, by the Walter P. Ambos Comi)any, with offices in the Arcade. Morrill Dunn, vice-president of McCord & Co., and Fred A. Preston, manager of sales of the P. & AL Company, Chi- cago, have been commissioned captains in the Signal corps of the U. S. army and have been assigned to duty with the Air Craft Production Board in France. The Walter A. Zelnicker Supply Company, St. Louis, Mo., has recently secured the services of W. H. Bramman, who is acting in the ca{)acity of assistant to the president. Mr. Bramman before becoming associated with the Zel- nicker Supply Company was connected with the American Carbon & Batter}' Company. The Pacific Car & Foundry Company, Seattle, Wash., was recently incorporated to build standard railway equipment, logging cars, trucks, contractors' equipment, forgings, cast- ings, iron and steel and railway supplies in general. The new company has taken over the business of the Seattle Car & Foundry Company and now operates fully equipped car plants both at Seattle, Wash., and Portland, Ore. The offi- cers are: William Pigott, president; O. D. Colvin, vice-prei- dent and general manager; James F. Twohy, vice-president and treasurer; James E. Mclner)-, secretary, and T. G. Hay- wood, director of purchases. The Keith Railway Equij)ment Company, 122 Souh Michigan avenue, Chicago, recently bought S3 acres near Hammond, Ind., and has i>egun the construction of a shop, 200 ft. by 85 ft., for the construction and repair of tark cars. Later two other buildings will be added, one of which will be 350 ft. by 300 ft. and the other 200 ft. by 70 ft. Warren R. Rol>erts, president of the Roberts & Schaefer Company, engineers and contractors, Chicago, has received a commission as major under the Quartermaster Genentl as executive officer in charge of new emergency construction work during tlie war. Mr. Roberts left Chicago on October 22 to take up his active work and residence in Washington. The Baldwin Locomotive ^^'orks, in the week ending October 20 turned out 72 locomotives. This is at the rate of more than 3,600 a year, compared with 1,989 for the year 1916 and 2,666 in 1906, which was the previous record year. The company is employing an army of 20,000 men and work on government orders engages every department. John J. Harty, vice-president and general manager of the Canadian Locomotive Company, Kingston, Ont., has been elected president of the company. He is also a director of the Dominion Foundries & Steel Company and is a son of William Harty, who was, some years ago, president of the Canadian Locomotive Company and is still one of its larg- est stockholders. On October 1, 1917, the New York sales offices of the Edison Storage Battery Company, long located at 206 West Seventy-sixth street, moved into larger quarters, at 209 West Seventy-sixth .street, just opposite the old headquarters. .\t the new location many additional facilities have been in- stalled to enable the manager, John Kelly, to take care of the increased business. Frank B. Archibald, for the past five years eastern man- ager of the National Lock Washer Companv, has been elected vice-president; J. Howard Horn, eastern representa- tive for the past seven years, has been appointed sales man- ager. On or about December 1, offices will be opened in Philadelphia, Pa., and St. Louis, Mo., in addition to present offices in Chicago and Detroit, Mich. The Westinghouse Electric & Manufacturing Company announces another increase in wages for shop employees aggregating nearly $2,000,000 a year. Effective October 16, all emj)loyees observing shop hours, except munition work- ers, will receive an additional bonus of 10 per cent if they are on a salary or time-rate basis, and of 7 per cent if they are on a piece, premium or task basis. William S. Bostwick and Chester A. Lvon, formerly with the Magnus Company, Inc.. Chicago, announce the forma- tion of the Bostwick-Lyon Bronze Company, of Wavnesboro, Pa., and that they have taken over the entire plant of the Waynesboro Foundry & Machine Company, and have fully efjuipped it as a modern foundry for the manufacture of bra.ss castings, journal bearings and babbitt metal. The Blevney Machine Company, Greenfield, Mass., has recently been organized as a Massachusetts corporation and has purcha.'ied the entire business, plant, etc., of John C Blevney, of Newark, N. J., manufacturer of a patented line of grinding and polishing machinery, also friction clutches. The company is now making ready a new modem factory at Greenfield and expects to have this new plant in opera- tion within sixtv days. W. S. Howe has resigned as treas- urer and general manager of the Nutter & Barnes Company, and as general manager of the machinery division of the November, 1917 RAILWAY MECHANICAL ENGINEER 661 Greenfield Tap & Die Corporation, to become president and treasurer of the Blevney Machine Company and will be the active head of this new concern. The Blevney patented two-belt grinding and finishing machines are an innovation in the metal finishing field. J. J. Byrne has been appointed eastern representative of the Locomotive Stoker Company of Pittsburgh, Pa., with office at 50 Church street, New York City. Mr. Byrne en- tered railroad service in 1903, on the Cleveland, Cincinnati, Chicago & St. Louis as machinist apprentice. He served four years in this capacity at the Delaware shops. He entered the service of the Lake Shore & Michigan Southern as machin- ist in 1907, and remained with that company until 1909, at which time he entered the employ of the Locomotive Stoker Company as mechanical expert. Mr. Byrne will devote much of his time to the Southern roads. Oscar F. Ostby, has opened offices at 2736 Grand Central Terminal, New York, to handle general railway supplies. He has been appointed eastern representative of the Grip Nut Company, Chicago, and manager of sales of the Glazier Manu- facturing Company of Rochester, N. Y., the latter company making a complete line of oil headlights and reflec- tors and cases for all kinds of headlights. Mr. Ostby has been one of the energetic members of the Rail- way Supply Manufac- turers' A s s o c i ation, having been its presi- dent in 1915-16. He has been much inter- ested in the locomotive headlight field in the interest of the Interna- tional Acetylene Association. Mr. Ostby was born March 5, 1883, and received his education in the public schools of Providence, R. I. From 1901 to November, 1904, he was engaged in puljlicity work. Since then he has Ijeen con- nected with the Commercial .\cetylene Railway Light & Signal Company and the Refrigerator, Heater & Ventilator Car Company, serving the latter company as general man- ager. Major P. G. Jenks, Quartermaster Officers' Reserve Corps and in civil life assi.«5tant to the president of the Standard Steel Car Company, Chicago, presented regimental and na- tional colors to the Thirty-fifth Engineers at Rockford, 111., on October 19, on behalf of car construction companies which have orders from the government. Very appropriately the presentation speech was made by Louis Pitcher, a civil war veteran, who exactly 53 years before (October 19, 1864.) was color bearer in the Union army in the l)attle of Cedar Creek. The Thirty-fifth Engineers is a railway regiment which is Ijeing recruited for the purpose of doing car con- struction work on the American-operated lines in France. H. P. Meredith, master mechanic of the Maryland and Delaware divisions of the Philadelphia, Baltimore & Wash- ington, has resigned to go to E. I. du Pont de Nemours & Co. as engineer in charge of mechanical maintenance and shop methods, with headquarters at Wilmington, Del. He was born January 12, 1879, in Gloucester county, Virginia, and was educated in private schools in Virginia and public schools of .\ltoona, Pa. He entered the service of the Penn- sylvania Railroad as a special apprentice in 1897. In 1901, O. F. Ostby he became motive power inspector of the Buffalo & Alle- gheny Valley division at Buffalo; in 1903, he was promoted to assistant master mechanic of Altoona machine shops, and on July 1, 1905, was promoted to the position of assistant to the general superintendent of motive power at Altoona. He was made master mechanic of the Baltimore division at Baltimore, Md., on May 1, 1910, and on October 15, 1914, was promoted to master mechanic of the Williamsport and Sunbury divisions, with headquarters at Sunbur)', Pa. On July 1, 1916, he was promoted to the position which he has just resigned. He is a member of the .\merican Sot steam from the cylinders are given, and illustrations are included showing the application of the feedwater heating apparatus to loco- motives. He.\t I.\sll.\tion. — The Magnesia Association of America. 702 Bulletin Ijuilding, Philadelphia, Pa., has issued a leaflet of 40 pages called "85 per cent Magnesia and Heat Insulation." The purpose of the book is to present the latest and best information on heat insulation. Particular stress is laid on "85 per cent Magnesia" and its development is described. The various types of insulation made with this product and the uses to which this material may be put are mentioned. Illustrations of many interesting installations are included. Brin'ell Hardness Testing Machine. — The Scientific Materials Company, Pittsburgh, has issued a 12-page pamphlet discussing the hardness testing of materials with special reference to the advantage of measuring the depth of the indentation made by the testing ball rather than its diam- eter. \ description is given of the improved .American model of the Brinell machine, with the appliances for measuring the depth of the penetration as well as other apparatus used in testing of this kind. The pamphlet also contains tables of hardness values. Gener.\l Supplies. — The Gustin-Bacon Manufacturing Company, Kansas City, Mo., has recently issued catalogue No. 5 which gives a general description of the railway ma- terial handled by this company. The catalogue is divided into five sections, covering the following articles: Beltir.g and pulleys, hose and tubing, packing and gaskets, mas and mattings, miscellaneous articles, rules and data. It is bound in cloth and is well illustrated. The catalogue con- tains 215 pages and includes considerable data pertinent to the articles described. Compressed Air Apparatus. — The following new forms have been issued by the Ingersoll-Rand Company, li Broadway, New York: Form 8006, a 20-page catalogue on Imperial motor hoists and stationary motors; form 8212, a four-page bulletin on the Crown coal pick and core breaker; form 8213, a 16-page booklet on "Little David," pneumatic chipping, calking and scaling hammers, and form 9102, an eight-page bulletin on air receivers, pressure tanks and moisture traps. The catalogues are profusely illustrated and show tables of sizes and capacities. Journal Box Packings. — The Franklin Manufacturing Company, Franklin, Pa., has recently issued a 26-page pamphlet on the subject of journal box packings. It con- tains interesting information on the general subject, ex- plaining the properties of good journal box packings and the results that should be obtained from it. The method of manufacturing the packings sold by this company is de- scribed, and the text is supplemented by interesting photo- graphs. The materials used in the manufacture of packing are also described. A suggested specification for journal box packings is included. Grinding and Polishing Machinery. — The Webster & Perks Tool Company, Springfield, Ohio, has issued an ex- tensive catalogue in loose-leaf binder form, describing its ball bearing and plain bearing grinding and polishing ma- chinery. These machines include all sizes of bench and floor type grinders and wet tool grinders, both with the plain bearings and the ball bearings. This company furnishes some of its floor grinding equipment with direct connected motors. The catalogue contains illustrations of the various types of machines with their specifications, together with a description of the type of bearings used and various attach- ments that go with the grinders. Geared Locomotives. — The Lima Locomotive Works, Lima, Ohio, has issued bulletin No. 2 describing Shay geared locomotives for industrial railways. These locomotives are designed particularly to operate on rails having sharp curves and turnouts on which rod connected engines can not operate. They are particularly suited for use in industrial plants as they will accelerate quickly and with them it is easier to spot cars more accurately than with rod connected engines. The bulletin gives an account of tests made with an 0-6-0 type engine and a Shay locomotive of equal tractive effort, to ob- tain comparative rates of acceleration when working under the same conditions and to determine the time required by the two engines to spot a given car at definite points. A brief de.'icription of the Shay locomotive truck is also included. Woodworking Machinery. — The Oliver Machinery Company, Grand Rapids, Mich., has recently issued a com- ])lete catalogue describing its woodworking machinery and factory supplies. The catalogue contains 301 pages and in- cludes descriptions of the various machines made by this company, including in addition to the woodworking machin- ery and general material for woodworkers, the Oliver engine lathes, speed lathes and turret lathes for metal work. A complete description is given of each machine and the sup- plies manufactured by this company, together with a list of the principal dimensions, capacities, etc. Among the prod- ucts of this company are included wood saws, vises, black- smiths' tools, clamps, woodworking lathes, metal lathes and accessories used in the woodworking trade. The catalogue is well illustrated and shows all the latest improvements this company has made in its products. Volume 91 December, 1917 No. 12 CONTENTS EDITORIALS: The American Society of Mechanical Engineers' Meeting 663 Railway Equipment Situation in Russia 663 More Motive Power Capacity 664 The Duty of the Men at Home 664 Locomotive Boiler Inspector's Report 664 The National Fuel Problem 665 Enginehouse Terminal Competition 665 New Books 666 COMMUNICATIONS: Educate the Trainmen 666 The Work of the Men at Home 666 GENERAL: VN'abasb 2-10-2 Type Locomotive 667 Conservation of Railway Material 670 An Innovation in Tender Design 673 Railway Power House Economics 675 Locomotive Design from a Maintenance Standpoint 678 Federal Locomotive Inspection 680 CAR DEPARTMENT: Delaware & Hudson Steel Underframe for Wood Freight Cars 683 Hot Boxes 683 Refrigerator Cars for the B. & 685 Emergency Air and Signal Hose Coupling 688 Modern Draft Gear Requirements 689 Narrow Gage Steel Hopper Car 692 SHOP PRACTICE: ^ Shield for Tempering Blast Pneumatic Punching Machine Angle Cock Grinding Machine Chuck for Shaping Main Rod Brasses. Decreasing Engine Terminal Delay... Women Workers in Railroad Shops... Lubrication of Air Compressors Rollers for Applying Eccentrics NEW DEVICES: Lewis Power Reverse Gear Journal Polisher A Demonstration of the Ductility of Steel Pipe. Jacks with Non-Revolving Screws Tests of Moore Heater Car McCoy Graphite Lubricator Cast Iron Piston Rod Packing NEWS DEPARTMENT: Notes Meetings and Conventions. Personal Mention New Shops Supply Trade Notes Catalogues 695 695 696 696 697 702 704 706 707 708 708 709 710 710 711 712 714 714 716 716 720 The American Society It is with regret that we find that at . j^ . its annual meeting the American So- ciety of Mechanical Engineers aban- Engineers' Meeting doned its previous practice of holding a railroad session. Now, if never before, does the country, and the railroads in particular, need all the possible assist- ance of the technical societies. The railroads are sadly in need of more power. New power cannot be purchased and the old power must be improved. There are engineers in this society who are able from their experience and study of loco- motive problems to give valuable and concrete information as to what might be done to make the locomotives more effective. The locomotive situation is serious. The railway mechanical department needs all the assistance it can get, and again we say, it is with regret we find the greatest organiza- tion of mechanical men in this country letting such a golden opportunity for being of real assistance to the railroads pass without a word. Railway Equipment Situation in Russia A report of an interview with Henry Miller, who went to Russia in June as a member of the United States Railway Advisory Commission, which was pub- lished in a recent issue of the Railway Age Gazette, gives us a clearer view of the true railway situation in Russia than anything we have yet had. There are about 20,000 locomotives, most of them compounds, whose average age is 24 years. They have an average tractive effort of 18,000 lb. and 10 per cent burn wood, 5 per cent oil and the bal- ance burn coal. About 15 per cent of the power was found to be in bad order when the committee arrived at Petrograd. Investigation showed that 2,500 additional locomotives were necessary adequately to handle the increased traffic due to the war. The need for cars was not so great Of the 580,000 freight cars having an average capacity of 16 tons, 8 per cent were in bad order. The committee recommended the addition of 40,000 new cars which with the locomotives were supposed to be supplied by the United States. An interest- ing feature of the Russian freight cars is that only about 20 per cent are equipped with brakes and only 13,000, which were built in America, have air-brakes. The braking is generally done by hand, the practice being to use a brake van or car for every fifth car in a train and to station a brake- man at each brake. The method of train operation in Russia is particularly interesting. Mr. Miller stated that there is almost an entire absence of what in America is termed the operating depart- ment. It was the practice before the commission's suggestions were put into effect, to operate the engines and crews on short turn-around trips. The men were assigned to regular locomotives, which practice resulted in a very small mileage for each locomotive; because when the men needed rest or laid off on account of sickness or for other causes the loco- motives were also taken out of service. By pooling the men and the locomotives the commission doubled the locomotive mileage and most of the congestion was cleared up by the end of August. The cwnmission further divided the lines into 300 mile divisitms, each in charge of a superintendent and a staff of 13 assistants, including trainmasters, despatch- ers, master mechanics, traveling engineers, etc. Some 350 663 664 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 experienced railroad men have been sent from this country to carry out the recommendations of the committee and to instruct the Russian railway men in American railway oper- ating methods. The recent change in the Russian conditions may, of course, affect the extent to which the United States will co- operate with that country. j^QPg The transportation machinery of the ... „ railroads of this country is handicap- Motive rower , , ^u i i c ' j.- ped for the lack of motive power. Capacity New locomotives cannot be obtained. The only thing that remains is to get more power from the existing locomotives. Some roads are doing this by the addi- tion of boiler capacity increasing devices which enable them to haul trains at greater speeds, or by the enlarging of the cylinders to haul greater loads. One road in particular has made material increases in the tonnage rating of its locomo- tives by doing this. Another road is making a careful study of its entire power to see how far it can go to make the loco- motives do more work. Still another road has by making careful tests of its standard locomotives, both on a stationary testing plant and on the road, found how it can increase the power of these locomotives with Imt minor changes in de- sign, with an accompanying saving in the cost of operation of thousands of dollars. With conditions such as they are, ever}- effort should be made to do more work and haul greater train loads. Of particular importance is the tonnage rating given the locomo- tives. Cases without number have been found where either due to ignorance or carelessness the locomotives have not been given a tonnage rating as high as they are able to handle. It is here that the road foreman of engines may prove of in- valuable assistance. There are instances where bv more thorough instruction and supervision of locomotive operation, engines have been made to haul from six to seven per cent greater tonnage, which means that 16 locomotives will do the work of 17. The General Operating Committee for the Eastern Roads recommends that freight traffic on fast or re- duced tonnage rating be suspended and that hereafter this freight be operated on full tonnage continuous movement schedules. This shows how necessar>' it is to load the power to its maximum and this maximum must be the real maxi- mum, which can onlv be obtained l)v an accurate rating of the locomotives. As the capacity of these locomotives is in- creased by the addition of capacity increasing devices, they should be re-rated and made to do their utmost. This is where the mechanical engineers and mechanical staff officers can do their "bit, ' in the struggle which this country has entered into. Without adecjuate transportation facilities the work of this countr) in the war will be greatly handicapped. The motive power department is coming into prominence because of in- adequate and insufficient power more than it ever has be- fore. Xever have such great demands been made upon the men working in this department. The work of repairing locomotives is hard and many times it has to l)e done under the most trying conditions. The men need all the encouragement and moral support they can get from their leaders. It is the duty of the supervising officers and foremen to give this in full measure. They must make the men thoroughly realize what their services mean to the railways and to the countr\'. The men themselves must make sacrifices, as many of the railroad units are mak- ing in France. In addition to their hard labors at the front, despatches show that the railroad forces are ready to pick up arms and sacrifice their lives to repel the common enemy. They are giving all they can give. What a lesson it is for us at home I All the government asks of us is work — good, hard conscientious work — and it is the least we can do to give this in full measure and back up the boys who are sac- rificing their lives for us. Make every man realize that he has a dut\' to perform and that even though his work is not of a spectacular nature, it is extremely necessar}-. By doing this we will have far more contented men, far more efficiently maintained power and an esprit de corps which will help the railways to make good. The Duty of the Men at Home It sometimes becomes very apparent that many of those who are secure in their homes with a fat pay envelope coming in regularly and plenty of work to insure a continuance of this prosperity for ."^ome time to come, do not fully appreciate what this terrible war means to us individually. If the Allies should not win this war it means that the German government with all its aml>itions for world power will be a constant menace to the principles which we love and for which our forefathers fought. It is the duty of every man, woman and child in this country to do what he can to aid the government. This includes the conser\'ation of foodstuffs, fuel and materials of all kinds. It means that every one must do his work more efficiently, more perfectly and more intensively. Press despatches indicate how serious the transjwrtation situation in this country is. Railroad men know further that the lack of sufficient and efficient motive power is one of the main contributory causes to the railroads' difficulty. Locomotive Boiler ^^^^ sixth annual report of the chief J , inspector of locomotive boilers for the Interstate Commerce Commission has Report recently been made public and is ab- stracted elsewhere in this issue. There is this year an in- crease in the percentage of locomotives found defective and an increase in the number of accidents and casualties. Some of this increase is due to the fact that during the fiscal year 1017 the records include those concerning the entire loco- motive and tender, while during the fiscal year of 1916 only about ten months include the entire locomotive. The chief inspector says, "The increase has no doubt l)een brought about by unprecedented operating conditions which, together with the shortage of labor and material, has made difficult the proper maintenance of locomotives." In addition to this we believe that due to the shortage of power, locomo- tives which under ordinary conditions would have been scrapped and replaced, have been put into operation with- out being properly inspected and properly repaired. The need for power should not be taken as an excuse for putting in service locomotives which are not in a safe condition to run. The chief inspector also says that, "The fact that some carriers by diligent efforts and careful super\nsion of re- pairs have not only maintained the condition of their loco- motives, but have actually improved it during the past year, thereby increasing operating efficiency, is evidence that it can be done under the present exacting operating condi- tions." We fully agree with this statement. Those roads that have done this have been doing their country a service and will be the ones to hold up the reputation of the rail- roads during the oncoming winter. Those roads that do not do this are living on their vitals and are, so to speak, slowly starving to death. Mention is made of this condition in the report, the inspection bureau having found that some railroads have been woefull}- neglectful of the running re- pairs. Of the classified accidents mentioned in the report, the greatest increase was found in those pertaining directly to the boiler or its appurtenances. Mention is made in the report of the fact that much trouble is experienced, particu- larly on the old power with the specification card showing December, 1917 RAILWAY MECHAXICAL EXGIXEER 665 the strength of boilers when patches have been applied or ..Iterations made to them, cases having been found where IcKTomotives were in service carrying much higher pressure than they should. It is such carelessness as this that causes the accidents and makes it necessary for the Federal in- spectors to hold the power out of service. Many of the accidents investigated by the inspection liureau indicate that they might have been avoided had rea- -onable inspection been made of the work and had the work been properly done. Supervision and inspection, as never before, are tremendously important factors at this time. The chief inspector lays particular stress on this fact and rightly so, for it is only by this means that the power (an be kept in good condition. The National ^^^ condition of the fuel market in „ . this countr}' is such as to affect prac- tically ever>' citizen. It is no longer Problem ^^ individual problem — it is a national l)roblem. We have got to conserve our fuel supply in order that others may live. There are four particular uses to which fuel is put that are under the direct influence of rail- road men. The first and of greatest importance is the fuel used on locomotives. Next comes the fuel for providing power in shops. The third is the fuel used for lighting and heating railway buildings. The fourth is the fuel used in the home for domestic purposes. The situation is so seri- ous that ever}' one of these problems must be given con- sideration. Fuel economy on locomotives is a subject that is not new to any of us. There is hardly a railroad in this country but has given it serious consideration. It has a new aspect, how- ever. The much higher price of fuel requires an entire re- vision of the fuel economy campaign. With the railroad fuel Ijill $100,000,000 or more greater than it was last year, the railroads can well afford to spend more money than they have to decrease the fuel consumption of their locomotives. Further than this it is their patriotic duty to do so. Making the coal evaporate more water, by making the locomotive boiler transfer more heat to the water, and by making the steam do more actual work in the cvlinder means cutting down the fuel required. There are many ways of doing this — bring your locomotives up to date, maintain them proper- ly and keep the boilers free from scale. With a good ma- chine to work with the engine crew will learn a lot and will do their part, if properly instructed, towards the saving of fuel. The shop is a fuel eater, but compared with the locomo- tive consumption is of but little importance. It requires a large amount of fuel, however, to keep it running. The losses there would on most railways be startling if they were known. See that the power plant is run properly. The railroad stationary power plant is notoriously inefficient. Remember that one manufacturing city has prohibited the use of shop whistles for calling the men to work, simply to save the coal which would be used to generate the steam for blowing them. That is how much coal means to some. See that the shop engines are working efficiently. Lubricate the line shaft and machines properly. Don't run machines unnecessarily. Have everybody in the shop appreciate the fact that wasted power means wasted fuel. The lighting and heating requirements are also compar- atively small, to be sure, but economy here will help. We must have sufficient light to work by and too often on a railroad it is insufficient, but when there is no need for a light it should be extinguished. Carry the thought of a prominent man in the railroad field as he went back to turn out the lights in his hotel room — "It will save the fireman's back." It will also save fuel. It is not what one of us does, but what all of us do — so issue instructions about leaving unnecessary lights burning. The fuel used in heating, par- ticularly in the offices, is almost never given the slightest thought, except perhaps when the boiler plant fails and the temperature is low. Generally it is the open window or the coatless man that keeps one from a turkish Ijath. \\'hy not repair the valves in the radiator and turn the heat oft? It will save coal! The fuel problem at home interests us all. If we have the money to pay for coal we are fortunate if we can get it. Here we economize of necessity. It means so much to the people in the state of New York that the governor has issued a proclamation calling on the domestic users to save coal. This has been supplemented l)y instructions relating to the economical handling of household heating })lants. Let the lesson you must learn of necessity at home l)e a guide to you in your work, whether you run an engine, or work in the shop or at a desk — Save Coal I Enginehouse The response we have received to our „ call for papers relating to methods by which the performance at engine ter- Competition niinals may be improved has been gratifying. There were 13 papers contributed to this com- petition, all of which are good and most of them will be pub- lished in future issues. The papers awarded the prizes are pul>lished elsewhere in this issue. The judges based the awards on the constructive suggestions in the papers. Some of the contributors merely described existing organizations, which although they were interesting, where not just what was desired in the present case. Perhaps the most important thought brought out in all the papers submitted was the necessity for careful super\'ision of the work done at engine terminals and a thorough inspection of the power. Sugges- tions were made also for alterations or additions to terminals which may be readily made without interfering too much with the operation of the terminal. Now, if never before, the power should be turned out of an engine terminal with the full assurance that it will do its work properly and reach the end of its run without de- lay. ''Congestion'' is on every railroad man's lips; we hear it everywhere. Congestion can only be relieved b\- moving the freight. The locomotives, therefore, are the key to the situation. They must be kept in repair, they must be kept efficient and they must be made more efficient if the railroads are to meet successfully the demands made upon them today. We are just starting on the worst season of the year. We have no reserve of power; there is nothing to fall back upon if our locomotives fail. They must be kept on the road as much as possible. The burden which is now resting upon the enginehouse forces is great and the work they do is tremendously im- portant. Every means must be taken to increase the efficiency of these men. Where an organization is weak, it should be strengthened. Supervision is of prime importance. It is only human nature for men to do only that which they have to do. If the standards are high, they meet them; if the standards are low, they meet them also, and do but little more. Supervision is the only means by which the standards can be raised and maintained. It will be money well spent to split the enginehouse force into gangs with an active and progressive leader at the head of each to see that the work is done properly. An organization well supervised can do more work with fewer men than a group of men working under no organization at all. The enginehouse forces are working under a great deal of strain. In many places they are required to work out in the open with but little protection from the elements. Their work is very hard and tr}ing. They must be encouraged by their leaders and made to realize how much depends upon them. Where it is possible, improvements should be 666 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 made, if of only a temporary character, to make their work easier and to assist them in putting the locomotives through the terminal with greater despatch. Inspection pits are of considerable importance and great assistance. Engine wash- ing plants, such as have been described previously in these columns, assist greatly in keeping the engines clean so that they may be inspected more easily. An additional water plug here or there throughout the terminal may mean the saving of more cross switching or back hauling. Ash pits might be lengthened and locomotive cranes with clam shell buckets kept in readiness to clean the pits whenever they become full. Special jigs or devices in the house are neces- sary to facilitate doing the work. These should be installed without a question. There are many other things that may be done to make the work of this important branch of the service easier and the wide-awake enginehouse foreman will be on the lookout for just such things as these. The railroads are short of power and will be shorter as the winter progresses. Therefore, make every man in the enginehouse organization realize how much depends upon him. He is the man on the firing line. It is his work that to a large degree will determine whether or not the rail- roads will successfully meet the exacting demands made upon them. NEW BOOKS Carnegie Shape Book. cS2 pages. 5 in. by 7 >4 in., illustrated, bound in leather. Published bv the Carnegie Steel Company, I'ittsburKh, Pa. Price. $1. In continuation of its previous practice, the Carnegie Steel Company has revised its shape book and is now presenting the sixth edition. In this edition the pages devoted exclu- sively to profiles of sections have been increased to 265 pages, in contrast to 227 pages which were given to this department in the fifth edition, published two years ago. The increase in the number of sections made standard by this company is due to the remarkable e.xpansion in shipbuilding, to the extensive use of steel crossties for industrial and railway purposes, to the increase in the automobile industry*, and par- ticularly to the great development in the use of steel in frames for windows, door and skylights in modern factory buildings. The customary tables of weights of different shaped material are included. The book has a complete subject index. Compressed Air for the Metal Worker. I'.y Charles A. Ilirschhern. 315 pages, 6 in. by 9 in., ilhistratod. bound in leather. Published by the Clark Book Company, 27 William street. New York. Price $3 net. This book his been written by the author for the purpose of gathering together under one cover practical information relating to the uses of comprcs.sed air. He has undertaken to confine himself to a discussion of the practical side of compressed air utilization and to tell the how and why. Where theory has been referred to it is discussed concisely and in non-technical language. The book has l)een writ- ten for shop owners, superintendents, foremen and machin- ists or other artisans. The subjects covered may be classi- fied under power plants, factories, machine shops, forge shops, boiler and structural shops, etc. The first chapter covers in a historical way the progress made in compressed air advancement. This is followed by a discussion of the compressed air power plant, in which is given practical in- formation regarding such plants for the benefit of those planning to make such installations. The details of the compressor and compressor accessories are also given with many illustrations, in a clear and interesting manner. Fur- ther information is given regarding the installation and care of compressors with their accessories. The author then dis- cusses various tools and their uses, which can be operated by compressed air, this comprising the greater part of the book. EDUCATE THE TRAINMEN Baltimosk, Md. To THE Editor: I have read with a great deal of interest R. J. Quintrell's communication entitled "A Protest! Educate the Trainmen" in your issue of November, 1917. In these strenuous days when the railroads are called upon to handle an inconceivable increase in tonnage, with a very small increase in rolling stock, the cry has been sent forth to the mechanical department to do its duty to its country in keeping the trains moving. And this is as it should be. Hut Mr. Quintrell has touched a chord, which, if fully de- veloped, will produce a sound well worth listening to. I Iiave personally observed a number of times wanton destruc- tion of railroad property by rough handling of trains, espe- cially in switching. The resultant delays in switching out damaged equipment has more than offset any saving in time by rush operations, to say nothing of the expense in repairs incident thereto. Far too many times the break-in-twos on the road find their initial cause in the classification yards. I have known of instances where switching crews were required to handle a specified minimum tonnage daily, and the num- i)er of damaged ends was mute testimony to the manner in which this tonnage handling was accomplished. A little talk now and then on the results of rough handling, giving figures to show the approximate cost of repairs to damaged equipment, and the loss of revenue from rolling stock standing idle on the repair tracks, together with sug- gestions regarding proper handling of cars, might go far toward solving our transportation problems, which are daily becoming more difficult. Arthur W. Norton. THE WORK OF THE MEN AT HOME Colon IE, X. Y. To THE Editor: I have noted with much interest the move made by the supply men to furnish "tobacco" to the men of the engineer regiments. You will I)e interested in an organization we have formed in the Delaware & Hudson shops at Colonie, N. Y. We have given about 70 of our men to army or navy, some to the engineer regiments and many to other parts of the .service. Realizing that we at home also have a duty to perform, after sounding the sentiment of the shop, at a noon hour meeting, an organization was formed comprising practically to a man the full shop quota. Its purpose is: (1.) To furnish periodically — approximately once each month — while the war lasts, to each fellow Colonie man enlisted in the nation's service, tobacco or some token of remembrance, together with a shop letter. (2.) To keep in touch with those left at home who may be wholly or partially dependent on our fellow Colonie men at the front to the end that where a helping hand may be needed it will unobtrusively be extended. (3.) By these means — to give to our men the encourage- ment had with the knowledge that we are back of them to a man, evidencing clearly our realization that the problem is a mutual one. We have also placed an honor board in a conspicuous place, giving the location of the men in the service. Com- mittees were formed as follows: Honor Roll, Purchasing, Reading, Home Letters, Helping Hand and Printing. Don't you think that if every shop in the United States did the same it would be a splendid thing? G. S. Edmonds, Shop Superintendent. Wabash 2-10-2 Type Locomotive Exceptionally Large Boilers Make Possible High Sustained Capacity; Rated Tractive Effort 69,700 lb. THE Wabash Railway has recently received 25 large 2-10-2 type locomotives from the American Locomo- tive Company. These engines have replaced others of the Mikado type on the Decatur division between St. Louis, Mo., and Chicago. On this division the heaviest traffic is in the northbound direction, against which the ruling grade is .4 per cent, with the longest single grade four miles in length. The average train load for the 2-10-2 type locomotives north- bound is 5,000 tons, as compared with 3,500 tons for the Mikado type locomotives previously in service in the same territory. This is an increase for the 2-10-2 tjpe of 42.8 per cent in tonnage and a decrease of 30 per cent in train mileage has thereby been effected. These locomotives have of 38.4 per cent has Ijeen obtained and the train load has l)ecn increased 42.8 per cent. As a rule, an increase in weight results in a proportion- ately greater increase in tractive effort. In this case, how- ever, the percentage increases in weight and tractive effort are approximately the same because of the particular atten- tion which has been given to the proportioning of the boiler. It is of the extended wagon top type with an outside diam- eter at the first barrel course of 87 9/16 in. The largest Ijarrel course has an outside diameter of 98 in. The boiler is fitted with 253 tubes, 2]/^ in. in diameter, and 48 super- heater flues, 53^ in. in diameter. The length between tube sheets is 23 ft. The firebox has a grate area of 80.2 sq. ft. and is fired Longitudinal Section of the Boiler for the Wabash 2-10-2 Type Locomotive been used on troop trains with very satisfactory results, haul- ing as many as 30 cars at speeds of 35 miles an hour. The exceptionally large boilers and the mechanical stokers with which the locomotives are equipped have made this excep- tionally high sustained capacity possible of attainment. The new locomotives have cylinders 29 in. by 32 in. and a tractive effort of 69,700 lb., with driving wheels 64 in. in diameter. The total weight of the engine and tender is 591,900 lb. The Mikado type locomotives displaced by the new engines have cylinders 26 in. in diameter by 30 in. stroke and a tractive effort of 50,360 lb. The total weight of engine and tender is 423,800 lb. With an increase in total weight of 39.6 per cent, an increase in tractive effort by the Street Duplex stoker. It is 120^^ in. long and 96 J4 in. wide and is fitted with a Security brick arch carried on five arch tubes. The heating surface of the firebox and arch tubes is 379 sq. ft. and the total evaporative heating surface of the boiler is 5,370 sq. ft. The superheater has 48 elements and a heating surface of 1,129 sq. ft. According to Cole's ratios, a superheater locomotive hav- ing 29-in. cylinders and operating with 195 lb. boiler pres- sure produces a maximum cylinder horsepower of 2,954 at a piston speed of about 1,000 ft. per minute. On the as- sumption that each horsepower requires 20.8 lb. of super- heated steam per hour, this locomotive working at maximum 667 668 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 -^--jp'-J ^ 1 r ^— ^c hi 4 suu > o E o u o J X »- N 6 IS A IS C O (0 c > u iHcEMBEK, 1917 RAILWAY MECHANICAL ENGINEER 669 capacity requires 61,443 lb. of steam per hour. In accord- ance with the equated values of heating surface used in Cole's ratios, the firebox, combustion chamber and firebox water tubes are rated at 55 lb. of steam per square f(x>t of oroi ^ 1/ ■^6 |-W)Obocj ^ogogogogogc gogogogogd '^o'^oxox< '//A 2S3. 2k" Tubes 4S. 5^' Flu** o o o So o ° ^<^^'ft 000 ' * ° °5o° o o 0000 0000 o 9 C£ CO 00 o Tube Sheet and Section Through Firebox '^As'X.% heating surface per hour. Tubes 2^ in. in diameter and li ft. long with -Kj-in. clear spacing will evaporate 8.03 lb., and the flues 53^2 in. in diameter, having the same clear spacing, will evaporate 9.18 lb., of steam per square foot of valve chambers are bushed. The back cylinder heads are of cast steel, while the front heads are of cast iron. Steam is distributed by piston valves 14 in. in diameter and con- trolled by Walschaert valve gear. The power reverse gear is the latest type of Mellin re- verse gear furnished by the American LcKomotive Ccxn- pany. This gear is provided with a friction clamp locking device which is actuated by a spring. One of the illustra- tions shows the gear as it is applied to the Wabash locomo- tive. The reverse lever connecting rod is attached to the lower end of the rocker arm shown at the left end of the cylinder, while the reach rcxi is coupled to the crosshead. The gear is operated by means of a rotary valve located be- low the middle portion of the cylinder, the lapping of the valve is accomplished in the usual manner by a combina- tion lever connected at the upper end with the crosshead of the reverse gear cylinder. At the left end of the cylinder is a rack and pinion device for moving the gear when air pressure is not available. It will be seen that the crosshead operates on a single bar guide attached to the top of the cylinder. Below the cross- head is a hinged bar connected at the outer end to the fixed guide bar by means of a bell crank and link. The l(x:king of the gear is effected by a spring which, acting through the medium of the bell crank, causes the crosshead to be tightly gripped between the guide bar above and the hinged bar below. The clamping device is so designed that the pres- sure gripping the crosshead is about eight times the work- ing capacity of the crosshead. \\'hen the reverse lever is moved, the clamp is released by means of a small pressure cylinder located in the rear of the spring cage. Through an automatic shifting valve pressure is admitted to this cylinder whenever air is admitted to either end of the operat- ing cylinder. At the completion of the desired motion of the piston in the cylinder, the crosshead is again clamped in position by the release of the air pressure acting against the clamping spring. The locomotives are fitted with the Woodard engine truck and the Cole trailing truck, under a Commonwealth Steel The Mellin Power Reverse Gear Used on the Wabash 2-10-2 Type Locomotive heating surface per hour. Using these values for the vari- Company's cradle casting. This casting cwnbines the two ous evaporating heating surfaces, the maximum evaporation rear frame slabs, footplates, trailing truck, spring yoke is estimated at 62,791 lb. of steam per hour, or 102 per cent brackets, and the trailing truck radius bar fulcrum, of the actual maximum requirement. The leading driving axle is fitted with lateral motion The cylinders are of cast iron and both the cylinders and driving boxes and the main axle with long main driving 670 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 boxes. Among other specialties with which the locomotives are fitted are the Woodard throttle valve, Radial buffers and Foulder solid back end main rods. The principal data and dimensions are as follows: General Data Gage 4 ft. S'A in. Service Freight Fuel nit. Coal Tractive cflFort 69,700 lb. Weight in working order 395.000 lb. Weight on drivers 314.000 lb. Weight on ie.iding truck 28.50n lb. Weight on trailing truck 52.500 lb. Weight of encine and tender in workinR order 591. OCO lb. Wheel base, rieid 16 ft. 9 in. Wheel b.Tse. driving 22 ft. 10 in. Wheel bn«e, totil 42 ft. 4 in. Wheel base, engine and tender 78 ft. 4'4 in. Ratios Weight on drivers -=- tractive effort 4.5 Total weicht -- tractive effort 5.7 Tractive eft'ort X diam. drivers -H equivalent heating surface* 648.1 Equivalent heating surface* -h grate ana 85.3 Firebox hc.Ttinj surface ^ oquivalent lieitine surface,* per cent 5.5 Weight on drivers -.- etiuivalent heatiui; surface* 45.6 Total weicht -^ equivalent heating surface* 57.4 Volume both cylinders 24.5 cu. ft. Equivalent heating surface* -r- vol. cylinders 281.4 Crate area -r- vol. cy'iindt-rs 3.3 Cylinders Kind : • • • • -Simple Diameter and stroke 29 in. by 52 m. Kind I'iston in. in. in. Diameter 14 Greatest travel 7 IV heels Driving, diameter over tires 64 Driving, thickness of tires 4 in. Driving journals, main, diameter and length 12 in. by 20 in. Driving journals, others, diameter and length 10 in. by 13 in. Engine truck wheels, diameter 33 in. Engine truck, journals 6 in. by 12 in. Trailing truck wheels, diameter 44 in. Trailing truck, journals 9 in. by \A in. Boiler Style E. W. T. Working pressure 195 lb. per sq. in. Outside damcter of first ring 87 9/16 in. Firebox, length and width 120J^ in. by 96'4 in. Firebox plates, thickness Crown, sides and back, H in.; tube, ^ in. I-'irebox, water space 6 in. Tubes, number and outside diameter 253— 2 'i in. F'lucs, uumNer and outside diameter 48 — 5 J^ in. Tubes and thus, length 23 ft. Heating surf.^re, tube and flues 4,991 sq. ft. Heating surface, firebox and arch tubes 379 s(|. ft. IFeatinc surface, total 5,370 sq. ft. S"perh?ater heating surface 1.129 sq. ft. Equivalent heating surface* 6,883 sq. ft. Grate area 80.2 sq. ft. 'I cndcr Tank Water bottom Frame Cast steel Weght 196,000 lb. Wheels, diameter 33 in. Tournals, diameter atid length 6 in. by 11 in. \Vater capacity 10,000 pal. Coal capacity '. 18 tons * Equivalent !;calin'; surf.-ice ~ times the superhcatifi; surface. total evaporative heating surface 1.5 Conservation of Railway Material* Possibilities for Getting More Service from Used Material and Using New Material Without Waste BY M. K. BARNUM Assistant to Vice-President, Baltimore & Ohio, Baltimore, Md. <4>^^0XSERVATI0N of MATERL\L* is a broader 1^ term than reclamation, the one frequently used, ^^ and, therefore, I think preferable. The reclama- tion of material has commonly been limited to the sorting of old material, particularly scrap, and picking out such parts as could be repaired and restored to service. Con- servation goes much further than that because it is defined as "the preservation of natural resources for economical use." The saving and economical use of material, in any manner, may be considered as the conservation of material. Most of the suggestions I will offer pertain to the collect- ing and sorting of material which is either serviceable or can be repaired for service, and some other items that may properly be considased in this connection. The present prices ofmost material that the railroads use are from twice to four times what they were two or three years ago, and the value of scrap has increased somewhat in proportion, so that it is more profitable now to work over old material than it was then. The first and most important thing is to collect the old material, and it is surprising to see how the small bits of iron and steel, such as rivet heads, nuts, washers, etc., that are a by-product of repairing cars, count up when gathered together in a pile. The best way to show the value of this small scrap that, ordinarily, is thought to be worthless, is to pick it up and keep an account of the labor and weight of material collected, and the result will he very convincing. As an example — not long ago at one of our steel car repair tracks boys were employed to gather rivets and rivet heads and in four or five weeks collected about 40 tons, worth over $1,300 at a cost of about $100 for labor. At another yard men were unloading yard cleanings into a swamp to relea.se the cars and to fill the swamp. It was noticed that in this *From a paper read before the New York Railway Club. Stuff there were some small bits of iron, which the men were instructed to throw into a box, and in a month they had saved about 30 tons of scrap worth, approximately, $1,000. The scrapping of old cars leaves many truss rods, arch bars and other kinds of iron and soft steel, which can be worked over into new forgings, and our road has a rolling mill in which such pieces are worked down into bar iron for grab irons, safety appliances, etc. This mill, which cost approximately $10,000 installed, produced a net profit, in the first six months of this year, of over $40,000. Some roads have questioned the advisability of installing such a plant, but I sec no reason why any railroad which has a considerai;le amount of rolling stock cannot profitably use a re-rolling mill. In gathering up and sorting scrap iron from cars and locomotives and track work it is always found that a con- siderai^le amount of good material is brought in, which should be carefully culled out, as much of it can be returned to service with slight repairs. Brake shoes which are good for more mileage are often found in the scrap, having been taken off btxrause they would not make the long runs, and these brake shoes are sorted out and applied to cabooses, cars and locomotive tenders that are on short runs. It is hardly necessary to quote in detail the increases in prices of locomotives and cars, but I have some figures here which .show that in the two years between May, 1915, and May, 1917, there was an average increase of 50 per cent in the cost of steel passenger cars, 75 per cent in locomotives and 75 to 100 per cent in freight cars. It was formerly the practice of many roads, when their freight cars had reached the limit of their profitable life, to burn them so as to get the scrap iron out in the easiest way, l)ut it has been found that burning iron reduces its value approximately 10 per cent as scrap, and the wood is de- December. 1917 RAILWAY MECHANICAL ENGINEER 671 stn)\ed. Tests which we have made show that the cost of dismantling a freight car is from $5 to $10 and saving tln> wood in condition for further use, results in a net profit of from $10 to $20 per car, according to the design. Our road has built many platforms, fences, storage bins, et(., and by using such second hand material we make a perfectly good job at small cost. Many roads have reclamation plants, and I think they an all working profitably. The more common practices of cutting bolts to shorter lengths, rethreading them, repairing lirake beams and sorting out the usable material, such as nuts, washers, etc., are followed on nearly all roads. The road with which I am associated has three such plants, the largest being at Zanesville, O., where we handle anything that is worth working over and fit it for service. There is a tin shop where we repair oil cans, lamps and tinware of all kinds. We have a shop where signals which have been nplaced with new or larger sets are thoroughly overhauled, tested and prepared for installation at less important points. There is a saw-mill at which second-hand bridge timbers and various kinds of pile butts, etc., mostly coming from the maintenance of way department, are worked over into usable sizes, and they are prepared to fill orders for a large variety of finished material for buildings, car braces, car siding, roofing, etc. Some of the pieces are large enough to make uood track ties, while the small pieces can be used for re- |)airing hand cars, push cars, etc. Most of that material is practically worthless until it is resawed, after which it is worth from $20 to $60 per thousand feet. At the same shop we save the scrap pieces of wood and reduce them into char- coal for dining cars and shops, effecting a saving of about $90 a month. Our road has a large number of locomotives equipped with stokers, which have proved so satisfactory that they are used on all new freight locomotives. After four or five years of service some parts wear out, and we have fitted out one shop for the reclamation of stoker material, where we can do al- most any kind of work up to building a stoker complete. The electric and gas welding processes have revolutionized a large amount of shop work which was formerly done by forging, riveting or in other ways, and I believe that there has been no one process introduced in the last ten years that has been of greater help to the railroads. The collars of worn car axles and sharp flanges on locomotive tires can be built up successfully; the latter operation is often done un- der the engine, thereby saving the cost of removing the wheels or tires. The building up of flat spots on tires and car wheels and of worn coupler locks and knuckles enables them to be retained in service, and a great variety of cast- ings which break can be welded and made practically as good as new. One of the biggest savings that has been effected is by the welding of broken cylinders. One of our master mechanics told me, recently, that a saving of about $4,000 had been made in one month by the welding of broken cylinders. The welding of firebox sheets, both for repairs and new work, is l)eing done successfully, and in some railroad shops the entire firebox is welded up without the use of rivets e.xcept in the mudring. Much track material is sent in as scrap which in the past had not been thought worth working over, but we have found that it pays to reclaim track spikes, nuts, washers, track bolts and anti-creepers, and much can be saved by building up worn switch points and frogs by the welding process. The use of old ties has been studied Iw most railroads, and, in every case I believe, the conclusion has been that it does not pay to pick them up, bring them in to terminals and cut them up for firewood or similar purposes, because the expense of collecting and preparing them for use makes tliem cost as much, or more, than new wood. So the usual practice is to pile up old ties alongside the track and burn them. Some of the larger roads have timber treating plants and there are several commercial plants which treat ties and timber. The fact that this treatment costs only about 25 cents a tie and doubles the life of the tie makes it an excellent proposition. The average railroad tie. in the mid- dle and eastern United States, has a life of about 7 years, not treated, and, when treated, it runs to 14 years or more, the first price of the tie being the same in either case. In using treated ties it is customary to apply steel tie plates under the rails, to prevent the ties from bemg cut and spoiled by mechanical wear before they rot out. One other very profitable department of reclamation work is the saving and repairing of grain doors. Some roads have a large grain business, and they have found that grain doors can be repaired for about 10 cents a piece, whereas, a new door will cost not less than 75 cents. The repairing of grain doors leaves a considerable amount of small pieces, which can be cut up and used for dunnage and powder strips, and also for making boxes for shipping nuts, bolts, etc. The collection and baling of old paper for sale has re- cently been quite profitable, although for a time it was not worth while. One station on our road sold $128 worth of old paper after a house clearing, and another sold $700 worth within a year. Those are some of the larger stations, but they show the desirability of saving all old papers for sale. Another item which has not received much attention in the past, because it was not thought worth while, is the saving of coal and coke which becomes scattered along the tracks in switching yards. When coal could be bought for $1 a ton at the mines, coal thus reclaimed hardly repaid the cost of picking it up, but at the present high prices it is worth saving. I have said that the most important tiling is to collect the old material so that it can be sorted out and the good sep- arated from that whidi is only scrap. As an inducement to the section men to pick up material along the tracks, one of our superintendents has offered prizes to the section fore- men who pick up the largest number of one inch nuts, and, on another occasion, the largest number of oil cup caps. The result was surprising and gratifying. One foreman turned in about 300 and another one about 200 nuts, most of them as good as new. Many railroads are using box cars with either inside or outside metal roofing, and when they reach their limit of life much of the roofing is fit for further service. It can be used for making stove pipe, pails, cans, for roofing build- ings and for many other purposes. Some of the secondary results of the conservation of material and the cleaning up of scrap are the improved appearance of the property, the greater orderliness and a stimulated interest on the part of the men in taking care of material. Our company has studied the wastes in dining cars, and a great deal has been accomplished in reducing tliem. The prices of all supplies have gone up, but, by following tlie advice of the Federal Food Commission, the prices of meals have been kept down pretty nearly to what they were hereto- fore, while the quality has been kept up, and, at the same time, a considerable saving has resulted. The use of stationery and office supplies has been watched, with some care on most roads, but the amount of it is so great on the average road that it is worthy of closer atten- tion. We have one man who gives his entire attention to the study of requisitions and the inspection of stock on hand at various offices, with very profitable results. Some reclamation operations that have been tried are of rather douljtful value, and it is a question whether they pay. Among these are the re-making of brooms, renovating ca- boose cushions and camp mattresses, retapping nuts and 672 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 tinning lanterns. The question of painting brake beams and springs, after they have been repaired, is open to dis- cussion but I believe it pays. Another important item of conservation, which is worthy of more attention, is the protection of material from the weather, especially near the seacoast, where there is a good deal of wet and stormy weather. All finished work, such as threads of bolts, nuts and pipe, should be protected from dampness, or they will soon become rusted beyond any pos- sible use. The same is true of steel plates and many of the finished parts for locomotives; dressed lumber for car work ought to be protected from rain, snow and sun. The ordinary rough castings stand exposure for several years, hut if small they will be seriously damaged in a few months. As an example of the value of scrap, I have obtained the figures for a large road, which show that in 1916 over $3,000,000 worth of scrap was sold and for the first six months of 1917 over $2,000,000 worth. Thf motto which the railroads have adopted to guide them in their work is "What can we do to help win the war?" and this test should be applied to every problem that arises, because that is the biggest question now before us. There- fore, the conservation of material is more important now than ever before and it is one of the things that will be most helpful in winning the war. DISCUSSION K. J. Mc\'eigh, general storekeeper. Grand Trunk Sys- tem: Material is money, first, last and all the time. Un- fortunately the railways have not learned that simple fact. They have never taught their employees to think of material as money. Due to the peculiar nature of railway operation, costly material is placed in the hands of many men totally untrained in the handling and value of the material. How many trainmen have been told that a journal bearing costs $6 when new and is worth $4.80 after it has served its pur- pose, if it is returned to the stores department; that a steam hose is worth $4.80 new and $3.80 after it has been worn out? The railway "material man" buys, receives, cares for and delivers new material, but in addition to this he should educate the men handling the material as to its value, both new and old. When the material has fulfilled its function it once more becomes material and the material man does not let go of it until he knows that it has been conserved. The material man should have the proper facilities and organi- zation for doing this. The old method of selling all used material as scrap has made the scrap dealers rich. Those roads which have developed central scrap and salvage yards have found that it pays. Average figures show a net increase of S4.H5 per ton in the price received for scrap that is ex- amined for usable material and sorted. In addition to this the reclaimed material is of great value to the car repair and shop men. It keeps them well supplied with material. Negkx-ting the material for the convenience of the repair forces we have the $4.85 net gain where a railroad handles its own scrap. A railroad will "make" three ton? of miscel- laneous i^crap per year per mile of road operated. Thus a road of 4,000 miles will be able to save $58,200 per year by handling its own scrap. In brass there is still a larger amount to be saved. The salvage in all hose is very large. What other department of a railroad on so small an invest- ment can show so great a return? W. F. Jones, general storekeeper, New York Central: If the materials throughout the world wasted today were saved and applied to proper uses, we would be confronted with an economic revolution tomorrow. When a man's hands are full, it is natural for him to be extravagant. It is born in him and nature has placed before him almost unlimited resources to be obtained at the expense of but little endeavor. To change this inherent characteristic has been the life- work of many men who have had the foresight to realize that, with our ever increasing population, the time will come when we will be confronted with a fight for existence. In managing a business where men are employed, waste and extravagance will reduce the profits unless a watchful eye is placed on every detail of operation. This is not so difficult in a manufacturing plant where each individual workman is under the direct personal supervision of his fore- man. Different conditions prevail in operating a railroad. While a large number of men are employed in buildings, under direct supervision, there is a vast army under indirect supervision, in the yards, along the road and on the water. Conservation should begin with the quality of the material. It is not a paying proposition to use inferior material in a job that requires the best material that can be manufac- tured. A pair of wheels for a car may cost $25.00 and the scrap value may be relatively high. The expense of that pair of wheels is not in the material, but in the delay to the car and contents, cost of switching, and labor of handling and of application and removal. If the life of a pair of wheels can be increased a year by using better material, even at higher price, would we not be conserving material? Le Roy Cooley, general storekeeper. Central of New Jer- sey: Reclamation is so closely interwoven with conserva- tion that I consider the two go hand in hand. If you can make the old material last a little longer or perform a further function you are conserving the new. W^e have no elaborate scrap docks equipped with ex- pensive machinery; we handle our reclamation work through our main locomotive and car shops, but not always with skilled labor, unless the class of work so demands. I will mention a few of the practices which we employ that might be of interest. No doubt all present have observed how the siding of box cars first becomes decayed at the sills and eaves, requiring renewal while the center portion is prac- tically as good as new. Our practice is to cut off the de- cayed ends and use the siding as roofing. A year or so ago all roads were obliged to re-build in a degree practically all of their equipment to meet the de- mands of the Interstate Commerce Commission, necessitat- ing the removal of grab irons, brake wheels, brake staffs, cutting levers, etc. The old grab irons were used for the construction of bolts, as were also the brake staffs and cut- ting levers. The brake wheels which we were obliged to remove did not have sufficiently large brake staff fit to meet the requirements. We were able to reclaim practically- all of these wheels by heating them and forcing the hole larger with a punch of proper size, with but little expense and little loss through breakage. We have a rattler through which we pass all old or rusty nuts and washers. They are then sorted and those requir- ing re-threading are given such attention. We found some time ago that it was possible in a large degree to reclaim our cast steel journal boxes through the electric welding process, by building them up in places where worn. This is al.?o being done with front end coupler [sockets, many of which require renewal on account of the pin holes l)ecoming elongated. Our practice is to true up the hole by the electric welding process and return the pocket to service. Electric welding of bolsters and side frames is no doul)t a common practice and the saving is enormous. R. V. Wright of the Railway Mechanical Engineer called attention to the moral effect the reclamation of material has on the men. Before the war there was plenty of material and at the prices that prevailed at that time it was not economical to reclaim material to the extent that it is at the present time. The fact that material is scarce and that the cost has risen materially should be impressed upon the men so that this matter will be given the proper attention. In addition to the material the conservation of labor is a very important prob- lem and should be given consideration. An Innovation in Tender Design Rock Island Lines Are Using Construction Which Eliminates Angle Iron at Bottom Edge of Tank A TENDER which includes some unusual features has been designed by W. J. Tollerton, general mechan- ical superintendent of the Rock Island Lines, and is now being used on that road. The principal feature of the design is the method of construction adopted for the bot- tom of the tender tank which it is thought will result in con- siderable economy in maintenance. The tender is of the rectangular type with a capacity of Rock Island Tender with Unusual Method of Joining Vertical and Bottom Tank Sheets 9,000 gal. of water and 16 tons of coal. It is 29 ft. long. 10 ft. wide, and the maximum height from the bottom sheet to the top of the coal space is 9 ft. 4_^ in. The water space The bottom sheet of the tank, instead of being joined to the side sheet by angles, has the edges flanged upward on all tour sides with a radius of 5^4 in., and is riveted directly to the vertical sheets. The side sheets of the tank are rounded in the usual manner at the corners where they are riveted to the end sheets. At the four lower corners steel castings are used to join the curved surfaces of the bottom and side sheets, thus obviating a difficult job of flanging. It is intended to have the bottom sheet of the tank in one piece, but it has been impossii^le to secure plates large enough for this pur- pose under the present conditions. The construction used on the lower seams eliminates one row of rivets for the entire distance around the tank, does away with the corner seam, which often leaks and is difficult to caulk, and brings the single remaining seam several inches al)Ove the bottom of the tank. The intermediate seams in the bottom and side sheets are made with the usual single riveted lap joint. The bottom sheet is 5/16 in. thick, while all others are I4 in. thick. The sheets in the water space are braced by T-irons, which extend in one piece down one side, across the lx)ttom and up tlie opposite side. These braces are spaced three feet apart and are bent at the lower comers to fit the curve of the sheet. By making the T-irons continuous across the three surfaces the plate is stiffened to such an extent that it is thought the vibration of the sheets, which often causes them to crack near the lower edge, will l)e entirely eliminated. Gusset sheets are also used to reinforce the lower edges, both at the sides and at the front. The upper sheet of the water space is joined to the side and end sheets with angle irons in the usual manner. Splash Rock Island Lines Tender Tank with Flanged Bottom Sheets is 4 ft. 10 in. high at the back for a distance of 20 ft. 4 in., plates are placed crosswise and lengthwise in the tank and sloping from that point to a depth of 20^ in., which is are fastened to the T-irons and to angle irons. At the points reached two feet from the front. where the splash plates are riveted they are reinforced with 673 674 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 a lap plate which is shown in detail in one of the illustrations. The coal space is 15 ft. long and 7 ft. 7 in. deep at the front, sloping uniformly from a point 2 ft. from the front of the tank. The sides are curved inward at the top to prevent the loss of coal. This construction, which originated on the Chicago, Burlington & Quincy, is now standard on the Rock Island. The curve at the top is formed by rolling the sheets, :: 1 e 9 3 3 O o 1 • • o o ^ ^ ^ 1 9^- ^ Cast Steel Corner for Tender Tanks which are braced by angles and by one T-iron on each .'^ide extending diagonally from a point about half way down the side sheet to the slope sheet. A 134-in. half-round bead is used at the upper edges of the sheets. The rear portion of the slope sheet, which is raised above the water space, is stiffened by angle irons and supported at the end by T-irons «^ ♦.,►,-.- *^-- ..:.<>— Half Back V/'eiv. Ha/f Fronf yietr. ^ of: Id Front and Back End Elevations of the Rock Island Tender Tank resting on the top of the water space. The upper and lower halves of the coal gates are made separate, as it has been found that opening the upper section of the coal gates ma- terially improves the ventilation in the cab. At the front corners of the tank there are two cupboards entirely open at the front, which provide an unusually handy place for tools and clothes. By carr>ing the cupboards up slightly higher than the coal gates a much greater amount of space than is found m cupboards of the ordinary type has been provided without decreasing the coal space on the tender. The upper compartments are designed especially to furnish a convenient place for the enginemen to carry their clothes boxes. In the lower compartment is a steel box in which ice is placed for the purpose of cooling the drinking water, which is carried in jugs. The Lindstrom syphon ex- tends up inside the cupboard and is supported by one of the shelves. The details of the arrangement of this device are illustrated. The tender frame with which this tank is used is 8 ft. 2 in. wide over the side sills, and 9 ft. 2 in. wide over the end sills. The tank rests on 2-in. deck boards spaced about 2 ft. 9 in. apart and is anchored at the ends by the usual fasten- ings. This t}pe of tender has been in use in through-passenger The Open Cupboards on the Rock Island Tender Are Exceptionally Roomy service for three months and reports indicate that it has very good riding quabties. Tenders of similar construction will also be used with .SO freight locomotives now on order for the Rock Island. Application has been made for patents to cover the principal features of the design. Chemical Heater for Soldiers. — The Tech of Boston tells of an individual heating apparatus for soldiers which Colonel Robert L. Howze is now testing to determine its prac- ticability. The heater is not larger than a canteen and it is claimed that it will keep hot for 36 hours and then be re- charged for another period. The heater is filled with a chem- ical fluid which is first heated by immersion in boiling wa- ter. The chemical action increases the heat to a high degree and maintains it for 36 hours. A new charge is a chemical substance no larger than a pea. The "stove" and fuel may thus be carried by a soldier in his haversack. Railway Power House Economics Construction and Operating Costs of the Average Power Plant Serving a Railroad Repair Shop BY V. T. KROPIDLOWSKI III THE two preceding articles of this series have dealt with the general phases of shop electrification and the factors entering into the cost of power. The present article is devoted to the discussion of a concrete example, the cost of construction and operation of the shop power plant being analyzed and a comparison made with the cost of power purchased from a public service plant. A repair shop of a capacity capable of turning out an average of 30 locomotives and 175 cars per month will be considered. The buildings in such a plant will have a cu- bical content of about 4,826,746 cu. ft. Providing one square foot of radiating surface for each 150 cu. ft. o^ building volume for heating this building, which is considered sufficient to meet shop requirements in severe winter weather, a plant of this magnitude will require 32,178 sq. ft. of radiating surface. One square foot of radiat- ing surface will condense approximately 0.4 lb. of steam Table I — Minimum Requibements fob Boilib Capacity in the Shop Plant Maximum Power consumer Capacity Air compressor 2,000 cu. ft. High pressure pump 300 gal. Roundhouse blower line .'iteam hammer 1,500 lb. Steam hammer 1,100 1b. Heating service 32,000 H.S. Total ^elope d Average Boiler hp. hp. hp. 300 185 200 15 4.5 20 100 il 5 30 27 3 20 , , 429 230 600 per hour and the maximum heating requirement of the plant will therefore require 32,178 x .4, or 12,871 lb. of steam per hour. The boiler capacity necessary to meet this maximum requirement, allowing an actual evaporation of 30 lb. of water per hour per boiler horsepower, is 429 hp. Here is the need of an investment at the outset, which must be made irrespective of how the motive power for the an investment of this magnitude unavoidable, the question immediately rises whether the additional investment rc^^uired to extend the power plant facilities to meet the complete power demands of the shop will not make possible a lower rate for power than can be obtained if power is purchased from a public service plant. An analysis in detail of the p>ower required for machine tool equipment in a shop of the capacity herein submitted is given in Table III. The total horsepower requirement of the shop tools and machinery is 570 hp. Adding to this the power required for the service pump, the coal chute hoist and locomotive hoist, which may be electrically driven to equal advantage in either case, and the electric lighting and welding loads, the total electrically driven load is 660 hp. As shown in Table IV, a rather high diversity factor of 65 per cent has been selected. On this assumption the maxi- mum demand which may be expected is 429 hp., or 320 kw. We may therefore install with safety electrical equipment having a capacity of 350 kw. In Table V is shown in de- tail an estimate of the additional investment for power plant equipment to meet these requirements. In a previous article* it has been shown that when a given boiler capacity is required to provide steam for shop heating, the power generated as a by-product of the heat- ing system by passing the steam through a prime mover, will create only about 10 per cent additional demand on the boilers. In considering the minimum demand on the shop boiler plant when electric power for driving the machine tool equipment, lighting, etc., is to be purchased outside, the additional boiler capacity required to make up the de- ficit in steam for heating, after using the exhaust steam available, was found on this basis to be about 230 boiler horsepower. In the same way in Table V, where the addi- tional equipment necessary to provide a complete shop power Table 11 — Initial Investment in Power House Wuebb Poweb Is Pubchased fbom an Outside Soubce Unit Buildings and Equipment Quantity Used Station building, bare building complete, including mill work, foundation, etc., not plumbing, lighting, etc 1 17,000 cu. ft. Boiler room equipment: Boilers, exclusive of setting 600 B-hp. Boiler settings 600 B-hp. .Smoke flues 600 B-hp. Chinmey, concrete 600 B-hp. Feed pumps 600 B-hp. Feedwater heater 600 B-hp. All piping and pipe covering 600 B-hp. Coal bin and ash handling facilities 600 B-hp. Miscellaneous: Painting, instrumer.ts, runways, etc 600 B-hp. Kngire room e<|uipment: Air compressor 300 E-hp. Foundation for above, concrete 55 cu. yds. Service pump 14 in. hy 9 in. by 12 in 30.000 gal. per hr. High pressure pump 12 in. by 7 in. by 12 in 2-t,000 gal. per hr. Electrical switch board 350 kw. Service equipment: I.iglit, plumbing, tools, cranes, etc 350 kw. Piping for compressor and pumps 330 E-hp. General charges: Engineering, purchasing, supervision, etc 350 kw. Total .V.'.'. i. • ^'.»».-..i-.«.i. . • • Cost $0.09 15.00 8.00 .75 5.00 .50 .80 8.00 l.OO .75 1 3.00 8.00 .014 .016 2.50 2.00 4.00 4.00 Cost per hp. $15.00 8.00 .75 5.00 .50 .80 8.00 1.00 .75 13.00 1.47 Cost per kw. $2.50 2.00 4.00 Total Cost $10,382 9,000 4.800 450 3,000 300 480 4,800 600 450 3,900 440 420 384 875 700 1.320 1.400 $43,701 shop machinery is obtained; and this does not represent plant is considered, this boiler capacity provided primarily the complete investment, there being other steam require- for heating service, is available for the production of power ments which bring up the total minimum shop boiler capa- and but 200 additional boiler hp. is required, city to 600 boiler horsepower, as shown in Table I. XHE SHOP POWER PLANT In Table II is presented an estimate of the cost of pur- pixed Charges.— InXo the cost of the power enter the chasing, installing and housing this equipment. The total fixed charges upon the investm ent in the additional equip- amount of the investment thus required is $43,251. With * Scc Railway Mechanical Engineer iaT-iu\ir\'^\:7v^it'i73. 675 676 RAILWAY MECHANKAL ENGINEER Vol. ^], No. 12 ment expressly required for the power generation. This in- vestment is shown in Table V to be $28,190. The fixed charges are divided about as follows: Interest on the invostnitnt 5 per cent l>epreciation 5 per cent Insurance, obsolescence, etc S per cent Total 15 per cent The annual fixed charges are therefore S4,228.50. There need be no increase in labor cost, as there is not ne- cessarily an increase in the power plant force; in fact in some Table III— Machine Tool Power KEyrinEMESTS Machine Sliot Description of Tool Size Drill press, radial 6-ft. Drill press, universal 6-'t. Drill press, radial 30-in. Drill press, multiple 4-spindle Drill press, vertical •'^"!"- Drill press, vertical ■*2-!n. Drill press, sensitive 'n '"' Drill press, sensitive 20-in. Drill press, sensitive '^j'" w , Planer ^S"!"- by 16-ft. Planer •'Op- ^y 10-ft. Planer -''"'"•.J'>' ^"**- Lathe -JO-!"- Lathe ■]^'."- Lathes (twro) -«!"• lathes (two) ^;j!"- Lathes (four) -0\n. Lathes (two) ^I"- Lathe, flather , '^J"- -,. • Lathe, turret ^ -»n. by 24-in. Lathe, turret ^ '^"'"v ^■' Lathe, axle -^J^: ^ Lathe. Le Blond 20-in. Lathe, single head on'"' Lathe, driving wheel Ifo •'"' Lathe, coach Zl'"^' Quartering machine °°'l^- Coring mill 51-in. Boring mill \f\"- Truck wheel borer rS'"" Slottcr J?-!"- Slotter ' 3;'P- Bolt cutter, single ,S''"' Bolt cutter, single v*""^' Milling machine ^O- •■ .Milling machine „ y'o- ^ , Tool >:rimler, single Sin. wheel Drill grinder, single 12-in. wheel Yankee double grinder 14-in. wheel tjniversal grinder ^o- .2 Double grinders (four) 2-in. by 14-in. wheels Guide grinder 6-«n. by 12-in. wheel Grindstone jl^l"' Hydraulic press V en .°" Hydraulic press 150-ton Hydraulic press 40-ton Shapers (two) in'" Shapers (two) ,. -""*"•,. Pipe threader ; !«• to 4-m. Pipe threader ^ '"• *«' ,».'"■ Pipe threader L p to 1-in. T-ital connected load B-iIrr -S /!<./> Punch. .^6-in. throat lU in., through 1-in. Shears. 60-in. throat 1 "i- P'^te Rolls •• ,,7*- Bolt cutter, 4-spindle \i''*^' Stack riveter, SO in. through ->o-, t> Drill press ,,. . •7'"- , ,. Horizontal punch. 12 in. through l'« m. through 1-in. Total connected load Blackswith Shop Flue cutters (two) 6->."- ^«s" Flue welder , . /*-'"v ""^^ , , Grin.ler. double 2>"- by 16-.n wheels Fan C-"' - Fan join Grindstone ,, ? Si f» Flue rattler -^^t- ^y -'l-ft. Total connected load Car Shop Saw, rip , l,^!"- Saw, rip, automatic Tn Saw rip • • •.U'ln. Saw' automatic cutoff ^,^'": Saw, band ^-in. blade ^0. 3 Mortiser 3-in. by 18-.n. Planer, single head k i - „ Planer, 4-sided. H.S 6-|n. by la- n. Planer, pony, single 6-.n. b> 30-in. Gainer ^^-9-.^ Borer. 4-spindle Y*il Borer, 2-spindle ' "'P- Grindstone ^»'"i Knife grinder, American -\o- ' Shavings exhauster ?"• "• Drill press '^ '"• Total connected load Hp. to Drive 4 4 1/, 1 I 12 10 5 8 4 & 6 3'/. V/2 1'/:. IVi » 2 3 15 12 3 7 4 5 4 6 1 3 J4 -> I ■) 16 7 3 2 4'j 4 T 3 1 223' 2 hp. 10 10 5 3 / '! 45 hp. 10 1 5 34 ;i hp. 3 10 5 10 3 10 20 60 10 10 6 2 1 I'/J 35 ■> l)itiy2 hp. Reclaiming Plant Bolt cutttr. triple Drill press Kan Punch and shear, double .Nut tapper. 6-spindle Trip hammer Bolt header Total connected load Saiv Mill C arriage saw Planer, single pony Saw, cut-off Saw, rip Shingle machine, 1-saw .Saw grinder Hand turning lathe Total connected load Total connected load for shop tools and machinery 2-in. 4 34-in. 2 No. 3 3 2-in. throat 3 2in. 3 100-lb. 3 IJ^-in. 7^ 29 Vi hp. 40-in. 25 24-in. 3 24-in. 3 14-in. 3 7^ 1 2 48J^ hi- 569 J5 hp. instances there might even be a reduction. To be conserva- tive, however, it will be assumed that a more skilled engineer will be required and an allowance of $300 per year will be made to cover the higher wages. Lubricants, waste and other supplies will amount to aijout $v500 more per year, making the additional charge for labor and supplies $600 a year. Coal. — The coal chargeable to power comprises the coal e(|uivalent of the heat lost between the boilers and the heat- ing ."iystem when the heating system is in use; when no heat- ing is required all of the coal burned is chargealile to power. The fuel cost depends upon the efficiency of the boilers and engines, the price of coal and the percentage of the total amount of steam generated which is used in the heating system. The requirements of a compound non-condensing engine will be about 12 lb. of steam per indicated horsepower hour, or 29 lb. per kw.-hr. To be conservative, let us assume 40 11). per kw.-hr. when no heating is required and 45 lb. when Table IN' — Power Requirements fur Ki.ectrically Driven Koi'ipmest t'oniK-cted power load 570 hp. Service pump, electric driven 13 hp. Coal chutes, electric motor 10 hp. I.,ocomotive hoist, electric motor 7 hp. Klectric welding plant 10 hp. Klectric lighting 50 hp. Total 660 hp. Peak load, 65 per cent diversity factor 429 hp. .-\vcrage load, SO per cent load factor 214 hp. the engine is exhausting against the back pressure of the heating system. The evaporation of the boiler may be as- sumed as 8 lb. of water per pound of coal. The price of coal, of course, is a variable quantity and in the case of most railroads, under normal conditions it will range from 75 cents to two dollars per ton. The proportion of the steam generated which is used in the heating system is also vari- able, but for a purpose of this nature it may be assumed that all of the steam is required during a certain number of months of each year and none of it required during the remaining months. Strictly speaking, at the beginning and ?nd of the heating season there are periods when but a mod- erate amount of heating is required and only a portion of the e.xhaust is then used, but it is simpler to determine the equivalent number of months during which all of the steam is required for heating. If during the four winter months all of the exhaust is used and during two months before and after this season it varies from 25 per cent to full capacity, it is then sufficiently accurate to assume that the heating season of eight months is equivalent to six months of maxi- mum heating requirements. Water. — An average price for water may be taken as eight cents per thousand gallons. During the heating sea- son it is safe to assume that all but 20 per cent of the water is returned to the boiler; at other times all the water is lost. With fixed costs and labor charges known, and the coal and water charges calculated for the conditions outlined December, 1917 RAILWAY MECHANICAL ENGINEER 677 ijove, the charts shown in the illustrations have been pre- iured. The following example will serve to explain in de- • a\ the method of obtaining these figures. Assume a heating season equivalent to six months of full jK\d steam heating, when all the exhaust is used. During rhis period the coal chargeable against power is the equiva- lent of the heat lost between the boiler and the heating system, which should not be more than 10 per cent, but to be con- -ervative it will be assumed as 20 per cent. The price of coal will be taken as one dollar per ton, which is a fair average ,»f what it normally costs the railroads. The maximum j)0wer demand has been determined to be 320 kw. Assum- ing a load factor of 50 per cent of maximum power demand The total charges for generating power at the rate of \i>0 kw. for 3 ,000 hours a year may be summarized as follows : Fixed charges $4,228.50 Labor, cil and miscellaneous 600.00 Coal $135.00 500.00 735.00 Water 20.75 92.20 ..; ;..■:.: 112.95 Total ....•;.".';.•.-;.,■;.; $5,676.45 During the year 3,000 x 160 = 480,000 kw. hr., are pro- duced, giving a cost per kw. hr. of LI 8 cents. In the same manner it is found that when the heating season is equivalent to only three months of full load heat- T.^BI.E \' — Additional Investment i.v Power Plant to Carry Entire Shop Load .-\rticle Main generating set: Quantity Horizontal cross compound engine 450 A. C. generator 300 .Auxiliary set: N'ertical automatic high speed engine ; 75 A. C. generator 50 Foundations for above 70 Piping for above 525 Wiring up generators, etc 350 -Additional station space 30,000 Additional boiler room space 25,000 Additional boiler capacity 200 Total y. . .. , ... Unit Cost Cost Totaf f '% Used Cost per hp. per kw. cost E-hp. $18.00 $18.00 $8.00 $8, lOO kw. 8.00 ... 2,400 E-hp. 16.00 16.00 1,200 kw. 10.00 10.00 500 ■u. yds. 9.00 630 E-hp. 3.00 3.00 1.575 kw. 2.50 ■ ■• 2.50 875 cu. ft. .09 2,700 cu. ft. .09 • • • 2.250 B-hp. 39.80 . . - 7.960 $28,190 (45.8 per cent of the generator capacity), which is quite high for a repair shop plant, the average load is 160 kw. I'he working time per year may be taken as 3,000 hours, Table \'I — .\ver.\ge Fixed Charges, Labor and Supplies, Cents Per Kilowatt -Hour Load factor 5 10 15 20 25 30 35 40 45 45.8 Unit cost 9.1m 4.60 3.06 2.30 1.83 1.S3 1.31 1.15 1.02 1.00 Table \'II — Average Coal and Water Cost, Cents Per Kilowatt-Hotr Months of exhaust heating Cost of coal. , >^ — V dollars per ton 2 4 6 8 SI. 00 0.25 0.22 0.18 0.14 2.00 47 .40 .33 .26 3.00 69 .59 .49 .38 4.00 91 .n .64 .50 5.00 1.12 .96 .79 .62 Table VIII--.\vekage Cost of Power for the Year, Cents 1>er Kilo- watt-Hour Months of exhaust heating Cost of coal. f ^ V dollars per ton 2 4 6 8 $1.00 1.25 1.22 1.18 1.14 2.00 1.47 1.40 1.33 1.26 3.00 1.69 1.59 1.49 1.38 4.00 1.91 1.77 1.64 1.50 5.00 2.12 1.96 1.79 1.62 which is based on a 10-hour day and excludes Sundays and the principal holidays. The cost of coal during the six months heating season chargeable to power is: 3,000 45 $1 160 X X X 0.20 X = $135.00 2 8 2,000 The portion of the year when there is no exhaust steam heating, and when only part of the exhaust is used for heat- ing, is equivalent to six months of straight non-condensing operation. The cost for coal during this period is therefore, 3.000 40 $1 160 X X X = $600.00 2 8 2,000 To the coal cost must be added the cost for water, which may be taken as eight cents per thousand gallons. During the heating season, the heating system returns 80 per cent of the boiler feed. The cost for water is then 3,000 45 8 cents 160 X ■_ X X 0.20 X = $20.75 1,000 For the other six months the cost for water is 3.000 40 8 cents 160 X — ■_ X X = $92.20 X 1,000 ing and the price of coal two dollars, the cost per kilowatt hour is between 1.4 and 1.5 cents. The effect of variations in the price of coal and the length of the heating season on the cost of power for the case assumed are shown in Table VUI. The rates for fixed charges only for varying load factors, are given in Table VI, and the cost of coal and water per kw.-hr. in Table VH. In Figs. 1 and 2 the same data has been presented graphically. CENTRAL STATION COSTS AND RATES There is hardly a central station that has as low a fixed charge as that of a railroad shop power plant, and it is doubtful whether the central station can ccMnpete on the Table IX--Exhavst Steam Available and How It Is I'sed ^, ,. ^ P. Hp. Steam rate per Total steam JMeam L se by average hj.. hour. Ih. per hour, lb. Prime mover 215 26 5 590 .\ir compressor 185 40 7 400 High pressure p-jmp 5 jjo '^q r> I r , 13,590 Deduct steam for heating teedwater 2,666 I, J i« . 10,924 i'educt 20 per cent lost in engines 2,185 .Available for heating 8,739 Steam required in heating system .'......'." 8.'826 operating costs. The writer has looked through the \\iscon- sin Railroad Commission's annual reports and finds one of the public utility companies doing business in this section which has outstanding in stocks and bonds the sum of $8,811,027.11, all of which is invested in property and equip- ment used for power generation. The total installed capacity of this company's equipment is 13,300 kw. Now, if we assume a load factor of 50 per cent, which is considered by central station men as a very good condition, the output is 13,300 x 365 X 24 x 5 = 58,254,000 kw. hr. per year. Making a ver}- conservative allowance of only 12^ per cent as the fixed charge, it amounts annually to' $1,101,382.39. This divided by the yearly kw.-hr. output gives a fixed charge rate of 1.9 cents per kw.-hr. This is the fixed charge only and does not include the items of labor and supplies incident to generation and distribution, general expenses, etc., included with fixed charges in the plant under discussion! Of course, this does not determine the rate at which the central station is selling current. An examination of rate 678 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 schedules shows the prevalent rates to run about as follows: Demand Charge For first 100 k\v. annual demand $18.00 per kw. year For next 100 kw. annual demand 14.00 per kw. year Above 200 kw. annual demand 10.00 per kw. year Energy Charge First 60 hr. use per inonth per kw lyi cents per kw. hour Next 60 hr. use per month per kw 1 cent per kw. hour Above 120 hr. use iier month per kw 'A cent per kw. hour Energy charge subject to five per cent, discount for proiiijjt payment. Applying the schedule to the shop under discussion, the maximum demand will be 320 kw. and the load factor 50 per cent, making the average load 160 kw. The demand 3.0O 2.S0 k 4 -S 2.00 ISO «: LOO o.so ^ ^ ^ ' 1 >/-, '^ " . , ' " Ja „^ — =- ^ ^^^ - , ^ *** ::: ^ ,_ — ■ ::a ^_ „_ 1 — 1 B^H. ___ ^'^ V "= — — - ■^ _ "~" — — -__ — ■ I Z 3 4 S 6 7 8 3/0 Number of Months o-f Exhausf Sfeam Heafing. Fig. 1 — Average Total Cost of Power in Cents Per Kw. Hr. cost will amount for the year to $1,800 + $1,400 + $1,500 r= $4,700. The energy charge for the year will amount to (60 X 160 X \y2 cents) + (60 x 160 x 1 cent) + (130 x 160 X 0.75 cents) ^ $396 per month or $4,752 per year. The cost per kw. hour is then 1.97 cents. Therefore, the difference in rates per kw-hr. in favor of the privately owned power plant is 1.97 — 1.18 = 0.79 cents, or a net saving annually of 0.79 x 480.000 =: $3,792. A question may be raised as to whether all the exhaust steam available in the shop plant will be utilized by the heating system, as has been assumed in this article. The writer has found from an analysis of various plants that the ^.uu \ i \ ' "' \ \ \ 2.SO \ 2. SO \ 1 ' 1 \ ^2.00 \ l: 2 00 I." — \ — 1 \ Coat and Wafer ! - Cost Per Kw.Hr p < \ 1 j \, ^ \ ^ -^1 / sn V. V ^ \ ^ V Ji« ^ S i.OQ V ■>,Hl tfi^^. / nn ? V P<^ Vi Fixed Charges, Labor - h^^^ «'i^.,^^^-<% din" o.so o.sc l^S-O^O-^i"^ 1 . . - ^ 1 ^i^r^ \ \ F?^ 1 1 , 1 . o i r / I 1 .oa 5 2 d F O 2 ~ac 5 3 for 3 .Pi S 4 'rC O 4 em s s 1 Cos ■fo i. fc > oaf _3 ffo f //a/ 4 5/" t fr) ^on. r Flo. 2 Fia. 3 power requirements of the average railway shop plant are such a.s to provide a quantity of exhaust steam which bal- ances very closely with the maximum amount required by the heating system. Table IX shows roughly the di.'*tri])u- tion of the exhaust steam supply in a plant of the size of that under discussion and an approximate balance is indi- cated. The steam hammers are not included, as usually the exhaust .steam from these units can not conveniently be turned into the heating system. LOCOMOTIVE DESIGN FROM A MAIN- TENANCE STANDPOINT* BY W. H. WINTERROWD Assistant to Chief Mechanical Engineer, Canadian Pacific It is a question if there has ever existed an enginehous- foreman who has not, at some time or other, had the feeling that if some part of a locomotive had been designed a little differently, he could make repairs quicker, easier, and a' less expense. While in many instances he may have been justified in this feeling there are, however, cases influenced by other factors which may have been of greater importance from the standpoint of ultimate economy of operation. The type and size of a locomotive have an important bear- ing on certain details of design. A discussion of the factor.* relating to the selection of the desired type and size is far beyond the scope of this paper as it would involve a thorough consideration of the economics of railway operation. Occa- sionally some detail of the resulting design, while undesir- able from a maintenance standpoint, is unavoidable. How- ever, the majority of locomotive details are free from other than purely local restrictions and may be designed almost entirely from a maintenance standpoint. It should not be inferred from what follows that mechani- cal and operating men, as well as locomotive builders, have not given a great deal of consideration to the points men- tioned. Very many locomotives in service today bear wit- ness of such consideration. However, there are at present reaj^ons for emphasizing and reviewing the importance of locomotive design from a maintenance standpoint. Today, under changed conditions, the railroads are being called upon to render greater .=;ervice than ever before. But little new equipment is available other than that which the railroads may build in their own shops. Repair shops are l)cing worked to capacity. Skilled railway mechanics are scarce. Material of all kinds is difficult to obtain. All of which means that maximum service must be ol)tained from every bit of existing equipment. It is, therefore, essential to consider every legitimate means whereby the "out of serv- ice period'' of a locomotive may be decreased and the "in .'service period" increased. All new locomotives should be constructed to give maxi- mum service with minimum maintenance. All locomotives l)eing rebuilt, or modernized, should be turned out of the shops prepared to give similar results. Any improvement that can i)e made to any locomotive, new, modernized, or under repairs, which will result in increased service, in- creased efftciency, or decreased maintenance, will help to increase the capacity of the railroads. The following covers briefly a few of the points worthv of consideration: noILER It seems hardly necessary to state that a well designed l)oiler of ample capacity is easier and cheaper to maintain than one of smaller capacity and which has to be forced continually. The importance of ample capacity can scarce- ly be overemphasized, either from a maintenance or operat- ing standpoint, \\ithin its limits of weight and size a boik-r should be designed to have a capacity as large as possible consi.stcnt with other governing factors. In this connection the values of the superheater, the brick arch, and the feed water heater are unquestionable. These values have been practically demonstrated from the standpoint of economy as well as locomotive capacity. The maintenance of locomotive boilers is an important factor, the greatest difficulties being leaky flues, leaky mud rings, broken staybolts and cracks in firebox sheets. Knowing that firebox heating surface does a great deal *Fron; a paier before the Canadian Railway Club. December, 1917 RAILWAY MECHANICAL ENGINEER 679 h.ore work per square foot than flue heating surface, boiler capacity does not depend upon long flues. Short flues are tUe easiest to maintain. Many failures are frequently the result of crowding in )0 many flues, placing them too close to the heel of the ;;ue sheet flange, and the use of too small a bridge. The ,ead on the flues adjacent to the flanges should always rest m the flat surface of the sheet and never on the curved in- side surface of the heel. With 2^4 in., or greater diameter ilues, it is best that the width of bridges be not less than \\ in. Assuming that these points have been taken into con- sideration, it is important to see that the shop layerout and driller follow the design. There have been cases where a layerout has located flues incorrectly and also added one or more. It is also important that flue sheet holes be drilled the proper diameter as it is almost impossible to keep flues tight in holes that are too large. The radii of door and back head sheet flanges should be studied in relation to the staybolt stresses. A moderately large back head sheet radius will reduce the stress in outer rows of bolts by transferring a portion of the load to the wrapper sheet. Too small a door opening radius will frequently result in cracking of the sheet at this point because of insufficient provision for expansion. Mud ring corners of ample radius will be easy to con- struct and maintain. Trouble due to small radius has, in many instances, been overcome by electric or acetylene weld- ing the bottom edges of the sheets at this point to the mud ring. Flexible staybolts reduce staybolt breakage. A careful investigation will indicate the zones of maximum staybolt stress and sheet movement. In these zones the flexible bolts will give good results and reduce staybolt renewals. Grates .should have sufficient air space, be free as pos- sible from dead spots, and be easy to remove. Where cer- tain kinds of fuel are used, properly designed dump grates may be a means of reducing the time the engine is on the ash pit. As far as possible, all brackets, clamps, or fittings applied on the boiler or firebox should be so located that staybolts, rivets, or portion of caulking edges will be accessible with a minimum of labor. In connection with the barrel of the boiler, points which may be mentioned are — throttle and dome arrangement which will permit interior inspection of the boiler without the removal of the standpipe; also the elimination, as far as possible, of all small studs. The latter will apply equal- ly to all parts of the boiler under pressure. Expansion slides, instead of an expansion sheet, under the front of the mud ring, will eliminate the maintenance of a considerable number of bolts and rivets. Proper con- sideration of all other expansion sheets will further reduce maintenance of many bolts and rivets and tend to elimi- nate the many resulting troubles as well. FR.^MES Frames should be of ample cross section and well braced to hold them rigid. Maximum cross section may be of little avail unless accompanied by sufficient and properly located bracing. In this connection, it hardly seems necessarv to mention the advantages of a valve gear located outside the frames. The outside gear has made possible better frame bracing, to say nothing of the advantages of easier inspec- tion and maintenance of the gear itself. As far as possible, bolt holes in frames should not be located where stresses are greatest. Where cylinder design will permit, a one piece frame with a top tie splice seems desirable. Where large cylin- ders prevent the above arrangement, a one-piece frame with ample depth under the cylinders, and having no reduction in thickness, will give excellent service. MOTION WORK All bearing pressures should be as low as consistent with good practice in order to reduce wear and resultant replace- ment. Ample pin length is desirable in order to obtain lateral stability. Arrangement of motion work and design of back steam chest and back cylinder covers should be such that both valve stem and piston rod packing will be easily accessible. Where possible a piston rod of sufficient length to permit piston ring renewals without the removal of the rod from the cross head will reduce maintenance cost. Rod bolts and wedges may be dispensed with by the use of solid bushes. Rods should be designed and arranged so that they may be removed with a minimum of lalxjr. Valves of light weight will reduce the load on all valve parts and result in reduced maintenance. Selection of high grade, close grained, cast iron for cylin- der and valve bushings, piston heads and rings, and in some cases rod bushes, is more than warranted in view of the increased mileage obtainable and the corresponding de- crease in maintenance. If conditions permit the consideration of heat treated, or alloy steels, unbalanced forces may be very materially reduced by the use of light reciprocating parts. The re- duction of such forces will in turn tend to reduce the main- tenance of pins, bushings, etc. EQUALIZATION Locomotives should be equalized so as to secure the most efficient guiding power from both leading and trailer trucks, or wheels. This involves the proper distribution of weight and a means of keeping the proper weights on the various axles at all times. In general, the best results seem to, be obtained by divid- ing the equalizing system so that the division between the front and back systems is as directly under the center of gravity of the locomotive as the wheel base and other con- ditions will permit. The spring gear and equalizing system should receive particular attention when being erected and also when be- ing repaired. The tops of the driving l)oxes should be milled out squarely and in a plane parallel with the jour- nal bearings. The equalizer and saddles should be fitted to their seats squarely with the pin holes so that the engine will ride squarely on her springs and track properly. The same will apply to the trailer truck equalizers and spring rigging. Trailer trucks that do not carry the back of the engine level are responsible for much avoidable tire wear. SPRING AND BRAKE RIGGING \ driver brake main fulcrum shaft in two pieces of equal length, the outer ends supported in bushed bearings integral with the main frames and the central portion supported by a sleeve, will give more even distribution of braking power and maximum accessibility for repairs and adjustments. Brake cylinders, if at all possible, should be located ver- tically, to reduce packing wear and provide accessibility. Brake shoe heads and hangers should be so constructed and hung that shoes will swing clear of the wheels when pressure is released and permit easy renewal of shoes. The ratio of brake cylinder to brake shoe pressure should l)e kept as low as consistent, and should not exceed com- monly accepted ratios. This will insure that false travel will be kept to a minimum. PIPING The importance of ample clamping and provision for ex- pansion cannot be overemphasized. Piping should be as short as possible consistent with conditions. Accessibility is 680 RAILWAY MECHANICAL EXGIXEER \'oL. 91, \o. 12 of prime importance. Piping should be so located that there is no obstruction of washout plugs, arch tube covers, pads, etc. Where pipes pass through the front of the cab, pro- vision should be made for clearance or for sleeve protection to prevent wearing or cutting. The Canadian Pacific has found it a decided mainte- nance economy to j)lace lubricator piping from cal) to cylin- ders, etc., in a slightly larger wrought iron pipe where the feeds pass beneath the jacket and lagging. By this means the feed pipes can be removed or applied without the neces- sity of removing any outside covering. MISCELLANEOUS Removable liners on engine and tender truck pedestals makes it easy to take up wear and reduce pedestal renewals. To prevent rapid wear between the wheel hub liner face and the driving Ikjx sufficient provision for lubrication should be made. Pilots made of scrap boiler flues cost less to maintain than those made of wood. All oiling points should be made as accessible as possible. Handholds or small steps, properly located, to make some oiling points accessible, will soon pay for themselves. Lubricator chokes should be placed in proper position and located as near to the cylinder, or steam chest, as pos- sible. Proper inspection and maintenance of chokes has been found the kev to manv lubrication troubles. Boiler jacketing should be applied in sections so that panels can be removed with a minimum of labor. The foregoing are but a few of the multitudinous detail; which merit most careful thought. But little mention ha: been made of the possibilities of simplified design by the use of cast steel. It is felt that with the development of the cast steel industry and the production of castings which are practically equivalent to wrougjit iron locomotive construction in the future may be gr^B^ simplified. We are today using castings that ten years ago would have been deemed impossible to successfully cast. For example, one piece locomotive frames are now under consideration and will soon be in experimental service. These consist of the two main frames and all cross braces cast in one piece. This is an indication of the degree of simplification that may be obtained. The maintenance of such parts has in turn been made possible by the development of the art of electric and acetylene welding. Good and far reaching results can be obtained bv in- viting criticism and suggestions from those directly re- sponsible for construction and maintenance. In conclusion, simplicity co-related with efficiency should l>e one of the keynotes of locomotive design. This prin- ciple, which, in other words, is simply good judgment, will make for that degree of efficiency which will be reflected, not only in reduced maintenance costs, but also in the in- creased capacity of the locomotive plant as a whole. Federal Locomotive Inspection Abstract of the Sixth Annual Report of the Chief Inspector of Locomotive Boilers to the I. G. C. THE tables given herein show in concrete form the num- ber of locomotives inspected, the number and percent- age found defective, and the number ordered out of service on account of not meeting the requirements of the law. They also show the total number of accidents due to failure from any cause of locomotives or tenders and all parts and appurtenances thereof, and the number of per- sons killed or injured thereby. The amendment to the locomotive boiler inspection law A Locomotive Held Out of Service on Account of Steam Leaki did not become effective until September 4, 1915; therefore, the record for 1916 includes accidents and casualties inves- tigated under the amended law for 9 months and 26 days only. The following table shows the total number of persons killed and injured by failure of locomotives or tenders, or any part or appurtenance thereof, during the year ended June 30, 1917, classified according to occupations: Year endeJ June 30 — , ^^ ^ 1917 1916 Mcn.l>ers of train crews: Killtd Injured Killed Injured i.ngineirs 16 230 11 205 liremen 21 304 12 225 r.rakcnien 13 60 9 74 Conductors 3 14 1 5 •Switchmen I g .. 5 Uounilhousc and shop employees: Boilermakers 11 1 \\ .Machinists jj 1 ;| Toremen 1 1 3 Ii si.ectors '. .. .'. 3 .. 3 \\ atchmen 5 . , g I'lciler washers 7 \\ 10 Hostlers ff __ 5 Other roundhouse and shop employees .' 19 i 21 < Hht-r etnploycfs 5 22 . . 7 -Non-employees 1 H \ 3 lotal 62 721 38 599 Briefly summarizing, for the purpose of comparison, the record of accidents caused by failure of locomotives or ten- ders, or any part thereof, which were investigated by this l)ureau, as required by the law as amended, shows a total of 616 accidents, with 62 killed and 721 injured thereby. Of these accidents, j89, in which 52 persons were killed and 469 injured, were due to failure of locomotive boilers or some part or appurtenance thereof, and this may proper- ly be compared with the record of accidents and casualties investigated by this bureau under the locomotive boiler in- s[)ection law, as shown in former annual reports. Two hun- dred and twenty-seven of the accidents shown in this re- port, in which 10 persons were killed and 252 injured, were caused by failure of some part of the locomotive or tender other than the boiler and its appurtenances, and were inves- tigated under the amended law. Much of the increase in the number of defective locomo- Dkckmber. 1917 RAILWAY MECHANICAL ENGINEER 681 tives and the accidents and casualties resulting from failure thereof has, no doubt, been brought about by unprecedented operating conditions, which, together with the shortage of labor and material, has made difficult the proper mainte- nance of locomotives. This, however, is not a justification for the operation by A Crown Sheet After an Explosion Due to Low Water This crown sheet was welded by the oxy-acetylene process to the side, tube and door sheets. The arrow shows where it tore a piece out of the left side sheet and the cross shows how a small patch welded to the tube sheet was pulled off with the crown sheet. any carrier of locomotives that are in an improper condi- tion for service, and the fact that some carriers by diligent efforts and careful supervision of repairs have not only maintained the condition of their locomotives, but have actually improved it during the past year, thereby increasing operative efficiency, is evidence that it can be done even un- der the present exacting operating conditions. The problems which have confronted this bureau in the granted; first, by special instructions to inspectors to exert every effort, even to the extent of giving personal assistance when necessarv*. to facilitate the prompt and safe movement of traffic, and, later, with the approval of the Commission, by means of certain modifications of the inspection rules which the representatives of the carriers claimed would be beneficial to them during the period of the war. It is to be regretted that some carriers appear to consider a congestion of traffic as a legitimate excuse for operating locomotives that are known to be in an improper condition for service and in violation of the law, and this is done to I.OCMOTIVES I.NSPECTED. XlVBER Koi'ND DEFECTIVE AND XvMBEIl ORDERED OfT OF Service 1917 1916 Xumber of locomotives inspected 47.542 S2,650 Number found defective 25,909 24,685 Percentage fouml defective 54.5 47 Number ordered out of service 3.294 1,943 Number of Accidents. Ncmber Killed .\nd Number Injured 1917 1916 Number of accidents 616 537 Number killed 62 38 Number injured 721 599 an extent that. I believe, fully justifies the statement that on such roads running repairs are neglected to an extent which, if continued, will cause serious interference with the movement of traffic during the coming winter in spite of the most diligent efforts of the limited force of Federal inspectors to enforce maintenance of locomotives as required by the law. During the year 668 applications were filed for extension of time for removal of flues, under the provisions of rule 10. Our investigation showed 56 of these locomotives in such condition that no extension could be granted under the law. Forty-eight were in such condition that the full extension requested could not l)e granted, but an extension for a shcrt.'r j)er'od was allowed. Fifty-four extensions were 1 r 912 M.1 rtARS CMOCb June 30'M. J9i3 1914 1915 1916 1917 '■] ~" ^^ "" ~~ S =s r ~ ■^^ "~" _ ^ i % ^ <. ^ ^ *> ■»> "^ % Ml \ S — 1 - 4i ■C ID f|L 'S V n -n T^ \ V 1 7 7a \ ^ \ ^ ^ Vy s SJ ^ > s N y s s s k ^ ^ k \ V y ^^ ta7 r- ~\ :ci ^ ^ H k ^ s. ^ > zl!i]^ vt V s. ^ ««• c ^ < f— >.. -- S ^ ^ ** - ^ «- -^ '*- N^ - s ^ ■*«. •> ^ ' - -- •^ tS r """ «? - ^ "^ ^ ^ "^ - ^ ^ ^ *j -- - :* »^ ■iV J*" ^ ^ - ^ — ■ -' ^ ^ tm ,-- _ ^_ ri}\ ^ ^ ^1 ^~ L.oa»ioii»tnc»i.t«» •— /mo '"0« »f»C«THI««t3 CM* — • Loco»«eTivi» III muf AMD MX rMTTS Mra APFvoTfMHCcs THtmer ^^ ^^ _ _ 1 1 _J v« , _J __ _ ^^ ^^ __ ^ ^_ ^_ _ Relation of Defective Locomotives to Accidents and Casualties Resulting from Locomotive Failures matter of withholding locomotives from service when de- fective and in violation of the law, under the operating con- ditions which have existed since the declaration of war and during the months immediately preceding it, have been un- usually difficult and have required the most careful con- sideration. The importance of the prompt, as well as safe, movement of trains has been constantly in mind, and every privilege consistent with the purpose of the law has been granted after defects, disclosed by our inspections, had been repaired. Thirty-three applications were withdrawn for vari- ous reasons. The remaining 477 were granted for the full period asked for. The number of extensions granted this year represents an increase of 16 per cent over those granted during the preceding fiscal year, while the number which were refused shows a decrease of 8 per cent. This indicates that a more thorough inspection is being made by railroad 682 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 companies before filing applications for such extensions. Under rule 54, which requires a specification card con- taining the results of the calculations made in determining the working pressure and other necessary data to be filed, with the Chief Inspector, for each locomotive operated, and an alteration report or corrected card when any changes are made which affect the data shown, approximately 3,500 specification cards and 9,500 alteration reports were filed. These specification cards and alteration reports are carefully checked to determine whether or not the factor of safety meets the re(|uirements of the rules, and when locomotive boilers are found in service with the factor below that re- quired by the law, action is taken as provided therein. The importance of carefully checking specification cards and alteration reports is demonstrated by the fact that serious errors have i>een found in hundreds of them. In some in- stances locomotives have been found in service with steam pressure greater than the boilers were originally designed to carry. In a number of instances alteration reports have been filed showing patches applied in a manner which ma- terially decreased the strength of the boiler. Investigation developed the fact that some companies did not calculate the stress on the boiler when the repairs were made and that others had improperly calculated such stresses. In order to prevent this, we have recommended: first, that the strength of patches should be determined by a competent steam Leaks Due to a Cracked Cylinder Found by the Government Inspectors person before they are applied; second, that the patch plate be the same thickness as the shell plate to which it is ap- plied; and third, the efficiency of patch seams sliould equal corresponding seams in the boiler as originally designed. Six hundred and sixteen accidents caused by failure of locomotives or tenders or some part or appurtenance thereof, including the boiler, have been investigated in the past year. Accident investigation is only of value when the knowl- edge gained thereby is used to prevent similar accidents. The result of a single investigation may not be sufficiently conclusive to base a change in methods or equipment there- on, but where investigations cover numerous accidents ex- tending over a period of years, changes can be recommended which can reasonably be expected to be of substantial value in preventing accidents of a similar character. The similarity of the effect of accidents of certain types clearly points to improvements in construction or in methods wliich will promote safety in the operation of locomotives. The advisability of recommending additional rules at this time has l>een given careful consideration, with a view to avoiding, as far as consistent with the purpose of the law, regulations which would require additional equipment or lal)or during the war. except where it has been demonstrated that both safety and efficiency will be increased thereby. In accordance with the above the following recommenda- tions with the reasons therefor are made: First. — New locomotives placed in service should have a mechanically operated fire door, so constructed that it may be operated by pressure of the foot on a pedal or push button, or other suitable appliance, located in the deck Or floor of the cab or tender at a suitable distance from the fire door, so that it may be conveniently operated by the fireman from his position while engaged in firing such locomotive. Locomotives now in service should be equipped with a mechanically operated fire door, as above described, the first time they are shopped for general or heavy repairs, and all locomotives should be so equipped within a reasonable time; provided, that the above recommemlation should t.ot apply to locomotives equipped with mechanical stokers nor to locomotives using oil for fuel. Second. — .\ir operated i)ower reversing gear should also have a steam connection, with an operating valve conveniently located in the cab, and so arranged lliat in case of air failure steam may be quickly used to ojierate the reversing gear. Third. — Holes for pUrjs or studs in boiler sheets should have a good thread the full thickness of the sheet in which they are applied, and all plujis and studs and other fittings should be screwed through the sheet. Plugs, studs, or otlier boiler fittings should not be repaired by calking, and under no circumstances should an attempt be made to tighten them while there is steam pressure on the boiler. The first recommendation is based on the result of hun- dreds of investigations of boiler failures of a character which permits the steam and water contained in the boiler to be discharged into the fire Ijox. With the swing type door, which is at present largely used, such a failure in- variably results in blowing the fire door open and discharg- ing steam and boiling water, together with the contents, of the fire box, into the cab of the locomotive, seriously or fatally burning persons therein. The automatic fire door will remain closed if the failure occurs while it is closed; and if the failure occurs while it is open, it will automat- ically close the instant the fireman's foot is removed from the operating device, thus preventing the direct discharge of steam and scalding water into the cab of the locomotive. The second recommendation is made because defects to certain types of brake equipment, which results in the loss of main reservoir pressure, not only renders the brake in- operative, but renders the air operated reversing gear also inoperative. When this occurs on a locomotive being oper- ated light, it results in the complete loss of control of the locomotive; and instances where this has occurred, result- ing in serious accidents, have been investigated by this bu- reau. In one case where such steam connection had been provided it was found that it had been obstructed by plac- ing blind gaskets in it, because it was claimed that the steam damaged the packing in the reversing cylinder. Such prac- tices should be prohibited, and the steam connection applied and maintained so that it can be quickly used at all times. The third recommendation is based on an investigation of more than 200 accidents, due to plugs, studs, of other boiler fittings blowing out. In a large percentage of the cases it was due to improper application, as the plug, stud, or fitting had only been screwed part way through the sheet, while in some cases not more than two or three threads were holding in the sheet. No formal appeal from the decision of any inspector has been filed during the year. The accompanying chart shows the relation between the percentage of locomotives found defective and the number of accidents and casualties resulting from failure thereof and illustrates the result of operating defective locomotives. It does not accurately represent the result of the law, because prior to September 4, 1915, the law only applied to locomo- tive boilers and their appurtenances, while since that date it includes the entire locomotive and tender and all their parts and appurtenances; therefore, the increase in the per- centage of locomotives found defective, also in the accidents and casualties since that date is largely due to the extension of the law to include the entire locomotive and tender. It should l)e noted that the record of accidents and casual- ties at the close of the fiscal year ended June 30, 1917, is well below the record for 1912, although the record for 1917 includes 227 accidents and 262 casualties, due to failure of parts of the locomotive and tender which were not covered by the original boiler inspection law. 6A DEPARmt DELAWARE & HUDSON STEEL UNDER- FRAME FOR WOOD FREIGHT GARS In rebuilding and repairing cars of 60,000 lb. capacity of the box and single-hopper bottom type, and also for tandem hopper cars of 85,000 lb. capacity, the Delaware & Hudson is applying the steel underframe shown in the accompanying illustration. For the box cars, the underframe of which is shown in the drawing, the steel portion consists of the center sills and the body bolsters. The wooden end and side sills are retained and the latter are trussed in the usual manner. The steel portion of the underframing includes the center sills, body bolster and cross bearers for carrying the side sills. The center sills are formed of 12 in. channels. On top of these chan- nels there is a cover plate '4 ii^- thick extending from end bearers are of the same design except that but one section is used instead of two; this being stiffened with a cover plate at the top and bottom. The underframe used for the hopper coal cars is of the same general design. The details are similar but are of necessity somewhat differently arranged and 15-in. channels are used instead of 12-in. channels for the center sills. HOT BOXES* BY H. L. SHIPMAN Equipment Inspector, Atchison, Topeka & Santa Fc The question of hot boxes is so common and has been discussed so frequently that some of the fundamental princi- ples are overlooked. One of the chief of these is the brass not fitting the journal when it is applied. Very few journal z/xk' iZ'rj'Cor./'/. ij' '9'*'iCor.PJ. 64 PL 370s Oivr Head Blocks- Steel Reinforcement for 60,000 lb. Capacity Wood Box Cars to end of the center sill, and an additional plate of the same bearings have 50 per cent bearing area when applied, and thickness running from cross bearer to cross bearer. There most of them do not have 30 per cent bearing area. The is also a ^-in. cover plate riveted to the bottom flanges of belief that the brass will come to a good bearing in a hun- the channels which is 19 ft. 3 in. long. dred miles, is not true. The bolsters are pressed steel of U section and are held The weight of the load will not crush the babbitt lining together by cover plates at the top and bottom. The cross Trom a paper presented before the Car Foremen's Association of^Chi^" 683 684 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 until it becomes hot. A journal is supposed to carry a load of from 350 to 400 lb. per square in. on the projected area of the brass. If this pressure is multiplied by three or four, there is then a pressure of from 1,000 to 1,500 lb. per square inch. This pressure will generate more heat than the brass is able to conduct away, especially if a little grit or dirt is present in the packing; consequently, the tempera- ture of the bearing will rise until the conditions change. Usually the temperature will rise until the babbitt becomes soft enough to crush under the weight of the load. As soon as the bearing area spreads, the pressure per square inch is reduced and the brass cools. The melting temperature of the solder that holds the lining in the brass is about S50 deg. F., which is 75 deg. F. less than the melting temperature of the lining. Therefore, it often happens that the solder melts and is squeezed out from between the lining and the brass, before the lining becomes soft enough to crush under the weight of the load. When this occurs the crown of the lining is left loose in the brass. After the lining has become loose it is cracked by the shocks of switching and rough handling, or by brake applications. Brake applications under certain conditions will crack the lining after it is loose but will not break the brass itself. A journal bearing with a loose lining, under favorable conditions, may run for months after the original damage is done before it will give any more trouble. As soon as the lining begins to shell out, however, the bearing should be removed. When the lining gives away in spots, the pressure is concentrated at the other points of contact, rais- ing it above a safe pressure for a bearing and consequently increasing the liability to heat. Another condition that is generally overlooked, is that the lining of a brass that has been in service a year or so. gradually becomes filled with grit and sand. These fine particles become embedded in the babbitt and increase the normal running temperature of the bearing above what it would be, were the particles of grit not present. It has been found difficult to rebore the lining of these old bearings, on account of dulling the cutting edge of high speed steel, because grit and sand are embedded in the babbitt. Dirt and sand cannot embed themselves in the brass, therefore, to avoid trouble, a brass should be removed as soon as the babbitt is worn out. Where the box lids were tight and good dust guards in place, there have been cases of bearings that nm cool on the brass, after the lining had worn out. Dust guards and box lids must be maintained in order to keep out the grit and dirt. Sand may not cause a hot box, but it increases the liability of heating. The next point is the matter of "preparedness."' It should always be our endeavor to have the journal boxes in condition to run, before the trip is begun and not wait until trouble occurs. This will necessitate a little extra work at the starting terminal, but will make less work on the road and less at the next terminal, thereby making a saving. It is a question of whether the work is to be done on the road or on the repair track. It must be done somewhere, and the repair track is the proper place to do it. Every time there is a hot box two pounds of waste and over a gallon of oil are burned up, which at present amounts to about 60 cents per hot box. To this should be added the cost of the brasses, delays, cut journal, wrecks, etc. Recently a case has been called to my attention, where a 70 ft. steel underframe coach was run over .^5,000 miles without either re-oiling or repacking. Why do we oil pas- senger cars everv' 1,000 or 1,500 miles when it has been shown that a record like this can be made by .skillful handling? The only answer is lack of preparation and attention. To obtain the best results in reducing hot box trouble, it is necessary to adopt some system of inspection to insure that the packing will be pulled and the brass examined at regular intervals. The most important feature of this whole subject is to teach the employees how to care for joum; 1 bearings so as to prevent trouble, and second, how to detei- mine the cause of a hot box after it has occurred. The car men very seldom see a hot box until it is burnt up. Th^ train men generally report "'dry packing," and do not sto]) to consider that the smoke by which they detect the hot bo ; is vaporized oil. They should not expect to find the oil in the box after it has passed off as smoke. The trainmeii should endeavor to determine the cause for a hot box an<' not just report dr>' packing. If they could give the real cause, then the car man would know where he is "falling: down." We must have more cooperation between these tw(. classes of employees to obtain the best results. In order to enable the men to classify the different causes of journal bearings running hot, they have been divided into two general classes: First, hot bearings that run cool after they have l>een repacked; second, hot bearings that con- tinue to run hot after they have been re-packed. The causes are listed in the order of their importance as follows: INDEP FIRST HEADING. a. Packing not in contact with the journal. b. Packing caked or glazed. c. Oil washed out of the box by the use of water. d. Insufficient pnckini; in the box. e. J'.ox packed tco tightly. f. Presence of abrasive or cutting particles in the waste. g. Packing dry. I'NDER SECOND HEADING. a riiread of wastf under the brass. b. Defectivt. broken or worn out brass. c. Concentrated pressure due to improper lit of the brass. d. lJra.«s not the proper size for the journal. e. Cut or seamy journal. f. Item joi'rnaf or axle. g. .\ "wiper" on the brass. h. Tapered journal, causing irregular pressure on the brass. i. Truck out of .square. i. Truck side frames out of line. k. Crown of wedge not having the proper bearing in the box. 1. Brass not fitting the wedge. m. Cnequal distribution of the load. n. Overloaded. This subdivision has been made to enable a traiimian to arrive at the true cause of a hot box with a greater degree of accuracy. It is our desire to prevent every hot box, but when one does occur we want to know the actual cause; then we may be able to prevent the next one. Hot box troulile can be conquered by two things only: education and preparedness. A list of questions and answers has been prepared so as to enlighten our men on this subject and cause them to think for themselves. Our endeavor is to interest the men doing this work so as to cause them to think of what they are doing and why they do it. These questions and answers cover not only how a box should be packed, but why a box runs hot. when it should be repacked and when rebrassed. Two prominent eastern roads are trying out a new method of packing a journal box. This is similar to the old method except that no waste is put in the outside end of the box. They claim a saving of about 14 per cent for waste and oil. This method of packing is only in the ex- perimental stage, and should be thoroughly tested out be- fore it is generally adopted. Whatever method of packing is adopted, the number of hot bo.xes will always be meas- ured by the degree of interest and cooperation we can at- tain between our .shop men, yard men, and train men. DISCUSSION The difficulty of educating employees with the large num- ber of changes which now take place in the forces makes systematic training essential. Repacking freight cars regu- larly each year has given good results in eliminating hot boxes. Several members expressed the opinion that the lul)rication of cars would receive more attention if there was an M. C. B. charge for the work. The record of one road showed that 10 per cent of the packing removed from freight cars was not fit to be used. Experience with clasp brakes on European roads has demonstrated that thev re- duce the troubles from hot boxes. Refrigerator Cars for the B. & O. Insulation Applied Without Intervening Air Spaces; Unobstructed Circulation of Air Around the Ice THE Baltimore & Ohio has recently constructed in its own shops some refrigerator cars that contain many interesting and new features in their design. Con- trary to the customary practice, the insulation throughout the car is applied without any air space between the different layers. 1 he purpose of this arrangement is to eliminate the so-called dead air space and to better support the insulation. It has been found that it is difficult to maintain a tight car with the layers of insulation separated, on account of the constant weaving of the car, and, further, that the only real dead air space is in the insulation itself. By applying the various layers of the insulation directly on themselves, the construction of the car is less complicated and the insula- tion can be better supported, and it will not deteriorate as rapidly. A careful study of refrigerator car design has also shown and weigh 54.800 pounds. They have the following general dimensions: Length inside 3«J ft. 8^ in. Leneth between ice boxes. -53 ft. li m. Length of outside over body 40 ft. 10?^ in. Width over siding 9 ft. 3% Width inside 8 ft. 3 Widlh at caves 9 ft. Syj Maximum width over side ladders 9 ft. 9J4 Height inside, floor to ceiling 7 ft. 6 Height from rail to top of brake shaft 13 ft. lOA Distance from center to center of trucks 31 ft. 8'» ft. 4 in. hv 9 ft. ■ H ft. ft. 11 '/4 ft. 8-4 Distance from center to center of trucks 31 Wheel base of truck 5 S!ze of journals ^^ Height from rail to top of floor 4 Width of side door opening 4 Length over end sill channels. — 41 Length over striking casting 42 CAR FRAMING The underframe was furnished by the Ralston Steel Car Company. It is made entirely of steel, consisting of pressed ^__ s'/i^ — — r*-45srP ; [8fiT*^if? — -4o'&y- -«|<77/r--j-7,> -f 4l'll^'0irtr End Sills -.?»— 'Phh JU ^,j»»J»l!l l I V e e e » Ji^i^ , , W~2li'—^ — — ^<- ^'^—rr. ^ -S6 >•< JfSi C.hC.Trucks steel Underframe for the Baltimore & Ohio Refrigerator Car* that the lading of the car will be better refrigerated if the air in the car has a direct and positive circulation. To ob- tain this the bulkhead of the ice chamber was made solid, with ample openings at the top and bottom, and the load is held above the floor on racks. To obtain greater effective- ness from the ice, a wire netting is provided to hold the ice, which permits a free circulation of the air around it. With the ice thus held awav from the sides and end of the car, less heat is transmitted through the car walls. The bulkhead is insulated, so that it, too, will not transmit heat to the ice, but instead guide the cold air down to the bottom of the car for circulation. The insulated bulkhead is of further benefit in that it prevents to a large extent the condensation of moisture on the car side of the bulkhead, which is liable to spoil the material placed against it. These refrigerator cars are of 70,000 pounds capacity and rolled shapes. The center sill is a lish-l)elly girder 2 ft. 4 in. deep at the center and 12)4 ^^- deep at the ends. The webs are of Y^ in. plate flanged outward at the top to receive the coverplate. They extend a short distance back of the body bolsters, where they are riveted to the ^-in. draft sills. The coverplate is 21 in. wide by j4 in. thick and extends be- tween the end sills. The bottom of the center sill webs are re- inforced by 33/2-in. by 3-in. by ^-in. angles on the outside and 33^-in. by 3-in. h\ 7/16-in. angles on the inside. The body bolsters are ^4 -in. pressed steel pans shaped to fit into the center and side sills. They have 14-in. by ^-in. top coverplates and 14-in. by yz-in. bottom coverplates. The crossbearers are '4 -in. pressed steel pans with 5/16-in. top and bottom coverplates. The side bearings are located on 48-in. centers. The end sills are 10-in., 15-lb. channels, reinforced at the 685 686 RAILWAY MECHANICAL ENGINEER Vol. 91, No. \2 top by 4-in. by 3-in. by 7/16-in. angles set 7^ in. back of the face of the channels. The end sills are braced at the center by 5-in., 6.5-lb. channels extending back to the ends of the body bolsters. The side sills are 6-in., 15 6-lb. Z-bars. Ihe side posts and braces are 5-in. by 2-in. Oregon fir, being set into malleable iron pockets doweled into the side and end framing. A tie rod is located at each post, extend- ing through the side plate and side sill. The carlines are white oak, 1}^ in. thick. The ridge pole is secured to alter- nate carlines by yi-'m. pressed knees bolted to both the car- lines and the ridge pole. The flooring, lining, sheathing and ceiling is Oregon fir. The flooring is l-;4 in. thick, and the lining, sheathing and the ceiling are 13/16 in. thick. The roofing boards are of the same material and are covered with the Murphy XLA outside metal roof. The end plates are 3 in. by 9 in., and the side plates are 3 in. by 8 in. INSULATION The method of insulating these cars, as stated above, is novel in contrast to the general practice followed. No at- tempt has been made to provide dead-air space between the successive layers of insulation, and greater care has been taken in its application. The cross sections show that below the l>4-in. flooring there is a 1-in. air space with 1-in. by 1-in. floor strips. A layer of felt paper is applied on top of two thicknesses of The 1^-in. flooring is supported on 3-in. by 3-in. nailing strips, which are bolted directly to the subfloor and the cross- bearers of the underframe. The felt paper extends in one 4jrZ Cripphs Applied uneMr /foofaf Ic* Hakh Hin^i ^ Eyt Bolfand Chain The Ice Hatch Door piece from side to side of the car, the ends extending up be- tween the corkboard insulation on the sides. The lower part of the siding is insulated with four layers -sz'4'- -' Space -3981- Sections Through the Ice Bunkers, Showing the Insulated Bulkhead 1-in. corkboard. Before the felt paper is applied the top of 3^-in. corkboard. The inside lining is beveled at the bot- surface of the corkboard is coated with hot odorless asphal- tom and caulked to prevent water on the inside of the car tum to tightly seal all joints. Beneath the two 1-inch thick- seeping through into the insulation, causing its deteriora- nesses of corkboard there is a 13/1 6-in. subfloor. tion. The felt paper extends throughout the entire side of December, 1917 RAILWAY MECHANICAL ENGINEER 687 the car between the inside lining and the insulation. Above by nails, therefore, ^yi-in. by 3-in. ceiling support strips are the corkboard there are four layers of 5^ -in. hair-felt, cov- placed at every third carline and are bolted to the carlines ered with asphaltum insulating paper, laid directly on each by ^-in. bolts countersunk into the carlines. other with no air space between them. They are held at the oelt rails by ^'^-in. by 2-in. furring strips, as shown in the illustrations. The insulation passes around the comers of The ice boxes are of particular interest, being so con- the car in continuous pieces to better provide a tight insulated structed that a 2-in. air space completely surrounds the ice. ICE BOXES 1- m :^ -IP iA™ ■ill m 3; ffiia^a B:43I :--U a mpm 3::h ^IftHP :i 3fl|l il|: I I -> I ^ [i: »S" J I I 5it SM ■NoJZIYoot/Serems n^ I'Lonff \x/'Oak i-% 1 1 1 Jit R J Carriage 4 Per Car- Z /figrhf and 2 Left il'^ .^ , a Carriage r^j^ 2'/k'_ J^ ^Jl^^J^a^'I^^F^ —/24f- Hinged Floor Rack Used in the Baltimore & Ohio Refrigerator Cars ->f 2/4—- joint. At the top the outside layer of insulation is lapped The ice is contained in a heavy wire netting, which exposes up into the ceiling insulation around the side plate. the ice to the air circulating through the car. The ice boxes The insulation in the ceiling is heavier than that on the are provided with a Bohn insulated collapsible bulkhead, sides, as it has been found that the absorption of heat is which is 7 ft. A^/^ in. high, having an opening at the top and greater on top of the car than on the sides. Six layers of bottom for the circulation of air through the ice box. The I HairFelf.Coi'eredrrifhAMphciHutn/rtsu/ofing/hper 3x3 Nailing A'/b \ % Si/b-Ffooring Fielf^ Pap«rSohiro/ed and Coafec/ i/rifh Aspf>a//iim Bih/men Sections Through the Ice Hatch Showing the Insulation on the Sides. Ends and Floor of the Car Yi-va.. hair-felt are used here. These are placed directly on insulated portion of the l^ulkhead is 5 ft. in height, and this top of the 13/16-in. ceiling without any air spaces between consists of a 13/16-in. lining, a 1-in. layer of corkboard them. On top of the insulation is placed a 3^-in. subceiling and a ^-in. lining. which is nailed to the carlines. The weight of the ceiling The purpose of insulating the bulkhead is to insure that with the insulation is too great for it to be substantially held the ice bunker will not cool the perishable freight piled up 688 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 against it to a lower degree of temperature than obtains in other parts of the car. This feature is an exceptionally im- portant one, as bananas and other fruit, as well as eggs, have been known to freeze when piled up against the bulk- liead of ice bunkers that were not insulated. The insulated bulkhead also effect? a more positive circulation through the car. The wire netting which holds the ice is cut away at the top to allow swinging the collapsible bulkhead into place at the top of the car. Without this type of bulkhead the netting would ordinarily be extended up to the top of the ice box. To further assist in the positive circulation of the air, a floor rack made up of 1-in. by 4-in. boards, spaced 1^ in. apart, is hinged to the sides of the car, and when in the low- ered position it is 4 in. above the floor of the car. This al- lows the cold air to work up through the load ecjually throughout all parts of the car and better refrigerates the ma- terial carried. Considerable care has been taken to properly insulate the walls surrounding the ice box. The illustration shows how thoroughly this has been done. The runway for the col- lapsible bulkhead at the center of the car is insulated by six layers of insulation which extend around it. The spaces between this runway and the hatchway, and between the hatchway and the end of the car are also as thoroughly protected. The ice hatch and door are particularly well constructed. A l^-in. plate 4^4 in. by 8 ft. 4 in. extends across the car in the hatch frame at the inner side to give it strength. In EMERGENCY AIR AND SIGNAL HOSE COUPLING Practically all engineers are aware that in case of a break in the train line in the forward part of a passenger train the brakes on the cars behind can be operated by passing air through the signal pipe of the car on which the break Signa/ Mosa ^ / Air Host Ckunp I ■^ Air Hose damp A AirHose ' * Covplfftcf i'Hom, i'lxJtg Air and Signal _ Hose Coupling AirSignal Line lllusfrafingr App/icaHon. Emergency Coupling and Method of Application has occurred. Nevertheless, when such failures take place^ much time is usually lost as it is not always easy to find the proper fittings for making the change. To avoid such diffi- culties the Illinois Central provides that each baggage car / ^ Roof Boards ..-.. .^v^:: .^^;--i>>..^ !>-.^i.^-. i.^^^;i.v^. i^-^^^»ri^TSSr jrr Furring 1^\ ^ Ceiling^ iHairFeH Coirered wifh \_., , , ,. „■-■ |_ i\9-c,,^.:' %YCe,^gS.pporfing ' AspHalfur. Jn..,aHn, ^^^J^^^^/^^.^X!? ^''""^^ Sfnp SfraighfCrom Paper Bitumen "^"^ Oak %Bo/h. Section A-B. Method of Applying the Insulation to the Roof and Corners of the B. & O. Refrigerator Cars ,11 ixn jiL" 'I addition to this a bar ^g in. thick by 1^8 in. wide extends around the top of the hatch frame for reinforcement. The hatch door is made with a .y 32-in. steel plate on the under- side and a ' s-in. pressed steel plate on top, which are bolted to the door frame by ^ij-in. carriage bolts. The upper plate is ribbed to give it additional strength and is flanged down- ward on all four edges to protect the joints from rain. Between the steel plates four layers of ^-in. hairfelt with felt paper above and below are applied for insulation. The lock bar is so designed that the hatch door must be tightly closed before the door can be locked. A series of holes are provided in the loik l>ar to mesh with a hole in a bracket attached to the top coverplate of the door, to permit holding the hatch door open at desired heights when the car is used in ventilator service. These cars are equipped with the Westinghouse type K brakes. The trucks used were taken from dismantled steel hopper cars and have 5 -in. by 9-in. journals. The capacity of the trucks is 80,000 lb. The ice bunkers have a capacity of 15.000 1b. of ice. shall carry two special couplings for connecting the air signal j)ii)e of one car and the train pipe of the adjoining car. These consist of signal hose coupling and an air hose couj)ling attached to a piece of 1-in. air hose 6 in. long. With these couplings it is only necessary to uncouple the train line and signal line at the end of the damaged car and connect the signal line with the train line on the adjacent cars. The method of application as well as the construc- tion of the coupling is shown in the illustration. Increased Coal Trodi ction ix France. — The monthly production of coal in France has increased from 1,576,062 tans in June, 1916. to 2,345,251 tons in June, 1917, the output of the French coal mines having increased almost steadily during the intervening period. Effect of Labor Troible (jn Coal Production. — Ac- cording to a statement authorized by the Geological Surve\, Department of the Interior, a direct measure of the serious effect of labor trouble is furnished by the statistics of bitu- minous coal production for the week ended August 18. In this week, by reason of strikes in Illinois and the Southern Appalachians, the ratio of tonnage produced to full-time capacity, as limited by present labor supply, was lowered for the country from 71.8 per cent to 62.5 per cent. In the districts directly affected the reductions were in Illinois from 70.3 per cent to 54.8 per cent and in eastern Kentucky and Tennessee from 74.2 to 10.8. Conditions in Iowa, Indiana and Ohio improved slightly, and the output percentage in western Pennsvlvania declined from 78.2 to 69.4. Modern Draft Gear Requirements* Advantages of a 4-in. Travel for High Capacity Gears Discussed; Methods of Testing Described BY L. E. ENDSLEY Professor, Railway Mechanical Engineering, University of Pittsburgh DRAF'l gears have been much discussed by the railway people for a great many years, and there are many phases of this subject. There are three things that draft gears may do in the handling of railway cars. These may be divided in general as follows: 1. Produce slack in starting trains. 2, Control slack in the movement of trains. .S. Reduce the impact force in the switching of cars. In all of these the principle involved is the same, namely, producing the same speed in two cars that may be coming together or going apart because of differences of speed. The draft gear to be effective in doing this, must have a capa- city that is relative to the difference in speed. What I mean by this is that for a difference of speed of, say, one mile per hour, a draft gear of small capacity will .suffice, but if the difference in speed is 4 m.p.h.. it will take a draft gear 16 times as large to prevent a shock, for the energy of a moving body is proportional to the square of its velocity. Draft gear capacity is the number of foot-pounds of work required to just close the draft gear. It can be represented by an area, as shown in Fig. 1. The lower line of this chart represents the travel of the draft gear and the upper distance represents the force exerted on the coupler to close 600^00 Trayel of Drtt/f Gear. Fig. 1 — Graphic Representation of Draft Gear Capacity the draft gear. If we assume a draft gear with a travel of 2 in., or from .4 to C in this figure, a final pressure of 150,000 lb., or from C to B, and that the pressure neces- sary to close the gear under discussion was directly propor- tional to the movement; the line of action of the gear would be a straight line and would be represented by AB. The capacity of the gear then would l)e represented by area ABC. Now, if we wish to increase the capacity without increas- ing the slope of the line AB, we must increase the travel, and if we should increase the travel to double that shown in the .shaded area, we would have four times as much capacity as we had before. That is. if AC equal half of AF, the area ABC is one- fourth of AET. While if we wish •Abstract of a paper read before the Canadian Railwav Club, November 13. 1917. to increase the capacity of the gear and not the travel, we will have to increase the slope of the line AB to AD, in order to keep this pressure 300,000 lb. or below, and will only get an area represented by ADC, which is only twice that of ABC. The slope of line AD is much greater than line AB, and should it be desired to get four times as mmh area as that in ABC and still have the same travel, it will be necessarv' to increase the pressure to 600,000 lb., and then the area of AGC will be four times ABC, or area AGC will equal AEF , and the capacity of these two gears will be the same. The two-inch travel gear will have twice the final force that the one with the four-inch travel will have. This final force is what a great many j)eople have called the ca- pacity of a draft gear. The comparison shown in Fig. 1 is ideal. It would be almost impossible to construct a draft gear that has a slope equal to line AG. But this figure was merely given to illustrate the advantage of gears having long travel. If we have a draft gear that has a capacity equal to one- fourth the difference of the energj- of two cars in impact, the cars will not receive a shock above the maximum force necessary to close the gear. That is, if a car is going 4 m.p.h. and strikes a car standing still, it will produce in the standing car approximately half of the speed of the mov- ing car, or in other words, put into the standing car one- fourth of the energy that was originally in the rolling car. The rolling car will retain approximately one-fourth and coast down with the second car, but half the energy is gone and it must be absorbed in the draft gear or some part of the underframe. Of course, some of this energy may be ab- sorbed, due to the shifting of the load, but it must ht de- stroyed in some manner. If it is not done in the draft gear, it is bound to be done on the underframe or the coupler. This shifting of the load amounts to considerable in some kinds of freight, such as coal and ore. Now, if the load should shift one inch, this would be equal to increasing the draft gear travel one inch; also, any give in the underframe would be equal to increasing the travel of the draft gear. Now there is considerable difference in the give of cars. Steel cars only give half as much as wooden cars below the elastic limit, assuming that both have the same ultimate strength. This fact is one thing that has been entering into wooden car construction. There has been considerable give in the bolt holes between the draft timbers and sills. Thus Table I Comparison of a Car. Total Weight 150.000 Pounds Capacity Approximate lieifsht Speed in Approximate of gear of drop of 9,000 miles energy in foot-jwunds hammer to shear per liour i" foot-pounds to just close nine 19/32 rivets 1 5,000 1.250 4.7 in. 1 20.000 5,000 9.7 in. 3 43,000 11.250 18.0 in. 4 80.000 20,000 28.7 in. 5 125.000 31.250 44.7 in. 6 180.000 45,000 63.0 in. the car itself has been absorbing the shock and there has not been as much need for a draft gear of a large capacity. But when we are now using all steel cars with no give in the rivets, the draft gear must do the work of absorbing the dif- ference in energy between the two cars coming together in impact or the coupler or some other part of the car will have 689 690 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 to do it; if the coupler is stronger than the other part of the underframe, the underframe will have to do it. In order to illustrate what energy is necessary to be ab- sorbed for different speeds of cars in switching service Table I is given. The first column of this table gives the speed in miles per hour; the next column gives the foot-pounds of energy in the moving car at the speed given in the first column; the third column gives the capacity of the draft gear that should be used in each car for the speed repre- sented in the first column for two cars weighing loaded, 150,000 lb.; the last column gives the height of drop that the 9,000 lb. hammer should fall before it shears off nine 19/.^2 in. rivets to have tlie capacity given in the third column. This column was obtained by multiplying the values in the third column by 12 and dividing by 9,000 and adding 3. The first part of this deduction is to obtain the height of drop to close the draft gear. The 3 added at the end is the added height in inches ihat it will take to shear the rivets after the capacity of the draft gear is taken up. Now, it will be seen that a very small capacity is neces- sary for one mile per hour, namely, a drop of 4.7 in. of the hammer, Ijut a draft gear that is many times as large is required for a difference in speed of 6 m.p.h., or 63.0 in. This height should be the total fall of the hammer to just touch the dummy coupler used, plus the travel of the draft gear. That is, if the fall of the hammer was 15 in. before it started to close the gear and the travel of the gear was 3 in., the total capacity of the gear would be represented by 18 in. I, personally, think that we should take care of 4 m.p.h. switching speed in the draft gear design. If we should do this, that is, if the draft gear would just close under a speed of 4 m.p.h., it is certain that the coupler or any part of the car would never be damaged in an impact between two cars at this speed. There is not a coupler on the market but that will stand a greater impact force than the force necessary to close any draft gear on the market today. I have given some heights of drop that a 9.000 lb. hammer should fall before it shears off one or both lugs with 9 rivets 19/32 in. in diameter. This method of testing draft gears was first used, I think, in September, 1908, at the Westinghouse Airbrake Com- pany, but there 9/16 in. rivets were used. To my mind, this is the best method of determining the capacity of a draft gear. In this method of testing, the draft gear is mounted on two lugs that are riveted to two short pieces of channels and held upright between posts. Each lug has nine rivets, each 19/32 in. in diameter, each lug carries half of the load, and the test is made by dropping the 9,000 lb. ham- mer from 1 in., 2 in., 3 in., and so on, until one lug is sheared oft". This occurs at about 275.000 lb., which is the average pressure that I oi)tained on several sets of lugs. Now, when the 9,000 lb. hammer drops vertically on a draft gear that is .supported on these two lugs that rest on a solid base with these same rivets in the lugs, they will not shear oft' until an approximate pressure of 275,000 lb. is reached, and in a good many tests with the same draft gear and different sets of lugs, the variation is never more than 1 in. That is, if a given gear shears off at a 16-in. drop, it might go 15 in. at another test, or if it shears off at 24 in. one time, it might go to 25 in. on another set of lugs. In other words, the variation is very small. I have con- ducted a test of a certain draft gear of a given make that sheared off three sets of lugs at exactly the same height, which means that this method is liound to give very accur- ate comparison of the capacity of different draft gears. Up to this point in the paper, I have been talking of draft gear capacity and have not mentioned the absorb- ing capacity. I wish to distinguish between these two at this point. Draft gear capacity is defined as the foot- pounds of work necessary to close the gear. The absorbing capacity is that which is not given back when the draft gear is released after being closed. This feature of a draft geir can be very easily obtained from the drop of 9,000-lb. ham- mer by putting a recording pencil on the hammer and cau>- ing it to mark on a revolving drum. If the hammer falls 2) in. and rebounds, say 10 in., it is evident that the absorptio.i has been half the capacity. This feature of the draft gear comes into play in controlling the slack of a long train \:\ going up and down grades and in the starting and stoppin,; of trains. If the slack should run in, and is not absorbed by the draft gear or underframe, it would run out unde- Fig. 2 — Deformation of Silis with the Center Line of Draft at the Center almost the same speed minus only that absorbed in the journal and rail. This brings me to a point that I have often made, and that is, that we can not expect a draft gear to last the life of the car any more than we can expect a brake-shoe to last the life of the car. No one has, as yet, discovered a metal that has any absorption of work by sliding on some other material that does not wear. Of course, some metals wear more than others under the same absorption. Some years ago I made some tests for the Brake Shoe Committee of the Master Car Builders' Association, and found some shoes with the same coefficient of friction that varied as much as 300 per cent in the loss of weight in doing a given amount of work — and this is a very good subject for study for the draft gear companies. It was found that the loss of metal increases very fast as the pressure increased and the co- efficient of friction decreases as the pressure increases. We should keep the pressure between the wearing surfaces of the draft gear as low as possible and this can be done by making it as large as possible. Some time ago the M. C. B. committee on car construction made some recommendations with regard to the center line of draft. These recommendations when applied to most cars fixed the center line of draft within 2 in. or 3 in. of the center of the sill. In order to get some information on this subject six sets of channels were made up; photographic reproductions of two of them after the tests are shown in Figs. 2 and 3. The channels were each 15 in. high and weighed 40 lb. per ft. 'i'he center line of draft of one i^ct was placed on the center of the channel for V/2 in. from the edge and this distance from the edge was decreased by 1^ in. until 2'/> in. from the edge was obtained. Two sets of channels with the center line of draft 6^ in. from the edge were made, one set of which did not have any tie plate. The re- sults obtained are given in Table II. It is evident from this table that the center line of draft should be for maximum strength within 2 in. of the center line of the sills, and that December. 1917 RAILWAY MECHANICAL ENGINEER 691 the tie plates are of great value in strengthening the sills. Bv looking at Fig. 2 it will be seen that when the line of drift is on the center, both upper and lower flanges are bending, while with the line of draft 3)4 i^- from the edge, a? shown in Fig. 3, nearly all of the oending is at a place in the edge of the channel closest to the line of draft. This ij nothing extraordinary-, for you all know that if you eccen- T.MiLE II MaxiMUini pressure ciJitaiiied in iniiiact test made on I5-in. 40-lb. channel with 15,000 lb. pendulum hammer, with difl'erent center line of draft. nistance Maximum pressure obtained from edge of channel before the channel failed 7J4 in 1,155,000 lb. C'A in 1,125.000 lb. 5 in 900,000 lb. 3 J4 in 723,000 lb. 514 in 662,000 lb. 6'4 in. without tie plate. 744,000 lb. trically load any two pieces of steel, the one close to the load is going to take most of the work and the ultimate strength of the system is reduced. SUMMARY I have attempted in this paper to bring to your minds two or three very important things in the selection of draft gears and the design of freight cars. One of the most im- portant things is — we will have to increase the travel of the draft gear above that thought sufficient some years ago. Some years ago it was felt that 2 in. or 2^4 in. was as much travel as we should have. But I am ready today to say that we should have at least 4 in. of travel, or possibly more, in any draft gear for modern cars. It is evident that this is ^oing to allow us to materially increase the gear capacity. Another thing of importance to the railway men today is to know what capacity of draft gear they are getting. I am confident that the best method for them to use is the rivet- shearing test, as already described. The number of rivets does not enter into the subject. \\'hat they should have is a Fig. 3— Deformation of Sills with the Center Line of Draft 3% in. Down from the Top of the Sills set of lugs that will shear off just above the force which is necessary to close the gear under te.«t. I can conceive how a gear can be designed for a final pressure of 350,000 lb., then a test of rivets shearing off at 275,000 lb. would not be fair. But in any design of a lug, the lug should be made much stronger than the rivets in order that the lugs will not bend down and the gear show a false capacity. I can see how a lug may be built and give false capacity of draft gear, but the lugs should be designed stronger than the rivets. I myself, have not found a draft gear today but that will close before it shears off nine 19/32 in. rivets. However, there may be some such gear on the market. One thing that is important in the design of a freight car is that the underframe of the car should be made stronger than the coupler. It has been the coupler in the past that has been saving the car after the draft gear went solid. The men who repair cars appreciate the large num- ber of couplers that fail. I am wondering if when we put on the new M. C. B. coupler it is not going to be the under- frame of the car instead of the coupler that is going to fail when the draft gear goes solid. Especially is this true if we move the center line of draft out from the center of the sills or leave off the tie plate, as shown in the latter part of this paper, because then the pressure of only 662,000 lb. destroys the sills with the center line of draft 2j,2 in. from the edge of the channel. The new coupler will stand this and more in compression, which means that it will not be the coupler but the underframe that fails, and it will cost considerabl}- more for repairs tljan the coupler. I assume that everybody here knows that a friction draft gear is superior to a spring gear, but I do not believe that all of you know how much this difference is. The highest capacity spring gear in use, made of two M. C. B. class G springs, will fully protect your 100,000 lb. car and lading at a switching speed of a little less than 2 m.p.h. There are friction draft gears in general use on thousands of cars that will protect this same car and lading at 4.5 m.p.h. Also, there are many gears on the market that will fall be- tween these two extremes, and each of these gears has a de- finite speed at which it will protect the car. But if you should attempt to switch cars at 4 m.p.h. while equipped with a spring draft gear tliat only protects the car at a little less than 2 m.p.h., the coupler, underframe and lading are bound to suffer. Either the coupler or underframe will fail if this speed of switching is kept up. On the other hand, should this same car be equipped with the highest capacity gear, mentioned above, it could be switched at 4 m.p.h. without any damage to the underframe or to the coupler. Unless we put on a car a draft gear of sufficient capacity to keep it from going solid, the force that car will stand is going to be limited by the strength of the weakest part. If this is the coupler it will be from 400,000 to 700,000 lb. on most couplers in service, or if the car be equipped with the new M. C. B. coupler tvpe J), this force will l)e from 600,- 000 to 1.000,000 lb. Now, if it be the underframe that is weakest, and this may occur if the design is not correct, this pressure will be a little less than that given above for the strength of the couj^ler. But in any case, this force mav be 600,000 lb. Now. if the impact force and shock is 600,000 lb. and the weight of the car is 150,000 lb., the end pressure per pound of car weight and lading will be 4 lb. per pound of weight, or will be equivalent to standing a car on end that has four times as much load in it as the car in question contained. This is what has been knocking out the ends of cars, damaging roofs, side walls, and racking the car in general and on account of insufficient draft gear protection. Now, if the travel and capacity of the draft gear is enough to keep this end force down to 300,000 lb., it would result in practically no damage to the car. More care must l)e given the draft gear in the manner of inspection and repairs in order that it may do the work which it was put on for, and which it will do if kept in repair. It may mean new gears or parts of gears, and there will be some expense attached to this inspection and up- keep, but the saving in rejiairs to other parts of the car is bound to more than make up for this expense. DISCUSSION Many favorable comments were made on the paper and it was characterized as a contribution which would material- ly aid in the study of the draft gear question. Several of the members called particular attention to the need of high 692 RAILWAY MECHANICAL ENGINEER Vol. 91. No. 12 capacity gears. James Coleman, superintendent car depart- ment of the Grand Trunk, said that undoubtedly 70 per cent of the indeterminate damage to the lading is due to the fact that the cars in which it is carried are equipped with draft gears of too small capacity. When the amount paid out for claims for damage of this sort is considered, it will show that this question is deserving of careful thought. He claimed that no spring gear is strong enough to withstand llie operating conditions as they are found today. C. W. Van Buren, general master car builder of the Canadian Pacific, brought out the fact that damage to equipment and lading is due to a large extent to the rough handling of the equipment by the yard forces. While speak- ing in favor of the friction gear he stated that it must l)e properly inspected and maintained in good condition. R. W. Burnett, ma.ster car builder of the Delaware &: Hudson, called attention to the necessity of careful attention being given the draft gear attachments, as they, and parti- cularly the yokes, are responsible for some of the draft gear failures. He al.'^o called attention to the wear that takes jdace in a friction gear and the need for proper inspection and repairs. G. E. Smart, master car builder, Canadian Government Railways, strongly favored the friction draft gear for mod- ern equijmient. There is an economic limit between the speed at which cars should l>e switched in the yard and the cost of repairs to the cars caused by the treatment they re- ceive, which should be considered. He favored particular- 1\ the use of the metal draft arm in all cases where woodea cars are built. Among other points brought out in the discussion was that concerning a means for automatically taking up the slack in all friction draft gear due to its wear. The slacks caused by the 4-in. travel recommended by Professor Ends- ley in his paper was questioned. Professor Endsley answered this l)y stating that the slack causing the damage to equip- ment was that to which no resistance was offered. With the draft gear maintained in condition, its 4-in. travel would always be made against some resistance, thus the travel of the draft gear is not as undesirable as the slack or lost mo- tion between the cars when starting trains. Professor Endsley also again brought out clearly the neces- sity of providing a center sill under the car that will be stronger than the coupler, so that if anything is to fail it will be the coupler, the idea being to have that part fail which may be repaired the more easi]\'. He recommended a center sill channel of substantial web. For instance, it will be better to have two I2-in.. 40-lb. channels than two 15-in., 40-lb. channels, as tests have shown that the former will stand a higher ^tres-i than the latter. Narrow Gage Steel Hopper Car Capacity of 40,000 Lb. Obtained on a Track Gage of Two Feet; for Carrying Mine Products in Burma BY FREDERICK C. COLEMAN ONE of the many interesting narrow-gage railways in India is that connecting the Burma railways at Nam- yao station with Bawdin, where are situated the Burma mines. This railway is 51 miles in length and is of 2-ft. gage. The ruling gradient is 4 per cent, the minimum curvature is of 90-ft. radius, and flat-bottomed rails weigh- and a concentrating mill and an electric power installation are also in course of completion. The trains are worked under a despatching system, and with night running the railway is now handling 900 to 1,000 (long) tons of traffic daily. Arrangements are in hand to increase this capacit)- to 2,000 tons daily. This considerable A 24-ln. Gage Steel Hopper Car for Service In Burma ing 41 lb. to the yard are used. The principal outward traffic consists of lead, silver, zinc ore, — the product of the mines. — and lead bullion, whilst the inward traffic consists of machinery and general stores for the mines, including f>,000 to 7,000 tons of coke per annum for use at the niine smelters. At Namtu, the headquarters of the Burma Mines Company, is a large lead smelting and silver refining plant. development of traffic has called for the introduction of more powerful locomotives and larger freight cars, and a number of all-steel double-hopper self-discharging cars of 40,000 lb. to 44,000 lb. capacity were ordered in Great Britain and are now^ in successful operation. These cars, supplied by F. R. Rand & Company, Limited, of West- minster, were built by the Blake Boiler. Wagon & Engineer- December, 1917 RAILWAY MECHANICAL ENGINEER 693 i 44 iWT # i k -H « o • a. a o z « a a O o c « E k k c -JL JL 694 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 ing Company, Limited, of Darlington, England, to the de- signs of G. H. Sheffield, of 38 Victoria Street, London, and according to the Sheffield-Twinberrovv system. The follow- ing are the leading dimensions: Length over end sills 25 ft. Len^ith over buffers and couplinss 28 ft. 8 in. Width, inside 5 ft. 6 in. Width, over side frames S ft. 11 '4 in. Center of trucks 1*^ ft. Truck wheclbase 3 ft. 6 in. Diameter of wheels on tread 18 in. Journals 3 in. by 6 in. Centers of journals 4 ft. Weight of car complete 1 3.200 lb. Carrying capacity tO 000 Ih. to 44,000 lb. The general arrangement drawing shows that the hoppers are 9 ft. between centers. The inclination of the sides and ends of the hoppers is 36 deg. and the openings are placed horizontally 7 in. below the sills. Horizontal doors cover the bottoms of the hoppers. Each door runs on four rollers carried upon angle bar guides, which are riveted to the framing of the hoppers. thick, and the door plates are of a similar thickness. Through- out the general structure of these cars, including the door arrangement, only five British standard sections are em- ployed, this comparing favorably with recent examples of double hopper cars, built in England, which contain as many as 17 standard sections. As the cars are for service over severe grades, powerful screw brakes, operated from either side, are provided at each end of the car and brake blocks are applied to all of the wheels. The standard coupler in use on the Burma Railway is also employed on the hopper cars. The trucks are designed to permit of the eventual conver- sion from 2-ft. to 2-ft. 6-in. gage. To effect this change it will only be necessary to renew the wheels, as the axles are designed sufficiently long and the journals so located that the new wheel centers may be spaced out 3 in. further toward the bearings on each side. The brake hangers and brake beams are fitted with ferrules, which will be transferred from the outside of the brake blocks and hangers to the inside, as required for the increase in the gage. Aside from the -nrl h — ^ The Truck and Details of the Load Suspension The horizontal flange of the angle is turned outward so that no dust or part of the load can fall on the guide rail. At each side of the door is a channel bar sill, arranged so that the web passes beneath the rail while the pins of the rollers are fixed to the outer vertical flange. The sliding doors are connected independently to a single reduction wmch, by means of chains and sprockets. The winches are actuated from either side of the car by short handles, which tit on the square nuts at each end of the turning shafts. A single operator can work the doors standing clear of the car. The opening or closing of the hoppers may be regulated to any degree,^ or mav be cut off entirely when any desired portion of the load hiis been run out. The hopper sheets, which act as a bracing for the lower flanges of the sides, are 34 m- provision for the increase in gage the outstanding feature of these trucks is that the weight of the car is not carried upon a center bearing, but is distributed through groups of coil springs at a transverse distance of 17 in. from the center on each side. The bending moments upon the main transoms of the car and the trucks are thus considerably reduced, and the resultant effect is to make possible a material reduction in the weight of the structure. The springs are compounded to act efficiently when the car is either loaded or empty. They rest in cast steel boxes, the lower parts of which are attached to and lietween the truck members. The upper, or loose portions of the boxes are provided with large rubbing sur- faces which have a sliding contact with corresponding rub- [jing pieces upon the car transoms. On the drawing of the truck it will l)e seen that provision has been made for the lubrication of these l)earings. Tilting action is allowed for to the extent of the clearance i)etween the center pins and pivot castings, and the spring boxes and side checks on the transoms of the trucks. There is provision for lateral and end movement to suit track inequalities or superelevation. Rolled steel axles having a tensile strength of 76,200 lb. to 80,600 lb., are employed, together with chilled iron wheels. The wheels are fixed on to the axles at a pressure of not less than 45 tons. Cast steel journal boxes are provided witii key plates above the brasses and they are suitable for either pad or waste packing lubrication. ■■rf'^^i SHIELD FOR TEMPERING BLAST There is considerable danger of workmen's eyes being injured by sparks flying from high speed steel tools when they are being tempered in an air blast. The use of goggles while doing this work is inconvenient, and to do away with the necessity of wearing them the shield shown below is used I 4!4/>-/'/>*^\ r ^ PlafeGfass 1^ Y- — 4i - -A \ . . \ L t 1 1 1 1 « 1 t <^ 1 1 1 V _._i h- fz- -i 1,- a'- — *j Shield in Which Tools Are Placed When Tempering at the Boone shop of the Chicago & North Western. This encloses the tool almost completely and does away with all danger from sparks. With the two openings any tool of ordinary size can readilv be handled. PNEUMATIC PUNCHING MACHINE BY FRANK J. BORER The photograph and sketches illustrate a pneumatic punch- ing machine which has now been in use for more than a year at the Elizabethport shops of the Central Railroad of K- -/-H 1 1 h -^ 1 1 'l\ I I M I I I 00 I -t I ->l#^/i'h- 20ri//\ < 2- I I brake cxlinder was used and no material had to be pur- chased to construct the machine, thus reducing the cost of construction consideral^ly. It is not the purjiose of the writer to advocate the con- struction of a machine of this kind instead of purchasing a regular punching machine, but rather to draw attention to the fact that one or more machines of this kind could be used to advantage in small shops, in repair yards, scrap yards, etc., where the expense of a regular punching machine would be too great, or where other difficulties, such as obtain- ing the necessary power, proper foundation and housing, limited floor space and the like would prohibit the purchase of a punching machine of the standard type. The pneumatic punching machine shown here does not Pneumatic Punch Machine JoolSfeel. Hardened M'tldSfeel. Detail of Punch, Die and Plunger need a special foundation and, in fact, can be made portable. Its capacity is sufficient to punch 15/16-in. holes through ^-in. irwi or steel plates or its equivalent, with 90 lb. of air pressure. The power is obtained from the regular shop air supply line with a l>^-in. hose of suitable length. It New Jersey and has given entire satisfaction as regards is connected to the inlet part of a Westinghouse straight air service and output of work. brake valve. (It was found that this style of valve is more The frame of the machme is constructed from second durable, easier to operate, and requires less repairs than does hand bridge material and the few forgings required were a three-way cock.) The air brake valve controls a 16-in. made in the blacksmith shop. A second hand 16-in. air brake cylinder. When air is admitted to the cylinder, the 695 696 RAILWAY MECHANICAL ENGINEER Vc considered. The con- dition of the power, the conditions under which the power is being worked, the terminal and engine house conditions, and the terminal, shop and operating staff. The condition which the power is in, is perhaps the most vital and should receive the earnest attention of all concerned. If we are to move trains over the road in the shortest time we must keep the power in good condition. In order to do this we must have at the head of the mechanical department men who thoroughly understand their business and who realize that the success or failure of the most important and the most vital proposition our country and its Allies have ever had to handle depends to a large extent upon them. They must be assisted by men who will not lose sight of the same fact and these men in their turn must instill the same spirit into the rank and file coming under them. The executive abilities of each and every man must be used to the fullest extent and the forces must be organized to get the maximum rej^ults. Men who encourage poor work in order to gain time are only losing time in the end and their work only ends in disaster. These men must be educated or put aside to make room for those who are willing and anxious to live up to the requirements of the times. We will assume that we are entering into the movement at the terminal with powder in good condition and this con- dition must be such that the power can be kept out of the main shops for general repairs until it can be handled with- out delay. If we are to get the maximum results power must not be held out of service awaiting repairs. With this condition, there is no reason why it should not make con- siderably more mileage than it did formerly. In other emer- gencies power has been kept out of the shop several montlis longer than was originally intended and surely in this emer- gency we can do better. The track and shop conditions at the engine terminal should be such that the locomotives may be received, repaired and made ready for ser\'ice with des- patch. It may be possible to redesign the engine terminal but some of the necessary- helps which the roundhouse fore- man has been requesting for some time may be furnished. Ashpits which are continually full cause endless delay. They discourage the workmen and cause them to be indiffer- ent as they see how indifferent the management is to such things. The ashpits should be kept clean and put into condition so they may be easily kept clean. The same thing applies to a good many out of date appliances in the engine terminals and particularly to machine and hand tools. Some of the items which will go a long way towards making the prompt despatching of locomotives possible are steam grate shakers, up-to-date coaling and sanding facilities, good roomy ashpits, turntables which accommodate the largest power used on the division and which are equipped with power tractors, washout plants for washing with hot water, an engine washing plant, and autogenous welding appar- atus. The use of brick arches will also assist greatly. The 697 698 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 supervision of the repair work should be in the hands of men who know how to get the best results from the facilities and who are able to devise methods to otherwise shorten the time required to do the work without sacrificing the quality of that work. The roundhouse staff must be or- ganized so that from the time the power arrives at the shop track there is no time lost. Supervision must commence from the time the locomotive is placed on the house track and must be carried on until it is turned out again for service. A competent staff of hostlers .should be maintained who will handle the loco- motive quickly. Tb.ey should l)e kept informed by means of bulletin boards what repairs are necessary to each loco- motive in order to place them on the proper track in the house. Engine inspectors must perform their duties quickly and at the same time make intelligent work reports. No time should be lost in assigning the workmen to their various duties and where ever possible the work should be special- ized. Power which is in condition to turn without repairs should be given preference in handling and it would be desirable where })ossible to handle this power separately from that wliich must go into the house for repairs, wash- out, boiler tests, or other work which necessitates keeping it out of service for a time. Power may be run over two divisions if the road conditions will permit, with a saving in time at the terminals and a decrease in the coal con- sumption. If ever}' move made is watched closely we can get a large increase in the efficiency of every terminal, be it up-to-date or otherwise, and the question of supervision should be carefully considered. Supervision docs not mean driving men; it means educating them and the workmen are the better for it. By constantly checking the movement of power on the incoming and outgoing tracks and by having foremen see that the repair work is promptly and properly done, more will done to ex|)edite the quick handling of power than anything else. We cannot expect to get very much in the way of new equipment and therefore must make the best out of the existing conditions excepting that we should eliminate any condition which hampers the move- ment. The night conditions should l)e brought up to, as nearly as possible, the conditions which prevail in the day time. Adequate lighting in the engine house and the sur- roundings is of considerable importance; the efficiency of the staff depends on it more than any other condition. The night force too should receive the same attention in regard to organization and supervision as the day force. Our rail- roads are not in the habit of closing down from sunset to sunrise yet if we were to compare the day and night force and the work required of them in some of our terminals we would wonder that power was moved during the night at all. We must not forget there are others besides the mechanical forces who are responsible for the delay of locomotives at terminals. The despatcher's office has been found to be one of the most important places to look to for improvement in the conditions we are discussing. If any obstacles are placed in the way of trains making a reasonable time over the divi- sion they frequently lead to defects in the locomotives which add considerably to the time taken to repair them at termi- nals. For instance, locomotives held at sidings during cold weather have a tendency to develop leaky l)oiler tul)es and this is one of the most frequent causes of engine failures or of excessive time preparing power for service. The ter- minal facilities should be studied and improvements made which will permit the power to be delivered promptly to the engine house from the train and vice versa. Power which takes from twenty to forty minutes to be so delivered one half mile is unduly delayed and the condition responsi- ble for this should not be tolerated. Yardmasters should make it a point not to delay power and should see that their subordinates are not allowed to do so by blocking the tracks. The condition in which the power is left by the enginemen on the engine house track should be watched and the engine- men should be encouraged to help all they possibly can. liy tightening up loose nuts, setting up wedges, keying up brasses or tightening joints, they can be of material assist- ance. The road foreman of engines should devote his whole time to the power in order that the mechanical department may have the benefit of his experience and help, and l)e kept better informed on the condition of the power throuih his reports. The number of road foremen required for each division has been poorly calculated and the work required of them lias been too great. In many cases we should have two and three road foremen where now we have but one; and even at that the railroad company would be financially better off and the motive power would be kept in better con- dition. The labor situation is serious and must not be overlooked. Experience in hiring men for enginehouse work shows that it is hard to get experienced machinists, fitters, and boiler- makers. Men who are fitted for general repair shops are often unfitted for running repair work. To overcome this trouble apprentices to the trades mentioned should be re- (|uired to put in the last six or eight months in engine houses. Enginemen will also be hard to get and on roads where assigning of crews to locomotives is practiced the pooling .system should be followed. Power tied up ten to twelve hours for the crews' rest in order to allow assigned crews to follow their engines is not a good policy and on a division of one hundred and fifty miles or over of single track the crews cannot possibly follow their engines without rest. The pooling system will not likely find favor with the me- chanical department officers but there does not appear to bo any other way out of the question with the present power and man shortage. The stringent rules made by the Federal authorities for the maintenance of power will require re- vision if we are to turn power quickly. This can very easily be done without danger. The relations between the officers and staff of the operat- ing and mechanical department must be the best. Too often we see some over zealous operating officer unjustly criticizing the mechanical department and here we find one of the greatest handicaps which confronts the mechanical officers. The division on which this condition is allowed to exist will not be able to meet the present requirements. It must \)e distinctly understood that the responsibility for the suc- cess of the railroad rests with all the departments and if there is a weak link, all should assist to strengthen it and not to further weaken it by improper and unfair criticism. What we require today are officers who will aid as well as criticise. The purchasing and stores department also have their difficulties and many allowances will have to be made, yet it should be borne in mind that no effort must be spared to keep the mechanical department supplied with necessary material. The heads of these two departments should work together in an endeavor to alleviate the material shortage and wherever possible material must be reclaimed and sub- situtes used. To sum up the situation the following would appear to be the requirements: Improve as much as possible the terminal and shop facil- ities including the building of long inspection pits, where the insp>ection and repairing may be carried on outside of the engine house when weather permits. These pits should be built on incoming and outgoing tracks and should be used to the limit. Eliminate conditions which hamper the work. Apply labor saving devices in the shops and on the loco- motives. Improve the organization and increase the supervision. These requirements together with the friendly relations of 1 December. 1917 RAILWAY MECHANICAL ENGINEER 699 all departments will insure that power will not be delayed 0, terminals or on the road. GETTING THE LOCOMOTIVES THROUGH THE TERMINAL BY T. S. GRANT Foreman, New York Central, Watertown, N. Y. (Second Prise) The man in charge of the engine terminal at the present time has more responsibility than he ever had before. The transportation department have more cars to handle which riust be handled without delays at the terminals. The (iijiine house foreman must make the necessary repairs to tlie locomotives and turn them in the least possible time. Dn account of the heavv' service the amount of repair work lias materially increased. To make these increased repairs successfully and de- spatch the locomotives with less terminal lay-over than has previously been allowed, the work must be systematized, the organization must be such that the greatest efficiency is obtained. To best meet the requirements for a large engine house, there should be an outside inspection pit with the engi- neer's work report office located near by. There should be an assistant engine house foreman and five gang fore- men; one in charge of pistons, valves, piston rod and valve stem packing, crossheads, guides and valve motion work; been written up b}- the work report clerk, to the engine house foremen. Forty-five minutes after the arrival of a locomotive at the terminal, allowing ten minutes for taking coal and sand, fifteen minutes on the inspection pit and twenty minutes for dumping the grates and putting the locomotive in the house, the engine house foreman should be able to give a verv close estimate as to the time the locomotive would again be ready for service. My experience has been that the most lost motion occurs at this stage of the terminal work, as the engine house foreman does not know what work is necessary on the locomotive, and the locomotive is not al- ways placed in the proper stall by the hostler to do the required work to the best advantage. With an assistant engine house foreman and an outside inspection pit this lost motion can be eliminated. The assistant engine house foreman would require zhoxit thirtv minutes for each engine handled in this manner, but with an assistant to act as messenger, he could cover the required duties in twenty minutes, or thirty-five engines in twelve hours, allowing lunch time. The boiler inspector after making his report to the work report clerk should immediately report all boiler defects to the boilermaker foreman. He knows the general con- dition of the flues and fireboxes on all the locomotives, and if the practice of dumping an engine at the end of each trip is followed, as it should be, he knows that there will not be many plugged flues. As the present time almost all Machinery Engine to be oniered Boiler Sfall Engine Qang */ Gang *2 Qang *^3 Oancr **4 Gang Air Work Oreaser Carpenkt Misc. \ 1 ¥kishoJ <^S"9 <^°°l 1 Fi'f **S Down \ Up FronfEn ' ^,^^„ Fire up 1 411 []x 1 ] 1 1 D D D \l\OK n^iD-^-^- ZRM. Yes \ OK -^fe*- OK OK 2 ZIZ 1 1 □ jt D^ 1 ""1 []x Q(?/r ^OK 1 1 D I^RM. Yes OK Yes OK OK OK OK J l~~| □ D D n \ J 1 1 n ID i 1 .; — 4- 47ZO n^ Qj*^ 1—1 D^ L □o/f 1 1 II^AM. Yes OK -¥ss- OK t . 4 fc -1 OK OK \ le .L ! ' ' ' I ' ' ! 1 Work Board for Engine House Repairs one in charge of rod work; one in charge of wedges, binders and driving journal bearings; one in charge of springs, spring rigging, engine truck wheels and bearings, tank wheels and bearings, pilot and tank beams and pilots, etc., and one in charge of cab and pipe work. These fore- men should be numbered, one, two, three, four and five re- spectively. In addition to this there should be an air brake gang. With the outside inspection pit the air brake inspector can test the pump and all air appliances on the locomotive while it is under steam and has a full pressure of air, while the engine and boiler inspectors are making their inspection. The assistant engine house foreman should, on the arrival of a locomotive, consult the work report book noting all defects reported. He should call the air and boiler inspectors' attention to any defects reported which come under their jurisdiction, and also make an inspection of the other defects in conjunction with the engine inspec- tor, while the other inspectors are doing their work. Rod pounds and blows reported should be examined and located while the locomotive is being put on and taken from the ash pit and into engine house. The assistant engine house foreman should follow the locomotive into engine house, placing it in the stall best adapted to make the required repairs, and spot the locomotive so the repairs may be made easily. He should then report all work that should be done, except the boiler work, which would have flues are welded, they are not often found leaking. In most cases his repairs will consist of caulking the mud- ring or a few staybolts, or making repairs to the front end or grates. Immediately upon receiving the work slips, the engine house foreman should classify and distribute them into the receptacles provided for them on the working board, of which a diagram is sho^Ti, and, if necessary, to cool down boiler for throttle, gauge cocks or any other mountings to so advise the boiler maker foreman. He should then de- cide when the locomotive will be ready for despatching. It is not necessary to go into detail in regard to the man- ner of doing the work or the time required, the essential point now is to get the men started on the work and to see that it is completed in the time given. The gang foremen must watch the board as closely as possible and distribute their men so that the work will l)e done on time. When the work is started on any locomotive, the slips are to be removed from the pocket, and a cross placed in the space adjoining. This will signify that a part of that gang is covering the work on that particular locomotive; but the slips are not to be removed until the work is started. In the column headed, "Miscellaneous," the engine house fore- man will place the initials of the workmen in the line op- posite the engine number to which the work is given. Immediately upon completing their work, the different gang foremen, carpenter or workmen having miscellaneous 700 RAILWAY MECHANICAL EXGLXEER Vol. 91, No. 12 slips, will era.se the cross or initials placed in the line op- posite the locomotive number, which will signify that their work is completed. The air gang and greasers will "O. K." each locomotive opposite the engine numl^er in their re- spective columns. On the boiler work, side of the board, the items as shown by the different headings will be marked "O. K."' on the line opposite the engine number when the work is completed and gang number tive, which is shown on each side of the board, will do likewise when they are ready to have the boiler tilled and fired. The different gang fore- men should consult the engine house foreman on all jobs out of the ordinary or when they are tied up on some par- ticular job. The doping, filling of grease cups, headlights and markers should be taken care of at the same time under an overseer. This gang to be known as the greasers. By this system several of the gangs would be doing their work on the locomotive at the same time to eliminate long terminal lav-overs. In addition to the running repair work board, a board should be maintained in the engine house showing all locomotives in for repairs which will require twenty-four hours or more to complete. This should show the work re- quired and should be corrected each morning as the repairs are made. Locomotives in this class should have all neces- sary side rod bushings applied, the throttle ground, flues revvelded and all other repairs of this nature made, to as- sure short turns on the following trips. Good tools, properly cared for, are as essential in this emer- gency as good men and a good system. They should be handled from a tool-room centrally located, with the attend- ants constantly on duty, using a checking system for the dis- tribution of all company tools. Keeping the engine house and pits clean is a great help to a workman; he will accomplish much more good work in a clean pit than he would crawling over a pile of cinders or stumbling over something on the floor. Have a place for everything and keep everything in its place. At the present time, more so than ever before, it is neces- sary to follow all the work closely in every detail and to assist the workmen by offering suggestions wherever possible to increase their efficiency. A prop)er supply of the necessary tools and supplies is also necessar\'. The proper co-opera- tion between the night and the day forces is of the most vital imf)ortance. On changing shifts the engine house and boiler- maker foremen should give to their successor a transfer sheet showing the true condition of all locomotives in the terminal at that time. Improper conditions found and reported by either terminal or night foremen should not be considered as complaints, for by knowing of these conditions they are enabled to make the proper corrections which will be for their benefit as well as that of the service. In the present emergency, when the railroad companies are going to get more miles between shopping than ever before, it will be neccssar)- to transfer l)Oth men and machinery to the engine houses, as this is where the work must be done. HANDLING LOCOMOTIVES AT TERMINALS BY K. R. MITCHELL (Third Price) The time a locomotive spends in a terminal commences and ends with the o[)erating department, in consequence of which treatment of the subject of engine terminal delay should properly be divided into two parts; the mechanical or strictly engine house end of it and the operating end. The writer being immediately concerned with the mechanical end will confine this article to that phase of the subject except for that part of the operating end which is insepar- able from it. It is vitally important that perfect co-operation exist be- tween the yard and engine house forces if the best result.- are to be obtained. The vard master being the first ont in control of a locomotive after its arrival with a trail, should see that there is no delay in sending it to the engine house. If the work is to be done with the fewest possible number of locomotives this is a very important matter as every few minutes' delay in receiving a locomotive from the yard means a great deal to the engine house foreman. Rather than burden this ait.cle with a description of the details of handling locomotives which are common to all engine houses only the more dominant methods that actually aft'ect or influence the time of handling locomotives as used at a fair sized engine house with which the writer is con- nected will be featured. The first work done on the locomotive after it is received at the engine house is at the inspection pit or pits, as two are necessary if locomotives are to be inspected expedi- tiously during times of congestion. It is not possible to re- duce the time of inspecting to less than six or eight minutes as that is the minimum time in which the air brake test can be made strictly in conformance with Federal requirements. However, by having one or more machinists or helpers at the inspection pit quite a little work may be done in the way of tightening up bolts and nuts and any other small jobs which will reduce the time it is necessary to keep locomo- tives in the engine house. Sometimes this will make it possible to run a locomotive direct from the ash pit to the storage yard, avoiding the engine house altogether. An in- spection of the sponging and the necessary attention to the journal boxes of tender trucks may similarly be given at this time. Reports of the work to be done on the locomotive which are made by the inspectors on properly printed forms are "shot" by air tube to the office of the engine house foreman. This give the foreman and his assistants information that will enable them to make the necessary- provision for the disposal of the locomotives in advance of their arrival at the turntable. At the same time the hostler who receives the locomotives from the crew a.scertains whether or not the boiler is due for washing, whether the stay bolts are to be tested or if, for any other cause, the fire should be drawn. He likewise sends a report to the office by air tube and the necessary instructions are telephoned to the ash pit before the arrival of the locomotive at that point. A clerk accompanying the inspectors noting the defects found and subsequently trans- ferring his notes to the printed form or even entering them directly on it may profitably be employed at times of con- gestion to save the time spent by the inspectors in writing their reports. An adequate force of fire cleaners should be maintained at the ash pits to prevent the accumulation of locomotives between that point and the inspection pits. Assistance mav l)e given the ash pit force with a resulting saving in time at times of congestion to help in disposing of the cinders (^uite some time may be saved by dumping the cinders directly into the pits and cleaning them out by means of .i travelling crane equipped with suitable clam-shell bucket. By this method the passage of the locomotives over the pits is not obstructed by buckets to be hoisted out of the pits by air hoists or other stationan,- means and cinders ma. be removed at any point throughout the length of the pits. The piecework system of payment has been found to be of ad- vantage both in decreasing the time and cost of doing the work. At engine houses where the coaling facilities are unfortunately placed between the ashpits and turntable only strict supervision can keep the time the locomotives are being coaled down to a minimum. During congested periods it is essential that the foreman or his assistants give his personal attention to the entire movement of locomotives between the inspection pits and turntable or the time of handling will increase considerably. December, 1917 RAILWAY MECHANICAL ENGINEER 701 . nis is more particularly true in winter as the men are then .orking at a disadvantage and require not only encourage- ment but the sympathy of the foreman to keep them up to loir best efforts. Unfailing good humor and tact on the irt of the foreman under such conditions as well as the uthority that is his by virtue of his position will work > onders in "keeping things moving." It has been found Ivisable to i)lace a gang-leader in charge of the hostlers, . ,igine preparers and ashpit men at night, as operations • re not naturally performed as smoothly and rapidly during i!ie dark hours as they are in the daylight. The reports of the enginemen and inspectors which have reached the office before the locomotives are placed in the house are taken by a clerk who is trained for the position. He records the repairs to be made on various printed cards according to the class of men who will make the repairs. For instance, all boiler work is written on one card, air brake work on another, machinist work on still another, etc. These cards are then given to the respective gang leaders, who are thus informed ahead of the arrival of the locomotive as to what work they will have to do on any particular locomotive. Special work that relates to the handling of the power may then be discussed between the gang leaders and foreman and plans made according to the needs of the service, i.e., whether to work on this or that locomotive in preference to another, how much of the work is to be done at the time and what work to leave until the locomotive returns from another trip. In this way much valuable time is saved. Where engine house or stall room is limited, locomotives sometimes accumulate between the coal wharf and the turn- table awaiting their turn to get into the house. While this cannot always be avoided, advantage may be taken of the time locomotives are lying there to test stay bolts, calk flues or do some work that does not involve pit work or jacking up. In some cases new fires may be built before placing the locomotives in the house. In the engine house it has been found that by increasing the number of gang leaders so that each one will not have more than eight or ten men in his charge, and holding the gang leaders responsible for the quality of the work done by the men, much time has been saved, not only in get- ting the locomotives over the road but in future repairs as repairs having once been properly made last longer than those that are made indifferently. Another thing that means the saving of considerable time eventually, while extending it at one particular handling, is that of requiring a special and very thorough examination by one or the other of the gang leaders at the boiler wash or test periods. At this time all parts, the condition of which is controlled by toler- ances, are checked up and various other parts of the machinery and appliances are examined in conformance with a standard list prepared for the purpose and the condition noted on a form. The object of this is to renew or repair all parts that do not appear to be in a condition to last until the next boiler wash day arrives. In other words, the time that the locomotive must lie up for boiler wash is taken advantage of in using ever)' known means to put the locomotives in such shape that thev will stav in service with a minimum amount of repairs until the following boiler wash day. As we are fortunate in having to wash boilers only once in four weeks it will be seen this method of inspection and repairs will save time in the end. A pit in the storage yard to enable the sponging of boxes and other light work is of great assistance in reducing the time of handling locomotives, for by this means some loco- motives may go directly to it from the ash pits and others may be moved from the engine house to be finished there, thereby making room in the house for another locomotive sooner than otherwise would be the case. While it is undesirable to get up steam too rapidly, time in the preparation of new fires may be saved by the use of shavings soaked in crude oil. Two buckets full of shavings and six pounds of oil are sufficient for the largest fireboxes, but the operation may be hastened if desired by slightly increasing both. Machinists and their helpers as well as air brake meir both day and night working piece work materially affects the time locomotives are undergoing repairs. The matter of tools and machinery is most important. Every engine house should be equipped with enough hand tools from jacks to wrenches so that there will be no waiting by anv of the mechanics for this or that tool. A well arranged tool room, ample in size and kept in an orderly condition by an efficient man who is capable of making necessar\- repairs to all ordinary- tools, cannot fail to have a beneficial effect on the quick handling of locomotives while undjergoing re- pairs. Special appliances for hastening the wfaji of repairs are a necessity. There should not be a lack ofuie machines necessar)' to make the parts of locomotives that must be repaired in the machine shop as this will cause a loss of time. By having a blacksmith and helper on duty at night, hours may be saved by avoiding the delay incident to wait- ing for the day men to come to work. No matter what the facilities are for handling locomotives the best results will not be obtained from them without the aid of a good live foreman who is tireless in getting after the lost motion and reducing it, for it is the lost motion^ particularly between the various operations, that swells the total time of handling. The yard master may assist materially in preventing con- gestion and consequent lengthened time in handling by sending his shifting locomotives to the engine house singly- instead of a number at the same time, and were he to take so much interest as to consult the foreman as to the latter's convenience and if necessary retard the movement towards the engine house of the shifting locomotives, that would be co-operation indeed and it would be productive of verj' good results. W'hen the locomotives have been placed in the storage yard and marked ready for service it only remains for the engine house people either to maintain banked fires or fires in such shape that a full pressure of steam may quickly be raised, depending on the time for which the locomotives are ordered; in this way coal may be saved in one case and in the other case time may be saved when the crew reports for duty. The time of preparation by the engineman is consider- ably reduced by having a man in the storage yard to fill the lubricators and grease cups on locomotives equipped with the latter. The same man also may give a final in- spection to see that no work has been left undone, thus sav- ing the annoyance and delay in making repairs when the locomotive is otherwise ready to leave. The final terminal delays are strictly up to the operating department and the responsibility lies between the train- masters and yard masters. If after doing everything that lies in his power to get locomotives ready for service as quickly as possible the engine house foreman sees them standing for hours on his storage tracks he may question the necessity of his hustling, quite so hard and perhaps slack up a trifle, but a good fore- man will not do this because he will realize that by main- taining the highest degree of efficiency at the engine house he is providing the operating department with the mean; in the shortest possible time for moving the vast amount of freight and incidentally place the other fellow in the awk- ward position of responding to the "W'hy?'' thus lightening his own burdens to such an extent that he will have yei more time to devote to still greater achievements in the way of reducing the time of handling locomotives at the engine house. WOiMEN Workers in Railroad Shops Serious Labor Conditions Are Leading the Rail- roads to Employ Women for Many Glasses of Work THE dc{)ktion of the forces of the railroad shops of this country, which durint? the past year lias been very serious, seems now to have reached a point where any further reduction will inevital>ly result in a loss of efficiency in that dej)ariment of the railroad orijanization. It was thought by many that after the men who were diosen for the National Army were called there would be few changes in the force, but this has not been the case. The railway regiments now being formed for the pur[X)se of rehabilitating the Trans- Siberian railroad will of course take their ijuota from the railroad shops, and the increasing re(|uirements of other branches of the Government service will result in the with- An Expert Machine Operator Who Was Formerly a School Teacher drawal of considerable numbers. Of greater consequence, however, is the readjustment of labor, which will proceed slowly for a consideral)le period. Many of the war indus- tries have lost men through the selective draft, and a part of the positions thus made vacant will surely be filled from the ranks of railroad shopmen, some of whom place the higher wages to be secured elsewhere alcove the permanence of employment which the railroads provide. It IS quite unnecessary to state that no curtailing of the output of the railroad shops can be permitted at this time. In spite of all that the railroads can do, cars and locomotives will deteriorate faster than they can l^e repaired. Daniel Willard, in his address on "Railway Efficiency and the War,''* made it clear that the efficiency of the railroads will play an important part in winning the struggle. To keep the equipment of the railroads of this country in condition has now become a patriotic duty. How is the labor situation to be met? In spite of the nu- merous wage increases which the roads have put into effect since the beginning of the war. it is impossil)le for them to compete in the labor market with plants manufacturing war supplies. Even if it were possible to put wages on a plane that would draw men from other industries, many would *Sec Railway Mechanical Engineer for September. 1917. page 489. be taken from shops whose work is essential at this time, and the nation's productivity would not be increased by the shifting of workers. Labor-saving machinery might help the situation in some cases, but it is almost impossible to secure tools at this time, owing to the unprecedented demand. Ihe logical way out of the difficulty seems to be to employ women in greater numbers for doing work in the shops. Many roads have introduced women workers in the me- chanical department, among them being the Baltimore & Ohio, the Erie, the New York Central Lines, the Minne- a[)olis, St. Paul & Sault Ste. Marie, the Chicago, Burlington & Quincy, the Northern Pacific, the Union Pacific, the Oregon Short Line and the Chicago, Milwaukee & St. Paul. On most of these roads the employment of women has passed the experimental stage, and sufficient data are now available to make it possible to judge the value of women in shop work. Some observations made in shops where women have been employed for some time will show the progress that has been made in this direction. The difficulties encountered in introducing women workers in the shops have not proved serious. Rooms in which women can change from street to shop clothes, rest rooms and toilet facilities are, however, essential. Where women are em- ployed around shops, skirts are in most cases a hindrance and sometimes a source of danger. It is, as a rule, unneces- sary to urge the adoption of more suitable attire, the women workers being quite willing to don loose overalls. Women Women Cleaning Locomotive Cabt at the Pocatello Roundhouse, Oregon Short Line who work around power-driven machines should wear caps, to preclude the possibility of injury by loose strands of hair catching in shafting or belting. In many states the hours of labor of women workers are limited by statute and special reports are sometimes required, but these are of such a character as to require but little clerical work. On many railroads women have heretofore been excluded from the shops to such an extent that it is an easy matter to find positions, for which women are quite as well fitted, 702 December. 1917 RAILWAY MECHANICAL ENGINEER 703 o\v filled by men. For example, there are a great many mle clerks employed in places where women, after a short ; oriod of training, could handle the work with little diffi- ulty. At the Havelock, Neb., shops of the Chicago, Bur- ngton & Quincy a woman is employed in distributing blue- rints with entire success, although the work requires some nowledge of locomotive parts in addition to an understand- ,ng of the filing system. At Havelock women are also doing '.vork which requires considerable skill, such as operating lathes, milling machines, gear cutters and shapers. Their work has been found highly satisfactory, and, though a trifle slower than men, they seldom make mistakes and do very accurate work. An instance which shows the natural adaptability for ma- chine work that some women display will serve to indicate the possibilities for women in railroad shop work. A young lady who, after graduating from a university, had been A Woman Operator at the Pocatello Shops of the Oregon Short Line Milling the Ports In a Vaive Chamber Bushing teaching the sciences in a Nebraska high school, secured a position in the Havelock shops of the C, B. & Q., thinking the experience she could gain during the summer would be of value to her in teaching. She became so proficient that she was assigned to lathe work in the tool room, and the work proved so fascinating that she resigned from her teaching position. Although the lady in question had intended to re- main in the shops indefinitely, her stay there was limited to three months. At the end of that time a vacancy occurred in the general offices of the mechanical department, for which she was particularly qualified by reason of her shop exp>eri- ence, and she is now holding a responsible position in the offices of the general superintendent of motive power. At the Pocatello, Idaho, shops of the Oregon Short Line women are now handling a large part of the work in the machine shop and car department on which male help was previously used. Women are probably employed to a greater extent in this shop than in any other in this country. The effort to relieve the labor situation in the shops in this way has been so successful that probably if it were possible to get more women for shop work they would be employed in even greater numbers. No special training was provided for Colored Women Working on Bolt Cutters at Pocatello Prove as Efficient as Men the women workers except such as is usuall\ given to ap- prentices. The instructor who directed the work of the ap- prentices also instructed the women. All the women at Poca- tello are under the super\ision of men, but at Salt Lake, on the same road, where a great many women are employed as coach cleaners, a woman is in charge, who reports to tlic foreman of the coach department. In the machine shop women are employed in the operati(Mi 1^' r«^ rw7 "^ 1 —A \ Women Employees Grinding Tools at the Havelock Shops of the C. B. & Q. of engine lathes, boring mills, milling machines, planers, brass lathes, drill presses, cutting-off machines and nut-tap- ping machines. Most of the wcanen are kept on specialized work. Those who show special adaptability, however, are WoMKX Workers in Railroad Shops Serious Labor (Conditions Are LeadinjJ the Rail- roads to I'lniploN \\ Omen for Man\ (Classes of Work T.llK'flt'jvliiM.n (if ilu iniii- ,:\ tlir niilni.iU -li»i|».- (»f tlli? ' . -ii>m< iniw 'iti havf narlnd a |>(iiiH wlun any I'urilKr rniiu lii.n u ill in»\italil\ n-uli in a 1<:-- m" » iVn iiin y in tliat iN'I'arimt^iH III* ihf raiimatl oriian'/ation. Il ua- llinimht hy many tliat at'tvr du- nun \\Ii»> \\\Tr t ll(l-^■ll idr llu- National Arin\ uvrt' lallnl tlun- uuultl In- \\w . l)an«:v- in tlu- fonc. Ihji tlii?*..ha$ fi<)t l»tTh tlrOTiuii'. I li« iail\\a\ rmiiniiu- now III' taken Ironi -liops ulio-r work is i-sst-ntial at this time. and till- nation- produitivit) would not l»i' incivascd l.y the -liiriinu of \v«)rktTs. Lal>or-savini: mathim-ry mii^lit help tilt -ituatinn in sonic cases, l.ut il i- alnio-t inipo--ilih- to McuR- tools at thi> time, owiim to the inipn-c ; have introduced wonnn workers in the nie- l.eiutr ffirmed for the pur|io-i uf rehaliilitatinLr the I'rans- dianical department Siipcriaii railroad will (if idur-e laki du-ir (jUola from the railroad du^p-. and die in( r<,i-ini: r. (|iiiri nienl- of other lir.inihe> uf the (»<»vemnu'nt -«r\ ii ( will re-nIt in the with- amonti them- lieniii the An Expert Mnchine OnecTtor Who Wns Formerly a School Teacher drau.d tW/coU-ideralili mnniiir-. ( )f L,'reat*T > on-e<[Uent e, hovvevcr. is the rcadju-tnivnt of lalMir. \\hi(h will pnxetd -Idwh iVir .a ( on-ideralile period. .\Lin\ cf tin war indu- tric-'iiaVc lost Hie n lhr(Jti'_'li tin -( tille«l from tlh rank- of railroad -hopm»ii. -ome df wlumi |>laie tin iiiuh« r waire- to I"' -iiurid »l-ewhere al'ove the permanence r«i\idv. 'it'l^ <|Uile unne(e->ar\ \>> -tate that no lurtailini: of the output of the railroad -lidii- (an In' permitted at tin- time. In -pile (if all that tin railroad- i an do. < ar- and lommotives will det« riorate la.-ter than they van !.»• repairid. Daniel Willird. in Ids addre>- on ••Railwav Lftic ieih y and the War."* maiK- it dear that the eflM ieiK y of the railroads will pla\ an important jiart in winiuiiL' the -truLiiile. do keep the e.|iii|.ment of the railroa\ thi- (duntry in londitioii has r.iiw U'come a patriotic «lut\ . . How i> the lalmr situation to Ue met? In -pite of the nu- nierou- waue im"rea:>es whii h the road- havi' put iiUo effect «inie the he^innini: of the war. it i- impo>-il>le f«)r them to compete in the lal.or mark»-t with plant- maimfacturin.ii war .Hipplie-. Kven if it were po— il.le t«» i>ut waives on a plane di.it would draw mm from other indu-trie-. many would .S A' .\U\lt:iti',il Ln^siUH:r tor >ci'.teiiil>i.r. I'lr, ir.i«<- AM. l»allimore \: (>hio. the I'.rie. the New York Central Line-, the .Minne- apoli-. ."St. I'.tul & Sault Ste. Marie, tlu' ("hiiauo. liurliniiton ^ 'juin*). the Northern Lacitu. the Lnion Pat ilu. the On '.ion Short Line and the ("liicai;(». Milwaukee & St. Paul. ( )n mo-t of the-e roails the employment of women has passed the e\perinuntal -ta<4e. and >ufti( ieiit data are now available to make it pit»ilile to judtie the valui' of women in sjiop Work. Sonu' oli-ervations made in -hop- where women have JK-eii einphiyi'd for -ome time will -how the proi^re-s that !i I- Ixeii made in thi- direction. I he (Jillit ultit- eiK (luntvTed in inlroducinii womiii workers in tlh' -hop> have not proved serious. Room- in which women (an chaniie from -inct to -hop (lollies, re-t rooms and toilet t"a»iliti«'- are. howiver. e--ential. Where women are em- [•loyid around -liop>. skirl- are in mo^t (a.-es a hindrance illd -omi'tinie- a -ouree of dandier. It i-. a- .i rule, unneces- -ar\ to uri^e the adoption of more -uitaMe attin . the women vMirker- l-eiiiL.' '|uit( willinLi to d(tn loo-e oxerall-. Wdmen Women Cleaning Locomotive Cabs .it the Pocatello Roundhouse, Oregon Short Line wli»» Work .irouiid powtr-driven ni.KhiiK- -hould wear ca|>-. tf> [ireclude ilu- po-siliility of injury hy loo.«e .strand- of hair catchini,' in .diaftmy or l.iltini,'. In many states die hours of lahor of women w(»rker- are limited l»y statute and sjucial reports are -ometimes n(|uired, hut these are of such a (haracter as to re(|uire hut little clerical work. On many railroads women have heretofore been ext luded irom the -hop- to -uch an extent that it i? an easy matter to find position-, fiir which wonnn are 'juite as well fitted, 702 M KMHKK, 1917 K \IL\\ AY MECHANICAL ENGINEER 703 \ filkd l>y iiicii. I'or i-xamplc. there arc a great many e.xtint in thi> A\o\) iliaii iii an\ (rthcr in thi> counir}. lie clerks enipluyed in places where women, after a short effort t«) relieve the labor >ituation in the simps in thi rirKl (if traininji, could handle the work with little diffi- !i\. At the Havelock. Xeb., shops of the Chicago, Bur- u'ton &: <^)uincy a woman is employed in distributing blue- iit- with entire success, although the work retjuires some iwledge of liKoniotive parts in addition to an understand- - of the filing >\steni. At Havelock women are also doing rk whicli re(|urres considcralde skill, such as operating :u-. milling machino, gear cutters and shapers. Their ;k lia- iieen found higldy >atisfactor\ . and, though a trifle wrr ilian nun, tlie\ ^ildnm make mistakes and do ver\ urate work. An instaiuf wliiili .-how- tiie natural adaplaliilit}' for ma- iHif work that .o .successful that probaidy if it were po: to gi't more W(;men fir -hop W(»rk they would be employ even greater number.-. No. .-jjctial training war provide Ihe wa}' >sible ed in <1 for Colored Women Working on Bolt Cutters at Pocateilo Prove as Efficient as Men the women workers except such a- i- u-uall\ ;:i\en lo ap- prentiie>. Ihe in-lructor who directed tlu work of the ap- prenticer also in-irut ud iln' women. .Ml the women .it Toca- tello are under the -upervi-ion of men. liut ul Salt Lake, on the -ame road, when a great many women are emj»loy<-d as coach cleaner>. a woman i- in cliarge, who report- to the foreman of the loadi dipartnient. In the machine -hop women are em]tloyed in the oprration A Woman Operator at the Pocateilo Shops of the Oregon Short Line Milling the Ports in a Valve Chamber Bushing teailiini: tlu' >ciences in a Nel)ra>ka liigii -chool. secured a positi«in in tlie Havelock shops of the (".. H. & ()., thinking tlu experience she could gain during tin- summer would be of value to her in teaching. She became -o proficient that "^lie was assigned to lathe work in the tool room, and the work proved -o fasdnating that she resigned from her teaching position. .Although the lady in (juestion had intended to re- main in tlu shoj)s indefinitely, her stay there was limited to three month-. .\t the end of that time a vacancy occurred in the general oftices of the me( hanical dej>artment. for which -he was particularly qualified by rea.'^on of her shop experi- ence, and she is now holding a responsible {)osition in the offices of the general superintendent of motive power. .\X the Pocateilo. Idaho, shops of the Oregon Short Line of engine lathes, boring mill-, milling machine-, idaiurs, women are now handling a large part of the work in the brass lathes, drill presses, cutting-off machines and nut-tap- machine shop and car (lei)artment on which male help was ping machines. Most of the women are kept cm specialized previou-lv u-ed. Women are probably employed to a greater work. Tho-e wh<» -how -jh-* ia1 adaptability, however, are Women Employees Grinding Tools at the Havelock Shops of the . C. B. & Q. 704 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 1^ trained on machines of all kinds, and some are capable of running almost any machine in the shop. It is the opinion of those in charge that a considerable proportion of the women workers could readily be developed into skilled ma- chine operators. The reclaiming and repairing of cab cocks, globe valves, boiler checks and miscellaneous valves is now done largely by women. In the tin shop they are repairing lanterns, oil cans, etc., as well as doing general tinsmith work. A woman is employed to run the motor-driven transfer table. Stay- bolts are finished in the boiler shop by two women, who are doing as good work as the men who formerly ran the ma- chines. All parts of locomotives are now painted by women. In the coach shop women are doing the upholstering, cleaning coaches and preparing them for painting. Two colored women work almost entirely at painting and varnish- jng coach sash. While men are still employed on engine wiping, cabs and windows are cleaned by colored wome \. It has been found that the output of the women worke s employed at Pocatello compares very favorably with the ou:- put of male help, and, with efficient supervision, the qualitv of the work is equally good. At otlier shops women are employed on various classi s (;t work which have not been mentioned, acting as helpers f( r machinists, Ijlack.'^miths and car repairers, operating steaii hammers, building grain doors, packing journal boxes, re- claiming waste, sorting scrap and cleaning yards and shop- M least one road has emj)loyed women as tracers in th • drafting room, which suggests a method for relieving to som extent the serious shortage of draftsmen. In general, the ex- perience which the railroads have had with the employment of women in the shops seems to indicate that it offers in many cases the only satisfactory solution of the labor prob- lem of the mechanical department. Lubrication of Air Compressors A Discussion of Problems Encountered in This Work and of the Characteristics of the Oil to Be Used BY THE LUBRICATION ENGINEERS* ASSOCIATION OF THE TEXAS CO.MPANYf THK compression of air results in the conversion of the energy used into heat. The rise of temperature of a vol- ume of air under compression follows certain laws, and tables have Ijeen compiled which show the theoretical tem- peratures the air will attain when compressed to certain pres- sures. The following tal)le gives the temperature that air will iittain taking the inlet at 60 deg. F. Case Final Pressure .\tmosplieres Temperature lb. 1. 60 Des. F. 25 Ih. 2.7 234 Deg. F. 50 lb. 4.4 339 Deg. F. 75 lb. 6.1 4 JO Deg. F. 100 1b. 7.8 485 Deg. F. 125 1b. 9.5 540 Deg. F. 150 1b. 11.2 589 Deg. F. 200 lb. 14.6 6/2 Deg. F. In actual practice, however, the temperatures never reach these figures, for the reason that in the economical operation of compressors it is very important that the temperatures be kept as low as possible. For this reason the compressor cylinders and cylinder heads are provided with jackets through which cold water is circulated to absorb as much of the heat of comj)ression as possible. \ large percentage of the trouble experienced with air compressors is on single stage compressors. P^xaminations have shown that in many instances this is due to the fact that they are overloaded from being forced beyond their capacity, excessive heat being generated thereby. Where the air is compre.s.sed through more than one cylin- der, the temperature of the air is still further reduced by passing it through intercoolers on its way from one cylinder to another. The water side of intercoolers and water jackets should be kept free from all dirt, mud, and other foreign matter, which the cooling water is apt to bring with it. This foreign substance can lje detected by watching the discharge from the jackets or coolers. The failure to observe this pre- caution has in some cases been responsible for air compressor explosions as jackets and coolers become very inefficient if they are coated with m ud or scale. • Abstract of an article printed in Lubrication which is published hy The Texas Company, New ^'ork. ... t Papers on' this subject were submitted bv the fi)llowing members of the association: .Messrs. VV. M. Davis. Douglas 1.. Keys. \V. .\. Kdmund- son, H K Filers. T. N. I'rewitt. U. I. Wilson, Howard ( ooper, John II. Vounc. Ir.. F. .\. N'eale. If. W. Salbador. H. 15. Joseph. J. T. .«^now, C. M. Koe. .\. ■.Nielsen. W. .\. I.u.lwick. I. D. Harton. (". M. K.nnerly and T. \N . ilcGuire. EXTERN.AL LUnRIC.\TION The external lul)rication of air compre.ssors does Tiot differ from ordinar}- external lubrication. In the case of steam driven compressors the main bearings, crank pins, cross-head pins, and cross-head guides are usually lubricated B^ a splash .system. In some cases the crank pins are fitted w'ith pendulum oilers with .stationary cups, and the other bearins^ are fitted with sight feed oil cups. In design and construction the air compressors of the orf- dinary or piston type is similar to a steam engine. The action, however, is the reverse of the steam engine, for in the case of the air compressor cylinder, power is transmitteji to the piston through the shaft and connecting rod, instead of from it. INTERNAL LUBRICATION : So far as internal lubrication is concerned, the problems offered l>y the steam engine and the air compressor cylinder are entirely different. In the steam engine, moisture, which has a tendency to wash the oil from the surfaces of the cyl- inder and valves, is always present to a greater or less degree, requiring in most cases, the u.*;e of a compounded oil. In air compressor cylinders, on the other hand, the surfaces are dry, and so compounded oils are never used. Moreover, less oil is re(|uired for the air compressor cyl- inders, since the oil is not washed off the cvlinder walls. As in the case of steam cylinder lubrication, the conditions of the internal surfaces, the piston speed, and the weight and fit of the piston must be taken into consideration in selecting the proper air compressor oil. Low speeds and heavy or loose fitting pistons require a higher viscosity oil than high speeds and light or tight fitting pistons. Other important factors which govern the lubrication of air com- pres. in., smoked slightly and dried up in two minutes. It was but little better than the first oil. A still more viscid oil, about like a medium bodied engine and machine oil, was then dropped on the hot surface. It spread out slowly to a diameter of 1^4 in., smoked slightly. and the surface was oily after five minutes. In the mean- time the temperature, as shown by the thermometer, had gone up to 420 deg. F. A still heavier oil, such a? is usually used in gas engines, did still better, even after the temperature had gone up to 450 deg. F. It smoked but little, and a good trace of oil was still on the block after ten minutes. A steam cylinder oil was then tried. It did not smoke or dry up, but after a while it became thick and gummy. Even at the highest temperatures the engine oils burned up clean, leaving no trace of dry coke or carbon matter, which tends to confirm the theory that the hard formation often found in and around the discharge valves of air compres- sors is due largely to the presence of dirt in the air which adheres to the oily surfaces and which, under the continuous dry heat, becomes baked and burnt on. The deductions that may be drawn from these crude tests are that for such temperatures as would be encountered in a single stage compressor, compressing to 125 lb., a high grade filtered mineral oil of moderately high vaporizing point, suit- able viscosity, and especially low in carbon content, will give best and most economical results. If such an oil is used in moderate amounts, if the cooling water is sufficient, if the water jackets of the cylinders and heads do not l>ecome choked with mud and sediment, and if the air inlet is prop- erly located, no trouble will be experienced with lubrication. The location of the air inlet on an air compressor is of great importance, and extra care should be used in placing it at points where dust will not be collected. AIR COMPRESSOR EXPLOSIONS While air compressor explosions occur at rare inter^•als. the fact should be emphasized that properly operated and properly cared for compressors are as harmless as steam engines. The cause of isolated explosions is still a disputed matter, though some phases of the question are now generally agreed upon by engineers familiar with air compressor prac- tice. In the first place, the theory that these explosions are due to the use of an oil with a comparatively low flash point is thoroughly discredited, as the}' occur more frequently where a high flash oil is u.sed. In the second place, it is generally agreed that the explosion is due to the accumulation of car- bon deposits in the air lines. This deposit in turn is caused either by the use of an unsuitable oil, which decomposes, or to the use of an excessive amount of oil, or to the improj^er location of the air inlet. The belief that the explosion is always produced by the ignition of a volatile mixture, usually of vaporized oil and air, though possibly of coal dust and air, in the air tanks or lines, is questionable in view of the fact that the small amount of oil volatilized in the air com- pressor cylinder would be insufficient to form an explosive mixture with the air, as this volatile matter is constantly being carried off with the air. It could only be in a case where a very excessive amount of oil was used or where pockets of oily residue were allowed to collect that a suffi- cient amount of vaporized oil could collect to form with the air an explosive mixture. Even in such a case the cause of the explosion would not be the vaporized oil but would be some other factor which produced a spark or flash. The probable source of this spark is again the carbon deposit, which may be responsible for a sufficient increase in tempera- ture, by restricting the air passage and thus so increasing the pressure, as to cause the carbon to become an incandescert mass. It is not improbable that in some cases this glowin; mass of carbon may weaken the tensile strength of the ai- receiver or the air lines to such an extent that they are no longer able to withstand the pressure of the air, the result being an explosion. ROLLERS FOR APPLYING ECCENTRICS On account of the small amount of clearance around the nuts on eccentrics the work of applying them, even with spe- cial wrenches, is usually not easy. To make it possible to get the eccentrics in the most advantageous position when ing the work, rollers on which the wheels are placed are used at the Dale Street shops of the Great Northern. The drawing Light Rollers Used In the Wheel Shop reproduced below will make clear the construction of the device. When in use it is set on the rails and adjusted to hold the wheels clear by a slight amount. The wheels are placed on the rollers and removed by a crane, although if necessary the device could be assembled in position and the wheels raised by screwing up the nuts on the J 8 -in. rods connecting the housings. The wheels are turned by a ratchet handle on the shaft of the driving rolls. Record-Breaking Aeroplane Flights. — Lieutenant Res- nati, an aviator of the Italian army who has been making experimental flights in this country, arrived at Mineola, L. I., 20 miles east of New York City, in 4 hrs. 11 min. from Hampton, Va., carrying eight men besides himself. The distance is about 320 miles, making the average rate of speed about 76 m. p. h. The machine, a tri-plane, with 85 ft. spread of planes, has three motors of 160 hp. each. Most of the journey was made at a height of about 9,000 ft., at which height the temperature most of the time was about 32 deg. ¥. On the same day Lieutenant Baldroli, also an Italian, made the same trip in a 210 hp. machine, carrying one pas- senger, in 2 hrs. 55 min., or at the rate of about 110 miles m. p. h. Passing over New York City, Lieutenant Resnati rose to a height of about 12,000 ft. for the purpose of avoid- ing disagreeable "air pockets." LEWIS POWER REVERSE GEAR The Lewis power reverse gear, which is shown in the illus- tration, is characterized by simplicity of construction and a high degree of adaptability, so fa- is its location on the loco- motive is concerned. These qualities have been obtained by the location of the control valve in the cab, where it is directly connected to the reverse lever, and by dispensing with the crosshead and guidebar for the piston rod. This gear is the development of the Commonwealth Supply Com- pany, Richmond, Va. The attachment of the gear to the locomotive is effected -/f^-_ ^ /fi H A Simple Power Reverse Gear by means of brackets cast integral with the cylinder. Be- cause of the absence of attachments for a guidebar or other parts of the gear, it is thus possible to bolt the gear directly to the under side of the running board, to brackets attached to the boiler or to the frame of the locomotive, as the require- ments of each particular case may make most desirable. The cylinder is merely turned to bring the faces of the brack- ets in the desired plane, the cylinder and heads being assem- bled with the brackets at the top, sides or bottom, as the case may be. The drain cocks have been placed in the cylin- der heads in order that there may be no need of drilling special holes in the cylinder for each method of attaching the gear to the locomotive. The control valve is of the rotary type with the seat in a vertical plane. Air is admitted to the top of the valve at the valve housing A and is admitted to the cylinder ports by means of a port through the valve. The exhaust cavity in the face of the valve is alwavs in communication with a port in the valve housing leading directly to the atmosphere. The valve is operated by means of a stem or port C, in the end of which is a slot fitting over a rectangular lug on the top of the valve, thus relieving the valve of any tendency to tilt due to improper alinement of the operating post. To the outer end of the post is keyed a short arm, in the upper end of which is a slot working over a hardened block on the reverse lever. The reverse lever has no fixed pivot. The initial move- ment of the lever is pivoted about its lower end, where it is pinned to the back end of the reach rod. The extent of this movement is limited by a special tap bolt in the valve seat, the head of which extends up into the admission port in the valve and permits the valve to move in either direction only sufficiently to register with the admission ports in the valve seat. If the movement of the lever is forward, air is adr mitted to the rear end of the cylinder and immediately causes a forward movement of the piston. This is communicated to the lower end of the lever through the stroke lever F and the reach rod, and permits the continued movement of the upper end of the lever in a forward direction. During this part of the motion the lever is pivoted about the control valve The Quadrant and Valve Housing with the Rotary Valve Removed connection and is retained in its proper location relative to the quadrant by means of the reverse lever guide E. This guide is a sleeve mounted on the valve housing, about which it is free to revolve. When the desired movement of the reverse lever is completed and the lever latched, the latch on the quadrant Ijecomes the fixed point in the further move- ment of the lever necessary to lap the valve. The quadrant is notched for 30 cut-off positions each in forward and back motion, a very fine adjustment thus being provided. There is a spring latch D on the reverse lever 707 708 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 which operates underneath the quadrant to indicate when the lever is in central position. This assists the hostler in locat- ing the exact center of the motion with certainty. When there is no air pressure on the reverse gear, the lever can be moved only slightly; it is impossible for it to be thrown into one of the corner positions until air pressure is available to effect the movement of the link block to a cor- responding position. This is the result of tlie limited move- ment of the rotary valve. After the side of the valve admis- sion port comes in contact with the head of the tap l)olt projecting up from the seat of the valve the furtiier move- ment of the rever.>^e lever is dependent entirely upon the movement of the piston. One of the unique features of this reverse gear is the ease with which the length of tlie piston stroke may be adjusted without blocking off the corners of the quadrant. There is a vertical slot in the stroke lever F where it is pivoted to the front cylinder head. The end of the pivot pin extends through this slot in which it is secured by two nuts, one on either side of the lever. An adjusting screw, the length of which is equal to that of the slut in the stroke lever, is threaded through the pivot pin. and by means of this screw the position of the pivot pin in the slot is determined. It is possible with this arrangement to vary the relative lengths of the two arms of the stroke lever by an amount sufficient to change the length of the stroke from KS in., which is its maximum, to 15 in., without affecting the movement of the reverse lever on the quadrant. A crosshead and guide having been disf)ensed with, the piston rod is guided by means of long .'ileeve glands in both cylinder heads. These glands are jjored to a running fit for the piston rod and are of sufficient length to provide the necessary bearing area. The glands are adjusted against the packing in the usual manner. The cylinder heads are cast with large oil pockets which communicate with gutters milled in the piston ro is a part of a section of National Tube Company's . c\ oil well casing 5 3/16 in. in diameter, the original ] igth of which was 18 ft. This pipe becaAie stuck in the \ 11 and an attempt was made to blow it out by the discharge , . 170 quarts of nitro-glycerine, it being the purpose at the nie time to "shoot" the well. The pipe, however, instead ■ l>eing blown out of the well, was reduced in length from lout 18 ft. to approximately 6 ft. and with considerable c fnculty was removed from the well in the condition illus- i ;ited. There was no evidence of fracture in any part of tiiis piece of pipe. The second illustration shows the remarkable result of another oil well accident. In this case a string of casing pipe S% in. in diameter, about 1,440 ft. long and weighing over 34,000 lb., was dropped for a distance of 200 ft. to a limestone bottom. The force of the blow caused the three l.ottom sections to telescope, one inside the other, as shown uliere a portion of the pipe has been cut away. This was National welded steel pipe and the three lengths telescoped as shown without any evidence of cracks or failure in the welds. In one of the illustrations the use of these jacks is shown in the set-up of a planer job. The casting to be planed is held down by two clamps only and all other strains are taken by the jack. It will be noted that the vertical jack at the left is set against a fillet in the casting, where it has a grip which becomes more secure the harder the screw is set up. The time required for making this setting and start- ing the cut is less than 15 minutes. With a suitable selec- tion of sizes of jacks with the two styles of base shown, the use of more or less expensive special fixtures, adapted only to one class of work, may be avoided. Equally good results JACKS WITH NON-REVOLVING SCREWS In the usual type of .screw jack or clamp, the movement of the .>;crew is effected by revolving it in the nut, which is an integral part of the jack body. This necessitates the use of a swivel cap on the end of the screw in order that there may be a stationary bearing against the load. There are sev- eral ol)vious objections to this arrangement which materially limit the range of usefulness of screw jacks. A type of jack construction has been developed by the Machinists' Jacks with Non- Revolving Screws Bradney Machine Co., Inc., Middletown, X. Y.. which is designed to overcome these objections to the ordinary t)-pe of screw jack. In this construction, which is known as the Bradney-Priester jack screw, the only movement of the screw itself is in line with its own axis. The nut is separate from the body of the jack and revolves on a bearing at the top of the body. Patents have been applied for on this principle of construction. In the first illustration are shown two types of machinists' jacks for use in "set-ups" on planers, shapers, milling ma- chines, boring mill tables, heavy drill presses, etc., for all classes of work where quick and rigid setting is desirable. As the only revolving part of these jacks is the nut no swivel head is necessary, and the end of the screws are provided with cup, conical or dog points, as the work may require. 1 hese points are set up directly against the work, where they maintain a tight grip with no danger of slipping or loosen- ing under heavv strain. A Planer Set-Up with the Machinists' Jacks may be obtained by the use of the jacks, whicli are avail- able for a wide range of work. The principle of operation of the "C" clamps is exactly the same as that of the machinists" jacks. Its advantage is obvious in that the difficulty usually encountered in clamp- ing sloping or irregular surfaces, because of the tendency of the screw to creep and to cause a shifting of the work, is overcome by the positive, stationary grip of the end of the screw. There are a number of advantages in the Bradney-Priester lifting jacks not possessed by the usual type of screw jack. *'C" Clamps of the Bradney-Priester Type It will be noticed that the ram head is solid; it is unneces- sary to provide a swivel head which is a source of consid- erable friction and excessive wear because it is subjected to the action of sand and dirt. In the old st)le jack screw the operating lever is inserted in a hole directly through the body of the screw and a working space of something over 90- deg. is required in order that the lever may be operated. As the nut is the revolving member in the new jack, it has Ijeen possible to provide the circumference of the nut with notches 710 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 for the use of a special spanner wrench, thus making the op- eration of the jack possil)le with a clear space for the wrench of but little more than 18 deg. As the nut revolves, it re- mains seated on the top of the jack and the load is therefore constantly moving away from tlie operating lever. With the old style jacks the operator may lie given considerable an- noyance and is often injured through lack of proper clear- ance for his fingers. Where this condition exists it remains constant throughout the lift. Accidents have often hajipened with the usual type of screw jack because of carelessness of the operator in turning the screw completely out of the base. In the new jacks the screw cannot possibly be raised out of the body while lifting a load. At other times, however, the ram may be removed without delay by taking out a locking pin. The provision of a hole through the handle on the body of the jack, in which the operating lever may be placed, affords a con- venient means of insuring against its misplacement or pos- sible loss. In all forms of this equipment the body of the jack is relieved from wear. The parts subject to deterioration from The Bradney-Priester Jack Screw wear are the nut and the screw, lioth of which may readily be replaced. As shown in the illustrations, the machinists' jacks are made with bases of two types. Those for vertical use are made in four sizes, ranging from 2-' 4 in. to 8^ in., minimum height and 4 in. to 15 in., maximum height. The wedge-base bracing jacks have a range of .^■}4 in. to 8^ in. minimum length in four sizes and a corresponding range of 6 in. to 16 in. in maximum length. There are five sizes of clami)s ranging in depth of throat from 1 ' j in. to 5 in. The clamps have malleal>le iron bodies, but may be furnished in cast steel if desired, and in form to meet the requirements of special work. The regular sizes of the lifting jacks range in capacity from 10 to .>6 tons and special sizes may be pro- vided up to 50 tons. The minimum height of the jacks varies from 8 in. to 24 in. through a wide range of capacity and height combinations. TESTS OF MOORE HEATER CAR The Underwriters' Laboratories recently conducted a test of a Moore heater car to determine the fire hazard involvdl in the use of this heating system. As a result of these trials the use of the car has been approved by the underwriters. In the tests a complete heater was set up at the laborator) rhe size of the car was reduced to obtain conditions less fa vorable than those found in the ordinary installation. Tht effect of the movement of the air when the car is in motioi was secured by a blower, the velocity of the wind being va- ried and the action of the heater resulting from varying velocities noted. Records of the temperatures secured were taken from various thermometers placed about the heater and the car. In the first test, which was conducted with the ventilator door wide open, starting from a temperature of 52 deg. F., the fire was forced until the temperature at the hottest point, directly above the hot air inlet into the car, rose to 428 deg. F. In the second test the vent door was closed and the fire was again forced. Above the hot air inlet the tempera- ture rose to 410 deg. F., and in the heater box above the stove a temperature of 356 deg. F. was reached. Service conditions in a car in transit were duplicated as far as pos- sible in the final test. The blower was operated, causing a wind velocity of 45 miles an hour perpendicular to the side of the car. Under these conditions the temperature above the hot air inlet rose to 440 deg. F. In another trial with the wind from the blower striking the car directly from the end. the highest temperature recorded was 370 deg. F. In none of these tests was any evidence of overheating or char- ring of the wood noted. .\ Moore system heater car has also been examined and approved by the United States Bureau of Explosives. The Moore system is manufactured by the Refrigerator, Heater & Ventilator Car Company, St. Paul, Minn. McCOY GRAPHITE LUBRICATOR A device for feeding a mixture of graphite and oil to lo- comotive cylinders has been placed on the market by the Klijah McCoy Manufacturing Company, Detroit, Mich. The luliricator is attached at the top to the oil pipe from the ' timrifj/ ~ Lubncaior AjfomaHc tb/r* Sectional View of the McCoy Graphite Lubricator gravity lubricator and at the bottom to the steam chest or steam pipe connection. The outer portion of the lubricator is a reservoir for holding the graphite and oil with a filling Iilug at the top and a feed valve at the bottom leading to a December, 1917 RAILWAY MECHANICAL ENGINEER 711 assage through the center of the lubricator. In this passage made without a change, aheration or adjustment of the pack a stem, which is hollow to allow the passage of steam and 1 from the gravity lubricator to the steam chest, the upper )rtion being fitted with a choke plug. On the lower end f the stem is a valve through which an equalizing port asses. When this valve is closed the feed of graphite is topped, but when it is open, steam pressure flows into the eservoir and graphite is allowed to flow out. The valve is lesigned so that any fluctuation in the pressure in the steam hest will cause it to rise and fall on the stem, thus opening ind closing the passage to the graphite chamber. Thus the graphite is fed to the cylinders whether the locomotive is run- ning or drifting. The lubricator requires but little care. It is filled with a mixture of graphite and engine oil by means of a squirt t;un when in the roundhouse. The feed valve is then set and no more attention is required until the supply of graphite and oil is exhausted. In case of a failure of the gravity lubricator, it is claimed that a locomotive fitted with the graphite lubricator can proceed to the terminal without dan- ger of failure. One filling of the lubricator is usually suf- ficient to supply the locomotive for a thousand miles. Sev- eral railroads are now using this lubricator and it is claimed that it has resulted in a material reduction in the consump- tion of valve oil and fuel. ing rmgs. In this case the diameter of the piston rod was reduced .006 in. during the time the locomotive made the 94,000 miles. As shown in the drawing the packing is designed to float freely and easily with the lateral motion of the piston rod. CAST IRON PISTON ROD PACKING A cast iron piston rod packing which has been used suc- cessfully in marine service has been developed for use on locomotives by the Martell Packings Company, Elyria, Ohio. This packing has been designated to meet the particular needs of superheater locomotives. It is made from a selected grade of cast iron and, as shown in the illustrations, consists of a pair of rings of four segments each, which are held in It is designed to prevent any abrasive substance lodging be- light contact with the rod by a coiled extension spring, tween the packing rings and the piston rod and the wearing This spring is made from a high grade of nickel steel which parts can be placed without tools of any kind except for a Cast Iron Packing Rings for Piston Rods of Superheater Locomotives 1 — Preventer 2 — Floating Case r — 3i-——^— 4^ -^-4'— Application of Cast Iron Packing to Piston Rods 3— Ball Ring 4— Gland 5 — Swab Retainer 6 — Packing Rings 7 — Swab Case 8 — Packing Ring Springs 9 — Spring 10 — Backing Rings is not affected by the temperatures obtained on engines using superheated steam. On marine work where engines run continuously for 12 to 18 days under high degree superheat, this packing has given particularly good results. On the Standard Oil steam- er "Polarine" this type of packing was applied in the latter part of 1916 and has been in continuous service ever since with neither the piston rod or the packing rings showing any appreciable wear. In this particular case the boiler pressure carried was 180 lb. and the steam had a total tem- perature of 650 deg. in the high pressure cylinder. An average mileage of from 50,000 to 60,000 miles per set of rings have been obtained with trial installations on locomo- tives and in one particular case a mileage of 94,000 miles was wrench to loosen the gland. It can be applied quickh . The installation shown in the drawing has two sets of two rings each and is designed for a 4-in. piston rod. Italy's Coal Shortage. — Italy needs 800,000 tons of coal to run its railroads, munition factories and war indus- tries. Italy's coal supply is so short that during the past summer more than one thousand square miles of forests were cut for use as firewood and in the preparation of charcoal. More than 500,000 tons of lignite was mined, both wood and lignite being used at present industrially, also on slow trains and switch locomotives. It is impossible to use such material for passenger trains, which have been under great pressure for months, due to militar)' movements. PfecLanical B\#i\e^ (Formerly the RAILWAY AGE GAZETTE, MECHANICAL EDITION with which the AMERICAN ENGINEER was incorforated) Published on the First Thlrsdav of Eveby Month by the SIMMOXS-ROARDMAX PIRLISHING COMPANY Edward A. Simmons, President L. R. Sherman, Vice-President Henry I.ee. Vice-President and Treasurer M. H. Wium, Secretary WooLwoRTii litiiDiNC, New York. N. Y. F. H. Thompson. ISusiness Manager, Chicago. Chicago: Transiiortatinn Rldij. Cleveland: Citizens' Bldg. Washington: Home Life Bldg. London: Queen Anne's Chambers, Westminster, Roy \'. Wright. Editor R. F.. T HAVER, Managitxg Editor C. B. Peck. .Associate Editor A. F. Stiebing. Associate Editor Entered at the Post Office at New Yo-k, N. Y., as mail matter of the second class. Subscriptions, including the eight daily editions of the Railway Age Gasette published in .Tune in connection with the- annual conventions o: the Master Car Builders' and American Railway Master Mechanics' Asso ciations, payaMe in advance and postage free: United States, Canada ani. Mexico, $.1.00 u year; Foreign Countries (excepting daily editions), $3.00 n year; Single Copy, 20 cents. WE GUARANTEE, that of this issue 9,000 copies were printed: that of tliese 9.000 copies 7,772 were mailed to regular paid subscribers, 122 were provided for counter and news companies' sales, 323 were mailed to adver- tisers, 215 were mailed to exchanges and correspondents, and 568 were provided fur new subscriptions, samples, copies lost in the mail and office use; that the total copies |)rintcd this year to date were 101,347, an average of 9,195 copies a month. THE RAH.WAY MECHANICAL ENGINEER is a member of the Associated Business Papers (A. B. P.) and the Audit Bureau of Circu- lations (A. B. C). The machine and blacksmith shop of the Grand Trunk at Brockville, Ont., were destroyed by fire on November 24, The niemljers and employees of the Interstate Commerce •Commission have subscribed funds to present two amlju- Jances to the Red Cross. Ihe Denver & Rio Grande has granted an increase in vages of three cents an liour to machinists, boilermakers, iblacksmiths and sheet metal workers on its line in Utah. A general increase in the pay of shopmen on the Penn- sylvania Railroad east of Pittsburgh and Erie >vas an- nounced this week, affecting, it is said, alx)ut 10,000 persons. Some clerks are also affected. According to report, Prof. E. C. Schmidt, head of the de- partment of railway mechanical engineering at the University of Illinois, has received a commission as major in the ord- nance department of the Officers' Reser\'e Corps and here- after will have headquarters at Washington, D. C. A compilation of state regulations regarding the housing of railroad em})loyees, prepared by the Bureau of Railway Economics, shows that eight states — Arkansas, Kansas, >Iis- sissippi, North Carolina, Oklahoma, Oregon, South Carolina and Texas — have laws recjuiring railroads to maintain sheds over tracks where car rejjair work is regularly carried on. Gold medals jjcaring tiie Southern Pacific safety emblem and suitably engraved were awarded recently to the si.x em- ployees of each division and in each general shop of the I'acific system who, during the year ended June 30, 1917, did the most in furtherance of safety work. C. H. Rippon, piece- work inspector of the Sacramento general shops, carried off the first prize lor the second successive time. The Chicago & North Western and the Chicago. Burlington & Quincy have elected to operate under the provisions of the Wisconsin workmen's compensation act, and have filed cer- tificates. This means that the law will apply to shop men. section hands and all other employees of these roads except ;those engaged in interstate commerce, whose rights to recovery nvhen injured are governed bv the federal employers' liability law. Heretofore "only the ^I., St. P. & S. S. M. and the Great Northern have been subject to the W'isconsin act. Henrv' B. Endicott, manager of the Massachusetts Public Safety Committee, acting as arbitrator in the recent differ- ences between the Boston & Maine Railroad and its shop and other employees, has decided that the employees are not en- titled to the additional three cents an hour in their pay which they asked for. Their threat to strike for an increase of eight cents an hour was temporarily settled by the road paying an advance of five cents an hour and leaving the difference, three cents, to arbitration; and the result has now been announced. The arljitrator says that he is absolutely clear in the view that the five cents advance has set the men on at least as high a basis as the average in the Eastern half of the country. Steel Prices Reduced An agreement between the War Industries Board and rep- resentatives of the steel interests fixing maximum prices on a number of steel articles, supplementing the basic prices covered by the agreement of September 24, was announced on October 11 with the approval of the President. The prices, which became effective immediately and are subject to revision on January 1, are as follows: Price Commodity agreed upon Blooms and billets 4 in. by 4 in. and larger. .$47.50 g.t. .. Base . . . .Pittsburgh and Voungstown . . . .Pittsburgh and Youngstown . . . .Pittsburgh and Youngstown . . . .Pittsburgh and Youngstown . . . .Pittsburgh Billets under 4 in. by 4 in 5 1 .00 g.t. Slabs 50.00 g.t. Sheet bars 51.00 g.t. Wire rods 57.00 g.t. (3 in. to 5 in 3.25 per 100 lb. . Pittsburgh I ()%er 5 in. to 8 in 3.50 per 100 lb. .Pittsburgh *1 Over 8 in. to lO in.... 3.75 per 100 lb. .Pittsburgh (Over 10 in 4.00 per 100 lb. .Pittsburgh Grooved 2.90 per lOO lb. . Pittsburgh "niversal 3.15 per 100 lb. .Pittsburgh eared 3.25 per 100 lb. .Pittsburgh Shell bars Skelp {Groo Uni\ Shea First Shipments of Tobacco to Railway Regiments The Railway Regiments' Tobacco Fund has now become large enough for the commencement of shipments to the rail- way regiments in France, and the committee in charge of the fund, of which F. A. Poor is chairman, ordered the first ship- ment to be made on December 1. The shipment on that date consisted of nine cases of tobacco, one for each of the rail- way regiments now in France. Each case contained twelve 20-lb. packages of tobacco and each package contained 15 pounds of Bull Durham in one-ounce bags with the necessary cigarette papers, and five pounds of Tuxedo smoking tobacco in one-ounce bags. The tobacco will be delivered to the Quartermaster's Department of the United States army in 712 December, 1917 RAILWAY MECHANICAL ENGLXEER 713 Xew York City and the Quartermaster's Department will ' andle the shipments to Europe. A large number of contributions were received for the Rail- , ay Regiments' Tobacco Fund from railway supply com- , anics during the month of November, subscriptions having cen received from the following companies : \(Jams & Westlake Company, Chicago $10 a month jnerican Arch Company, New York.... (to cover 15 months') 150 ■ mcrican Vulcanized Fibre Company, Boston. Mass 10 a month '.iichor Packing Company, Philadelphia, Pa 10 a month Miti-Creeper Corporation, New York 10 a month ,;(lle City Malleable Iron Company, Racine, Wif 10 a month i^ettendorf Company, Ilettendorf, Iowa 10 a month !;iiry direct requisition of the Fuel Administration. Suit for Violation of Safety Appliance Act Decided in Favor of the Railroad In a suit for penalties under the Safety Appliance Act it was alleged that the Boston & Maine Railroad hauled over its road, from Gardner, Mass., westward to East Deerfield, a box car which was out of repair by reason of a coupler being missing from the A end of the car. The car, billed from South Mills, Me., to Lake Junction, N. Y., was in a train which left Boston during the night of August 23, 1916; it became defective and was left behind at Gardner, between 1 and 2 o'cl(x:k the next morning, with one drawbar pulled out. It was turned around and was attached by its good coupler, behind the caboose, on a freight train going west from Gardner at 7:40 a. m. on August 24. On this train it was taken to East Deerfield, where it was repaired. This was the movement on which the complaint was based. The car contained about 45 pieces of freight, including one cask of gasolene. Gardner is not a repair point for handling such defects as the car developed. The nearest such point was Fitchburg, 17 miles east from Gardner; East Deerfield is 38 miles west. The freight in the car was destined to points west. The government contended that the car ought to have l>een taken to Fitchburg, because the distance was shorter. The Federal District Court held that the word "available" in the phrase "to the nearest available point'' in the statute cannot be ignored. Availability obviously depends, under the statute, on other conditions besides that of mere distance. Whether Fitchburg was, under all the circumstances, the '"nearest available" point for the repair of this car was a matter of l)usiness judgment. Upon such a question, involving as it RAILROAD CLUB MEETINGS Club Canadian Central Cincinnati New England . . . New York Pittsburgh St. Louis South'n & S'w'rn. Western Next Meeting Dec. 11, 1917 Jan. 11. 191 Feb. 12, 191 Dec. 11, 191 Dec. 21. 191 Dec. 28. 191 Dec. 14. 191 Tan. 17, 191 Dec. 17. 191 Title of Paper Oxy-Acetylene and Electric Welding and^ C^utting Processes in Locomotive Work. , Author Fuel . . Address: A. F. Dver. W. L. Robinson Nationalization of American R'l'ds Arthur M. Thompson. Secretary Patriotic address. The Box Address , Car. Hon. Frederick Landis W. A. T. M. Bohan. . . Schoyer. James Powell . . . Harrv D. Vought. H. Boutet W. E. Cade. Jr.. Harry D. Vought. T. B. Anderson.. B. W. Frauenthal A. J. Merrill J. W. Taylor.... Address P. O. Box 7. St. Lambert, Oue. 95 Liberty St.. New York. 101 Carew BIdg., Cincinnati. Ohio. 683 .Atlantic .Ave.. Boston. Mass. 95 Liberty St.. New York. 207 Penn. Station. Pittsburgh. Pa. I'nion Station. St. Louis. Mo. Hrand Building, .\tlanta. Ga. 1112 Karpen Bldg.. Chicago. 714 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 does many elements, the decision of the men in charge of the business, if made in good faith, is entitled to serious consideration. It was not shown to have been wrong in this instance. On some of the freight speedy delivery may have been important, and it did not appear that there was any car at Gardner into which it could have been trans- ferred. Although the distance of the haul was 20 miles longer than that to Fitchburg, the car "gained on the voy- age," and its presence did not appear to have substantially increased the risk of injury to employees. Judgment was entered for the defendant. Shop Crafts Federate to Press Demands The various shop cratts on the railroads north, south and west of Chicago, including the Chicago &: Eastern Illinois, the Illinois Central, the Chicago & Alton and the Wabash,have federated into one bodv and have distributed ballots amom; the members to determine what action shall be taken on the following proposed demands: (1) $5 for a day of 8 hours for machinists, blacksmiths, boilermakers, sheet metal work- ers and electricians; (2) $4.50 per day of 8 hours for car men, including pattern makers, cabinet makers, coach and locomotive carpenters, upholsterers, painters, vamishers, let- terers and machine operators in planing mills; (3) $3.50 per day of 8 hours for the first 6 months and $4 thereafter for all other car men; (4) $3.50 per day of 8 hours for helpers in all crafts; (5) for regular apprentices, 20 cents an hour for the first six months and an increase of IVz cents per hour for each six months thereafter for the first three years, a 5- cent an hour increase for the first 6 months of the fourth year and ly'z cents for the last six months of the fourth year; (6) helper apprentices to start at the minimum wage for helpers for the first six months and to receive an increase of 2^ cents per hour for each six months until the time of appren- ticeship has been served; (7) foremen and other men em- ployed by the month to receive a minimum increase of $20 per month. No member of a shop craft is to receive an increase of less than 10 cents an hour except apprentices. The ballots are returnable by December 10 and a general meeting of the fed- eration will be held on Januan^ 4, 1918. MEETINGS AND CONVENTIONS The following list gi'es name! of secretaries, dates of next or recular meetings and f'laees of meeting of mechanical associations: Am Brake .Association. — F. M. Xellis. Room 3014, 165 Broadway. Xew York City. Amerk-am Railroad \f aster Tinners', Coppersmiths' a.nd Pipefitters' Association.— O. E. .Schlink, 485 W. Fifth St.. Peru, Ind. Conven- tion postponed. American Railway Master Mechanics' Association.— J. W. Taylor, Kar- pen BIdg., ChicaRo. Convention postponed. American Railway Tool Foremen's Association. — R. D. Fletcher, Belt Railway, Chicago. Convention postponed. American Society for Testing Materials. — Prof. E. Marburg, University of Pennsylvania, Philadelphia, Pa. American Society of Mechanical Engineers. — Calvin W. Rice, 29 W. rhirty-ninth St., New York. Association of Railway Electrical Engineers. — Joseph A. Andreucetti, ■^^^ C. & N. W., Room 411, C. & N. W. Station, Chicago. Ca» Foremen's Association of Chicago. — Aaron Kline. 841 Lawlor Ave., Chicago. Second Monday in month, except June, July and August, Hotel Morrison. Chicago. Chief Intercitange Car Inspectors' and Car Foremen's Association. — W. R. McMunn, New York Central. Albany, N. Y. Convention postponei!. International Railroad Master Blacksmiths' Association. — A. L. Wood- worth, C. H. & n., Lima, OhiA Convention postponed. International Railway Fuel .Association. — J. G. Crawford, 547 W. Jack- son Blvd., Chicago. International Railway General Foremen's .Association. — William Hall, 1126 W. Broadway, Winona, Minn. Convention postponed. Master Bom.frmakers' .Association. — Harry D. Vought. 95 Liberty St., New York. Convention postponed. Master Car Piilders' .Association.— J. W. Taylor, Karpen Bldg., Chicago, Convention postponed. Mastep. Car and Locomotive Painters' Association of U. S. and Canada. — .A. P. Dane, B. S.- M., Reading, Mass. Convention postponed. Niagara Frontier Cab Men's Association. — George A. J. Hochgrebe. 623 Brisl)ane Bldg., Buffalo, N. Y. Meetings, third Wednesday in month. Statler Hotel, Buffalo, N. Y. Railway Storekeepers' .Association. — J. P. Murphy, Box C, Collinwood, Ohio. Convention postponed. Traveling Engineers' .Association. — W. O. Thompson, N. Y. C. R. R., Cleveland, Ohio. Next meeting, September 10, 1918, Chicago. GENERAL Clyde E. Barnes, mechanical engineer of the Spokane, Portland & Seattle, has enlisted in the navy. He will take the Harvard or Columbia four-months' course in electrical or mechanical instruction for motor boat submarine chasing, after which he will be rated as a machinist's mate in the navy. W. O. Cook, general road foreman of engines of the Den- ver & Rio Grande, has been appointed assistant superintend- ent of the motive power and car departments, with headquar- ters at Burnham station, Denver, Col. The office of general road foreman has been abolished, but the duties of the posi- tion have been assumed by Mr. Cook. C. H. Crawford, assistant engineer in the mechanical de- partment of the Nashville, Chattanooga & St. Louis, has been loaned to the War Industries Board of the Council of Na- tional Defense for service on the storage committee. Samuel J. Hungerford, whose appointment as general manager of the eastern lines of the Canadian Northern, with office at Toronto, Ont., was noted in the November number, was bom on July 16, 1872, at Bedford, Que., and was edu- cated in the common and high schools. In 1886 he engaged in railroad work as a machinist apprentice of the South Eastern and later served with its successor, the Can- adian Pacific, at Famham, Que. He was then machinist at various places in On- tario and Quebec. On September 3, 1894, he was appointed assist- ant roundhouse fore- man of the Canadian Pacific at Windsor street, Montreal, and three years later he was transferred to Famham, Que., as assistant foreman, which position he also held for three years, when he was made locomotive foreman at Megantic, Que. In the following year, 1901, he was advanced to general foreman at McAdam Junction, N. B., and in October of that year was transferred to Cranbrook, B. C, where he acted in the same capacity. In 1903 he was promoted to master mechanic of the Western division with headquarters at Calgary, Alberta. On January 25, 1904, he went to Winnipeg as superintendent of the loco- motive shops and on January 1, 1908, was made superin- tendent of shops. On March 1, 1910, he left the Canadian Pacific to accept the position of superintendent of rolling stock of the Canadian Northern and the Duluth, Winnipeg & Pacific, with office at Winnipeg. On May 1, 1915, his jurisdiction was extended to include all the rolling stock on the 10,000-mile system of the Canadian Northern, his headquarters being moved to Toronto. It is this position which he now leaves to become general manager of the east- em lines. D. G. Cunningham has been appointed assistant super- intendent of the motive power and car departments of the Denver & Rio Grande, with headquarters at Salt Lake City. S. J. Hungerford December, 1917 RAILWAY MECHANICAL EXGIXEER 715 Utah. Mr. Cunningham has also assumed the duties of E. J. Harris, master mechanic, who has resigned. G. W. Deats, master mechanic of the Texas & Pacific at Ft. Worth, Tex., has been appointed traveling supervisor of fuel and oil on the Ft. Worth division, with headquarters at Ft. Worth. William H. Fetner, acting superintendent motive power of the Central of Georgia at Savannah, Ga., has been ap- pointed superintendent of motive power; Frederick F. Gaines, superintendent of motive power, who was granted leave of absence in September on account of continued ill health, has tjeen assigned to other duties. J. L. Lavalle, master mechanic of the New Orleans, Texas & Mexico at De Quincy, La., has been app)ointed as- sistant superintendent, with office at De Quincy. R. E. Lee, acting manager of the mining and fuel depart- ment of the Chicago, Rock Island & Pacific, has been ap- pointed manager of the mining department with jurisdic- tion over mines and mining operations, with headquarters at Chicago. W. W. Lemen has been appointed superintendent of the motive power and car departments of the Denver & Rio Grande, with headquarters at Denver, Col., succeeding W. J. Bennett, resigned. Charles Manley, whose appointment as superintendent of machinery of the Missouri & North Arkansas, with head- quarters at Harrison, Ark., was announced in the Railway Mechanical Engineer for November, was bom on Septem- ber 10, 1867, at Nashville, Tenn. He began railway work on May 1, 1883, with the Texas & Pacific at Big Springs, Tex., and after serving an apprenticeship of four years as machinist with that road, he was employed as machinist by various railroads in the Southwest and West, including the Mexican National, with which he was identified until May, 1910. While with the latter road he was employed suc- cessively as general foreman at Laredo, master mechanic at Mexico City, and superintendent of shops at Aguas Cali- entes. He left Mexico on account of the revolution, but returned in December, 1910, as master mechanic of the Vera Cruz Terminal Company at Vera Cruz, Mex. Subse- quently he became superintendent of motive power of the Tehuantepec National. On August 1, 1912, he went to the Missouri & North Arkansas as terminal foreman, one month later he was promoted to master mechanic, and on July 1, 1916, was appointed superintendent at Harrison, Ark., which position he held until his recent appointment as super- intendent of machinery. G. W. McGowAN, traveling machiner>' inspector of the Southern Pacific, has been appointed assistant superintend- ent of the Texas & New Orleans and of the Galveston divi- sion of the Galvestin, Harrisburg & San Antonio. W. L. McMuRRY, an engineer on the Ft. Worth division of the Texas & Pacific, has been appointed supervisor of fuel on the Rio Grande division, with headquarters at Big Spring, Tex. E. S. Pearce has been appointed mechanical engineer of the Cleveland, Cincinnati, Chicago & St. Louis, with head- quarters at Beech Grove, Ind., succeeding W. E. Ricketson. Carl Scholz, consulting mining engineer of the Chi- cago, Burlington & Quincy, at Chicago, has been appointed a member of the Committee of Consulting Engineers on Coal Conservation and Publicity, for the Bureau of Mines, Wash- ington, D. C. A photograph of Mr. Scholz and a sketch of his career were published in the Railway Mechanical Engi- neer for July, 1917, on page 415. M. Turton has been promoted to mechanical superin- tendent of the International Railways of Central America, with office at Guatemala City, Guatemala, in place of R. Potts, who has resigned to go to another railroad company. William B. Whitsitt, shop engineer of the Baltimore &: Ohio, has been appointed assistant chief draftsman in the mechanical department drawing rocMii, at Baltimore, Md. MASTER MECHANICS AND ROAD FOREMEN OF ENGINES L. L. Allex, general foreman of the St. Louis. Brownsville & Mexico at Kingsville, Tex., has been appointed master mechanic of the Gulf Coast Lines, with headquarters at De Quincy, La. J. W. Coulter has l^een appointed master mechanic of the Alton & Southern, with headquarters at East St. Louis, 111. T. S. D.WEV, shop superintendent of the Erie at the Buftalo car shops, has been appointed master mechanic in charge of engine terminals at Croxton, N. J. J. A. Delaney, master mechanic of the Rio Grande divi- sion of the Texas & Pacific, with headquarters at Alexandria. La., has been transferred to Big Spring, Tex. E. J. H.ARRis, master mechanic of the Denver & Rio Grande at Salt Lake City, Utah, has resigned, his duties being assumed by D. G. Cunningham. \A'. R. Harrison has been appointed master mechanic of the Southern Kansas division of the Atchison, Topeka & Santa Fe, with headquarters at Chanute, Kan., succeeding \\ . H. Hamilton, assigned to other duties. W. H. Keller, master mechanic of the Texas & Pacific at Big Spring, Tex., has Ijeen transferred to the Ft. Worth division, with headquarters at Ft. Worth, Tex., succeedins G. W. Deats. C. E. Peck, general foreman for the Southern Pacific at Roseville, Cal., has been promoted to master mechanic of the Portland division, with headquarters at Portland, Ore., suc- ceeding George Wild, resigned. E. P. Smith has been appointed road foreman on the Min- nesota division of the Northern Pacific, with headquarters at East Grand Forks, Minn., succeeding L. L. Moebeck, trans- ferred. C. A. Werth, road foreman of engines of the Northern Pacific at Pasco, Wash., has been appointed master mechanic of the Pasco division, with headquarters at Pasco, succeeding G. F. Egbers, granted leave of absence to enter the Russian railway service corps. CAR DEPARTMENT L. C. Fitzgerald, car foreman of the Erie at Buffalo, N. Y., has been appointed shop superintendent at the Buffalo car shops to succeed T. S. Davey. SHOP AND ENGINEHOUSE B. G. Gamble, roundhouse foreman of the Gulf, Mobile & Northern, has been appointed roundhouse foreman of the St. Louis-San Francisco at Sapulpa, Okla. I.,. W. Hendricks, master mechanic of the New York division of the New York, New Haven &: Hartford, has been appointed superintendent of* shops at Van Nest, N. Y., suc- ceeding J. L. Crouse, resigned. W. H. James, roundhouse foreman of the Chicago & North Western, at Boone, Iowa, has received a commission as lieu- tenant in the railway regiment recently organized for service in Russia. PURCHASING AND STOREKEEPING R. L. Agner has been appointed division storekeeper of the Southern Railway, with office at Alexandria, Va., succeeding A. B. Lackey, resigned to enter service of United States Army. 716 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 H. M. Dewart has been appointed assistant purchasing agtnt of the Central Vermont, with office at St. Albans, Vt. W. \V. Eldridge has been appointed storekeeper of the Chicago. Burlington & Quincy at Sheridan, Wyo., succeeding M. Josseiyn, assigned to other duties. I, G. Morrison, store inspector of the Chicago, Burlington & Quincy, has succeeded W. W. Eldridge as storekeeper at Havelock, Neb. F. D. Reed, general purchasing agent of the Chicago, Rock Island & Pacific, with headquarters at Chicago, 111., will also have charge of the inspection and distribution of the com- pany's fuel. The conservation of fuel used in locomotive.s, stationary plants and pumping stations will be under the sujjer\'ision of the mechanical department. The operation and maintenance of coal chutes will be under the jurisdiction of the transportation department and directly in charge of the division superintendent. The above reorganization became effective December 1. R. E. Scott, whose appointment as purchasing agent of the Spokane, Portland & Seattle, with headquarters at Port- land, Ore., was announced in the November Kailway Mechanical Engineer, was bom July 17, 1887, at Barnesville. Minn., and graduated from the mechanical engineering department of Purdue University in 1911. The same year he entered the service of Fairbanks, Morse & Co., at Jack- sonville, Fla., where he remained until August, 1914, when he became eastern representative of the Gumey Refrig- erator Company at New York. On Sep- tember 1, 1914, he was appointed roadmaster of the Oregon Electric, which position he held until September 30, 1917. when he was appointed purchasing agent of the Spokane, Portland & Seattle, succeeding S. M, Clark, resigned. E. J. Shields has l)een appointed general storekeeper of the Kansas City, Mexico & Orient, with headcjuarters at West Wichita, Kan., succeeding C. A. Keller, resigned to accept service with the United States government. C. T. Winkless, superintendent of fuel of the Chicago, Rock Island & Pacific, at Chicago, has been transferred to the purchasing department, reporting to F. D. Reed. R. E. Scott NEW SHOPS Oregon-Washington Railroad & Navigation Com- pany. — This road is building a roundhouse at Tacoma. Wash., which will cost about $10,000. The building will contain three stalls, 97 ft. long. It will be a frame struc- ture with concrete pits and concrete footings supported on piles. The contract for the work was let to the E. J. Rounds Construction Company, Seattle, Wash. Gulf, Colorado & Santa Fe. — This company is con- templating the construction of a freight station and a machine shop at Temple, Tex. The proposed machine shop will be 60 ft. by 100 ft., with concrete foundations, brick walls, ma- chinery foundations, electric light, steam heat and tar and gravel roof. The structure will cost $15,000, exclusive of ma- chinery. The Combustion Engineering Corporation, Chicago, an- nounces that six men in its drafting room have joined the colors, Howard D. Taylor, of the Remington Arms Company, Eddystone, Pa., has been elected vice-president of McCord & Co., Chicago. J. M. Betton, maker of injector sand blast apparatus, formerly at 26 Park Place, has removed his office to 59 Pearl street, New York. H. P. Edison of the Washington Steel & Ordnance Com- pany, Washington, D. C, will represent the Vanadium Alloys Steel Company in the Pittsburgh district. M. J. Madison has resigned as Chicago district manager of the Vanadium Alloys Steel Company to accept a position with the Weir Frog Company of Cincinnati, Ohio. Allen R. Miller, of the B. F. Goodrich Company, railroad sales department, at Akron, Ohio, has been transferred to the B. F. Goodrich Rubber Company, 1780 Broadway, New York, as eastern representative. Henry Gaul, \Nho for many years was connected with the Ajax ^lanufacturing Company of Cleveland, Ohio, died re- cently. He had a wide acquaintance among railroad men and was known as an expert on forging machine matters. Joseph Sinkler has resigned as western representative of the Economy Devices Corporation to become special represen- tative in Chicago and tributary territory for the Perolin Rail- way Service Company. Mr. Sinkler was born at Scranton, Pa., on Decemlier 14, 1874, and began his mechan- ical career with the Dickson L o c o m otive Works in the same city. He remained with that company three years and later was employed on the New York, Susquehanna & West- ern two years and for the succeeding two years on the Delaware, Lackawanna & West- ern. He became asso- ciated with the Frank- lin Railway Supply Company on July 1, 1904, and continued with that company until January 1, 1916, when he was appointed western representative of the Economy Devices Corporation at Chicago. He assumed his duties as special representative of the Perolin Railway Service Company on November 15. W. R. Toppan, who for 15 years was identified with the Kennicott Company, which recently discontinued business, is now manager of the railroad department of the William Graver Tank Works, Chicago, the new proprietor of the Ken- nicott type "K" water softener. Don L. Clement, eastern railway representative of Pratt & Laml)ert, Buffalo, N. Y., with offices in New York, has received a commission as first lieutenant of the 35th Regi- ment Railway Engineers, now stationed at Rockford, 111. J. Sinkler December, 1917 RAILWAY MECHANICAL ENGINEER 717 The National Railway Appliance Company, New York, lias been made the eastern and southern representative of the Valley Steel Company of East St. Louis, 111., and will handle its full line of axles, locomotive driving axles, piston rods, side rods and crank shafts, in normal or heat treated grades. Peter H. Murphy, president of the Standard Railway Equipment Company, New Kensington, Pa., died at Pitts- burgh, Pa., on November 7. Mr. ^lurphy was bom at Ben- nington, Vt., on March 16, 1846. He served as machinist apprentice and locomotive engineer on the Erie and was also an engineer on the Pennsylvania Railroad and on the Union Pacific, running the first night express west out of Omaha. He was later division master mechanic of the Baltimore & Ohio at Cumberland, Md., master mechanic of the Toledo, St. Louis & Western and general master mechanic of the Cairo Short Line. He left railroad work in 1888 to engage in the manufacture of car roofs. W. J. Schlacks, general manager of McCord & Co., Chi- cago, was recently elected director and vice-president of that company, with headquarters at Chicago. Mr. Schlacks was born in Chicago on March 28, 1874. His first railroad experi- ence was as a machinist apprentice on the Illi- nois Central. Later he went with the Denver &: Rio Grande, after which he entered Le- land Stanford, Jr., Uni- versity. Following his graduation from col- lege he was appointed assistant mechanical engineer on the Denver & Rio Grande. He was later appointed me- chanical engineer on the Colorado & ^Mid- land, following which he was general foreman and superintendent of machinery on the same road. In Sep- tember, 1906, Mr. Schlacks was appointed western sales agent of McCord & Co. and in October, 1914, was promoted to general manager with headquarters in Chicago. As vice- president he will continue to have headquarters at Chicago. L. F. Hamilton, manager of the advertising and specialty department of the National Tube Company, Pittsburgh, Pa., on December 1 became associated with the Walworth Manu- facturing Company, Boston, Mass., and was succeeded by W. L. Schaeffer, his assistant. The Walworth Manufacturing Company recently purchased the Kewanee works and the Kewanee line of products from the National Tube Company. Mr. Hamilton will take up approximately the same duties with the company that he had with the National Tube Com- pany, more particularly the training of specialty students, the supervision of specialty and sales promotion work, etc. Charles H. Stoer and M. A. Sherritt, of the Sherritt & Stoer Company, Inc., machinery' dealers of Philadelphia, who recently acquired the stock of the Betts ^Machine Com- pany of Wilmington, Del., have disposed of the real estate, buildings and equipment to E. I. du Pont de Nemours & Co. The business of the Betts Machine Company will be continued with improved facilities since the new owners retain the good will, patents, patterns, drawings, jigs, fixtures, etc. The new officers are: M. A. Sherritt, president; Geo. W. Moreton, vice-president, and C. H. Stoer, secretary-treasurer, and the general offices have been moved to the Finance building, Phil- adelphia. Economy Devices Corporation and Franklin Railway Supply Company Merged W. J. Schlacks With a view to concentrating into one organization two groups of men who have been working along parallel lines in the development of increased efficiency of the steam locomo- tive, the Economy Devices Corporation and the Franklin Railway Supply Company have been merged into a new corporation, namely, the Franklin Railway Supply Com- pany, Inc. The officers new company as follows: J. J. S. Coffin of the will be S. Cof- fin, chairman of the board of directors; S. G. Allen, vice-chair- man; H. F. Ball, president ; ^^'alter H. Coyle. senior vice- president: J. L. Ran- dolph, vice-president in charge of western territor}-; C. W. Floyd Coffin, vice-president in charge of eastern and southern terri- tory; C. L. Winey, secretary and treas- urer; Harry M. Evans, eastern sales manager; C. J. Burkholder, western sales manager; Hal R. Stafford, chief engineer, and William T. Lane, mechanical engineer. Joel S. Coffin, chairman of the board of directors, brings to the new company a wide and varied knowledge gained from 14 years of railroad work and 26 years in the rail- road supply field. He began as machinist apprentice and became fireman, engineer and road foreman of engines. Most of his experience was on the ^\"isconsin Central. He left tlie railroad to enter the mechanical department of the Galena Signal Oil Company as mechani- cal expert, was pro- moted to manager of that department and several years later was elected dent. After as vice-president for two years, he resigned to accept the vice- presidency of the American Brake Shoe &: Foundry Company, which position he held until 1911. In 1902 he organized the Franklin Railwav Supply Company, of which he was presi- dent up to 1916, when he was elected chairman of the board. In addition to l>eing chairman of the board of directors of the Franklin Railwav Supply Company, Inc., Mr. Coffin is a director in a large number of other corporations. Samuel G. Allen, vice-chairman of the Franklin Railway Supply Company, Inc., is both a lawyer and a business man. He was plunged into business responsibilities immediatelv after leaving college and studied law in his spare time. He was admitted to the bar in Warren County, Pa., and prac- ticed for nine years in the oil districts of Pennsvlvania. When the Franklin Railway Supply Company was formed vice-presi- serving S. G. Allen 718 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 H. F. Ball in 1902. Mr. Allen was elected secretan- and treasurer, and later became vice-president, and in 1916 was elected president. H. F. Ball, presi- dent of the Franklin Railway Supply Com- pany, Inc., has spent his entire business life in intimate contact with locomotive oj>era- tion and construction. After serving his time in the locomotive and car departments of the Pennsylvania Railroad at Altoona, he entered the drafting room, and two years later entered the service of the Lake Shore & Michigan Southern as chief draftsman. He held successively the posi- tions of general foreman car shops, general car insjjector, mechanical engineer and superintendent of motive power. He resigned from the Lake Shore to be- come vice-president in charge of engineer- ing of the American Locomotive Company, which position he oc- cupied until 191,\ when he left the com- pany to become presi- dent of the Economy Devices Corporation. Walter H. Coyle, senior vice-president of the Franklin Rail- way Supply Company. Inc., brings to his new position experience gained by many years in both railroad work and the railroad supply held. Mr. Coyle was for 11 years in the service of the Erie Railroad in the mechanical and traffic departments. Upon leaving the rail- road he became identi- fied with the Kent Manufacturing Com- pany, and later entered the mechanical depart- ment of the Franklin Railway Supply Com- pany. He spent six years in this depart- ment, when he was called to New York as assistant to the vice- president and placed in charge of the sales department of the cen- tral territory. He was elected second vice- president shortly after, and then vice-president, which position he held up to the time of his election as senior vice-president of the new organization. J. L. Randolph, vice-president of the Franklin Railway C. W. F. Coffin W. H. Coyle J. L. Randolph Supply Company, Inc., takes charge of the western territory, with office in Chicago. Mr. Randolph began as a machinist apprentice in the Concord, N. H., shops of the Northern Railroad, now a part of the Boston & Maine. Subsequently he served this road in the capacity of machinist, gang fore- man, general foreman, master mechanic and superintendent of shops. He left the railroad to accept a position in the me- chanical department of the Franklin Railway Supply Com- pany. Three years later he was appointed sales manager of the Economy Devices Corporation, and in 1906 was elected vice-president. C. ^^^ Floyd Coffin, vice-president of the Franklin Railway Supply Company, Inc., takes charge of the eastern-southern territory, with office in New York. Mr. Cof- fin's entire business experience has been in the railroad supph field. After leaving Cornell University he spent five years in the treasury, sales and service departments of the Franklin Rail- way Supply Company. He was then trans- ferred to Chicago as assistiint western sales manager, and later promoted to west- em sales manager, which position he held up to the time of his appointment as vice-president of the Franklin Railway Supply Company, Inc. C. L. Winey, secretary and treasurer of the Franklin Railway Supply Company, Inc., is a man of extended ex- perience, both in railroad work and in the railroad supply field. Starting his career on the Pennsylvania Railroad, he spent three years in the motive power department, one year in the maintenance of way and signal department, and two \ears in the transportation dej)artment. He left rail- road work to enter the service of the Galena Signal Oil Company, and five years later ac- cepted the position of secretary and works manager of the Kent Manufacturing Com- pany. In 1908 he was elected secretary and treasurer of the Frank- lin Railway Supply Company, which posi- tion he held unlil he was elected secretary and treasurer of the Franklin Railway Sup- ply Company, Inc. Harry M. Evans has been appointed eastern sales manager of the Franklin Railway Suj)i)ly Company, Inc., with office in New York. Mr. Evans began railroad work as a call boy on the Erie, and served in various posi- tions in the mechanical, transportation and traffic depart- ments of that road. Upon leaving the Erie he entered the mechanical department of the Franklin Railway Sup- ly Company as traveling representative. He was pro- moted to assistant western sales manager, and shortly after was made eastern sales manager, which position he held at C. L. WIney December, 1917 RAILWAY MECHANICAL -ENGINEER 719 he time of his recent appointment as eastern sales manager of the Franklin Railway Supply Company, Inc. C. J. Burkholder has been appointed western sales man- ager of the Franklin Railway Supply Company, Inc., with office in Chicago. Up to 1916 Mr. Burkholder's business .'xperience had been entirely in railroad work. He was em- ployed in the roundhouse of the Pennsylvania Railroad at Tyrone. Pa.; and later was a locomotive fireman. Leaving the Pennsylvania Railroad, he became a locomotive engineer on the Union Pacific, and later on the Kansas City Southern. He was in turn promoted to traveling engineer, trainmaster, general road foreman of engines and division superintendent. In 1916 he accepted a position with the Economy Devices Coqjoration as mechanical representative in the western territor}-. which he held up to his present appointment. Hal R. Stafford, chief engineer of the Franklin Railway Supply Company, Inc., has for the past 17 years been active in locomotive development. On leaving college he started as a special machinist with the Schenectady Locomotive \\'orks, and shortly afterward was transferred to the drawing room. A year later he took charge of the cylinder and valve division. Eight years later he was made assistant to the consulting engineer in charge of compound locomotives. While in this position he helped develop the first Mallet locomotive, the Cole balanced compound and the Cole-Staf- ford balanced simple locomotive. For some years he repre- sented the American Locomotive Company, conducting road tests joint with various railroads. When the Economy Devices Corporation was formed he was appointed me- chanical engineer of that company. William T. Lane, mechanical engineer of the Franklin Railway Supply Company, Inc., has spent his entire busi- ness career in the railway supply field. For the past six years he has been constantly in touch with locomotive devel- opment. On leaving college he went as an apprentice with the Franklin Portable Crane & Hoist Company. His next position was as draftsman for the Franklin Railway Supply Company, then chief draftsman. In 1915 he was made me- chanical engineer. Charles A. Carscadin, president of the National Car Equipment Company, Chicago, has been elected vice-presi- dent of the Joliet Railway Supply Company, Chicago. James H. Slawson, vice-president of the Joliet Railway Supply Company, has been elected a vice-president of the National Car Equipment Company. E. A. Hawks, of Detroit, has been appointed sp)ecial repre- sentative for the Youngstown Steel Car Company, Youngs- town, Ohio. Mr. Hawks will handle the selling of the prod- ucts of this concern to certain railway companies, and also among the automobile companies. His office is in the Dime Bank building. Detroit, Mich. L. R. Dressier, traveling inspector of the American Arch Compan}-. New York, has received a commission as first lieutenant in the Ordnance Officers Reserve Corps. Mr. Dressier had been in the employ of the American Arch Com- pany since May. 1916, previous to which he was a special apprentice of the New York Central at West Albany. R. L. Browne, who for the past 15 years has been iden- tified with the electrical and mechanical engineering profes- sion, has recently become associated with the sales depart- ment of the Goldschmidt Thermit Company, New York, in the capacity of commercial engineer, after having spent sev- eral months in the foundry of that company acquiring a prac- tical knowledge of the Thermit process of welding. The Glazier Manufacturing Company, Rochester, N. Y., one of the oldest manufacturers of headlights, cases and re- flectors, has reorganized, and has elected Frank Ocumpaugh president and general manager and Fred Kimmel vice-presi- dent. Mr. Kimmel is also president of the Rochester Motors Company. Mr. Ocumpaugh was bom in Rochester, New- York, and after finishing a common and high school educa- tion entered business in 1890 as purchasing agent of the Vacuum Oil Company, Rochester, N. Y. He held that posi- tion for 27 consecutive years, during which time the size and business of the Vacuum Oil Company expanded tre- mendously. Two years ago he went into the real estate busi- ness, which he has now given up to devote his time to the manufacture of Glazier products. Oscar F. Ostby, who is manager of sales for the company, maintains headquarters at the Grand Central Terminal, New York. A sketch of Mr. Ostby's life appeared in the November nimiber of the Railway Mechanical Engineer. Lewis A. Larsen, assistant comptroller of the American Locomotive Company, has resigned to accept the position of assistant to the president of the Lima Locomotive Works. Inc., w'ith headquarters at Lima, Ohio. Mr. Lar- sen was bom at Ridge- way, la., in 1875. He received his early edu- cation in the public schools of Ridgeway and Decorah. la., and Upper Iowa Uni- versit}-, Northwestern University and St. Paul College of Law. In November, 1897, he entered the service of the Chicago Great W estem as clerk to the master mechanic. He held successively the positions of chief clerk to the superintendent of motive power and chief clerk to the assistant general manager. In 1904 he resigned to accept the position of chief clerk to the superintendent of motive power of the Northern Pacific at St. Paul. In No- vember, 1906, he became associated with W. H. S. Wright, railway supplies, representing the Railway Steel Spring Com- pany, the Pittsburgh Forge & Iron Company and other com- panies, and in 1907 entered the ser\'ice of the American Loco- motive Company. In 1909 he was appointed assistant to the vice-president in charge of manufacturing and in July, 1917, was appointed assistant comptroller. For several years past Mr. Larsen has been a special lecturer in the Alexander Hamilton Institute, New York. He has also ccmtributed a number of papers to the railroad magazines. L. A. Larsen A Locomotive an Hour Production records at the Baldwin Locomotive Works are being broken weekly. It is reported that in a recent week about 100 locomotives of various sizes were turned out, and President Alba B. Johnson is authority for the statement that the plant is completing a locomotive an hour. President Johnson at the directors meeting also said: "During 1916, 1,960 loccmiotives were made, an average of 160 a month. Large contracts for machining shells were executed and a considerable portion of the force, which ranged from 12,000 to 18,500 men, was diverted to shell manufacturing. All of these contracts except one, for the French Government, were run out during the spring of 1916. The French contract was completed in November. In 1917 the working force was increased approximately to 20,000 men. Locomotive production was largely increased and for ten months ending October 31, 1917, 2,254 were shipped, at the rate of 225 a month. This increase will be con- tinued during November, December and the months of 1918. 720 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 12 J, .V-...'!'--," ' I - .^ LiH I W B^BBIS^ .-A l l n.1.1 .J .». ' Jt »ii,|. » ii . .„, ■ ■. .„-..-^ ,-. - . ..^J-r. ;y\,-i; ,-' Adjustable Hub Plates. — A book has been published by the Smith Locomotive Adjustable Hub Plate Company, Chi- cago, which describes the application and maintenance of the adjustable hub plate, the use of which is licensed by this company. Brass Foundry Equipment. — The Whiting Foundry Equipment Company, Harvey, 111., has issued catalogue No. 128 describing its furnaces, tongs and tumblers for use in brass foundries. The catalogue contains eight pages, is well illustrated and gives information regarding the various products. Milling Cutters. — The Cleveland Milling Machine Comj)any, Cleveland, Ohio, is issuing a stock list of milling cutters on the fifteenth of each month. In this stock list each type of milling cutter is illustrated and the number of each size and quality of material which are available for imme- diate shipment are tabulated. Copies will be furnished on request. America's Airplanes. — .\n interesting booklet bearing this title has been published by the Gisholt Machine Com- pany, Madison, Wis. It contains numerous illustration^ showing the development of airplanes and dirigil)les from the earliest types to those which are now being built for use in the war zone. There is also a section devoted to airplane engines and the manufacture of engine parts. Insulating Brick. — The Armstrong Cork & Insulation Company, Pittsburgh, Pa., has issued a folder describing tests made to determine the economy in fuel obtained by the use of Nonpareil insulating brick for boiler settings. One illustration is included showing the method of applying the in.sulating brick in the boiler setting. The tests showed that 63 per cent of the heat lost was saved by the use of this brick. Grinding Wheel Reference Card. — The American Emery Wheel Works, Providence, R. I., has pul>li.shed a grinding wheel si)eed and reference card. One side of the card shows the kind of abrasive, grain and grade recom- mended for various classes of work, while the other side shows the revolutions |)er minute for speeds of 4,000, 5,000 and 6,000 ft. per minute for wheels ranging from 1 to 60 in. in diameter. Hoisting M.aciiinerv for Infjustrial Works. — I'nder this title the Shepard Electric Crane & Hoist Company, Mon- tour Falls, N. Y., has issued a loose-leaf catalogue bound in a heavy manila cover. The catalogue refers in detail to the construction and specifications of the Shei)ard monorail hoists, gives a complete outline of the tenns and condition- of purchase, including prices and discounts. It contains all the information necessary for selecting and .«5j)ecifying the various types and sizes of hoists. Clearance drawings for each type are given. The Design of Forging Machine Dies. — A pajx^r on the "Laws Governing Forging Machine Die Design,** by E. R. Frost, general manager of the National Machiner\' Com- pany, which was read before the .American Drop Forge .Asso- ciation, has been reprinted by the National Machinery Com- pany, Tiffin, Ohio, as Forging Machine Talk No. 27. The principles governing the design of dies for forging machines have been reduced to simple rules, and numerous illustrations show the application of these rules in making various classes of forgings. The paper contains information that will be of value in shops where forging machines are used. Oxy-Pintsch Met.al Cutting. — An attractive eight-page booklet has been issued by the Pintsch Compressing Com- pany, 2 Rector street. New York, describing the model "C" Oxy-Pintsch cutting equipment furnished by this company. This booklet sets forth the advantages of Pintsch gas for metal cutting and contains a brief description with illustra- tions of the various parts of its complete outfit. This in- cludes an oxygen pressure regulator, high and low pressure Pintsch gas regulators, the use of which depends upon whether the gas is drawn from flasks or from low pressure service pipe lines, and the cutting torch. L'niversal Vertical and Horizontal Borer. — The Oliver Machiner}- Company, Grand Rapids, Mich., has is- sued a four-page folder containing illustrations and .specifica- tions of its No. 74 Universal vertical and horizontal wood boring machine. This machine has a single spindle each in the horizontal and vertical positions, which have a capacity of boring holes uj) to three inches in diameter. The folder also contains illustrations of the Oliver "Little Pattern Mak- ers,*' which are boring machine cutting tools for use in pro- filing and core box work, fillet cutting, etc., operations which the j)attem maker is often compelled to do by hand. "Hydro*' Pressure and Draft Recorders. — Catalogue "D" of the Bacharach Industrial Instrument Company, Pitts- burgh, Pa., is an eight-page pamphlet in which is described in detail the design and construction of the "Hydro" record- ing instruments. The moving element of these recorders is a bell floating in water, to which is attached a recording pen. The position of the pen is determined by the differential pres- sure between the inside and outside of the Ijell. The instru- ments are made in seveial types, both recording and indicat- ing, for a variety of uses where draft vacuum, low pressures and differential gas pressures are to be measured. Cutting and Threading Tools for Pipe. — This is the title of catalogue No. 12 of the Borden Company, Warren, Ohio, a neatly gotten up 32-page booklet covering the "lieaver" line of pipe tools. The line includes a numl>er of tyi)es and sizes of die stocks and square-end pi|)e cutters. In the "Beaver" die .stocks, the dies themselves are without taper, the taper thread being cut by automatically moving the dies away from the pipe as the threading operation progresses. Since the dies are straight but few teeth are required, and the range of adaptability is materially increased. The cat- alogue explains the principle on which these dies operate and contains a complete illustrated list of repair parts. Iron and Steel for Export.^— The English edition of the new 94-page iron and steel catalogue of the American Steel Export Company is now ready for foreign distribution. The Spanish, French, Portuguese, Italian and Russian edi- tions are to be publi.shed shortly, now being in process of preparation. This catalogue contains much information, such as weights and measures in English and metric tables, and data covering such products as pig iron, billets, blooms, slabs and sheet cars, plates and shapes, tool steel, merchant bars and agricultural steel, wire products, pipe and tubing, rails and railway supplies, castings and forgings, sheet and tin plate, etc. The o])ject of the catalogue is to inform over- seas buyers concerning .•\merican sizes, wtjights, etc. The booklet also includes sju-'cifications covering tolerances and other valuable data. Pe.vxsvlvania Holds Fast Train for Sick W.\tchman. — The Pennsylvania Railroad company showed the human side of the corporation one morning recently when it held up one of its through passenger trains running as an extra with first class privileges for half an hour to get a doctor on board who would carry relief to a lone watchman in a little box six miles west of Lewistown Junction. Pa., suffering from an acute attack of cramps. After the doctor had administered first aid to the sick watchman, both were brought to a local hospital in the caboose of a freight train. VOLUME 91. NUMBER 11 ESTABLISHED IN 1832 NKW YORK: Woolworth IJuilding M-,», V«.»L. t^iWfVKA'RVD 1 01 "7 CUl^^^^ CI-F-VEF-AND : Citizens Building CHICAGO: Transportation Building iNCW lOrk INU VlLMDt.K, 11117 L^hlCagO WASHINGTON: Home Life Bldp. Stick loThe' RAILWAY MECHANICAL ENGINEER NOVEMUER, 1917 f>hil.ade:l.phia. ra ^^^^^5vl |Pt^«^H 1 ■ BHWi?? i 1 ' ^%"^ ' ■"^ W^ > . ^1 4^^H / 1 ^1 1 l^^^^l ^R V - 1 i \ 1 LABOR SAVING MACHINE TOOLS Better Drilling — More Holes When the two lips of a drill are alike in shape they take equal cuts, thus divid- insj^ the work correctly, prolonging the life of the drill and increasing the output. The Sellers DriD Grinder gives the proper amount of clearance on e\ery part of the cutting edges of the drill and the same length of cutting edge on each lip. Drills sharpened by it do more work than when sharpened in any other way. I'or drills 's' to 3" diameter, inclusive. SHAFTING INJECTORS TOOL GRINDING MACHINES THE PEDRICK CRANK PIN TURNING MACHINE IS USED BY THE LARGEST LINES ALL SIZES UNIVERSAL Because: 1 — It is adjustable for long or short pins. 2 — Easily set up and aligned by means of the tail stock and setting head. 3 — Less parts, substantial bearings that do not bind, strong one piece driving shaft. These are exclusive features of the PEDRICK machine and assure your obtaining the utmost convenience, adaptability and accuracy. PEDRICK TOOL & MACHINE COMPANY 3641 N. Lawrence Street Philadelphia, Pa. Builders: Portable Cylinder Boring Bars, Pipe Benders, Etc. November, 1917 RAILWAY MECHANICAL ENGINEER We Detennine Tensile Strength and Chemical Compositions with Scientific Accuracy No matter what Testing or Laboratory problems may confront you, we can solve them to your entire satisfaction and guarantee you an tmbiased analysis and report. Our organization is entirely that of competent and experienced Engineers, Chemists and Metallurgists who are per- manently employed in our departments of Tests, Physical and Chemical Labo- ratories. Our Laboratories are thoroughly equipped in a most scientific manner, located at all the principal cities of the United States, and practically at all the principal points all over the world. Descriptive booklets upon request. ROBERT W. HUNT & CO. Robert W. Hoat, Jno. J. Cone, Jas. C. Halltted, D. W. McNacf ker Chicago : 2200 Insurance Exchange Bldg. New York: 90 Weat Street. Pittoburgh : MoBongahela Bank Bldc- St. Louis : Syndicate Trust Bldg. Loadon, E. C. : Norfolk House, Caanon St. Montreal : 90S McGiU Bldg. San Francisco : 251 Kearney Street. Toronto : Traders' Bank Bldg. Mexico Cit^: Avenida San Francisco Na 20. Seattle : 322 White Bldg. Chemical and Physical Testing A Million Dollars' Worth of High Speed Steel is a low estimate of the annual saving effected by Armstrong Tool Holders. They are plain, strong lathe tools made to meet the needs of modern machine shops and stand up under the hard knocks of everyday work, the kind of tools men like to work with. Save all forging and most of the tool steel and grinding 'S- Are You Saving Your Share? Right Hand Offset Tool Holder — 11 Sizes also made Left Hand and Straight Shank Catalog sent for the asking Armstrong Bros. Tool Co. "The Tool Holder People" 329 N. Francisco Ave. CHICAGO, U. S. A. Armstrong Tool Holders Won the Grand Prize at the Panama- Pacilic Exposition. The Cost of Time Every man has exactly the same amount of time to spend — twenty-four hours a day. If the time spent by lathe, miller or slotter operators walking around your plant after solid mandrels were saved, what per cent, of the working day would this mean to you? An increase in your output and profit will result if you use NICHOLSON Expanding Mandrels W. H. NICHOLSON & CO. 118 Oregon St., Wilkes-Barre, Pa. ROOKSBY PORTABLE TOOLS FOR RAILWAY REPAIR SHOPS PORTABLE BORING BAR Boring Bars for Reboring Locomotive Cylinders and Valve Chamber Bushings. Crank Pin Machines for Truing Up Worn Crank Pins, New Design. Accurate work. Portable Valve Seat Facing Machine. "Safety First* Requirements Satisfied. Bulletin "L" Send for lUustrated E. J. ROOKSBY & CO. 1070 Hamilton St. Philadelphia, Pa. \ RAILWAY MECHANICAL ENGINEER November, 1917" MACHINE TOOLS For Locomotive, Car and Railroad Repair Shops CENTER DRIVE CAR WHEEL LATHE THIS Car Wheel Lathe has steel central driving gear and pinion of the double herringbone type. May be used for turning wheels from 26" to 42" in diameter on the tread. It has pneumatically operated tailstocks and is equipped with Wheel Elevating Device, "Sure-Grip" Drivers, Pneumatic Tool Clamps and a simple calipering device. Fur- nished either for A. C. or D. C. motor drive. V\'e are in a position to furnish complete machinery equipment for Locomotive and Car Shops, Railroad Repair Shops as well as General Machine Shops. LATHES: From 9" swing up to meet any requirements. LATHES: Driving Wheel; 51" to 90" swing. LATHES: Car Wheel. LATHES: Axle. WHEEL PRESSES: Capacities, 200 to 600 tons and to take wheels from 42" to 90". CAR WHEEL BORING MACHINES, to take wheels up to 42". AXLE CENTERING AND CUTTING-OFF MACHINES. WHEEL QUARTERING MACHINES. PLANERS: From 30" between housings up to meet any reijuirements. BORING MILLS: 36" swing up to meet any require- ments. SLOTTERS: 6" to 92" stroke. DRILLING MACHINES, VERTICAL: .24" to 60". DRILLING MACHINES, RADIAL: 4', 5', 6', semi and lull universal; also heavy duty type up to 10'. DRILLING MACHINES, MULTIPLE SPINDLE: 2, 4 and 6 spindles, in variety of types. MILLING MACHINES: Built in variety of types and sizes to suit customers" requirements. SHAPERS: Traveling Head. Single and Double Head. 22" and 2b" stroke. HORIZONTAL BORING AND DRILLING MACHINES. HORIZONAL BORING. DRILLING AND MILLING MACHINES. CYLINDER BORING MACHINES. Electric Travelling Cranes - Steam Hammers HilTS-BENENT-POND CO GENERAL OFFICESJll BROADWAXNEW YORK OFFICES AND AGENCIES— Boston: 93-95 Oliver St. PhUadelphU: 40.=i N. 21st St. PitUburgh: Frick Bldg. aeveland, O.t The Ntles Tool Works Co., 730 Superior Ave. Hamilton, C: The Niles Tool Works Co. Cincinnati: The Niles Tool Works Co.. 338 W. Fourth St. Dotnrit: Kerr Bldg. Chicago: 571 W. Washington Blvd. St. Louis: 516 N. Third St. Binningham. Ala.: 201S First Ave. San Francisco: 16 to 18 Fremont St. London, Eng.: 25 Victoria St., S. W. For Colorado, Utah, Wyoming and New Mexico: Hendric & Bolthof Manufacturing & Supply Co., Denver. For Canada: The John Bertram & Sons Co., Ltd.. Dundas, Montreal, Toronto, Winnipeg and Vancouver. November, 1917 RAILWAY MECHANICAL ENGINEER RAILWAY MECHANICAL ENGINEER November, 1917 As Labor Cost Goes Up — Make Your Hack Saw Cost Go Down but it can't be done with cheap saws. The railway shop's most serious problem is — How to best meet labor shortage and add to the efficiency of those mechanics who are left. In first cost a hack saw is not expensive — it is expensive only when it wastes the mechanic's time. Remember that Starrett Hack Saws are Unexcelled Just as Starrett Tools are Unexcelled StwrvcH Hack-'Saws are ot tungsten steel, the teeth are milled right, and set right, every tooth cuts. The hard, keen cutting edges cut quicker, saving time actually used in cutting, and saving time required to replace blades that dull after a few strokes, or break easily. Even a Starrett Hack Saw, good as it is, is not economical for every kind of metal. But some one of the Starrett saws is best for any given job. Maximum savings come from using the right Starrett Hack Saw — to find out what one or ones to use is not difficult. Page 208 of the Starrett Catalog No. 21 GF is a safe guide. Send for the catalog, or tell us what metals and shapes are cut in your shop. The L. S. Starrett Co, The World's Greatest Toolmakers^^ ATHOL, MASS. NEW YORK LONDON CHICAGO November, 1917 RAILWAY MECHANICAL ENGINEER .» n^ .^ - ^r Brid^eford Heavy En^irvela^he Everything You Need In an Engine Lathe You Find In a Bridgeford The Bridgeford is a complete tool. Every feature that will facilitate accurate work, easy operation and fast production is there, but there isn't a solitary unnecessary part. Changes in spindle speed are rapidly and easily secured through the Patent Geared Head by means of simple and conveniently located levers. A wide choice of feeds are also immediately available, while the apron controls are simple and accessible. From fine thread cutting to heavy duty turning, the Bridgeford Patent Geared Head Ejigine Lathe meets every requirement. The completeness and versatility of this machine make it a strong favorite in railroad shops. Cylinder heads, rod brasses, eccentric straps, aUigator cross heads, steel tired wheels and piston rings are but a few of the jobs on which the Bridgeford saves time and cuts costs. Ask us what it will do in your shop. A postal will bring you full information. •I ; e^'. Bridgeford MachineTool Works ^^ 153 Winton Road Rochester, New York 8 RAILWAY MECHANICAL ENGINEER The Foote-Burt High- Duty DRILL (Compound Table) Built Both 24 and 36 Swings Has a capacity for high speed drilling up to 3 inches, in solid steel, feeding to the full capac- ity" of the cutting edge. All speed and feed changes are accomplished through a new quick change gear de- vice of our own design. The levers for stopping the ma- chine and for changing speeds and feeds are con- veniently located and are within easy reach of the operator at all times. November, 1917 Single Belt Drive No Shifting Of Belts Required All Levers Within Easy Reach illll!lllllllllllllilllll!llllllllllllllllllllllllllll!llllilllllll i,iii:ii THE RIGID DESIGN, the long spindle bearings and the perfect ease with which the operator controls the machine, make the Foote-Burt Drills par- ticularly suited to the classes of work where extreme accuracy is required. The Compound Table is an extra attachment, consisting of an entirely new knee for this purpose, the advantages of which are obvious. Send for Circulars of High Duty Drills THE FOOTE-BURT CO., Cleveland, Ohio David Whitney Bldg., Detroit illlllMllilllilWIIillB^^ ^Vells Bldg., Milwaukee miiiii m November, 1917 RAILWAY MECHANICAL ENGINEER "^m^^ t~^^Tacu»e. N. Y.. Boom 419. Inlversity Block. Pitts- burgh, Pa.. 2538 Henrj- W. Oliver Bldg. Bepresentatlres in other Leading Cities. [ RUGGED POVnBRFULl J 10 RAILWAY MECHANICAL ENGINEER November, 1917 ' November, 1917 RAILWAY MECHANICAL ENGINEER II 95% of All Railroad Shops Are Now Using Davis Expansion Boring Tools Proven to be the Best, through a Twelve Year Test STYLE "E" TOOL UNEQUALLED FOR RAPID, ECONOMICAL PRODUCTION ON TURRET LATHE STYLE "V" TOOL FOR USE ON TURRET LATHE AND TURRET BORING MILL STYLE "O" TOOL FOR MISCELLANEOUS BOR- ING OPERATIONS IT HAS A STANDARD THREAD IN SHANK DAVIS EXPANSION BORING TOOLS have successfully met the ever increasing demand for greater production, with a corresponding reduction in boring costs. They assure, maximum efficiency, economy in service, and the greatest production that it is possible to obtain in a practical manner. They are made to meet widely diversified boring requirements, and their uniform perform- ance on every type of boring machine leaves no doubt of their superiority. SEND FOR DESCRIPTIVE UTERATURE EXCLUSIVE MANUFACTURERS OF EXPANSION BORING TOOLS MICROMETER ADJUSTMENT FOR EXPANDING CUTTERS Eliminate the use of costly itaell reamere. Tbe practical micrometer adjust- ment for expanding cutters to com- pensate for wear, will enable you to maintain any standard or odd sizes with unquestioned accuracy without the use of shell reamers. This ap- pliance will also enable you to get tbe cutters to any size within wide nage of expansion, meaning an ap- proximate saving of 85<;'c in the cost of high-speed steel and in cutter making. SIZES ALL TOOLS B3RE WITH REGULAR CUTTERS AS FURNISHED WITH EACH TOOL Style E-V-o Tools For Boring Steel or Similar Cutting Metals For Boring Cast Iron or Similar Cutting Metals No of Tool Diameter of Tool Body Sizes Each Tool Bores With Regular Cutters Sizes Each Tool Bores With Regular Cutter, 21 IH I'Wto 2\, IH toljj; 18 1% 2V^ to 3 2 to 2% 15 214 3 to 4'4 2% to 4 11 3H 4K to 5-;;^ 4 to SJi 7 4K 5»^ to 7>4 5 to7K 4 5y4 6K to 8-«i 5% to 8^ 1 6 714 to 10 7 to9^ Extra cutters can be furnished for any of the above tools that « ill bore slijrhtly below or above size covered by our resr'Jlar cutters. SI EXPANSION CUTTERS Twelve years' experience and close specialization in boring requirements enables us to produce cutters at a lower cost than you could produce them in your own plant. Maximum production and decreased cutter costs are assured by the exclusive use of Davis Expansion Cutters with Davis Expansion Boring Tools. DAVIS BORING TOOL COMPANY, INC. Address Dept. RB, St. Louis, Mo.y U. S. A. 12 RAILWAY MECHANICAL ENGINEER No\t:mber, 1917 Machining Link Saddles At a Big Saving If you were to do this job on a planer, as many shops do, compare the production you would obtain with that on the Milling the tops of link saddles of forged steel at the rate of one every 40 minutes. Newton Horizontal Miller as illustrated. A cuttinj^ speed of 35 R.P.M. and a feed of l^/^ inches per minute necessitates surplus power and ample rii^^idity. Every type of Newton Machine is the result of over 30 years' experience and development in this character of equipment. Send for catalojj givinj2^ full descrij^tions of Xewton Milling Machines. Newton Machine Tool Works, Inc. PHILADELPHIA, U. S. A. A pile of forged link saddles ready for the "Newton" RAILWAY MECHANICAL ENGINEER 13 12 KAII.WW MIK II AXKAL KXGIXKER NoVKMBER, 1917 Machining Link Saddles At a Big ■ Saving If Noii were to do this job on a plaiKT, as main shops do. compare the production xoii would olnain w ith that on the M.ii-i lull.-. Ill liiik i«.iililK s of lorKjcil >lf< ratf «>I ciiif iviry -W minutes. Newton Horizontal Miller ;i^ illu^ir.itcd. . ; ■■■■■_ A cuitiiiu -i»c-c«l "I .^r R.f'.M. ami a Ilc<1 "I 1 _. iiulii--^ ]»o'- niiinni- miH--itatrs >ur|>1ii^ pnwir aiitl anii'lc ri^ii^litN . I-'.\fr\ i\l".- "I .\\\\i<-ii MaoliiiK- i> ilu' r«.-ul; ..i • \ rr .i( » \ rar>\'\iicriciiCfaml iiiiic-in in tliis oliaracu-r - •! ri|Mi].imni ^ . v"' • ' •. Sc'inl l>ii"ratal"U uiviiiL: lull iK--sri|pii. -ii - "i' Wwimi Milliii;^ Marliim->. ■'."' '":■/ •'■■-.■'.''";, Newton Machine Tool Works, Inc. PHILADELPHIA, U. S. A. \ pile of fcirg-i-d link saddles- ready ffir tht '•Xcwtnt) '* RAILWAY MECHANICAL ENGINEER l.> the advisability of the rail- roads making their own Stay Bolt Taps was discussed. Many of them are doing so now, and Blue Chip High Speed Tool Steel has demon- strated its value for the pur- pose. . .; FIRTH-STERLlNG STEEL COMPANY McKEESPORT, PA. Boston New York Philadelphia Pittsburgh Cleveland Chicago jj;»Haa-?jy;v^, r'!9i?K<':if. is^amm j-.-J JTr'g^SV^"^ ..'^?f rS'L 14 RAILWAY MECHANICAL ENGINEER November. 1917 Tl\® "©^n^" r^iQ) "mm^^m^s^ Tapping Holes At 60 ft. Per Minute That's the kind of record that the "Gun'' Tap turns off nonchalantly. The piece on which this test was made is shown below. In one inch pen-hearth steel we tapped 257 holes, ys in. S.A.E., at 60 ft. per minute. o After this hard driving the "Gun" Tap did not show any wear. The gage fitted the first and last holes tapped with no noticeable differ- ence. The "Gun" Tap is the famous tap that "wears out before it breaks." Users everywhere are getting won- derful results from it. It cuts true to size in any and all materials. The "Gun" Tap is patented and manu- factured exclusively by t.'te Greenfield Tap and Die Corporation. Give the "Gun" Tap a trial. It will PROVE to you that its use means greater production, higher quality of work, and much lower tapping costs. The complete story of the "Gun" Tap (contained in the "Gun" Tap Bulletin) is of absorbing interest. Write for a copy. Greenfield Tap and Die Corporation Greenfield, Massachusetts New York, 28 Warren St. Chicago, 1.3 S. Clinton St. London. 149 Queen Victoria St. Canadian Factory, Wells Brothers Co. of Canada. Ltd., Gait, Ont. November, 1917 RAILWAY MECHANICAL ENGINEER IS C/.< o^ EVERY TWO Tnnii »^ ASIDE ROD BUSHING Small as well as large jobs can be done efficiently and economically on the BULLARD Vertical Turret Lathe The illustration shows a side rod bushing with bore 4f4" lonR and 5" diam., on the machine. The time per bushing in the southern railway shop, where the photographs on this page were taken, is as follows : Chucking 12 sec. Pacing top 27 sec. Boring, 2 cuts..l min. 4 sec. Filleting 10 sec. Taking down 6 sec. Total 1 min. 59 sec. Does production in your shop com- pare with this on similar jobs? Write for our booklet: "Cutting Time Between Cuts." It tells how to increase production by using the Buliard Vertical Turret Lathe. THE BULLARD MACHINE TOOL COMPANY Bridgs^rt, Cobb. U. S. A. J- .1 Ullard 16 RAILWAY MECHANICAL ENGINEER November, 1917 '^f ; TheyYe Modern Self-Opening Die Heads — Six Of 'Em That's one reason why the output of this Lassiter Staybolt Machine is so consistently high — it averages well over a hun- dred an hour, day in, day out. Every thread is clean, sharp and accurate. No clogging — no torn threads — because the * 'Mod- ern'* Self-Opening Die Head does not back off on the finished threads. Each die head cuts over 200 staybolts before it becomes necessary to grind the chasers. The Modern Self-Opening Die Head saves money in the logical way — by saving time without increased effort, by eliminating spoiled threads and scrapped bolts. If you cut threads of any description in quantities, these die heads w^ill increase production and save money in your shop. We are ready to prove it. May we? Send for complete literature. IVIODERIM TOOL CO. Main Offices and Works: Erie, Penna., U. S. A. ^ 'iHHiiil-lV' NEW YORK OFFICE, 2 Rector St. CHICAGO OFFICE, 32 N. Clinton St. DETROIT OFFICE, 1223 Dime Bank Bide. F. WESLEY PARKER, Mgr. Export Dept., 2 Rector St., New York City November, 1917 RAILWAY MECHANICAL ENGINEER 17 An Emergency Job on the Bradley A couple of hundred staybolts were needed — and needed badly, too. But there wasn't a pound of iron of the right size in the racks — a quarter inch larger was the nearest thing in stock. Someone suggested turning the larger size down to requirements. "Not much," said the *big boss,' "time is too valuable and material too scarce. Take the iron down to the blacksmith shop and draw it down to size under that Bradley Hammer." In the blacksmith shop the iron was cut to length and heated and the Bradley made short work of the rest of the job. In less than two hours, the bolts were ready for threading. That's a characteristic example of how Bradley Hammers save the day in many a shop. To speed up the rush jobs and get the emergency jobs quickly under way, the Bradley can always be depended upon. Then there are scores of regular jobs that you would have dif- ficulty in handling if it wasn't for this snappy, hard-hitting tool. It is distinctly a railroad hammer. Write for literature describing the Bradley Cushioned Helve Hammer Manufactured by C. C. BRADLEY & SONS, Inc. SYRACUSE NEW YORK I i I !'. KAII.W \V MECIIAXICAL EXGIXEER November. 1017 That's one reason why the output of this Lassiter Staybolt Machine is so consistently high — it averages well over a hun- dred an hour, day in, day out. Every thread is clean, sharp and accurate. No clogging — no torn threads — because the 'Mod- ern" Self-Opening Die Head does not back off on the finished threads. Each die head cuts over 200 staybolts before it becomes necessary to grind the chasers. -The Modern Self-Opening Die Head saves money in the logical way ~ hy saving time without increased effort, by eliminating spoiled threads and scrapped bolts. If you cut threads of any description in quantities, these die heads will increase production and save money in your shop. We are ready to prove it. May we? Send for complete literature. IVIODERN TOOL CO. Main Offices and Works: Erie, Penna., U. S. A. NF.W YORK OFFICE. 2 Rector St. CHICAGO OFFICE. 32 N. Clinton St. DETROIT OFFICE. 1223 Dime Bank BIdg. F. WK.SI.KV r.\UKI-.K. Wuv. K\i...!t It.pt., J Rector St . New York I ity I XoVtMBtK, 1917 RAILWAY MECHAXKAL ENGINEER 17 An Emergency Job on the Bradley A couple of hundred staybolts were needed^ — and needed badly, too. But there wasn't a pound of iron of the right size in the racks — a quarter inch larger was the nearest thing in stock. Someone suggested tinning the larger size down to requirements. "Not much," said the 'big boss,' "time is too valuable and material too scarce. Take the iron down to the blacksmith shop and draw it down to size under that Bradley Hammer." ";- In the blacksmith shop the iron was cut to lengtTi and heated and the Bradley made short work of the rest of the job. In less than two hours, the bolls were ready for threadmg. -..That's a characteristic example of how Bradley Hammers save the day m many a shop. To speed up the rush jobs and get the emergency jobs quickly under way. the Bradley can always be depended upon. Then there are scores of regular jobs that you would have dif- ficulty in handling if it wasn't for this snappy, hard-hitting tool. It is distinctly a railroad hammer. Write for literature describing the . > Bradley Cushioned Helve Hammer , "; :; Manufactured by S C. C. BRADLEY & SONS, Inc. SYRACUSE NEW YORK 18 RAILWAY MECHANICAL ENGINEER November, 1917 I Portable Crank Pin Turning Machine. Built in four sizes. Quick and accurate. Portable Milling Machine. It Is strongly built and can be used in any position. Operated either by hand or motor. ^-Jj^i Underwood .y for Railway Repair ^9' Portable Valve Seat Rotary Planing Machine. A useful tool for various other kinds of work. Built in six sizes. H. B. UNDERWOOD & CO. November, 1917 RAILWAY MECHANICAL ENGINEER 19 OVER Xl»/> Rotary Flue Cleaning Ma- chine. Removes all scale at the rate of 8-10 ft per minute. Capacity 1^ in^ to 3 in. flues; also 3 in. to 6 in. Portable Cylinder Boring Bar. Special sizes tor lo- comotive work.-. Easily set up and adjusted. Auto- matic feed. ▼Pi Portable Tools and Machine Shops •5 Designing of Special Tools While we manufacture portable tools of nearly every description for railway shops, we are ready at all times to suggest plans or build almost anything in the line of special tools. We respectfully invite your in- quiries for high grade portable tools of any kind . May v^e forward our catalogue com- plete with information that every rail- road man should have concerning Underwood Portable Tools. PHILADELPHIA, c Truck Side Frame Facing Machine. Automatic feed, variable and re- versible while in motion. PA. ^'^^Tvrr ' r-m « 20 RAILWAY MECHANICAL ENGINEER November, 1917 A REAL ACHIEVEMENT IN SPECIAL CUTTER MAKING The most modern manufacturing facilities enable us to produce special cutters accurately and within short order. The quality of material is backed up by skilled workmanship, expert supervision and service. The Cleveland Milling Machine Co. A Complete Stock On Hand Plain MilUbf Cutter* Sid« MiUiBC Cutter* Angular Cutters Metal Slittinc Saws Shell End MUIa End MUls Woodruff Keyway Cutterm Coun terbores Gear Cuttan Collet* and Arbor* Convex Cutter* Concave Cutter* Comer RoundinK Cutters In fact, a full line of Standard Cutter* IMMEDIATE DELIVERY November, 1917 RAILWAY MECHANICAL ENGINEER 21 TRADE MARK RELG, 13 ACK of all the wonderful service of the modern railroad, is the shop where locomotives and cars are repaired, and old equipment made over into new. In these shops Ajax Forging Machines are an absolute essential. Here for instance is an Ajax Machine that is saving well over $40,000 per year by forging and re-claiming worn car axles — making them as good as new. Yet, this is only one Ajax Machine out of hundreds in the railroad service. ;m%. ESa Centrai V LINKS > (5intjf'e' w CANADIAN PACIFIC mnWfsm Island ■ LLIf THE AJAX MFG. CO. Cleveland, O. 621 Marquette BIdT. Chicago, Illinois. 1369 Hudson Terminal New York City 0^&^^jmi^ * * 'tap Reclaiming Worn Car Axles on an Ajax Forg- ing Machine in the shops of the Santa Fe. 22 RAILWAY MECHANICAL ENGINEER November, 1917 Distinct Advantage in Railroad Shops There are many railroad jobs more economically and rapidly done on a Cincinnati Traverse Shaper than in any other way. On small pieces one man can practically double his output by using both tables — setting up on one while the cut is progressing on the other. On large work the two tables are necessary in order to get a perfect set up. and the job is done with one set up instead of two, even though both ends of a long piece are worked on. In our judgment the ideal shaper for the railroad shop is the Cincinnati Traverse Shaper The photograph, taken in an eastern railroad shop, shows a Cincinnati Traverse Shaper shaping the ends of a crosshead guide bar. Both ends are shaped but only one set up is required, and the job is finished in much less time than would be possible on another machine. The ability of Cincinnati Shapers to economically and quickly handle so many of the jobs in railroad shops is responsible for the fact that railroads comprising over four-fifths of the total mileage of the United States use them. Let us send you our complete catalog. The Cincinnati Shaper Company CINCINNATI, OHIO November, 1917 RAILWAY MECHANICAL ENGINEER 23 The yA shoun here is poiverful, rigid, accurate, and incomparably convenient for all manner of rail- road work. Whether for long drive shafts or odd fittings, whether a single job or many duplicates there is a definite relation between machinery and product that is best served bv the Universal Hollow-Hexagon Turret Lathe The simultaneous operation of carriage and turret with the numerous individual tools and feeds affords a readiness and flexibility of operation not possible in engine lathes or other turret machines, resulting in quick, accurate and economical production. The Warner & Swasey "Hollow-Hex" will pay for itself in a short time, even on odd jobs. We will demonstrate this if you will write this office or our nearest branch. U JK-af 9r* 'i 5U "f- oE "4 to it :^ ■as THE WARNER & SWASEY COMPANY CLEVELAND, OHIO New York Office: Singer Building Buffalo Office: Iroquois Building Boston Office: Oliver Building Detroit Office: Ford Building Chicago Office and Salesrooms: 618-622 Washington Boulevard K \II,W \^• M It!! \\!t \I. I- \(il\ I- l-,lv N'liVKMBKR. 1917 Distinct Advantage in Railroad Shops • '.'ihc'i-f arc iiiaiiN railroad i«>li> ni<»rf i-n .n< 'iiiicallx and rapidly d"iu' <n >niall pi(.'ri'>> muc- man can prac-iicall}' :'■ .d<»nl»k' lii> oulpnt hy usini; l)Mtli tables — sctlinL; ii]! "ii 'MU- wliiU' the cut is proj^ressinj^ .',. i<»n the ••ther. < )n larije work the iw«» iahle-> uw nnc-^sary in order l<> .L;el a ])erfect set n]). and the job is done with <>\\v ^et n]) in>Ieaie(T an.' workctl .in. . ,..,...,;... . , .. ^. in ttur indunieiil the ideal ^hapcr I'or llie railroad ^liop {•> the . • • .-"■. ^vV ' ^ ^^ Cincinnati Traverse Shaper Tlu- plioioLTupii. taken in an i-astiiii railr-iad .>>Iit>i>, Tin- al.ilii\ ni I iiuinnati Sliaprrs to ccononiioally and shows a eincinnati Travcrsi- Sliaptr sliapinij tlu: rnds (|iii, kly lianrlk- so many of the jolis in railroad shops is of a crosshcad itfuido bar. I{..th ends arc shaped hiit only one set up is re(|nired. and tin- JkI) i*' f"i!ii>hed in mueli Ie.«s time tlian uoidd l>e |)i>>>ilde "ii an<>tlier maehitif. ■•-.;. i • , . ■ •, . rc^poii^ildr tor tlu- laci that railroads comprising over foiir-liftli-. ..f the t.'tal mileage of the United States u»e the ni. Ia'I ll> ^v\\'\ \>>u "iir i-c'in]>letc cataii.jL;. The Cincinnati Shaper Company CINCINNATI, OHIO November, 1917 RAILWAY MECIIAXh AL ENGINEER 2i The 7,-.! sho-un hrrf is p^jiLtrfiil. fK/iJ. (iriurati', and tnt ofiipurdhly convenient tor (ill uuinner of rnil- rodil uork. Whether for long drive shafts or odd fittings, whether a single job or many duplicates there is a definite relation between machinery and product that is best served by the Universal Hollow-Hexagon r Turret Lathe i riic sinudtaneous operation of carriage and turret with the numerous individual tools and feeds affords a readiness and llexibility of operation not possible in engine lathes or other turret machines, resulting in (]uick., accurate and economical production. . .- , - i. - ' ' The Warner & Swasey "Hollow -Hex" will pay for itself in a short time, even on odd jobs. Wc will demonstrate this if you will write this office or our nearest branch. SC|-2|c: oU 0liui \ •i:-- •3 ♦OtM i^^mT THE WARNER & SWASEY COMPANY CLEVELAND, OHIO New York Office: Singer Building Buffalo Office: Iroquois Building Boston Office: Oliver Building Detroit Office: Ford Building Chicago Office and Salesrooms: 618-622 Washington Boulevard 24 RAILWAY MECHANICAL ENGINEER November, 1917 The Libby Organization — What It Can Do In Solving Your Problems Behind the Libby Heavy Duty Turret Lathe is a real service organization. Growing up as we have with the machine, watching its development and intimately familiar with its possibilities, we are able to say definitely and accurately just what it can do. TTiat is just where we aim to be of service to Libby users and possible users. To the man who already has a Libby, we are always glad to offer our services in helping to do a bigger and a better day's work with the machine — to help broaden its usefulness and increase its efficiency. To the man who is look- ing towards better results and improved methods, our engineering department is at his call in showing how and why a "Libby" will increase production and cut costs. If you own a Libby keep in touch with us — if you don't, get in touch with us — it's to your advantage either way. Ask us to send })ou the "Libh^" booklet on railroad ivork International Machine Tool Company INDIANAPOLIS INDIANA November, 1917 RAILWAY MECHANICAL ENGINEER 25 £^, No. 2 Simplicity and Ease of Control Ask any mechanic or foreman why he Hkes a Becker Miller. He will give you a number of good reasons, but one of the most emphatic points he will make is — because it is easy to operate. Every operating part is designed and located to be accessible to the operator from his natural working position in the front of the machine. There is nothing compli- cated or confusing in Becker control — that's one of the reasons for the remarkable productiveness of this machine. This feature is worth careful consideration when you are thinking of added milling equipment. Easy control means quick work — reduced costs. Ask about other Becker points. Becker Milling Machine Company Hyde Park Mass. RAILWAY MECHANICAL ENGINEER A Good Grinding Machine Thai That's Why They Use Norton Wheels] In the big locomotive shop where these pictures were taken, grinding is the standard method of finishing piston rods. Norton Grinding Machines and Norton Grinding Wheels are used exclusively on this work. The results obtained — accuracy, finish and output considered — have made the shop officials active Norton enthusiasts. They believe they have the right combination in machine and w^heel for getting the most profitable grinding results — comparative costs have proved it — and that the Norton Wheel helps to develop the full efficiency of the Norton Grinder. A Norton Alundum wheel, grain 24 combination, grade L, is used and always gives satisfactory results on piston rod grinding. When other work is finished on the machine, other Norton wheels of suitable grain and grade are used — always with maximum satisfaction. Norton Grinding Co., Worcester, Mas?. CHICAGO STORE, 11 North Jefferson Street BEB,; ium, 1917 RAILWAY MECHANICAL ENGINEER gtbeserves a Good Grinding Wheel Is >. Exclusively On This Norton Machine The Norton Grinding Machine is a popular time and labor saver in this shop. 1 he shop officials like it because of its accuracy, wide range of usefulness, and big output. The operators like it for its handy control, easy operation, and depend- ability. The Norton Grinder is a simple machine to set up — an easy machine to run. Suppose we get together on your grinding problems. It won't cost you a cent to enlist the active interest of our Engineering Departments in your work. Drop us a line and tell us where you are. Norton Company, Worcester, Mass. N-w York Store 'S- Chambers Street Chicago Store 11 N. Jefferson Street Electric Furnace Plants Niagara Falls, N. Y. Chippawa, Ont., Can. 26 KAILWAV MECHANICAL EXGIXEEK XOVF. n A Good Grinding Machine Thai That's Why They Use Norton Wheels] In the big locomotive shop where these pictures were taken, grinding is the standard method of finishing piston rods. Norton Grinding Machines and Norton Grinding Wheels are used exclusively on this work. The results obtained — accuracy, finish and output considered — have made the shop officials active Norton enthusiasts. They believe they have the right combination in machine and wheel for getting the most profitable grinding results — comparative costs have proved it — and that the Norton \X heel helps to develop the full efficiency of the Norton Grinder. i . -.' A .Norton Alundum wheel, grain 24 combination, grade L, is used and always gives satisfactory results on piston rod grinding. When other work is finished on the machine, other Norton wheels of suitable grain and grade are used — always with maximum satisfaction. ;".■'■•;•. Norton Grinding Co., Worcester, Mas ;. CHICAGO STORE, 11 North Jefferson Street 1917 RAILWAY MECHANICAL ENGINEER 27 ^Deserves a Good Grinding Wheel IsExclusively On This Norton Machine I The Norton Grinding Machine is a popular time and labor saver in this shop. The shop officials like it because of its accuracy, wide range of usefulness, and big output. The operators like it for its handy control, easy operation, and depend- ;..-^/ ability. The Norton Grinder is a simple machine to set up — an easy machine to run. '.'' ^--V ^ ;/•■=';•'■;.•.;'{'.- 'W ,,.-., . . .^ -. ..- ;:./, ".■■ ,■ ''■^■.'. ■■'.'.. Suppose we get together on your grinding problems. It w^on't cost you a cent to enlist the active interest of our Engineering Departments in your work. Drop us a line and tell us where you are. : Norton Company, Worcester, Mass. ■%■,■*. -:. : * York Store ' Chambers Street Chicago Store 11 N. Jefferson Street Electric Furnace Plants Niagara Falls. N. Y. Chippawa. Ont.. Can. 28 RAILWAY MECHANICAL ENGINEER DEED-DRE Worcester November, 1917 OMPANY /^ "'""//,,/////''''' MASS.U.SA A REED-PRENTICE IS BETTER THAN IT LOOKS -SINCE ALL LATHES LOOK SOMEWHAT ALIKE. THE EXACTNESS OF FIT-THE WORKMANSHIP-THE CLEVER- NESS OF DESIGN-MAKE REED - PRENTICE MACHINES KNOWN AS THE BETTERTOOLS MANNING, MAXWELL AND MOORE, Inc., NEW YORK ALLIED MACHINERY CO. OF AMERICA, PARIS FENWICK FRERES. PARIS November, 1917 RAILWAY MECHANICAL ENGINEER 29 Geometric >relfopenintf Die Head j^ C) ''Geometries" Exclusively in this Shop In this big Western railroad shop threading standards are high. They demand clean, accurate and uniform threads, and in addition — fast work. Geometric Self-Opening Die Heads have met requirements so successfully, have reduced spoilage, and kept costs so consistently lov^ that "Geometries" are now specified exclusively. One of them is shown above threading spring rigging bolts in an average time of 20 seconds each. It will pay you to look into "Geometric" possibilities. There's a "Geometric" for your work — a die head that will surely reduce thread- ing costs. Ask us for details. Geometric Tool Company NcMT Haven, Conn, Chicago Store, 545 West "Washini^ton Boulevard 30 RAILWAY MECHANICAL ENGINEER November, 1917 Detailed Specifications on Request The Cincinnati Acme Flat Turret Lathe This machine handles both bar and chucking work with equal ease and speed. The change from one to the other can be made in a few minutes. In these busy days when work must be kept moving and moving fast a Cincinnati Acme is a real production asset. Ask us how it will cut your costs. The Acme Machine Tool Co. Cincinnati, Ohio There are plenty of lathes that will handle heavy work, but to handle it speedily and without undue strain on the operator is another proposition. Because the G-K Lathe takes care of the latter points so thoroughly it is the natural choice of all master mechanics who have heavy work to do and who know something of G-K performance. The booklet, "G-K Betterments," gives the details. Ask for it. THE GREAVES -KLUSM AN TOOL CO. Cincinnati, O. The Master Mechanic's Choice November, 1917 RAILWAY MECHANICAL ENGINEER 31 I i X Eccentric Cam^ Three Dozen a< a Hme — aCharac^erdic "Cindnnaii'' Ecoiioiw_^ N this big Western shop they pride themselves on their ability to get things done — and done quickly, too. Methods are up to the minute — a good shop, good men, and good machines keep things ^on the jump/* Machining eccentric cams aflFords a typical example of how they handle planing opera- tions. Thirty-six cams are clamped on the table of their big "^Cincinnati" Planer and fin- ished at once. Chucking time is saved, finish is uniform, every piece is exactly similar, and the lot is finished in a fraction of the time necessary to machine the pieces one or two at a time Of course, they have the advantage of the big ''Cincinnati*' feature — the variable speed. By this means the operator is able to get the correct table speed — not too fast, not too slow — just right for day particular class of work. On a "Cincinnati*^ the most productive table speed for every job is immediately available. Everj' planing job is an economical job if it's handled on a "Cincinnati." From an eccentric cam to a locomotive frame the "Cincinnati" is the 'choice where speed and good work count. There's a variety of sizes in this line of sturdy producers — a size for every requirement, l^et us compare notes on planer results. Cincinivaii Planer Company Cincinnati, Ohio. 32 RAILWAY MECHANICAL ENGINEER November, 1917 Keeping Locomotives in Service c calls for efficient arch tube cleaning — "Lagonda Cleaning." No hold-ups — No delays — Xo "near" cleaning. Such things cannot be tolerated these days. W'ith the proper cleaner, the cleaning of arch tubes goes along so smoothly that it all but escapes notice. Do you appreciate the dependabil ity, the "always-on-the-job-ness," the thoroughness of L A G O N D A ARCH TUBE CLEANERS? A Lagonda Cleaner fits the tube. It can- not pass through and leave scale. Its motor is powerful and fast. Its cutting head right. It's the kind of tool in which you can put dependence. Descriptive catalog, W-3 sent on request. hOKVOOK BOSION PMIUSCmiA. ST LOUIS cniciiao ocrnorr ocnvi ST ntUL NOMTKUl. U)NKM Makers of Lagonda BoUer Tube and Condenser Cleiuiers, Tube Cutters, Automatic Valves, Reseating Machines and Grease Extractors. 392 You owe it to yourself to ask for a copy of our new Catalog No. 20 if you are not already familiar with our products. 24-30 INCH DISC AND SPINDLE SANDER Ball Bearing thruout. the single belt drive. Note It Pays to Buy the Best Best is a comparative term and you cannot be sure of buying the best until you have investigated our ENGINE LATHES AND PATTERN SHOP EQUIPMENT OLIVER MACHINERY CO. No. 11 Coldbrook Street Grand Rapids, Mich. November, 1917 RAILWAY MECHANICAL ENGINEER 33 HAVE YOU A MACHINE That will handle this Job as well as the Lucas "PRECISION" Boring, Drilling & Milling Machine? Milling Cylinder Ports on a No. 32 Machine It gives most rigid support with Wide Range The adjustment for the cutters is Quick and Accurate It has correct range of speeds and feeds w ith Constant Speed Power Rapid Traverse We will be glad to go into the details of this machine with you. Write today for our booklet, "Saving Set-ups in Railroad Shops." Lucas Machine Tool Co. Cleveland, Ohio 34 RAILWAY MECHANICAL ENGINEER November, 1917 FORD TRIBLOC ;i#^»«Huiiiiimiiiniia&-M.-*c^ HIGH SPEED Ball Bearing Screw JACKS The fastest, most powerful and easiest operating high capicity Jacks in existence. One man weighing 300 pounds can raise 40 tons with a five toot lever. A lew easy turns of the crank handle lowers the load in a few seconds. Made with or without a foot lift in various heights and from 35 to 75 tons cajiacity. Ask for illustrated catalog. THE DUFF MFG. CO., E.stablished 1883 Pituburgh, Pa. New York Chicago Atlanta St. Paul San Francisco Men Can Watch Their Work; The Hoist Needs No Watching It's equipped with the Ford patented LOOP Hand Chain GUIDE that prevent.s "flagging" of the hand chain and damaging of the blocks. All the working parts are made of steel — they surely do not need watching as they have a factor of safety of S]^ to 1. If you must watch something watch the mails for our new Catalogue 3. Write for it today. FORD CHAIN BLOCK AND MFG. CO. 145 Oxford Stnet, Philadelphia* Pa. 2097 -D ERIE STEAM HAMMERS Can be found in prac- tically every up-to- date Railroad Shop, "Doing Their Bit" and some more. We build other types of hammers also. May we send you Bulletins? ERIE FOUNDRY COMPANY ERIE PENNA. November, 1917 RAILWAY MECHANICAL ENGINEER 35 OUR GOVERNMENT will spend a minimum of $350,000,000 for Destroyers— when these are built the American Navy will lead the world in boats of this type and the submarine is doomed. Nothing but the best materials will enter into the construction of these vessels. This is also true of The Nationally Known First Qyality HIGH SPEED STEEL The greatest vigilance is observed in every detail of its manufacture — we sfiare no expense to insure the highest quality in every bar. No better ail purpose High Speed Steel has as yet been produced. It's beat for all machmt loork. VANADIUM -ALLOYS STEEL CO. PITTSBURGH, PA. m. T. WAMO** >0M» U. 5. S. Warrington, torpedo boat destroyer, the type of ves- sel that safely escorted Major Qeneral Pershing and his staff to England. This is the type that is n0t> aiJing the British and Frerxh nay»et in wiping out the submarine menace. They are doing great work in lessen- ing the effectioeness of the suhmaritte warfare. II interested in Hi^ Speed Steel and you care to receive our printed matter at intervals, send uk your name and address for our ntailing list. 36 RAILWAY MECHANICAL ENGINEER November, 1917 'VTi ^^n m I >isa m t*^ Becher Cutters Specify Them — See That You Get Them If you are the man responsible for milling results — if you do the explaining when work is held up or costs climb — you owe it to yourself to see that you get the kind of equipment that will give real service. In ordering cutters, for instance, it is well worth your while to specify Becker Cutters — and make sure that you get Becker Cutters, too. TTiey cut freely, run cool and stand up under the heavy cuts and coarse feeds. For the hard and continuous grind of railroad shop work, Becker Cut- ters have the quality and stamina to keep milling production ahead of demands. Ask for our catalog. Becker Milling Machine Co. Hyde ParR, Mass. ^"^Ift; t-"^? irii''!'?j -r^m^. The Acknowledged Leader In every field of industry there is one ac- knowledged leader by achich all others of its type are judged. The Chasers of the Hartness Automatic Die hold this enviable position. Their su- perior efficiency is not a mere claim, but the verdict of expert mechanics based upon ex- haustive tests covering many years of service. For precision work, we can furnish chasers with a lead guaranteed within o.ooi inch per inch. Quantity and quality of output are the predominant factors upon which their reputa- tion is built. Jones & Lamson Machine Company Springfield, Vt., U. S. A. (AUTOMATIC DIE DEPT.) and 109 Queen Victoria St., London, E. C. AMKRICAN .Vr.KNTS KOR IHKS ANU CHASKRS. Barwood-Richarrls Mchy. Co.. Bourse Blilg. . Philadelphia. Boyer-raniphdl Co.. Detroit. Carey Mrhy. k Supply Co.. Baltimore. E. L. Kssley Mchy. Co.. Chicago. Milwaukee, and Mollne. Tbe E. A. Klnsey Co., dnclnnatl and Indianapolis. .Machinists Supply Co., Pittsburgh. I'.vlflc Tool k Supply Co.. Sun F'raiicisco and I.os AnseU'S. The \\. M. Pattison Supply Co.. Cleveland. Robinson, Cary k Sands Co., St. Paul. KtmEIfiN ACK.NTS. For Franc". Spain and Belgium: F. Aiiberty k Co , 91 Rue de Maubeuge. Paris For Hollanrf: Spli thotT. Beeuwkes k Co.. Rotterdam iitr ,\ustralia: McPhersous Pty.. Melbourne. November, 1917 RAILWAY MECHANICAL ENGINEER Sf Make Your Bolts as They Are Needed Material is too valuable, labor too scarce, and current demands too urgent to warrant tying up all three on long runs for stock during these busy, critical days. The logical course to follow, w^herever possible, is making parts as they are needed, providing you have the facilities for handling them promptly and profitably. A shop equipped with Acme Heading' and Forg'ing' Machines has a decided advantage in this respect. These machines are so readily and quickly changed from one job to another, that lost time between jobs is negligible. It p)ays to handle short jobs on the Acme — it eliminates the necessity of carrying so many differ- ent forgings in stock. For instance, one railroad after installing an Acme cut down the number of forgings regularly stocked from ninety-six to fifteen^ That's a profitable angle from which to consider forging equipment. Ask us about the Acme line — we have a machine to meet your needs. THe Acme CLEVELAND MacHinery Company OHIO -»>«»-. i»« - -±^2^ii^^mrmtt " 38 RAILWAY MECHANICAL ENGINEER November, 1917 The Wrench of Service '' I ^HE wrench of hard service proves qual- ity. For those tight places, for "frozen" nuts, for expo- sure to water steam, for hard knocks and rapid results, that service which demands both quality and strength, the "Goes" Railway Wrench the wrench which first entered railway service 74 years ago, has proved itself "The Wrench of Service." "Coes" Wrenches are made in fifty different styles and sizes — one for every railroad need. They are all metal and simply can't wear out. This, "The Wrench of Service," is the result of 74 years of wrench build- ing, and service, that final test, has proved the "Coes" to be 30% stronger and to last at least 30% longer than any other type. When you say "Coes" to your dealer, he knows what you want— dollar for dollar the most satisfaction and service possible. Look for "Coes" on the wrenches you buy and you will know you have found that which you sought. Goes Wrench Co. Worcester, Mass., U. S. A. AgenU: J. C. McCARTY A CO. 29 Murray St., New York 438 Market St., San Francisco, Cal. 1515 Lorimer St., Denver, Colo. Agents: JOHN H. GRAHAM A. CO. 113 Chambers St., New York 14 Thavies Inn^ Holborn Circus, London, E. C Fenwick Freres, Rue de Rocroy, 8 Paris, France Speed up Your Boiler Work with FAESSLER TOOLS Answer the call for big- ger production with Faess- ler Tools. They meet the present situation squarely. Not only do they reduce the number of men re- quired for the work but they increase the produc- tiveness of every man who uses them. The Faessler Safety Sec- tional Expander leads our list of production boosters. Others including sectional and roller expanders, su- perheater flue expanders, headers and flue cutters are specially designed for use on locomotive boiler work. They are used in the shops that are clipping down the time of locomotive boiler repairs below the best of pre-war days. Let us send you our catalogue and show you how you can save time and do better work even though you are short of men. Faessler Faster Tools Tools. are J. Fciessler M^. Co. MOBERLY. MO. St. Louis— Railway Exchange Building lOCOMOTIVE REAMERS with straight or taper shanks and taper of either 1/16 or 3/32 inch per foot. "MORSE" REAMERS have an established rep- utation for accuracy and endurance that is backed up by their perform- ance. For good results specify "Morse" when ordering. CATALOG ON REQUEST Morse Twist Drill & Mch. Co. New Bedford Mass. November, 1917 WH\ RAILWAY MECHANICAL ENGINEER ROULSTED ™ » :NTY= PRONOUNCED ROLL-STED Appearance As a vv^ord this expression may seem somewhat out of place as a deciding factor in selecting machine tools, but suppose you were hiring a man for some job or other what would be your first impression of him as he enters your office — Appearance, of course. You would notice whether he were tall, short, thin or fat, slow or quick in his movements and so on dow^n the line. What is true of men is likewise true of lathes. If you stood in front of THE ROULSTED TWENTY your mind would act just as if you were judging a man's ability, for instance, you would notice first that for a TWENTY-INCH Lathe it is extremely heavy, well propor- tioned and on closer inspection you would find that the spindle bearings are as large as some Thirty-Inch Lathes you have seen. If the particular lathe you were viewing was in operation the question of fast speeds and productive ability w^ould be convincing. Wherever you see THE ROULSTED TWENTY rest assured that concern is a good judge of lathes. SHIF»1VIENXS QUICK Hill, Clarke & Company, Inc. The Machinery Merchants Boston, Mass. 156 Oliver Street New York City 136 Cedar Street 40 RAILWAY MECHANICAL ENGINEER November, 1917 Direct Connected Motor Driven Brass Lathe Todav you can't afford tlie time to make parts in quantities — the current demands for repairs on over-taxed rolling equipment are too urgent. That's why a B. & O. brass lathe is invaluable. Any job within its range can be set up in short order. Changes from one set-up to another are accom- plished in a minimum of time. A constant speed motor, eight spindle speeds and reverse, obtainable while machine is running, give a range and flexibility that really count in getting results. Ask for details. Bardons & Oliver Cleveland, O. 260 Railroad Shops Employ the Landis Die One hundred and thirty railroad companies have purchased Landis Bolt Cutters and Pipe Threading Machines and are using them in two hundred and sixty railroad shops. That is a significant statement. It means that the Landis Die is becoming the standard thread cutting tool in shops where efficiency is the keynote and where the machines must be sufficiently rigid and powerful to with- stand hard service. Landis Die Heads and machines are chosen because the chaser has a life twenty times that of any other die; because it can be ground at the cutting end only and never requires annealing, hobbing or retempering. Other features are, the interchangeability of the chasers, high cutting speed, right and left hand threading with the same set of chasers by grinding both cutting ends and using right and left hand chaser holders, etc. The Landis Die is the very tool for your threading re- quirements. Write today for particulars. Landis Machine Company, Waynesboro, Pa. November, 1917 RAILWAY MECHANICAL ENGINEER 41 It's Never Idle'' Was the Foreman's Comment on This Morton DrawCut Shaper The shop was small — the equipment somewhat Hmited — but what there was had been chosen with care. The machines were all of top-notch efficiency and among the busiest was a Morton Draw Cut Shaper. "We've always got a job for that machine," said the foreman, "it's never idle. It keeps work on the move, too, and believe me, costs took a big tumble on some jobs when the 'Morton' tackled them." Operating on the draw-cut principle, the "Morton" can take deep, profitable cuts without chatter or vibration. It cuts the time in half on some jobs. If you haven't a "Morton" in your shop, it will pay you to get a few comparative facts on operating costs. Write us today. Morton Mfg'. Company, Muskegon Heights, Mich. 42 RAILWAY MECHANICAL ENGINEER November. 1917 The Vale Triplex Block Yale Triple.x Block handling lieavy casting Yale Hoists — speed and compactness — with safety. Yale Hoists are designed and built under these specifications — to handle loads with greatest speed, with assured safety to operator and load — and to re- quire the minimum space in which to accomplish the work. Discriminating users of hoist- ing equipment have selected Yale Hoists for speed and com- pactness, thus insuring safety to equipment and employees. Years of intelligent design- ing, carefully selected mate- rials, highest manufacturing practice, backed by exacting tests, combine to produce the perfected Yale Hoist. Put your hoisting problems up to us. ASK FOR NEW CATALOG For factory locking equipment use a Yale Master-key System. Write us for particulars The Yale & Towne Mfg. Co. 9 East 40th Street New York The Measure of Superiority of The Threading Tool with lockablc si>iing head will do roughing, finisli- ing and threading at one setting of thf tool post. d WILLIAMS' "AGRIPPA" Tool Holders 'THE HOLDERS THAT HOLD' The Planing Tool has a serrated ring of improved steel which affords unequaled variety and rapidity of adjustment. The ring is correctly hardened to resist the wear of the cutter. The body of the holder re- ceives a very different heat treat- ment that prevents breakage. is the proportion in which they excel and endure. You can verify our GUARANTEE of the exceptional resistance, adjustment, interchangeability, usefuhiess. life and economy by exhaustively testing them on your own machines. J.awlLUA«lb©ii WRENCH PliPlE ;Rl&!Mi£E5; mSim iBBODKLYiN^ .N-M CSM November, 1917 RAILWAY MECHANICAL ENGINEER 43 WE KNOW HE durability of a piece of leather depends upon the T length, strength and quantity of its fibres. These fibres are grown by Nature. No process of tannage will produce them. On the other hand, certain proc- esses of tannage destroy much of the fibre. This is known to be true of the hemlock and oak processes, both of which are employed in the tannage of ordinary air- brake leathers. Reg. U. S. Pat. Off. The VIM process preserves 100% of the original fibres of the hide, and as it is apphed only to hides possessing the longest, strongest and greatest number of fibres, VIM Leather must be best. We purchase the green hide with hair on it, and supervise every detail of the process until the leather is turned out, a completed packing, belt, washer or other item of the thousands of VIM Leather specialties. The maker of oak leather packings has to take the currier^s word for hide quality, the currier has to take the tanner^s word that the hide was all right, and sometimes misunderstandings occur. With VIM Leather there is no doubt, for we have VIM inspec- tors in every stage of the operation responsible solely to the VIM Shop for VIM quality. That's why the number of roads adopting VIM Leather Air- Brake Packings is steadily growing. SINCE 1865 E. F. HOUGHTON & GO. Publishers of The HOUGHTON LINE THIRD, AMERICAN AND SOMERSET STREETS PHILADELPHIA New York Boston Pittsburgh Cincinnati Cleveland Chicago Detroit Albany St. Louis Buffalo Syracuse Hartford San Francisco Portland, Ore. 44 RAILWAY MECHANICAL ENGINEER November, 1917 X.. Straightening Rolls Designs for both Cold and Hot Plates and Sheets Capacities ranging from I Yi" thick down to No. 29 gauge. Lengths between housings to suit requirements. Belt, Motor or Engine Driven. We also build a complete line of Punching and Shearing Machinery, Plate Planers, Plate Bending Rolls, Coping Machines, Rotary Bevel Shears, Angle Bar Planers, Plate Jogglers, Hydraulic Frame Jogglers, Rail Straighteners, Horizontal Benders, Flanging Clamps, Etc. Established 1854 Hilles & Jones Company Pittsburgh Office: 235 Oliver Building Wilmington, Delaware We design and build vertical and horizontal plate Bending Rolls, all types of Punches and Shears, Flanging Clamps, etc Send for Catalogue Wickes Bros. Wickes Bending Roll SAGINAW MICHIGAN Boyer Pneumatic Hammers e 1 1 liHTffl ■■UMI 1 ?"•! ' m ' 'k ' prr^. r,.- '^}^^''■''^ \ ^<^ Av ♦ • >SL ;• f .' ; :• ; ■; :1 : S '. < : '■ ■ ■ ' *^ ■^ J w 1 \ Using Boyer Hammers at Plant of Sam'l Smith & Sons Co., Paterson, N. J. Boyer Pneumatic Riveting, Chipping and Calking Hammers have been favorites for this class of work for over twenty-five years. In general use in Foundries, Boiler Shops, Car Shops, Steel and Iron fabricating plants and Shipbuilding plants. Boyer hammers are simple in construction and powerful in operation. Well balanced and made from the best material. Send for bulletin 124. Chicago Pneumatic Tool Company lOM Fisher BIdg. CHICAGO Branches Everywhere 52 VanderbJIt Ave. NEW YORK H4 BEAUDRY HAMMERS BELT OR MOTOR DRIVEN SEND for CATALOGUE BEAUDRY & COMPANY, Inc. 141 Milk Street Boston, Mast. S«In Aienti: Brown t Zortman Machinery Co., Plttsburgb, Ps. ; Eoeles * Smith Co., Inc., San Francisco, Los Angeles, Cal. ; Portland, Oregun; HalUdie Machinery Co., Inc., Seattle; Alfred Herbert, Ltd., Coventry, London, Paris, CalcutU, Yokohama; C. T. Patterson CO., Ltd., New Orleans, La.; Sherritt k Stoer 0>. , Philadelphia, Pa. ; The Englisb Tool 4 Supply Co. , Kansas Qty. Mo.; The E. L. Essley Machinery Co.. Chicago, 111., Milwaukee, Wise. November, 1917 RAILWAY MECHANICAL ENGINEER 45. How Some Plants Save Machiiierj^-'&-' money Manufacturers are fast learning — through experience — the need for scientific lubrication. Machinery protection means production insurance. It means efficient operation. It pays dividends in longer life of machin- ery — in better production. Correct lubrication is cheapest — sometimes even in first cost — always in ultimate cost. — a super-lubricant, produced by the Acaloric Process — an exclusive method evolved by Swan & Finch engineers. Its slow-flowing, clinging qualities, which prevent climbing, dripping and spattering, make it the efficient, eco- nomical lubricant for a wide range of machinery uses. Slo-Flo is being extensively used — — in railways and other machine shops, and in industrial and power plants where excessive heat and bearing pressure must be overcome. — for delicate, fast-running machinery in textile and other mills, where an oil is impracticable because of its fluidity — yet where instant or con- stant lubrication is vital. — for mine-car roller-bearing lubrica- tion — for axle lubrication of the heav- ier motor trucks — and for the lighter work necessitated by finer machinery, such as automobile speedometers. Slo-Flo is adhesive and cohesive — heat and pressure resisting — non-vol- atile — it reduces lubricating costs. Slo-Flo is manufactured from the highest quality basic materials possible to secure. Ex- cept for some recent improvements in quality, due to improved manufacturing processes and a better knowledge of the uses to which it is put, Slo-Flo is similar to the products which until recently have been manufactured by the Swan & Finch Company exclusively for a large Eastern distributor and sold as a non- fluid oil. Other S-F Atlas special grease and oil prod- ucts (listed at the right) are the result of 64 years experience by Swan & Finch Engineer- ing Department. Of particular utility are Cupese, a complete line of quality greases — and Asbestese, the asbestos wool-mixed grease for car journal lubrication. Samples, cornplete information and prices of any Swan & Finch products gladly sent on request. Correspondence is invited for co-operation with manufacturers and plant engineers for the solution of individual problems. SWANmFINCH COMPANY REW YOKK Quality Oil and Gtcafe Product* Since 103} To factory, mill and railway aupply — hardwoare, oil and automobile accettory Jobbers and dealer*: An unusual opportunity is still open in some territories for a permanent, profitable distributing connection for the world-known S F Atlas Grease and Oil Specialties, selling to railway mills, manufacturing and other industrial plants, and auto acces- sory distributors. Write for prices, plans and territorial arrangements. Hydraulic Pumps. Courtesy, IVorthington Pump Co. Printing Presses. Courtesy. Babcock P & G Press Mfg. Co. mm Dynamos & Motors. Courtesy, Westing- Air brakes, house Elec. cr r~ ,. n/ ^ Mfg. Co. Courtesy. West. * inghouse Atr Brake Co. Specialties : — ASBESTESE An asbestos and wool-mixed grease lubri- cant for car journals. Slo-Flo The super-lubricant; cohesive; will not drip, climb or spatter ; withstands excessive heat and pressure. CUPESE The Swan & Finch "hall-mark" name ol a complete line of quality cup greases. Pro- duced by the original manufacturers of min- eral oil grease, by the special Acaloric Process. AEKUL A practical, quality oil for aeroplane mo tors. The correct viscosity combined with proper cold test values gives perfect seal and maximum horse power with maximani safety. MOTUL A superior quality oil for the protectior ot valuMhIe automohiU-s. 1ALE8E An economical, practical drop forge die swabbing grease. GORUL A liquid binder that meets the 11 require ments of perfect core casting. TCXTUL An economical, high quality oil compound for wool and worsted manufacture. GEARESE A correct transmission and diflFerential lubricant for motor cars and trucks. MARINUL A world-known special oil meet the excessive service. prodmred to stresses of marine ALSO -Atlas Engine Oils .Atlas Cylinder Oils Atlas Turbine Oils Atlas Dynamo and Motor Oils Atlas Crank Case Oils Atlas Transf o r m e r Oils Atlas Cuttinff Oils Atlas Tempering & Quenching Oils Atlas Spindle and I.oom Oils Atlas Wool Oils .Atlas Leather Oils and Greases .Atlas Fish Oils Roller Beanngs. Courtesy, Hyatt Roller Bear- ing Co. )'•■•••■»»* Rubber-Mixing Machinery. Courtesy, Electric Cable Co. 46 RAILWAY MECHANICAL ENGINEER November, 1917 Kelly PRODUCTION Tools for Cylinders, Crank Cases, Connecting Rods, Auto Parts, Etc. TRANSMl^ixON CASE TOOLS 13 OPERATIONS' FOR MOLINE PLOW COMPANY We Make DELIVERIES in 1 to 10 Days They "ADJUST" Write for tbe Catalog G-R THE KELLY REAMER CO. CLEVELAND, OHIO, U. S. A. C. W. Burton, Griffiths A Co., London, English Agents. Burton Fils, Paris, French Agts. 40 Domestic Agencies. copy To-day! We have just brought out a new illustrated 48-page catalog describ- ing our entire line of Allen Portable Pneumatic Riveting Machines. It is conveniently arranged for ready ref- erence and will post you fully regarding the especial advantages of "Allen" Rivet- ers for structural bridge and railroad work, boiler, tank and stack construction. It should be in your working library JOHN F. ALLEN CO. 372 Gerard Ave., New York Metal Cutting Efficiency that Extends to Safety Vital as speed, flexibility, power, etc., are, their development in N & B Cutting-Off Machines is not the whole reason why the most progressive shops use N & B's. Safety is also a well developed factor in N & B machines. The saw itself is covered with a sub- stantial hood, and all gearing and operating parts are effectively guarded. How safely N & B Cutting-OflF Machines operate is included with the performance facts of output, accuracy and low costs that we will send you if you will simply ask for catalog. NUTTER & BARNES CO. Hinsdale, N. H. 13 So. Clinton Sl Chicago November. 1917 RAILWAY MECHANICAL ENGINEER 47 BED CASTING PATTERN FOR ROTARY SNOW PLOW Three men — a pattern maker and two helpers — were able to make the complete pattern and core boxes required for the bed casting of a rotary snow plow. Total time was less than ten days. The only waste in lumber was a bag of saw dust. Pattern making in modern railroad shops equipped with Gardner Patternmaker's Disc Grinders shows a saving of from 25% to 50% over the old methods for- merly employed. Any boy of average intelligence can equal the work of a skilled patternmaker and thus increase the output of your pattern shop without increasing the labor cost. The many uses of a Ciardner Disc Grinder make it possible to save the cost of the machine in less than three months' time. The saving in lumber — quantity and quality — is an- other important feature to railroads. If you prefer, we'll make your patterns in our shops and show you how much can be saved by equipping your own shops. Our Railroad Department is at your service to solve your problems, \^'rite. wire or 'phone for details. GARDNER MACHINE COMPANY Beloit, Wisconsin ■KMiillk^A^^^. 48 RAILWAY MECHANICAL ENGINEER November, 1917 Coanselor in Patent Causes Solicitor of American and Foreign Patents Narrii Office BaiMiaf. Erected 1880 James L. Norris Member of the American Patent Law Association ESTABLISHED 1869 Cor. F & 5th Sts., N. W., Washington, D. C. SEARCHES MADE and opinions given as to the validity and infringement of Letters Patent. Information as to cost and procedure free on request One man alone can handle heavy and awkward locomotive parts with a Canton Portable Crane with a big saving in time and labor. The saving effected by this "Handy Tool" will pay for itself in several months. Used and endorsed by more than 50 rail- roads. Booklet E-53 tells why. Write for it. CANTON FOUNDRY & MACHINE CO Canton " The Handiest Tool in the Shop " Ohio Ashton Wheel Press Recording Gages Ashton Wheel Press Recording Gages give an accurate record of wheel fits on axles, showing actual fit from start to finish, insur- ing perfect mountings. Send for special circular which g^vcs full details, also catalogue describing our complete line of Specialties. The Ashton Valve Co. BOSTON, MASS. 271 Franklin St. CHICAGO. ILL. 608 So. Oeu1>om St. We know that the LaRock Wrench needs a good explanation before the distinct points of useful- ness of the LaRock on close clearance work will be apparent. We know that the merits of the LaRock Wrench cannot be seen at once. If the advantages of the LaRock Wrench were explained to you it ia certain that the wrench would be given a thorough test on all air-brake pipe, water pipe, steam pipe, and electrical conduit pipe work on passenger cars and engines. Sets of the following sizes are now ready: y^", y^", ^", 1", 1^". MECHANICAL SPECIALTIES CO. Peoples Gas Building Wrench and Tool Manufacturers CHICAGO, ILL. XOVEMBER, 1917 RAILWAY MECHANICAL ENGINEER 49 Hiiiiiiiiimmiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiimiiiiimn^^^ Putting the Locomotive Back on the Job /^^ RINDING links and guide bars; grinding cross-head ^*^ pins, pistons and piston rods; taking the flats out of wheels, in the general tool room and machine shop in the dozen and one grinding jobs necessary in put- ting the locomotive back on the rails— Carborundum and Aloxite Grinding Wheels speed up repairs, and cut overhauling costs. And for every job our service department sees to it that the right ^heel in the right place is furnished. Right grit and grade, the right wheel to cut fast and clean, to hold its shape and to show long life. Carborundum and Aloxite Wheels have become the standard in many of die big shops. ;niiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiuiiiiiiiiiiiiiiimi^^^^ 50 RAILWAY MECHANICAL ENGINEER November, 1917 Increased Outputs Reduced Shop Costs FERGUSON OIL FURNACES THE RAILWAY MATERIALS COMPANY RAILWAY EXCHANGE, CHICAGO SINGER BLDG., NEW YORK Jessop's Best Carbon Steel and ^^Ark" High Speed Steel FOR DIES AND HIGH GRADE TOOLS Always Uniform Most Economical ARK. Jessop^s '*Ark** High Speed Steel Hat Stood the test. H«a mmnj imitators but no aquaJ MnufMctnrgd im Shtlhtld. England TOOL STEEL FORCINGS Wm. JeSSOp & Sons, Inc., 91 John street. New York City Beaten Warahouae. IS Hl«h Straat St. Leala Waraheuaa, 714 No. 2nd Street Warohoaamm throughout th» U. S. Classified Advertisements FOR SALE O^ jNE 150 Kv-a Allis Chalmers generator No. 34197, Bullock or Revolving field type, 32 pole, 3-pha8e, W-cycle, 220-volt, full load 395 amps., maximum load 525 amps, direct connected to a 16" x 16" Fleming Engine (Harrisburg Foundry & Machine Works) for 125 pounds working pressure. Piston Valve, Flywheel Governor, including Separator and Throttle Valve, Force Feed Oiling system, including Exciter, Sprocket Wheels and Chain for driving same from generator shaft. No switchboard included. In A-1 condition. Purchasing Agent, 704 Continental Building, Baltimore, Md. An employment and classified advertising section will be incorporated in this publi- cation whenever there is a demand for such service. Use this section when seeking a new man, a new position, or when buying or selling second hand equipment. Rate is 2c. a word a month. Minimum charge $1.00. Remittance must accom- pany each order. Address Railway Mech- anical Engineer, Classified Advertising Department, Woolworth Building, New York, N. Y. ^ The Water Bubbles f Up Ice Cold m cups. Oet a Keltb ; ^^^^K^/^K/t/^^^ It's unsanltarr to drink frn ^^^^^^^^^^m BuDOlfr in connecuoD wltb our mrk-lsi^ittMl fa* ^^^^^^^^F vank and the cud nuisanee can hp piiminntixi ^^^^^^^^ TDe cOTK-larKeteO lee tank rooH the wntpr «a It : ■ ^Kr oooes from tbe mimlclDal suddJt nipe and raqiiirM : HB\ onl7 one suppl; at ice ror tbe hottest dsy of coo- ^■V aniXNn semee. : ^B U 15V^ Colls of Bnus Pipe. Ererybody likes It ^■IL Because It's : = III ■ ' Uet Our ^ »«».' Catalog : M _ Send for our ^^M complete CsUloc, ^^1 showing our ■ Wash Bowls. ■ MeUl Lockers. All Steel Stools ^^1 sod Chairs with ^H Inset Wood ^H Seats. Stock ^H Storage B a e k s, ^H MeUl SbelTlng, ^H MeUl Vault Fii- ^H tures. Improred ^^1 Soda Kettles. ■ ^^^^^^^^^^^^^B 4U and 60 ^M ^^^^^^^^^^^^H|^^^^^F W a t r r ^H ^^^^^^^^^^^^^^^^ Heaters and In- ^H ~^^^M 1 stantaneoiM Mlx- ^H ^^^r^TM Bnhhltnr .^m. ^^^^^^BbMOi^ UrinMnc rnnn. ^^^f-^^^^^^^^^^M ^^ Work lUn.^.. ^^KX^^^^^^^^^^M I.pn ^H^^^^^ ^^P Urawlng suads. etc. ^^B Manufacturinr ^^^ Equipment and ^^^^^K^^^^ Engineering Co. ^^^^^^^^^^^B StreM ^^^^^^^Hj^^^^V ^^^^^■^^ Works and MaU Address, Fram ingham, Maaa. November, 1917 RAILWAY MECHANICAL ENGINEER 51 Accnvacu-iicr/^ Speed A portable electric grinder with a speed of 30,000 R.P.M. Truly an achievement of the utmost importance to the machinery world — a speed at first declared by many to be an impossibility until they had seen the machine in operation. Yet this intense speed would be use- less if the grinder did not run smoothly and without vibra- tion. Perfect running balance in the :.-'■■;■.•»•■ The high speed gives even the small- est of emery wheels the correct cut- ting speed and prevents them from breaking down. Your work will be entirely free from chatter marks, taper or bell mouth if you use DUMORE Grinders. The DmiORE is being used in hundreds of shops for grinding tools, dies and gages, and on scores of similar jobs where extreme accuracy is essential. Let us send you a DUMORE Grinder on approval. That's the way they are sold. Operates on both direct and alternating current. When ordering state voltage of your current. Write for illustrated literature. Wisconsin Electric Co. 4009 Dumore Bldg. Racine, Wis. DUMORE is secured by dy- namically bal- ancing the armatures. This is done on a special balanc- ing machine of our own design — all vibration is eliminated. 52 RAILWAY MECHANICAL ENGINEER November, 1917 Special l£%i:^ Relieved lile^olt 20% More Holes We have a 30-day trial offer which we wish every railway mechanical man to accept; especially, if he wants to prove why we j^uarantee Briibaker Staybolt Taps to tap 20% more holes. Don't take our word for it — send for samples — try them out — then you will understand why railway men say "If one Brubaker Tap is to size, all are to size." Make us l)rove our claims. W. L. Brubaker & Bros. 50 Church Street New York, N.Y. Factory: Millersburgh, Pa. YOU NEED "LITTLE DAVID" TOOLS You are trying to break speed records in returning cars and locomotives to service. You want the fastest working, the sturdiest and most trouble-proof pneumatic tools. THAT'S WHY YOU NEED "LITTLE DAVIDS" They have fewer parts, are less liable to break down, do more work and use less air than others. There's a tool for every duty and a size for every grade of work. The complete "Little David" Catalog telli all the de- tails. Ask for a copy. INGERSOLL-RAND COMPANY n Brcadwav NEW YORK Offices the World Over Air Compressors Air Hoists 165 Q. Victoria St. LONDON 57PT November, 1917 RAILWAY MECHANICAL ENGINEER S3 Jc ave Toii ur Ge S. CM. o/lutomahc Qmpenscdor The shifting of a million men from the factories to fighting, inevitably compels every labor- employer to do away with the unnecessar\) use of labor — to replace human effort by auto- matic equipment. The E. C. & M. Automatic Compensator removes the skill and labor ordinarily needed to start A. C. Motors ; with this Compensator, starting an A. C. Motor is as simple and eas}) as turning on an electric light. Merely push one button to start the Motor; push another button to stop the Motor. The E. C. & M. Automatic Compensator offers so much in the way of economy, safety and speeded production that it must be judged in terms of qualilv rather than in terms of cost. THE ELECTRIC CONTROLLER & MFG. CO. CLEVELAND, OHIO 54 RAILWAY MECHANICAL ENGINEER November, 1917 Isn't a 60% Saving in Gas Cost Worth Investigating? W itli an e(|uipnienl t)f the new I. O. C. Type 4-1000 Unit Generators, you can make your own oxygen and hydro- gen at a saving of at last 60% over cyhnder gas. You'll be independent of out- side gas sources — free from interrupted cylinder service with losses and delays. You'll get the purest, most efficient gases. Your generator plant will be flexible to meet your gas de- mands over a range of 5 to L Ask us for proofs. IVrite for the Type 4-1000 Bulletin International Oxygen Company 115 Broadway New York London: Arthur Lyon A Wrench Ltd., Caxton House, S. W. Tliermit Weld 19 Indies Long Was Made on EnK'nie Frame and Part of (yliniler Saddle by the Southern Railway. Keep Your Locomotives On the Run They Were Never of Greater Value to the Country Than They Are Now. They are not doing the country any good, however, if they are standing idle in the shop. Thermit keeps them out of the shop where they can be of real use. Thermit saves weeks of delay in welding frames as it enables you to make a weld without dismantling the locomotive. It is an old saying that "time is the essence of railroading" and we might add that "Thermit is part of the essence." Full details and prices are given in our pamphlet No. 2151. GOLDSCHMIDT THERMIT CO. The Equitable BIdg., 120 Broadway. New York City 329-333 Folsom St., San Francisco; 103 Richmond St., W., Toronto, Ont.; 7300 So. Chicago Ave., Chicago; 1427-1429 Western Ave., Pittsburgh, Pa. SS. STATEMENT of the ownership, management, etc., required by the Act of Congress of August 24, 1912, of the Railway Mechanical Engineer, pub- li.shed monthly at New York, N. Y., for October 1, 1917. State of New York County of New York Before me, a notary public in and for the State and county aforesaid, personally appeared Edward A. Simmons, who, having been duly sworn accord- ing to law, deposes and says that he is the President of the Simmons-Boardman Publishing Company, publishers of the Railway Mechanical Engineer, and that the following is, to the best of his knowledge and belief, a true statement of the ownership, man- agement, etc., of the aforesaid publication for the date shown in the above caption, required by the Act of August 24, 1912, embodied in Section 443, Postal Laws and Regulations, printed on the re- verse of this form, to wit: 1. That the names and addresses of the publisher, editor, managing editor, and business managers are: Publisher, Simmons-Boardman Publishing Co., Woolworth Building, New York, N. Y. Editor, Roy V. Wright, Woolworth Building, New York, N. Y. Managing Editor, R. E. Thayer, Woolworth Building, New York, N. Y. Business Manager, Frederick H. Thompson, Transportation Bldg., Chicago, 111. 2. That the owners are: Owner — Simmons-Boardman Publishing Co., Woolworth Building, New York, N. Y. Stock- holders holding 1 per cent or more of total amount of stock: Edward A. Simmons, Wool- worth Bldg., New York; Lucius B. Sherman, Transportation Bldg., Chicago, 111.; Henry Lee, Woolworth Bldg., New York; Henry Lee, Woolworth Bldg., New York (Trustee for Thos. Prosser); Samuel O. Dunn, Transpor- tation Bldg., Chicago, 111.; Roy V. Wright, Woolworth Bldg., New York; Elmer T. How- son, Transportation Bldg., Chicago, 111.; H. H. Simmons, Transportation Bldg., Chicago, 111.; Frederick H.» Thompson, Transportation Bldg., Chicago, 111.; Ida R. Simmons, 1625 Dit- mas .A^ve., Brooklyn, N. Y.; Bradford Board- man, 203 W. 40th St., New York; Francis Boardman, Riverdale, N. Y.; A. C. Boardman, Riverdale, N. Y. 3. That the known bondholders, mortgagees, and other security holders owning or holding 1 per cent or more of total amount of bonds, mortgages or other securities are: Clara Boardman Peck, 776 Lex- ington Ave., New York, N. Y.; and Henrietta F. H. Boardman, 103 E. 86th St., New York, N. Y. 4. That the two paragraphs next above, giving the names of the owners, stockholders, and security holders, if any, contain not only the list of stock- holders and security holders as they appear upon the books of the company but also, in cases where the stockholder or security holder appears upon the books of the company as trustee or in any other fiduciary relation, the name of the person or cor- poration for whom such trustee is acting, is given; also that the said two paragraphs contain statements embracing affiant's full knowledge and belief as to the circumstances and conditions under which stock- holders and security holders who do not appear upon the books of the company as trustees, hold stock and securities in a capacity other than that of a bona fide owner; and this aflfiant has no reason to believe that any other person, association, or corporation has any interest direct or indirect in the said stock, bonds, or other securities than as so stated by him. Simmons-Boardman Publishing Co., Edward A. Simmons, President. Sworn to and subscribed before me this 1st day of October. 1917. (Seal) G. H. Raymond. Notary Public, Kings County, No. SO; Certificate filed New York County No. 102; New York Register No. 8113; Commission expires March 30, 1918. November, 1917 RAILWAY MECHANICAL ENGINEER 55 ^N'^ k.vC "About 15% of locomotives are ordinarily under repair. If this percentage were reduced to 10%, which figure has been reached by some roads, it would mean an addition of 3,325 locomotives to the number in service." — Committee on National Defense, American Railway Association. Referring to this, E. Wanamaker, of the Rock Island, says : "While we have not been able to meet the suggestion of the American Railway Association's special Commit- tee on National Defense, we have been able to move in that direction and have nearly reached the figure of 10%, and at the same time added to the profits of the road by our welding system. Our figures show that this saving is being made at the rate of about 1,400 engine days per year. It is our belief that with ap- proximately five times the amount of electric welding capacity we have at present, we can show a saving of around 7,000 engine days per year, which means that we would be able to secure from our present engines a mileage that will equal that which could otherwise only be secured by the purchase of 23 additional engines." E. Wanamaker, Electrical Engineer, Rock Island Lines. Lincoln Arc Welders are today giving the Rock Island lines the services of 5 extra locomotives and saving them $136,000 a year in repair costs besides. If every road had a proportionate amount of electric welding equipment it would add thousands of locomotives to this coun- try's transportation system. It would prove an important, if not a decisive, factor in the war. It is not only good business, but the patriotic duty of every rail- road man to go to the bottom of this question. Book On Welding, hundreds of illustrations and special pages on railroad work, sent on request to any railroad man. Ask for Book on Welding 104-G Welded Seam in Locomotive Smoke Box welded in Rock Island Shops. H - Broken Locomotive Frame welded in Rock Island Shops. Leaky Rivets in Mud Ring repaired at Rock Island Shops by building a pad around the rivet heads as shown. '^■jidi The Lincoln Electric CLEVELAND, OHIO New York City (Singer Bldg.) Syracuse Buffalo Chicago Columbus Detroit Boston Philadelphia Agencies in other principal citi Pittsburg Charlotte, N. C. Toronto Montreal 56 RAILWAY MECHANICAL ENGINEER November, 1917 wyDuty The experience of 35 large motor users is built into these motors Thirty-five electrical engineers in the steel mills and machine shops gave us the l)enefit of their experience in building Type T motors. These thoroughly practical men having thousands of motors under their care see daily in their re- pair shops just where the weak spots are that cause shut-downs. To our investigating engineers they said : "This is what happens now," Then : "This is what must be done to overcome it." Thus every detail was worked out and Type T motors built to embody the combined ideas of these men who have had excellent opportunities to learn the need for quality and strength in every motor part. A motor built on this plan means longer and better motor service for you. The whole story is told and illustrated in our new Bulletin 2014. It's interesting. Reliance Electric & Engineering Co. 1084 Ivanhoe Road Cleveland, O. Branch Sales Offices: New York, 90 West St.; Philadelphia, Harrison Bldg.; Pittsburgh, Arrott Bldg.; Chicago, Fisher BIdg. November. 1917 RAILWAY MECHANICAL ENGINEER 57 LOCOMOTIVES & SHRAPNEL. ,*** WELDED TRIPLE FRACTURE IN LOCOMOTIVE FRAME I i i i i i Our Naiion needs locomoiives as much as shrapnel Ordinarily, 15 percent of all the loconno- tives on our railroads are in the repair shop, by reduclrtf that percentage to 10 we can add 3325 locomotives to the number available for use on our railroads. If we can Keep more locomotives in ^ood running order, we will help our country, in the war with Germany. THE NATION IS COUNTINC ON YOU OUR NATION NEEDS LOCOMOTIVES AS MUCH AS SHRAPNEL — The rail transportation system of this country is so vast in its proportions that in normal times there are from four to five thousand locomotives — or practically 15% in the repair shops. It is estimated that if this percentage could be reduced to 10, over three thousand locomotives would be made available. How vastly important then is the repair problem. Today every industry is taxed to its capacity, and repair parts cannot always be obtained promptly. The importance of The Westinghouse Arc Welding Outfit as a means of making lasting repairs quickly and economically, cannot be overestimated. It is a simple and reliable way of making hundreds of miscellaneous repairs. The Westinghouse Arc Welding Set is a conserver of both time and material and enables you to get maximum service from your rolling stock. Westinghouse Electric & Manufacturing Co. East Pittsburgh, Pa. VVesmighouse 58 RAILWAY MECHANICAL ENGINEER November, 1917 Four Hours' Time On Any Side Track is Enough to Refit Brasses and Take Up Lateral THE KEYSTONE DRIVING BOX Showing Hub Liners A machinist and one helper can refit brasses and take up the lateral in Keystone Boxes in four hours' time or less — and on any side track. To put the engine over the pit means three days or more loss of service and five times as much cost for labor. Many an engine has been sent to the back shop for general repairs simply be- cause brasses and lateral could not be taken care of in time. * * * Keystone Boxes can be made from the boxes now on your engines and at small cost compared to the service rendered. Now that every available engine must be kept in service you can't afford to be too conservative. Ask for blue-prints and judge for yourself. KEYSTONE EQUIPMENT COMPANY 825 Walnut Street Philadelphia, Pa. November, 1917 RAILWAY MECHANICAL ENGINEER 59 Speed up withsElectric Power G-E A re Welders control current, heat, and HERE are some of the ways in which modern industry has been speeded up by putting electric power to w^ork in the right place. Metal mines have boosted output to meet w^orld- wide demands. Great central power plants in place of small local plants in coal mining areas now supply cheaper electric pow^er per ton out- put for each mine. All tonnage records have been smashed in the steel industry. Greater automobile output has lowered prices and given better road transportation. More and better cloth has been produced at lower power costs. metal building; and do their own chipping The engineering problems solved in putting electric power to w^ork in these and other indus- tries were many and intricate. Production of electrical equipment suited to this w^ork and in quantities required is an important part of this company's service to American industries. Any problem involving the use of pow^er can be simplified by the application of electricity. The General Electric Company is well equipped to lend VeJuablc assistance in working out sucK problems and is glad to co-operate with manu- facturers and engineers in every possible way. I General Elecjric Company! General Office, Sdienectadt) N.Y. ifl^^R/ Sales Offices in all large cities 60 RAILWAY MECHANICAL ENGINEER November, 1917 Joseph T. Ryerson & Son CELEBRATE THE SUCCESSFUL COMPLETION OF SEVENTY-FIVE YEARS OF STEEL-SERVICE THROUGH THREE-QUARTERS OF A CENTURY OF BUSINESS THIS FIRM HAS BUILT UP AN UNEQUALLED REPUTATION FOR RELIABILITY. ACCUR- ACY AND SPEED HUNDREDS OF MANUFACTURERS AND BUILDERS DAILY SECURE IMMEDIATE SHIPMENTS OF IRON. STEEL AND MACHINERY FROM THE FOUR GREAT PLANTS IN CHICAGO— NEW YORK— ST. LOUIS— DETROIT November, 1917 RAILWAY MECHANICAL ENGINEER 61 Increasing Locomotive Output More Locomotive Ton Miles Capacity can be had by Superheating Old Power "Additional motive power can be had even if the supply of new locomotives is as scarce as hens' teeth. By moderniz- ing its old locomotives, long since bought and paid for, one rail- road has greatly increased the average daily run of its loco- motives. That is how the average daily run of its freight cars has been pulled up to more than forty miles against twenty- nine for the railroads of the country as a whole. If all the rail- roads could bring their average daily run of locomotives from seventy-five up to ninety miles and some of them have, the re- sult would be equivalent to 13,300 new locomotives. That is more than two years total locomotive output for the country.'* Public Ledger, Philadelphia, October IS, 1917. LOCOMOTIVE SUPERHEATER CO New York Chicago 62 RAILWAY MECHANICAL ENGINEER November, 1917 DOLLARS A Hand swing fire-door lets seven times more cold air into the firebox than the Franklin Automatic Fire Door. The hand door burns many extra dollars' worth of coal to keep up the firebox temperature. The Franklin Fire Door because of its quick closing keeps out this cold air and saves these wasted dollars. Franklin Railway Supply Co. 30 Church St., New York 332 So. Michigan Ave. Transportation Bldg. Chicago Montreal November, 1917 RAILWAY MECHANICAL ENGINEER 63 'J J ^ J ^ y J j^ J^^ J J J JJJJJJJjJJ J J J J JJJJJJJJJJ J J J J J J J J J J J J Two hundred pounds of steam on your locomotives will make an optimist out of a grouch. All locomo- tives which are not equipped with brick arches are a liability instead of an asset, and they are sadly in need of attention. The engineer and fireman know this. They are on the firing line and ready to do their duty. They are ready to give you 200 pounds. AMERICAN ARCH COMPANY .^^^^^^^^^^^^^"i■ jjjjjjjjjjjjjjjjjjjjjjjj .") ^ ") 1 ^ '^ ^ ' 64 RAILWAY MECHANICAL ENGINEER No\'EMBER, 1917 Illinois Central Railroad— 51,630 lbs. Tractive Effort R. W. BeU, General Superintendent Motive Power Linw Locomotive Work*. Incorporated, Builders BE SURE The bigger the engine the more im- portant it is to secure the type that exactly fits the need. Locomotive design problems involve more to-day than they ever did. There are more factors to be considered. ; engineers place their knowledge diiv* experience at your service to co- operate with you for record making locomotives. and Lima Locomotive Works, Incorporated Lima, Ohio 30 Church Street New York NC'/EMBER, 1917 RAILWAY MECHANICAL ENGINEER 65 Eclipse Cast Steel Coupler Yoke The necessity of getting away from sheared rivets, bent keys and the cost of cutting rivets is more important to- day than ever. Eliminate this expense by substituting Eclipse Coupler Yokes. They can be used with any standard coupler, and with either plain or slotted shanks. The coupler is easily removed. Pull out the cotter pin, slide off the binder and push out the coupler shank. AMERICAN STEEL FOUNDRIES New York Chicago St. Louis 66 RAILWAY MECHANICAL EXGIXEER November, 1917 ew Locomotives From Old Ones Making Large Locomotives Larger Chicago, Burlington and Quincy Railroad w m//^^ /m Iflw^j^ W\r.\ , . -/iil-J mI t -■' i f^*. 1 / ■bK^^^i^bi ^"^^^ 1 F. A. Torrey, General Superintendent of Motive Power. C. B. Young. {Mechanical Engineer. The above is a picture of an old locomotive hauling ten percent more tonnage since a DUPLEX STOKER was applied. A DUPLEX STOKER will increase the size of your present engine ten percent without making any change in the locomotive. This stoker will fit ' E.mm ^©©(dl ».©T©@^ &f Ifai© Nearly a half century's scientific study and experience in oil making for railroads enables us to produce lubricating and sig- nal oils that st2md every test. Our celebrated brands include: galena coach, engine and car oils perfection valve oil perfection signal oil Galena railway safety Oil ^^e,haye an expert staff whose entire time is devoted to lubri- cation work; to adapting the proper oil to the diversified uses of steam and electric raOways. This accumulated experience is at your command. GALENA-SIGNAL OIL COMPANY Charles Miller Chairman of the Board Franklin, Pa. S.A Break-less Stay Perfect Flexibility No Sleeves — No Caps The only bolt that will completely stay a boiler from the shortest staybolt to the longest brace. Break-less Staybolts represent a remarkable advance in flexible staybolt design, because perfect flexibility is obtained without the complica- tions of sleeves and caps. Their simplicity combined with maximum strength, not only makes them the most eco- nomical to install, but also the most economical to maintain. They are the only bolts in existence that will completely Stay a boiler from the shortest staybolt to the longest brace. Write for descriptive pamphlets The Breakless Staybolt Company, Pittsburgh, Pa. November, 1917 RAILWAY MECHANICAL ENGINEER 75 Railway Regiments' Tobacco Fund Chicago, III, October 23, 1917. To Railway Supply Men Everywhere. Friends : The brave men w^ho have entered the army of the United States to serve our nation on European soil should be made to realize in every practicable way that their self-sacrifice and pa- triotism are appreciated by their fel- low-citizens "back home." Among those who have voluntar- ily enlisted in the service of their country are the members of the rail- way regiments, which already are in Europe. Those connected with the railway supply industry naturally feel an especial interest in the members of these regiments. They include many of our acquaintances and friends. As a slight means of showing our appreciation of what they are doing for their country and of contributing something to their comfort and pleasure, a movement has been started by persons connected with the railway supply industry to raise a "Railway Regiments' Tobacco Fund." This movement has the endorse- ment of Mr. Samuel M. Felton, Presi- dent of the Chicago Great Western Railway and Director-General of Military Railways for the United States, who estimates that the amount of tobacco required weekly for each of the nine railway regiments now in service will be 20 packages of tobacco of 1 5 pounds each with necessary cigarette papers and 3 pounds of pipe tobacco. This w^ould make a total for the nine regiments of 2,160 pounds weekly, which would cost ap- proximately $1,080 per week. Will you not "do your bit" in con- nection with this work by entering a subscription for your company on a post card and sending it to the undersigned at once? Elach railway supply concern is re- spectfully requested to subscribe $ 1 a month for 1 5 months from October 1. 1917, to January 1, 1919, this sub- scription to be terminated at an ear- lier date should the war end before the date above mentioned. Checks should be made payable to John R. Washburn, Treasurer, and mailed to Saunuel O. Dunn, Secretary, Railway Regiments* Tobacco Fund, 750 Transportation Bldg., Chicago. Cordially, Committee on Railway Regiments* Tobacco Fund. By Samuel O. Dunn, Secretary. 'All subscriptions will be acknowledged through the Railway Mechanical Engineer. 76 RAILWAY MECHANICAL ENGINEER November, 1917 King Packing The packing of extreme simplicity together with the best materials and the most careful work- manship — with records proving its claim of superiority in perform- ance, economy and service. Packing ring in two parts which interlock when assembled on piston rod — making a perfect joint. The United States Philadelphia Metallic Packing Co. Pa. A Satisfactory Water Treatment must convert the water supplies on the division into good steam water, — that is, — ^must correct their tendencies to corrosion and foaming, — and pre- vent the incrusting salts from depositing as scale. This must be done without developing any detri- mental by-products; — scale must be prevented with- out creating a foaming condition; — all corrosive salts must be counteracted. Your good judgment will tell you that this is a job for chemists — men with scientific knowledge of the chemistry of water, as well as practical knowledge of operating conditions. Let yoi'.r good judgment also tell you whether it is possible to coat the boiler metal with any sub- stance that will withstand the attacks of the aver- age raw water, in the degree of concentration found in a locomotive boiler. Scientifically combined reagents for the mineral salts in the water supplies constitute the only satis- factory solution of the "bad water" problem. Let us demonstrate the truth of our argument. DEARBORN METHODS ORIGINATED IN AMERICA. Dearborn Treatment is used all over the world. DEARBORN CHEMICAL CO. McCormick Building Chicago Double Boiler Check Valve The position of this valve is on top of the boiler. It is provided with • stop valve for each check valve, so that either one of the check valves, if out of order, may be "cut out" without interfering with the feeding of the boiler. Re- movable caps on top of each check permit inspection and grinding of valves without discon- necting pipes. Simple and pleasing design, compact and efB> cient. Furnished complete vrith boiler flange. Writm for Catalog p[mTHAW fiKNUFAia MWG CO. FLUSHING.L.I. •r«r^NEW YORK Wsstmv Officct 1612 Old Coloay BoUdbit, Chicaco St. Louis Officet Frisco Buildiac November, 1917 RAILWAY MECHANICAL ENGINEER 77 The American T r ai n ag raph especially designed to accurately re- cord service operations of Air Brakes This device has been perfected after several years of eflfort, involving service tests under all conditions and is now offered to the Railway Mechanical Officials as an absolutely necessary addition to their testing equipment. The TRAINAGRAPH is furnished in several different models, to record one, two or three pressures, with or without speed record. Complete descriptive circular on request. American Steam Gauge & Valve Mfg. Go. New York Chicago Boston Atlanta Pittsburgh 78 RAILWAY MECHANICAL ENGINEER November, 1917 Arch Tube Cleaning Made Easy Cleaning arch tubes made easy and simple; that is the service performed by the Roto Arch Tube Cleaner Operated by a standard 9^^ inch air pump Notice ita tapered form which permits it to pass easily around the bends of a 3* arch tube. With the Roto, arch tuoei are cleaned much fatter than by any other arch tube cleaner. Why? Send for Bulletin No. 44 and get the full answer. THE ROTO, COMPANY, Hartford, Conn. The American Staybolt American Flexible Bolt Company Chicago Pittsburgh New York Montreal and Winnipeg McCormick Bldg. Union Bank BIdg. SO Church Street Taylor & Arnold, Ltd. Special "The Quality Kind" Brake Jaws, Journal Box Wedges, Center Plates, Draw Bar Yokes AND General Freight Car Forgings. Bulldozer and Heading Machine Work Careful Buyers Consult Our Catalogue RAILROADS STEEL CAR FORGE CO. PITTSBURGH, PA. THE LONG ARM THE manufacturer who is satisfied with what comes to him un- sought, answers few rings of the door-bell. The man who "sticks-around-the- house" misses meeting friends, ac- quaintances and prospects. Reach out! Advertising is the long arm of business. It button-holes the right man — it annihilates space as well as distance and introduces you to the men who s(>end, not thou- sands, but millions, for railway equip- ment. The railway official must buy some- where. Why not of you ? Use the long arm of the RAILWAY MECHANICAL ENGINEER with the strong arm of attention-compell- ing copy. You w^ill reach your man. Use the long arm — reach out! Railway Mechanical Engineer November, 1917 RAILWAY MECHANICAL ENGINEER 79 BAR CO Heating Connections Are Not Affected By Zero Weather ON a siding out in the open, where a sleeper takes its passengers early in the evening, it is of the utmost importance to have Barco Metallic Heat- ing Connections. Zero weather, snow^, ice, high pressure, or any other thing which would put rubber hose out of business, has no effect on Barco Metallic Heating Connections. There is nothing to rot, burst, or become rigid — there- fore the expense for upkeep is negligible. Barco Metallic Connections can be adapted to all conditions of thru track, side track, coach yard and terminal stations. When not in service, Barco connections can be folded into very small space, or extended down the track. The simple, easy, effective and economical way to rid your road of the rubber hose nuisance, is to install Barco Metallic Con- nections. Look up some of the many Barco installations and ask questions. Patented Barco Joints For Engine Tender Connections Steam Heat Connections Air Reservoir Connections Blower Connections Blow-off Connections BARCO MANUFACTURING COMPANY 212 West Illinois Street Chicago, 111. 80 RAILWAY MECHANICAL ENGINEER November, 1917 DART UNIONS DART; A Safe Offer We will send you two new Dart Unions for every one found defective. This is a safe of^er. They don't come back to us — they don't leak. Because: The two bronze to bronze seats ground together make Dart Unions proof against rust, leak and corrosion. They make permanently tight connec- tions and give lasting satisfaction. We'll be glad to send you a Dart Union FREE. Tell us what size you want. E. M. DART MFG. COMPANY Providence, R. I. The Fairbanks Co., Sales Agents Canadian Factory, Dart Union Co., Ltd., Toronto, Canada TRADE MARK- RECUA PAT. OFF. IRON CEMENTS Positively stop all leaks of steam, water, fire or oil in iron, steel or concrete. They are easy to apply, harden quickly and make permanent re- pairs, proved by years in use Every engineer should have a copy of our instruction book. Smooth-On Iron Cements are sold by supply houses SMOOTH-ON MFG. CO. Jersey City, N. J., U. S. A. Send for New No.16 Illustrated Instruction Book Sherwin-Wiluams railway line Shortest Route to Best Results A Paint Product for Every Railway Use Wetalastic A perfectly balanced combination of Carbon, Graphite and Silica, ground in pure linseed oil. For the efficient pro- tection of metal. Specify Metalastic. Dries hard enough to resist abrasion yet remains elastic and flexible. Black, Brown, Green and Gray. The Sherwin-Williams Co. Paint and famish Makers Address Inquiries to 601 Canal Road, N. W., Cleveland, Ohio Stucki SIDE EARINGS Allow the trucks to do their duty, namely to swivel freely while on curves. A, STUCKI COMPANY Oliver BIdg. Pittsburg, Pa. November, 1917 RAILWAY MECHANICAL ENGINEER 81 HEADQUARTERS /^X either side, in this great conflict, ^^ the great strategists sit at Head- quarters, far removed from the din and confusion of the front line, directing the action. Numberless scouts and messengers on wheel, on wing and by wire bring them the details of every move. Headquar- ters has its fingers on the pulse of all action. Headquarters has a perfect and accurate picture and plan of the entire scope of combat, more perfect, more complete than that in the minds of those immediately engaged on any small sector. It is the mass of carefully compiled in- formation, checked by experts, that gives Headquarters the large and defi- nite view of all things. And so it is at our Headquarters in our fight on Friction and Power Loss. Our scouts are our technically trained Salesmen and our Lubrication Engi- neers scattered over the face of the land, watching, checking and noting results in plants of all kinds, on units of all de- scriptions. They send in daily reports. These are checked, tabulated and classified. They continually add to the sum total of the experience in matter pertaining to lubrication, available at Headquarters. Thus, if you have such and such a ma- chine and the difficulty is thus and so — tell Headquarters. Without guess work, without doubt, we will solve your problem. We have met and overcome vour condition before, and in the next mail we can tell you how to remove the cause. We recognize the cause and give the remedy in the shape of the right Texaco Lubricant for the purpose. For there is a right Texaco Lubricant for every purpose. It may be for engine, turbine, dynamo, motor, or machine of any kind. There is a carefully prepared Texaco Lubricant made to meet the individual recjuire- ments of speed, pressure, heat or sur- rounding conditions. And we shall be glad to tell you which Texaco Lubricant to use and why. The thousands of plants who are using Texaco Lubricants and who have achieved a high degree of efficiency, are at once a recommendation of our care- ful analysis and a reason whv you should consult TEXACO Lubricating Headquarters when you have any diffi- culty of any kind. To keep in touch with our friends, and those who will sooner or later become our friends, we pub- lish a monthly magazine called 'Lubrication." It contains interesting- items on lubricating problems in general and specific mention of successes obtained by the use of Texaco Lubricants. You can have your name put on the mailing list to receive this, without obligating yourself in any way, by filling in the attached coupon. At the same time, should you desire anv in- formation or should you wish to know / prices on lubricants for any purpose y whatever, an indication of your • wishes will bring complete results. ^ THE TEXAS COMPANY Dept. M.E., 17 Battery Place New York City Houston Chicago Neiv York Offices in Principal Cities There is a Texaco Lubricant for Every Purpose. Texaco Lubricating Service Goes Into Every Branch of Mechanical Activity. • .>V .-•> v* •>'«'' *■*■♦*" <^%-°' ^^ ^^ ^^' ^^jf^ ^ ^ .^ 82 RAILWAY MECHANICAL ENGINEER November, 1917 The E. S. B. Constant Voltage Axle Lighting System is a combination of a good system and a good battery. Maximum bat- tery life, long intervals between cleanings, infrequent flushing and the elimination of adjustments are some of its distinct advantages. The Electric Storage BatteryCo. 1888— PHILADELPHIA, PA— 1917 Boston New York Atlanta Washington Rochester Pittsburgh Cleveland Minneapolis Detroit Chicago Kansas City Denver San Francisco St. Louis TOTXMltO CROSSING THE RUBICON JULIUS CAESAR took a big chance when he crossed the Rubicon with his veterans from Gaul. He had the courage of his convictions, however, and a loyal army. He immortalized the little river and left his imprint on the institutions of the world. Many a manufacturer hesitates to make his first venture into the advertising field. Yet he is far better equipped than Caesar when he launched his campaign for an empire. The manufacturer has every means at hand to ascertain who will read his advertisements — he knows that the RAILWAY MECHANICAL ENGINEER is placed before every wide-awake railway man throughout the country — that in this modern age, every commodity that makes for railway efficiency is examined, analyzed and, if it has real merit, purchased. RAILWAY MECHANICAL ENGINEER Vapor Car Heating Co., Inc. Railway Exchange, Chicago Successor to CHICAGO CAR HEATING CO. STANDARD HEAT & VENTILATION CO., Inc. HEATING AND VENTILATING APPARATUS FOR RAILWAY EQUIPMENT STEAM TRAPS— PRESSURE REGULATORS SAFETY VALVES — STEAM HOSE COUPLERS EMERGENCY STOVES CHICAGO NEW YORK BOSTON WASHINGTON ATLANTA MONTREAL November, 1917 RAILWAY MECHANICAL ENGINEER 83 II IllllllllllllllllllllllllllllillllllllllllliliUiiill^ DIXON'S Graphite Pipe Joint COMPOUND Time saved — money saved — labor saved — tools saved — fittings and gaskets saved — that's the whole story, when you use Dixon's Graphite Pipe Joint Compound. Dixon's makes a tight joint — lubricates the threads so that setting up a joint is easy. And Dixon's never hardens or sets. A week, a month, or a year after- ward, the graphite is still there and still lubricates, so it's easy to open the joint any time. Another thing — Dixon's Compound protects the metal from rust and prevents "rust joints." That saves pipe and fittings. And it's good not only for pipe. It's just as good for all threaded or flanged work, cylinder heads, bolts, nuts, studs, tube caps, con- denser heads. Tomorrow — or next year — a joint set up with Dixon's Compound will open easily and the joint will be as sound as the day it was made. Send for booklet No. 7 D. "Pipe Joint Compound." Made in JERSEY CITY, N. J., by the JOSEPH DIXON CRUCIBLE COMPANY Established 1827 82 RAILWAY MECHANICAL ENGINEER November, 1917 The E, S. B. Constant Voltage Axle Lighting System is a combination of a good system and a good battery. Maximum bat- tery life, long intervals between cleanings, infrequent flushing and the elimination of adjustments are some of its distinct advantages. THE ELECTRIC STORAGE BATTERYCO. Boston New York Atlanta Washing ton 1888— PHILADELPHIA, PA.— 1917 Rochester Cleveland Detroit Chicago Pittsburgh Minneapolis Kansas City Denver San Francisco St. Louis Toronto CROSSING THE RUBICON JULIUS CAESAR took a big chance when he crossed the Rubicon with his veterans from Gaul. He had the courage of his convictions, however, and a loyal army. He immortalized the little river and left his imprint on the institutions of the world. Many a manufacturer hesitates to make his first venture into the advertising field. Yet he is far better equipped than Caesar when he launched his campaign for an empire. The manufacturer has every means at hand to ascertain who will read his advertisements — he knows that the RAILWAY MECHANICAL ENGINEER is placed before every wide-awake railway man throughout the country — that in this modern age, every commodity that makes for railway efficiency is examined, analyzed and, if it has real merit, purchased. RAILWAY MECHANICAL ENGINEER Vapor Car Heating Co., Inc. Railway Exchange, Chicago Successor to CHICAGO CAR HEATING CO. STANDARD HEAT & VENTILATION CO., Inc. HEATING AND VENTILATING APPARATUS FOR RAILWAY EQUIPMENT STEAM TRAPS — PRESSURE REGULATORS SAFETY VALVES — STEAM HOSE COUPLERS EMERGENCY STOVES CHICAGO NEW YORK BOSTON WASHINGTON ATLANTA MONTREAL r November, 1917 RAILWAY MECHANICAL ENGINEER 83 liiiiiiiiiiiiiiiiiiniiiiiiimniiMiiiiiiiiiRininiiiiiiiiiiii^ DIXON'S Graphite Pipe Joint COMPOUND Time saved — money saved — labor saved — tools saved — fittings and gaskets saved — that's the whole story, when you use Dixon's Graphite Pipe Joint Compound. Dixon's makes a tight joint — lubricates the threads so that setting up a joint is easy. And Dixon's never hardens or sets. A week, a month, or a year after- ward, the graphite is still there and still lubricates, so it's easy to open the joint any time. Another thing — Dixon's Compound protects the metal from rust and prevents "rust joints." That saves pipe and fittings. And it's good not only for pipe. It's just as good for all threaded or flanged work, cylinder heads, bolts, nuts, studs, tube caps, con- denser heads. Tomorrow — or next year — a joint set up with Dixon's Compound will open easily and the joint will be as sound as the day it was made. Send for booklet No. 7 D. "Pipe Joint Compound." Made in JERSEY CITY, N. J., by the JOSEPH DIXON CRUCIBLE COMPANY dXxXn TrAC)t>rMARK Established 1827 B-121 = RAILWAY MECHANICAL ENGINEER Flexible as a Giant 500 feet of "NATIONAL" ROTARY Wonderful Experience at Ada Bell Oil Company Well No. 2, Hunters Lease, Batson, Texas fl"This well was 2000 feet deep, when they commenced to pull out the pipe to change the bit. They had all the pipe out of the ground except 26 lengths when the gas began to show up. They screwed the swivel in the pipe to try and hold the pressure down, but the gas got the best of them and blew the pipe com- pletely out of the well WITHOUT MAK- ING A SIGN OF A BREAK IN A SIN- GLE JOINT OF THE 26 LENGTHS. 9 "The swivel on top of the pipe struck the ground about 75 or 80 feet from the bottom of the derrick. The rest of the pipe continued to elbow right on through the side of the derrick, making a loop, or in other words, just like cracking a whip. The bit landing far- thest from the derrick was in the neighbor- hood of 350 feet from the swivel. This is the most marvelous thing that I have ever seen in the oil fields, and has caused considerable talk among oil drillers in South Texas oil Fields." Extract from letter describing the picture shozvn. NATIONAL TUBE COMPANY, General Sales Offices: Frick Bldg., Pittsburgh, Pa., It pays to Ae NATIONAL!* DISTRICT SALES OFFICES: Atlanta Boston Chicago Denver New Orleans New York Philadelphia Pittsburgh St. Louis St. Paul Salt Lake City Pacific Coast Representatives: U. S. STEEL PRODUCTS CO., San Francisco, Los Angeles, Portland, Seattle Export RepresenUtives: U. S. STEEL PRODUCTS CO., New York City November, 1917 RAILWAY MECHANICAL ENGINEER 85 *^. M^ 'i' K^i^ ff 'i •- .1 '^if ^'^. *v <■ fcT ; ^_.,^ ',Z9 . • *. ■ ^ I _.-, v-^**" i-.:Hr^ *r; . ■-,-■•? ^^^^J •■■vi-«iL^ '»«. i«. Whiplash f 4-Inch PIPE Blown Out of the Well! Q You've read the story. You've looked at the picture. significance of this "NATIONAL" performance. Now think over the ^ In one word, it means QUALITY. Quality of material — Quality that is shown in the marvelous FLEXIBILITY of the wrought steel in this pipe, and the unexcelled TENSILE STRENGTH in every inch of it. Note this — after this racking test there wasn't a flaw in the 500 FEET of this "N.\TIOXAL" Rotary Pipe. fl "NATIONAL" Quality is not chance — it is a regular part of every inch of the pipe. It will pay you to get "NATIONAL" pipe on account of this Quality. q Years and years may pass on your work before the "NATIONAL" pipe will ever be put to a test like this — if it ever is. But there's wonderful satisfac- tion — and PROFIT — in having a pipe that CAN stand up successfully when the test comes. q And this pipe is "NATIONAL"— the pipe that withstands the tensile and twisting and corrosion tests in ordinary and extraordinary service — and proves It can. In whatever field you use pipe, "NATIONAL" will meet your requirements. flTo readily identify "NATIONAL" material and as protection to manu- facturer and consumer alike, the prac- tice of National Tube Company is to roll in raised letters of good size on each few feet of every length of junMKxo welded pipe the name >X;^ "NATIONAL' (except on the '-''''^ -\ smaller butt-weld sizes, on which this is not mechan- ically feasible: on these smaller butt-weld sizes the name •NATIONAL" appears on the metal tag attached to each bundle of pipe). flWhen writing specifications or ordering tubular goods, al- ways specify "NATIONAL" pipe, and identify as indicated. Cln addition, all sizes of "NATIONAL" welded pipe four in. and under are subjected to a roll- knobbhng process known as Speller- izing to lessen the tendency to /t^uioLo corrosion, especially in the .^« in- form of pitting. This Speller- *mm' izing process is peculiar to VMIJS "NATIONAL" pipe, to which Nj* process National Tube Com- H!«rtJi. pany has exclusive rights. ^"NATIONAL" pipe wa» awarded the GRAND PRIZE (highest possible award) at Panama Pacific International Exposition. 191S. 84 RAILWAY MECHANICAL EXGLXEER NnvK.MnK.k. 1917 Flexible as a Giant 500 feet of "NATIONAL" ROTARY Wonderful Experience at Ada Bell Oil Company Well No. 2, V ^^ ■ ; V Hunters Lease, Batson, Texas .: >. ' "'I'his well was ^ooo Icct ilccp, when thcv comniciKcd to pull out the pipe to change the bit. They had all the pipe out ot the ground except 26 lengths when the gas heg.in to show- up. 'I'hev screweii the swivel in the pipe to trv and hold the pressure (iowii. hut the gas got the best ot them aiui blew the pipe eoni- pletelv out of the well WrniOlT MAK^ L\(i A SI(,X OF A BRKAK IX A SL\- ULK JOIM" OF TllK 2(. LFXOTIIS. 'The swivel on top of the pipe struck the gr.)Uiul about 7; or ^>'> feet from the bottom of the derrick. The rest of the pipe continued to elbow right on through the side of the derrick. making a loop, or in other words, just like cracking a whip. The bit landing far- thest from the derrick was in the neighbor- hood of ,^^0 feet from the swivel. This is the most marvelous thing that I have ever seen in the oil helds, and has causeci considerable talk among oil drillers in South Texas oil Fields." li.vlntit fr<'iii h-tlcr discrilnu^ tlir f'iitu)\- s.'inicn. NATIONAL TUBE COMPANY, General Sales Offices. Frick Bldg., Pittsburgh, P. DISTRICT SALES OFFICES: Atlanta Boston Chicago Denver New Orleans New York Philadelphia Pittsburgh St. Louis St. Paul Salt Lake City Pacific Coast Representatives: U. S. STEEL PRODUCTS CO., San Francisco, Los Angeles, Portland, Seattle Export Representatives: U. S. STEEL PRODUCTS CO., New York City XoVKMIlKK. 1917 RAILWAY MECHAXICAL EXGIXEER 85 Whiplash! 4-Inch PIPE B/ou;n Out of the Weill % \"\\'\c •'i-ad tlu" st'Tx. "N"' 'ii'v <■ !.i..kiil at the i>ictnre. significance of this "NATIONAL" performance. ^ In ..lie word, ii means fJlALITN'. e. and the unexcelled TEXSILE STRl-.XliTH in everv inch of it. Xotc this— atier this rackinu test tiiere wasn't a flaw in the 50U VLET of this "XATluXAL" Rotary I'ipe. ^ .. - ;;.V j-oJV >'.'••;;; '•.■',•-'""•.' ^ "XATIOXAL" (Jnaliiy is n..t chance — it is a re-^ular p;"-t of ^verx iiieli t»l tile pipe. It will pay you to .i;et XATlfiXAL' pipe oil account uf this Quality. ^ \ears and years may pass on your work before the *"XATioXA L" pipe will ever i)c put to a test like tiiis— if it ever i>. lint there's wonderful saiisuie- tion— and TRoMl -in having a pipe that (AX >tand up succcssfullv when the test comes. And thi twisting a it ran. I rei|uirenients. 'XAlloXAL — tlie pipe that Avith>tati.ls the tensile an., ii.l corrosion tests in ordinarv an.) extraordinary -ervice— ard proves In wliaiev.r liel.) y.-n use pij.e. W A Ii < ' \ \ I." u JH nuei vour '. 1.1 readily idtMir. ' NA 1 lONAI. malrrial ami as prolcct:on to m.r.u- faci liter and c.iiisunurjlike.thi- prac- tice .1 N.itioiial Tube C"tr.it;tiiv is to roll in r;r.--ed letters ot u-nd si.'e on ea.h tew Ii et ol tven lei'.glli f.f •w*BOCD WelJeJ pipe the iiamii NAIIONAI. (execpt pii the smaller hutt-weKi si^i-s. •ii which Ihis i« not mechar- ically leasjbk-r I) these smaller bultweld si/es tilt nainq •NAIIONAI. appeals ,11 the metal tag attached to each hundU- ol pipel. CWhenwrilmi:sp..>ds. al- LOOK FOR THE MARK Name Rolled in Raised Letters on National Tube Company Pipe corri.'vi,,.!!. espcciallv in the 1 .rm c • p:!:iv.., Th^Speller- i.'i; , p: ler^. Is peculiar n "NA riONAI, p:pi. t •.\ hich prote-s Natl .rial Tu\v Com- pany has txclu-ive rii;hts * ".NAIIONAI. pipe was a-.v.-.T.Iei;h. GKANDPkIZE (h:,h< t p - iM. .iwaid» at Har a!i:,i PaC;h». I'lterr.athjnal K.p lie:.. 1915 "tun ttrsr 86 RAILWAY MECHANICAL ENGINEER NOVEMBEK, 1917 "NEVERBREAK WALKOVER CARSEAT" These three words tell the story of the H & K ALLSTEEL CARSEAT that made the STEEL PASSEN- GER CAR comfortable, and why it has been used in every first-class Steel Car since the original was built. HALE AND KILBURN CO. NEW YORK PHILADELPHIA CHICAGO DETROIT WASHINGTON LONDON All kinds of Pressed or Drawn Metal Parts (Hght or medium), for Governmental, Railway or other purposes. Put your stamping prob- lems up to us — headquarters for 'TRIPLE UTILITY STAMPINGS" Buckeye Cast Steel- Major Couplers "D" Couplers Truck Frames Truck Bolsters Body Bolsters Draft Yokes THE BUCKEYE STEEL CASTINGS CO. COLUMBUS, OHIO CHICAGO ST. PAUL NEW YORK 619 Railway Exchange 817 Merchants Bank Bldg. 50 Church St 7^ Carncgis, -^ \A Rlcman b^ Co. 'x* Carnegie Service Spans the Years Some of the products this company furnishes for the construction and maintenance of steam railroads are : — Steel Cross Ties Practical use over a period of thirteen years has proven these to be an effective substitute for wood. Their economy has been demonstrated on many leading railways, both steam and electric. Carnegie Rolled Steel Wheels These were the result of the demand by railroads for a type of wheel to withstand the increased severity in service to which wheels are subjected. All large steam railways have them in service and more than 200.000 are now rolling under electric railway cars. Carnegie Axles More than fifty years ago these were considered the best obtainable. They are still the standard of excellence. Carnegie Rolled Steel Pistons The urgent need of lighter reciprocating parts on locomotives has been partly met by the production of rolled steel pistons which weigh in some cases not more than 50 per cent of those which they replaced. Carnegie Steel Company General Offices — Pittsburgh, Pa. 886 November, 1917 RAILWAY MECHANICAL ENGINEER 87 The Law of Averages The life of water, gas, and steam pipes depends on the service conditions and the kind of material from which the pipe is made. While service conditions vary, nothing is more certain than the proposition that some metals have a greater life than others. The question as to which kind of pipe to buy, therefore, re- solves itself into an equation between relative price and relative life. The relative life of iron, steel, and brass pipes, can, by apply- ing the law of averages, be as definitely ascertained as has been the life of man by life insurance statisticians. A small beginning has been made by the A. M. Byers Company, by a systematic investigation of hot and cold water pipes in 125 apartment buildings. All the information obtained in this investi- gation has just been published and can be obtained by asking us for Bulletin No. 30 .^^^^ >*^ .^'<. CO o ^ ti' .o BUYERS INDEX For location of advertisements of manufacturers listed in the Buyers' Index, see Alphabetical Index on the last white page DOGS. LATHE. Armstrong Bros. Tool Co. DOOR FIXTURES. Railway Utility Co. DRAFT ARMS. American Steel Foundries. I DRAFT RIGGINGS AND AT- j TACHMENTS. I Union Draft Gear Co. DRAW BAR YOKES. Steel Car Forge Co. DRILLING MACHINES. American Tool Works Co. Foote-Burt Co. Nit«Ml in the Huyri>* linlr\. -.«■«> \ IplKilM-liral linlrx ttii tlu' la>t uhiti' pa|ie JOINTS. FLEXIBLE. FOR EN- GINE TENDER CONNEC- TIONS. r..i;i-.. .\l,iini1.n.tiiriii>r Co. JOINTS, STEAM. LIQUID AIR. r..i: I •• Matr.ii.ir'u! w.'^ ( ■■. I ;:iiiLliii l Maiitil'ailnriiip Co. I ■■ 111. 111! K.;i'\\ri\ "-•:• I K < o. JOURNAL BOXES AND LIDS. < i.'iilil linii'lir 1.1'. N.iti.iiial Malltalilo ( aMiiiss I o. JOURNAL BOX WEDGES. ^■, , j I .:: I -re. ( ■ . KEY-WAY CUTTERS (PORT- ABLE AND STATIONARY). M,.M. u Mtk-. » •'. KNUCKLE PINS. LAMPS. INCANDESCENT. 1 „ ■. . :al 1-1- >ll> » .. W. >liii>jli1 to. l)u«T .Mfg. to. , ^ Ciicav«s-Khi'-iiian. Tool Co. Hill. ( laik. \ to. NiUs lUnuntl'oml ( o. tilivtr Macliiiitry I". Tratt & WhitiKV to. Kvi i.-."ii \ Soli. .I"S. T. >.llir> \ Co.. Inc.. Will. WanuT v\ Swa>t\ I H. LATHES. AUTOMATIC. 1 . , ~ ,\ 1 am-. .11 .M.ivllllic 1 1>. LATHES. AXLE. . , „. , l;ri.lj;< l""l Machine F""! \N '^t k-. Nili - IJinutU IVilbl t ... LATHES. BRASS WORKERS. r.;,:.l..i;> \ Obv. - t '. Nil. > i:« iin ml'. .11.1 I ■. Ri 1 .1 I'niiiii-. 1 ■'. LATHES. CAR WHEEL. Nil, - 1;. iiur.t l'..ii.l < '. LATHES. DRIVING WHEEL. \ ■], - r.. ni( 1:1 I'. .11.1 < ... LATHES. ENGINES. .Vint I u an 1 '! \\ •>rk< to. ^ Uiiiliiitoril -Matliiiu Tool Works to. nrta\» sKIuMii.'iti To.il to. Hill. (lark. \- Co.. Inc. < HiM r M.icliiiu ry t •>. U< t .M':< nlitc Co. K\ • r-.'ii »V .<..ii. I..-. T. LATHES, ENGINE (HEAVY). \11U Ml-.lU 1 ....1 \V,.-.k- ^ ... llri.Ittt'.Tal .\lacliim- r.'i'l Works Hill. Clarke & Co.. Inc. \.l, - 1'.. nil lit r..n.! 1 '.. LATHES, GEARED HEAD. \;iu rii .ill r....l \\ ..rk> Co. I?ri. Ht imiitl'oiiil I o. I\rf(l rrcntico Co. LATHES. JOURNAL TRUING. liii.lm ]•>:■. 1 .M.nl;ii!t- Tool Work«. .\il< ~- lU nil lit Poll.! t o. LATHES. PATTERN MAKERS (POLISHING). < .,::.iiu 1 \1... inn. C ■. LATHE TOOLS. \- 111-11 III.: I'.:.'. Toi>l Co. LATHES. TURRET. Acme .Maifiiiu l.iol Co. I'.arili'H- \ < tlivc-r InttTiialioiial .Machine Tool Co. Ion*..- \- l.aiiis.'n .Machine Co. t*ratt \ Whit III- V t-O. .ey ("o. LEGS. BENCH. .M,;!.-ifai iiuim: E!.|uiii. & Eiig. Co. LIGHTING, CAR. • itiitral Electric Co. ConKl Coupler Co. LOCKERS. METAL. M.iii'it.n lai ii;i; l-.iiiip. & Kni;. Co. LOCK NUTS. I •.iiikliii l\.iil«.i\ Siipplv Co. I< .'1. ■ I... k Xiii (o. LOCOMOTIVES. .\liu lic.iii l.ocoiilotive Co. I'.alilwiii l.ocoinotiv«- Works, The LOCOMOTIVE FRAME DRILL- ING MACHINES. .\iii - liciiK lit roiiii I o. MILLING MACHINES. I'.iiki! .Millnii; .\la> iiuie Co." r.rowii \- Sliaiin- Mlg. Co. Newton .Machine Tool Works Niks JKiiiciit I'oml Co. I'e.huk Tool \ .Machine Cc. I'r.itt \- Wliitnev t i>. Ko.,k-I.v \- (o.,"K. I. r.i.i.Tu,...,] & Co.. i"i. 1;. MINING MACHINERY. l.nna CciiMiive Wmk-, Inc. ^-•1 pONSULT the Buyers' Index when in the market. These manufactur- ers make a specialty of your business aiul can best meet your requirements. LOCOMOTIVE GUIDE LINERS. .in..li\t ( ... r..il.!uin l.oc.iiiii.ti\c Works tiiiur.il KUitric Co. W. -linuli..ii>e Kltctiic & Mfg. Co. LOCOMOTIVES. GEARED. I I'll,-! I ..> ..!ii.a:\. W •■■ k-. Inc. LOCOMOTIVES, MINE. ItaMwiii l.iK- . n, in. \\ . ik-. Inc. LUBRICANTS. 1 ii\..ii t riu ilile ( ... r. Na- C".. 1 'r.ii< .! Sl.ili - ('trai'li'ti' l ". LUBRICATING GRAPHITE. I : 111 •! Mail - i I' .il'llltc t ' .. LUBRICANTS, OILS & GREASES. I . xa- Ciinipaiiy LUBRICATORS. 1 ). ti'.it l.uliricator Co. I ! iiiMiii Kai'.way .Siniply { n. N'.itln.ii Mfi;. to. I 'm: I Malr^ < 1' ai.''ilr < ■., LUBRICATORS, FORCE FEED. .McConl -MlK. t .1. METAL BEARINGS. .\I..r. .I..IU- i;ia" ,\ Mital ( o. METALLURGICAL PROCESSES. I li.I.i-clmii.ll riii-i mil < ■ . MICROMETERS. r.nui! \ >i:.i:|.i' Mti;. i'x. Starntt Co., I.. S. MILLING CUTTERS. la ,k. r Milling; .Machine Co. I'.r.uii \ ShariH' .MiK. Co. I'r.itt \ Whitney Co. MOTORS. ELECTRIC. I .111, l.il l-.li , u u- I ... I.iiic'iln Khctric Cn. K'cli.iiicc Klictric \ Kiii.;. < .>. We<.tim;lioiisf .\ir I'.rake ('•■. WesliimhiiiiNe Khctric \- Mfi;. ('>''. MOULDINGS, DRAWN METAL. M. I \l .I".!!.!. IlK. MULTIPLE DRILLS. I'oote-lturt I o. Niles r.iiiuiill'onil ( 1 I'latt \ Whiln.y C. . NIPPLE THREADING MACHINES. I ,11.11V M.iciiinc * .... NUTS. Kyi 1 -on & Son. }<•-. 1 Sli cl < a'- l"ori;c ( "11. NUTS. ROLLER LOCK. Roller Lock Nut C. OIL CUPS liilr.ii j.nliriiator ('.•. Nathan .Mfs. Co. I'nitiil ."^taies Mt tallic I'ackin.c Co. OILS. » ..ih na SiKii.il ' 'il I ' H.iM^ihton & ( o., K. {■. Tcx.i- ( i.ini.any OIL STONES. < .arl.. .1 tin.luin Coniiiaiiy OXY-ACETYLENE APPARATUS. Intc riali..ii,il • 'w ui ' i , OXYGEN. li '. iiitional OxyKCn Co» PACKING. Cl :'...! Mate- M. i.-illfc r.uki i.i; » PAINT GRAPHITE. t'niteil St.-ites (iraiihiti C... PAINTS, INSULATING. LOCO- MOTIVE, METALLIC. PRE- SERVATIVE. ."-In ru III \\ illi.iri- t PATENTS. N.'i • 1-. I.iin. - I.. PEDESTAL FACERS. rna . II. n. PLATES. BOILER, FIREBOX, ETC. I. likens Still Co. l\Vl--..tl ,V S-.Il. Jos. T. . ;' . .■ .. ':.' PLATES, STEEL. l\>ii-.ii \ .^..n. .I..S. T. PLUGS. STEAM CHEST OIL. I'l.ciiklin K.ail'A.iv ."-'tpi'l) *.'.. PLUMBAGO. I 1,1'. .1 Si. Ill - < inii'liite Co. PNEUMATIC TOOLS. * liici,!.;.! rii.iiiii.iiic loot Co. Inm 1 s.ill-Nanc! (o POINTING MACHINES. BOLT. I ..iti.li- .M:.cliine • .... Inc. POLISHING MACHINES. Uii.un \ ."-li.ii |.f .\IlK. to. niainoiiil Machine Co. PORTABLE TOOLS. I I'.iliick 1.1.1 \- .M.ichine Co. I<....k-liy \ C o., K. .1. I'nderwood & Co., II. B. PRESSES, HYDRAULIC. .\ili - I'.iiiii ntlVnl ( ... -■■ -■ ■ PRESSES, POWER, FORCING. |-.ric I ..iiii.ii y ( 11. I.iicas Machine Tool Co. I\\. i-i.n vV Sun. |.i<. T. PRESSES, TRIMMING. I ■ ■. I ..'.in.ii \ Co, -..-■. • _ PULLEYS. ' r.;..uii \ .(r-.m \- .Son. Jos. T. RACKS. STORAGE STOCK. Maiiiifactiirinn Kquip. & Eng. Co. RASPS. Nichol-on lili Co. .1 . : < '• November. 1917 R A I L W A Y M EC H A X I CAL R X G I X E E R 97 :. f-. \' MfMIMIIIItnilllllil Mill nil ii Mil I III •^ ■• ■ :*: ■ ■ J , ■ I. - ' U. S. G. Co.'s Mexican Graphite Front End Lustre A Lustre — Not a Paint It lcii> Up tlu uii>iu;litl\ ^cak- I'-niicil 1)\ ni>~l and <'r aii«l (.•ixau> a .:.;1<>>>\ Mack surface that resists ^nii>ke. ^tcaiii. water. ^uli»luir-runies and i(.-nii>er;iuuv extreme^— < 'U*.- iliat >tays put and recjiiires few rene\val> arnl a niininuini of labor atUenti'in. .j. •.■ -' ( )ne half L;alli "U « if < lur lr<>nt l-.nd I.ii^trc will keep a frfiit entl annth nnder the ni<>nii mih lini>h that hec«ime> m«ini: at reasonalde co-«t. ; '- = We are al>o i.rej.arL-d lo funnsli for thi> ].uri)o^c ..iir MEXICAN GRAPHITE FRONT END PASTE, which when thinned d<'\\n li\ mixing with crude or signal oil .ui\e> \ ery satisfactory >er\ icr. Write lJ)epartment M-.^ for detaikni informaliuii and prices. iiHniiiiMiiiiiiniiiiMiiiiiMiiiiiiiiiMiiiiiniiiiiiiiiiitiiiimiMMiiiiiiiiuiiiitiitiuiiimiiiiiimiiiiiniiiiiHiiiiiMiiniiHiiiiMH^^^^ THE UNITED SmTES GRAmiTE CQNMNY 5ACIMAW, MICHIGAN — BRANCHES IN ALL lARCE CITIES II lllllliliniillMIMIIIMIIIIIMIIIIMIHIIMIIIIIIIIIIIIMIIiNIIINIMIIIMMMIIIMimilllllllMIIIIIHMintlllMHMilllllllUH^ 'Cop> righted by tlie United States Graphite Co., 1917. 98 RAILWAY MECHANICAL ENGINEER November, 1917 BUYERS INDEX For location of advertisements of manufacturers listed in the Buyers^ Index, see Alphabetical Index on the last white page REAMERS, ADJUSTABLE, BRONZE, CYLINDER, CON- NECTING ROD AND LINE. Chicago Pneumatic Tool Co. Greenfield Tap & Die Corp. Kelly Reamer Co. Morse Twist Drill & Machine Co. Pratt & Whitney Co. Ryerson & Son, Jos. T. REGRINDING VALVES. .Ajax Manufacturing Co. RIVETING MACHINES. Allen Co., John F. Chicago Pneumatic Tool Co. Ingersoll-Rand Co. Nilcs-Bement-Pond Co. Ryerson & Son, Jos. T. RIVETS. Ryerson & Son, Jos. T. Steel Car Forge Co. ROLLER TUBE EXPANDERS. Nicholson & Co., W. H. ROLLS. RECLAIMING. Aja.x Manufacturing Co. ROOF PAINT. United States Graphite Co. I RULES— SCALES. Starrett Co., L. S. |SAFE ENDS. National Tube Co. I Ryerson & Son, Jos. T. SANDERS. LOCOMOTIVE TRACK United States Metallic Packing Co. White Am. Locomotive Sander Co. SASH BALANCES. McCord Manufacturing Co. SASH LOCKS. McCord Manufacturing Co. SASH. METAL. McCord Manufacturing Co. SAWING MACHINES. COLD METAL. Nutter & Barnes Co. SAWS (FOR METAL). Nutter & Barnes Co. SAW SHARPENING MACHINES I (METAL). Nutter & Barnes Co. SCREW MACHINES. Brown & Sharpc Mfg. Co. I Pratt & Whitney Co. Warner & Swasey Co. SCREW MACHINES. HAND. I Jones & Lamson Machine Co. SCREW MACHINE TOOLS AND EQUIPMENT. Jones & Lamson Machine Co. SENSITIVE DRILL PRESSES. Pratt & Whitney Co. SHAPERS. American Tool Works Co. Cincinnati Shaper Co. Morton Mfg. Co. Niles-Bement-Pond Co. Pratt & Whitney Co. Ryerson & Son, Jos. T. Sellers & Co., Inc., Wm. SHAPERS, VERTICAL. Pratt & Whitney Co. SHEARS. Niles-Bement-Pond Co. Wickes Bros. SHEARS, ALLIGATOR. Canton Foundry & Machine Co. SHEARS. SQUARE. Erie Foundry Co. SHEET STEEL. Simplex Railway Appliance Co. Ryerson & Son, Jos. T. SHELVINC;. METAL. Manufacturing Equip. & Eng. Co. National Tube Co. SLOTTING MACHINES. Newton Machine Tool Works. Niles-Bement-Pond Co. SOCKETS-DRILL A REAMER Pratt & Whitney Co. SPRING SHOP MACHINERY. Ryerson & Son, Jos. T. SPRINGS. Simplex Railway Appliance Co. SPRINGS. CAR AND ENGINE. .•\merican Steel Foundries. STAMPINGS. METAL. McCord .Manufacturing Co. STANDS. DRAWING. Manufacturing Equip. & Eng. Co. STAYBOLT AND BOLT TURN- ING MACHINES. Landis Machine Co., Inc. STAYBOLT, IRON. Ryerson & Son, Jos. T. TOOL HOLDERS. COLTON. Keystone Equipment Co. TOOL HOLDERS. KEYSTONE. Keystone Equipment Co. TOOL. POST GRINDERS. Wisconsin Electric Co. TOOL STEEL. Firth-Sterling Steel Co. tessop & Sons, Inc., Wm. lyerson & Son, Jos. T. Vanadium Alloys Steel Co. /^NLY a successful product can be continuously advertised. Repre- sentation in the Buyers^ Index is your greatest guarantee of satisfactory service. STAYBOLT TAPS. Brubaker & Bros.. W. S. (ireentield Tap & Die Corp. Pratt & Whitney Co. Ryerson & Son, Jos. T. STAYBOLTS. American Flexible Bolt Co. Breakless Staybolt Co. Flannery Bolt Co. STEAM SEPARATORS. Nicholson & Co., W. H. STEAM TRAPS. Nicholson & Co., W. H. STEEL BARS. SHAPES. PLATES. ETC. Ryerson & Son, Jos. T. STEEL CASTIN<;S. .American Steel Foundries. STEEL, HIGH SPEED. Firth-Sterling Steel Co. Vanadium Alloys Steel Co. STEEL, LOCOMOTIVE FIREBOX. Lukens Iron & Steel Co. STOCKS AND DIES. Greenfield Tap & Die Corp. Pratt & Whitney Co. STOKERS. LOCOMOTIVE. Locomotive Stoker Co. STOOLS AND CHAIRS, STEEL. Manufacturing Equip. & Eng. Co. STOP-COCKS (LUBRICATING). Dart Mfg. Co., E. M. STRAIGHTENING ROLLS. Nilet-Bement-Pond Co. SUPERHEATERS. Locomotive Superheater Co. TAPPING AND ATTACHMENT MACHINES. Landis Machine Company. TAPS AND DIES. Greenfield Tap & Die Corp. Landis Machine Co. Morse Twist Drill & Machine Co. Pratt & Whitney Co. THERMIT. Goldschmidt Thermit Co. THREADING TOOLS. Armstrong Bros. Tool Co. Greenfield Tap & Die Corp. Landis Machine Co. TIRE TURNING AND BORING MILLS. Niles-Bement-Pond Co. TOOL HOLDERS. Armstrong Bros. Tool Co. TOOLS, BOILERMAKERS'. Brown & Sharpe Mfg. Co. Chicago Pneumatic Tool Co. Faessler Mfg. Co., J. Pratt & Whitney Co. Ryerson & Son, Jos. T. Starrett Co., L. S. TOOLS, MACHINIST. •Armstrong Bros. Tool Co. Morse Twist Drill & Machine Co. TOOLS, PNEUMATIC. Chicago Pneumatic Tool Co. TOOLS. THREAD CUTTING. Geometric Tool Co. Greenfield Tap & Die Corp. Landis Machine Co. Modern Tool Co. TRADE MARKS. Norris. James L. TRUCKS. CAR AND LOCOMO- TIVE. American Steel Foundries McConway & Torley Co. I TRUCKS, ELECTRIC. American Locomotive Co. Baldwin Locomotive Works, The TUBE AND PIPE MILL MA- CHINERY. Landis Machine Co. TUBE CLEANERS. The Lagonda Mfg. Co. TUBE CUTTERS. The Lagonda Mfg. Co. Faessler Mfg. Co., J. Ryerson & Son, Jos. T. TUBE EXPANDERS. Faessler Mfg. Co., J. Ryerson & Son, Jos. T. TUBES. BOILER. National Tube Co. Ryerson & Son, Jos. T. TUBES. SEAMLESS STEEL. National Tube Co. Ryerson & Son, Jos. T. TURNBUCKLES. Ryerson & Son, Jos. T. Steel Car Forge Co. TURNTABLES, INDUSTRIAL SHOP. Canton Foundry & Machine Co. TURRET LATHES. .Acme Machine Tool Co. Bardons & Oliver International Machine Tool Co. Oliver Machinery Co. Warner & Swasey Co. UNIONS. Dart Mfg. Co., E. M. Ryerson & Son, Jos. T. UPHOLSTERY. CAR. DuPont Fabrikoid Co. Pantasote Company UPSETTING, MACHINES. Ajax Manufacturing Co. VALVES. American Steam Gauge & X'alve Mfg. Co. VALVES. DRIFTING. Franklin Railway Supply Co. VALVE GRINDING COMPOUND. Norton Company VALVES. CUT OFF (AUTO- MATIC). The Lagonda Mfg. Co. VALVES, SAFETY. .Ashton N'alve Co. | Nathan Mfg. Co. j VARNISHES. ' Shei win- Williams Co. VENTILATING FANS. I General Electric Co. j VENTILATORS. | Globe N'entilator Co. i VENTILATORS, CAR- I Globe X'entilator Co. Railway Utility Co. ! VISES. I Cleveland Milling Machine Co. WASHERS. LOCK. National .Malleable Castings Co. WATER PURIFIERS. Dearborn Chemical Company WATER STRAINERS. The Lagonda Mfg. Co. WEATHER STRIPS. McCord Manufacturing Co. WEDGE BOLT, KEYSTONE. Keystone Equipment Co. WEDGES, JOURNAL BOX. Steel Car Forge Co. WELDERS. ELECTRIC ARC. Lincoln Electric Co. WELDING AND CUTTING AP- PARATUS. International Oxygen Co. Lincoln Electric Co. WELDING APPARATUS (ELEC- TRIC ARC). Lincoln Electric Co. Westinghouse Electric & Mfg. Co. WELDING PROCESS. Goldschmidt Thermit Co. WELDING SUPPLIES. Electric Controller & Mfg. Co. Goldschmidt Thermit Co. International Oxygen Co. WHEEL DRESSERS. GRINDING. Norton Company j WHEELS. CAR. American Steel Foundries WHEELS. CAR A LOCOMOTIVE. Carnegie Steel Co. Lima Locomotive Works, Inc. WHEELS, GRINDING (ALUNDUM A CRYSTOLON). Norton Company WHISTLES, LOCOMOTIVE. Ashton Valve Co. Nathan Mfg. Co. WINDOW FIXTURES. McCord Manufacturing Co. WRECKINa HOOKS. National Malleable Castings Co. WRENCHES. Coes Wrench Co. WRENC»£S, LAROCK. Mechanical Specialties Co. WRENCHES. RATCHET. .Armstrong Bros. Tool Co. WRIST PINS. United States Metallic Paddsfl Co. November, 1917 RAILWAY MECHANICAL ENGINEER 99 CJjr^/^lTC Their intimate relation to car maintenance expense. If you wish for information on the sub- OTj/^i^|v^o ject, write us for our booklet on S-HvJvj JVO UNION DRAFT GEAR COMPANY Cardwell Friction Draft Gear McCORMICK BUILDING CHICAGO 100 RAILWAY MECHANICAL ENGINEER November, 1917 ALPHABETICAL INDEX TO ADVERTISEMENTS Acme Machinerv' Co 37 Acme Machine Tool Co 30 Ajax Mfg. Co 21 Allen Co., John F 46 American .\rch Co 63 American Flexible Bolt Co 78 .\merican Locomotive Co 68 American Steam Gauge & Valve Mfg. Co. 77 American Steel Foundries 65 .\merican Tool Works Co 5 Armstrong Bros. Tool Co 3 Ashton Valve Co Ai Baldwin Locomotive Works, The 67 Barco Manufacturing Co 79 Bardons & Oliver 40 Beaudry & Co 44 Becker Milling Machine Co 25-36 Boss Nut Co 1 Bradley & Son, Inc., C. C 17 Breakless Staybolt Co 74 Bridgeford Machine Tool Works 7 Brown & Sharpe Mfg. Co 9 Brubaker & Bros.. W. L 52 Buckeye Steel Castings Co 86 Bullard Machine Tool Co IS Buyers' Index 92-94-96-98 Byers Co.. A. M 87 Canton Foundry & Machine Co 48 Carborundum Co 49 Carnegie Steel Co 86 Chicago Pneumatic Tool Co 44 Chicago Railway Equipment Co 91 Cincinnati Planer Co 31 Cincinnati Shaper Co 22 Classified .\dvertisements 50 Qeveland Milling Machine Co., The 20 Coes Wrench Co 38 Dart Mfg. Co., E. M 80 Davis Boring Tool Co 11 Dearborn Chemical Co 76 Detroit Lubricator Co 72 Diamond Machine Co 10 Dixon Crucible Co., Joseph 83 Duflf Mfg. Co 34 DuPont Fabrikoid Co 90 E •Economy Devices Corp — Electric Controller & Mfg. Co 53 Electric .Storage Batterv Co 82 Erie Foundry Co 34 Faessler Mfg. Co., J 38 Firth-Sterling Steel Co 13 Flannery Bolt Co 70 Foote-Burt Co., The 8 Ford Chain Block & Mfg. Co. 34 For Sale Advertisements 50 •Franklin Railway Supply Co 62 Galena-Signal Oil Co Gardner alachine Co (General Electric Co. Geometric Tool Co. Globe Ventilator Co. Goldschmidt Thermit Gould Coupler Co.... Greaves-Klusman Tool Greenfield Tap & Die Co. Co.. Corp. 74 47 59 29 88 54 88 30 14 H Hale & Kilburn Co 86 Hill, Clarke & Co 39 Hilles & Jones Co 44 Houghton & Co., E. F 43 Hunt & Co., Robert W 3 Ingersoll-Rand Co 52 International >rachine Tool Co 24 International Oxygen Co 54 Jessop & Sons, Inc., Wm Jones & Lamson Machine Co. 50 36 Kelly Reamer Co 46 Keystone Equipment Co 58 Lagonda Mfg. Co 32 Landis Machine Co.. Inc 40 Lima Locomotive Works Corporation.... 64 Lincoln Electric Co 55 Locomotive Stoker Co 66 Locomotive Superheater Co., The 61 Loco Light Co., The 72 Lucas Machine Tool Co 33 Lukens Steel Co 71 M McConway & Torley CO 90 McCord Mfg. Co 101 Manufacturing Equipment & Eng. Co 50 Mechanical Specialties Co 48 Modern Tool Co 16 More-Jones Brass &Metal Co 73 Morse Twist Drill & Machine Co 38 Morton Mfg. Co 41 N Nathan Manufacturing Co 76 National Malleable Castings Co 88 National Tube Co 84-85 Newton .Machine Tool Works, Inc 12 Oliver Machinery Co 32 Pantasote Co., The Pedrick Tool & Machine Perolin Raihvav Service Pratt & Whitnev Co. .. Co. Co. Q & C Co. Railway Materials Co Railway L'tilitv Co Reed- Prentice Co Reliance Electric & Engineering Co. Roller Lock Nut Co Rooksbj- & Co., E. J Roto CTo Ryerson & Sons, Jos. T 93 2 69 4 100 SO 88 28 56 82 3 78 60 Schroeder Headlight Co 77 Sellers Co., Inc., Wm 2 Sherwin-Williams Co 80 Simplex Railway .Appliance Co... 65 Smooth-On Mfg. Co 80 Starrett Co., L. S., The 6 Steel Car Forge Co 78 Stucki Company. .\ 80 Swan & Finch Co 45 Texas Co., The 81 u B 18-19 99 L'nderwood & Co., H. L'hion Draft Gear Co. 'United Hammer Co. United States Graphite Co 97 United States Metallic Packing Co 76 Vanadium-.Mloys Steel Co. \'apor Car Heating Co.... w Want Ads Warner & Swasey Co *Watson-Stillman Co.. The Westinghouse .\ir Brake Co Westinghouse Elec. & Mfg. Co White American Locomotive Sander Wickes Bros Williams & Co., J. H Wisconsin Electric Co Co. 35 82 50 .23 89 57 70 44 42 51 Nicholson & Co., W. H 3 Nicholson File Co 95 Niles-Bement-Pond Co 4 | Y Norris, Tames L 48 | Norton Co 27 | Vale & Towne Mfg. Co 42 Norton Grinding Co 26 i Nutter & Barnes Co 46 *Every other month. mm mmm i 1. .. •i.-k Gilman-Brown EMERGENCY KNUCKLE a compact, simple, positive and dependable repair knuckle that fits practically all M.C.B. types pf couplers. Makes a close and normal coupling, eliminating the ne- cessity of using a dummy hose. Write for information and prices. -. ^^ ThcQ^tiPOCa New York St. Louia Chicafo 90 We«t St. Railway Exchange Bldg. People* Gaa Bldf. tfia November, 1917 RAILWAY MECHANICAL ENGINEER 101 *'Win Doe" Trials '^T CAN but regret," said Judge Wrightly, I "that each day there seems to be, on the part of the plaintiff, an inexcusable delay in opening." "Naturally, Judge," remarked Win Doe, "what can be expected of one whose window fixtures always cause inexcusable delay in opening the window. Now with car windows equipped with Universal Window Devices, the sash can- not bind, but actually floats between the brass compression strips and the flexible Universal Window Stripping. Such windows are not only easy to open, but they possess the addi- tional virtue of absolute " "Silence," roared Judge Wrightly. "Thank you. Judge, silence was just what I started to say when you interrupted me; there is no noise nor rattle from car windows equipped with McCoRD Universal Window Devices" Follow these Win Doe Trials with care ; they will be reported in full in this publica- tion, and will show why McCord Window Devices always work 100 per cent perfect. Our booklet, which tells "The Tale of the Floating Sash" will help you follow the evidence. Better send for it. Universal Weather Stripping, Metal Sash, Sash Locks, Sash Balances, Drawn Metal Moldings, Metal Stampings, Hose Protectors, McKim Gaskets. McCORD MFG. COMPANY 2587 E. Grand Blvd. Detroit Peoples Gas Bldg. Chicago 50 Church Street New York 102 RAILWAY MECHANICAL ENGINEER November, 1917 The following is from a letter from V. M. Alexander, Assistant to the President of the Chicago & Alton R. R., dated October 19, 1917: " I am very much impressed with the interesting and attractive manner in which the Car and Locomotive Number of the RAILWAY MECHANICAL ENGINEER has been published, and I might say that I was likewise impressed with the Patriotic W^ar Number of the RAILWAY AGE GAZETTE, which I have retained in my personal file, as I will do with the Car and Locomotive Number of the RAILWAY MECHANICAL ENGINEER, because I believe that, aside from reading the two periodicals, they furnish a great deal of valuable information for future reference. I might say, also, that the advertising matter contained in these two issues was very interesting to me as it set forth the latest developments in railway supplies and equipment on the market," 4 4 I' . I.', r