IMAGE EVALUATION TEST TARGET (MT-3) Y /. o A f/. 1.0 I.I 1.25 l;^|2j, |2.5 | iO "^" ■■■ :!f U£ 12-0 12.2 1.8 U ill 1.6 V] <^ /a e-. ^A > '^ :?' o /,. 7 /A CIHM/ICMH Microfiche Series. CIHM/ICMH Collection de microfiches. Canadian Institute for Historical Microreproductions Institut Canadian de microreproductions historiques 1980 Technical Notes / Notes techniques The institute has attempted to obtain the best original copy available for filming. Physical features of this copy which may alter any of the images in the reproduction are checked below. M Coloured covers/ Couvertures de couleur L'instltut a microfilmd le meilieur exemplaire qu'il lui a 6x6 possible de se procurer. Certains dAfauts susceptibles de nuire 6 la quality de la reproduction sont not6s ci-dessous. 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The following diagrams illustrate the method: Les cartes ou les planches trop grandes pour dtre reproduites en un seul ciichd sont filmdes i^ partir de Tangle sup6rieure gauche, de gauche A droite et de haut en bas, en prenant le nombre d'images ndcessaire. Le diagramme suivant illustre la m^thode : 1 2 3 4 5 6 lll0(l nn THEIR EXCERPT MINI The rig WORK SHOPS, THEIR DESIGN AND CONSTRUCTIONS ,^^^J^...^ BY J. DAVIS BARNETT, M.Can.Soc.C.E. BY PERMISSION OP THE COUNCIL. EXCERPT MINUTES OF THE TRAXSACTIONS OF THE SOCIETY.' Vol. III. Part. I. Session 18S9. Uth march. Montreal ; PRINTED FOR THE SOCIETY, Bt John Lovkll & Son. 1889. The right of publication and translation is reserved. Id"" The Society will not hold Itself responsible for any Btatements or opinions which may be advanced in the following pages. " T^e papers shall he the property of the Society, and no publication of any papers or discussion shall he made, except hy the Society or under its express permission," — By-Law No. 40. WORK SHOPS, THEIR DESIGN AND CONSTRUCTION. By J, Davis Barnett, M. Can. Soo. C. E. The author wishes to record a few notes on the design and construc- tion of railway shops, and purposes not only to treat of the peculiarities that mark those of North America, but also to contrast some features with European practice, and if possible to indicate what is and what may be the modern development and progress in this art. LOCATION. A natural starting point is the location of the shops with reference to the terminal stations of the railway, and to some large town ; also the choice of land and its amount. A statement of the best American practice in this matter is given by Mr. C. Paine in the chapter on "Shops and Engine Houses" in his " Klements of Railroading." A point he strongly emphasizes, that more than enough land should at first be purchased (even if afterwards it is sold as building lots), will receive a unanimous endorsement. FOUNDATIONS. It would, for the present purpose, be a waste of time to enumerate those matters common to all dry, solid and effective foundations, but it may be remarked that in Northern climates, it is better that the sides of foundation walls and piers be sloped rather than stepped, so as to prevent as much as possible the earth gripping the wall, as it expands under the action of frost. When the main support ' ^he overhead weights — such as roof-princi- pals, crane-tracks, shafting, etc., are iron pillars; and " made ground " covers to any depth the natural foundation bed, the comparatively low price of iron has proved it to be economical to build short foundation 4 liarnett on Work Shopn. piors, aiifl to all>w tin; iron pill.irs to run ddwii below floor lovol, to tho piers, itistend of carryiiij^ iip the piers to floor level, the pillars beiuj^ Hncket<;(l into broad east-iron bases, bedded in eemeiit. Pillar footings and column bases, when above floor level, are u>ually bedded on rolled sheet or incited pig leail. The author is of the opinion that the runniiii.' in, between base and cope stone, of'a fine cement ^lout, would lie (juite as neat and ett'octivo, ami certainly ehcaper. Less eon- centrati'd woij^hts, sueh as stationary engine and pump bods, and the rix)iin;_'8 of heavy machine tools, aro satisfactorily bedded on their foundations with melted stick-sulphur. Anotlier instanci,' of iron bi'in:; usetl, to reduce the first cost of foun- dation, may b' seen in the new erecting shop of the Grand Trunk Ky. at Stratford, where, instead of miking continuous walls t(i carry the rails supporting tho traverser tai'le, it was found less costly and quite as eflicieut to build discoimecled piera, and span thorn with wrought iron beam-* of I section, which carry the rails laid upon them longitudinally, and support the flooring laid transversely. WALLS. It is advisable to emphasize the apparent wall construction ; a good shop loo/cH substantial. This is best accomplished by using bold pilas- ters or large piers to receive all roof and floor beams, setting them so that they stand out prominently, and spanning the panel between them with comparatively thin bonded walls, free from bats, if of brick. This method of straight lines and promini-nt offsets not only satisfies the eye, but is of pronounced value in localizing and absorbing tho vibra- tions received from the rool'or machinery, and closer attention to these mutters would result in our shops having a less tame — a less ugiy — appiarance, and a longer safe life. The permitted outlay on such new works rarely admits ol the wall suiface being broken into ornamental Hues, or varied in color ; but it is always possible to make a strong bony skeleton, wliose very angularity will instinctively satisfy, by appearing to be quite equal to its special duty. I ENOINE HOUSES OR LOCOMOTIVE SHEDS. Intended for little else than the temporary storage of locomotives, engine houses in America vary more in first cost and permanence of material used, than in type of design. The ordinary arrangement ia plan is an annulus or segment of an annulus — whosu centre is that of the unroofed turntable, giving access to the radial tracks each leading into a single locomotive stall. The economics in the construe- Burnett on Work Shops. 5 loor lovol, to tho the pillarM boinj^ !vcl, art' u-ually s of the opinion le cement grout, per. LesH con- ) bods, and the .'tilled on tliuir ■st cost of foun- Gruntl Trunk 9 walls to carry lees CDstly and pat) tlieui with laid upon them y- ruction ; a pfood ising bold pil.is- L'ttini^ them so 1 between them of brick. It only satisfiea rbing the vibra- utioQ to theso •a less u;jjiy — iiy on such new to ornamental iiake a !»troair ily satisfy, by f locomotives, permanence of rrangement in osii centre is la I tracks each tlie construc- tion of the annulus nro ; either a narrow span of trussed ridj»o roof ; or a 80 called fl it roof (angle 5*^), offering little obstruetiou to wind, and permitting the use of an inexpensive roof cDvering: low walls — the roof timbers are sometiniea lower than the top of the engine chimney — atid a short length of wall, as it is limited to the ends and outer ring, the inner ring being formed l)y tiie wooden door and door posts. A flat roof sup- ported by pillars gives a very stiff building for the limit^nl amount of material used, and if sloped inward«, the ronf drainage is a simple matter. The stack of the locomotive naturally going to the higher part of the building brings its front end close to the outer wall containing the windows, so that the most light is received where it is needed — on the moving parts of the machine, Extending back into sparsely settled pff. bi'inp needed, and lie ih funiiliar with r(K)fH tliiit luive Wn covered with it for ten yearH, tliat nhdw no injury from froHt, Our native nhiteH are very compact, — a point greatly in their favor. A report of the State GeologiNt fur Vermont nhoWH that the Hlatv in thin neighborhoial haa a water absorption (under vacuum test) of but ^Jy of its weight. Mr. Ilarkom nJHO mentiouH a HUCCORHful experiment he carried out at ArthabiiHkn, with the object of getting rid of the iciclcH that form at eaves, due to melting from lient communicated tlirough the roof slating. He double-boarded or sheeted on the |)urlins, and then laid wood strips 1^ by 1 inch thick on tup, at proper distances apart, to which strips the slates were nailed. The air space below secures fairly equal tempi 'ureonboth sides of the slate, thus preventing the excessive cave i les common to slate covered engine-houses. The fire risk from a roof covering of shingles — set in cement and oc- casionally lime-washed, — is very slight ; in fact in high winds, with many live sparks flying about, it is probable that shingles so treated are safer than s!ate. A liberal surface of glass is provided in the outer ring wall. Sky- lights flush with roof, being difficult to keep clean both inside and out, arc of little use; and the small portion »»f each large door (forming the inner ring) tliat can be fitted with windows, makes it necessary to depend largely on the outer ring wall for natural light. As to the number of engine stdls renuired, any railway in a mode- rate climate, having an engine house capacity equal to 60 per cent, of its locomotive stock, is well eciuipped ; many American railways being content with 50 per cent. la Great Britain a very common form of engine-house is the longitu- (liiuil, with parallel through tracks, and exit at both ends. Their capacity varies, rarely exceeding 80 engines. Thereof is usually of the saw tooth pattern, a series of narrow spans, supported by hollow iron pillars, forming conduits for the water from gutter in roof valley to under ground drains. The roof is hipped unequally, favorite angles being GO ° and 30 ^ , and that side more nearly vertical is glazed with f inch rolled or rough plate, and if possible is arranged to face North, so as to give a good light equally diffused throughout the wide building, without too much inconvenience from the direct rays of the sun. Snow and frost prevent the saw tooth roof being used in Canada, (the Author not knowing of a single example on this continent north of the State of New Jersey,) hence our roofs are of single slope (" flat") or single ridge of quick pitch, and as ekylights have but a partial efficiency, the necessity for securing light from the side walls limits the width of a longitudinal engine-house. I Barnett on Work S}iop«. Iwen covered with ir native Nlates are report of the State eighborho(Kl has a i»8 weight. Air. e carried out at clcH that form at 1 the roof Hinting, then laid wood apart, to which cures fairly efjUiil iiig the exceHsive ooment and oc- viiids, with many treated are safer ring wall. Sky- 1 in.side and out, 'or (forming the it necessary to Iway in a mode- 60 per cent, of railways being is the longitu- 1 ends. Their s usually of the by hollow iron roof valley to favorite angles tical is glazed rranged to face ghout the wide ect rays of the Jcd in Canada, tinent north of slope (" flat") but a partial walls limits An excellent example of this type of house built by Tlio Grand Trunk Ky.at Montreal, is 76 ft. wide by 282 ft. long, with five parallel trackH through it, giving liberal accommodation for 25 long tender- engines. Any increase in capacity, could only bo obtained by lengthen ' ing the building and tracks, which increases, out of all ratio, the ditHculty of working the longitudinal type of house. This difficulty is the trouble and extra movement of other engines necessary to get a locomo- tive out and ready for service, should one on the same track in front * of it, be undergoing for a few hours such light repairs, as the renewal I of truck wheels, that prevented it from being moved until the work is completed. American criticism says that this is the main defect ia the longitudinal type of house. It does not, however, in daily practice prove to be as awkward as it looks, if definite tracks are reserved for such repairs and for such engines as have to keep " shed-day " while their boilers are being washed out, and if the houce-men (engino turners) learn what part of the house each engine should go to, before attempting to put it under cover. Exit at both ends of such house, cannot be obtained where the yard room is limited. At CardiflF, on the Taff Vale lly., England, the Locomotive Superintendent, being compelled to have one end of his new engine house blank, put in the middle of its length a traverse pit and table, crossing its ten tracks and then passing out, through a pocket on side wall, to a pa allel siding in the yard. This gives practically three exits, with exceptional economy in space. (See Proceedings Inst. C. E., Aug., 1884, p. 243.) The Great Western Ry. of England has in many of its engine bouses, combined both the longitudiu il and the radial systems under one continuous hip and valley roof, and the North Eastern Ry., England, had such a preference tor the radial system, that five turntables were put under one roof, 280 ft. wide by 450 ft. long, giving stallage for 95 engines. This is an extreme case and is probably unique, although in passing, it may bo noted, that the late Howard Fry, in designing the extensive workships for the Wef.t Shore Railway at Frankfort, N. Y., laid them out so that the smithy, boiler-shop, foundry, erecting and machine shop stand radially to an open turntable. Having, how- ever, unlimited land at his disposal, the tracks from the outer ends of these buildings are connected by easy curves to the yard sidings, so that a failure of the turn-table or the blocking of its pit will not neces- sarily lock up all entrance to these shops, such being the case with the tracks in an engine house, which converge on a central turntable as their sole means of exit. The Burlington aad Missouri River Ry. at Platts- 8 Barnett on Work Shops. mouth, Neb., also has most of its shops in tho shape of segments of an annulus centering on one turntable. The best radius of track curve is an unknown quantity, but the New York Central Ry. safely uses curves as quick as 160 feet radius for their city freiglit-house. The author would strongly endorse tho longitudinal type of engine house. It is eminently serviceable where alargo nuiabjr of engines have to be turned out almost together in the busy portions of the day. An English officer, daily handling about 400 train engines at one ter- minal, in comparing the tv\ro systems, said, that if turntables con-, trolled the exit of his engine houses, he believed it would be impos- sible for him to get the engines out on time for their trains, even with additional space and men placed at his disposal. And this type as readily suits small establishments. An engine- house recently erected by the Grand Trunk Ry. at Lindsay (under the supervision of the Author) is 250 by 62 ft. It has two through tracks, with continuous ash-pits for 10 running engines, one through track for engines under rep;iir, being washed out, or waiting under steam between trains. Parallel with the windows of one side wall, are two stationary boilers with overhead apparatus for sand storage and drying, three smiths and other fires,a stationary engine, a force pump with underground water supply tank, and still continuing in line with the shop and main shafting, are wheel lathes and other iron working machinery, the fitters' benches, and the wood working tools and benches, followed by foreman's office, clerks' office, and a two storied storeroom, with oil tanks below ground,the whole resulting in acheapcompactarrangement, every foot of floor space being used, while every corner and detail is well under the eye of the foreman. The tracks in yard form a triangle (or Y, as it is called) and a turntable with its pit is dispensed with, thus getting rid of one, source of probable failure ar, .1 delay in getting engines out " on time." Many engine houses are now equipped with a continuous pipe 1^ or 2 inches diameter, having branches to each stall and flexible couplings to each engine. Its uses are various. The steaii and water from a boiler to be " blown off " and washed out, are sometimes used to heat the water with which the washing out is to be done. The pipe may be passed into a boiler of cold water, so as to shorten the time in rais:-.g steam after a washed out boiler is refilled, and sometimes, it is connected with the jet-blower at base of locomotive chinmey, and the steam used in creating a draft to quicken up the newly lit fire. The two latter arrangements prevail where an injector or inspirator is used to give the washout wat'^r-pressuro. Barnett on Work Shops. 9 gments of an but tho New Jt radius for pe of engine engines have he day. An 3 at one ter- ntablos con-, lid be impos- traius, even An oi\gine- ir (under the ough tracks, jgh track for earn between stationary three smiths ground water lin shafting, srs' benches, man's office, ? ground, the »f floor space 3 eye of the it is called) rid of one, on time." •us pipe IJ lie couplings ater from a sed to heat i pipe may he time in iietinies, it chimney, the newly injector or OIL HOUSE. A special feature of American engine-houses, — the outcome of the extensive use of mineral oil for lubrication as "oU as for light — '« a detached oil house ; a fire-proof brick structure with iron roof, roof covering and shutters, and concrete or asphalt floor. Underneath it (below track level) are iron storage reservoirs, with inlet pipes so arranged that oil received in bulk can gravitate from the tank-car into any one of them, from whence it is lifted by hand or steam pump into small tanks on upper floor, and is drawn thence by tap for engine and train use. The concrete floor is at level of car-floor, or about 4 ft. 2 in. above rail level, to facilitate small shipments to out-stations, which in the more perfect equipments is by moans of circular iron tanks holding GO galhms. The cellarage around storage tank and the house, is warmed by steam pipe from outside, and the artificial liszhtis gas, or as at Indian- apolis, electric, no lamp or torch being admitted. SAND HOUSE. The sand used to increase the adhesion of locomotive wheels would at first sight seem to be too small an item to require specific attention ; but eight or ton tons is a daily is^ue at central stations. At Columbus, 0., the sand store, having a capacity of 1,000 tons, is a neat wooden building with hinged shutters at top of walls, set so as to permit the air to assist in sand-drying ; and the floor is of dry brick set on edge, with tile-drain below. When required for use, the top layer of sand is shovelled into hoppers, containing live steam pipes one inch diamet«r- and spaced two and a half inches apart ; when dry it falls through bottom opening on to a concrete floor. The Grand Trunk Ry. has recently, by hand power, belt and bucket elevators, lifted the dry sand into overhead reservoirs, from whence it is allowed, through hose and molasses gate, to deliver directly into sand- box on top of locomotive boiler. COAL SHUTES, ETC. Equipment for coal delivery to Tender may be passed over (the author having treated on this matter at large elsewhere), also the details of water supply and delivery, as the varying local necessities do not permit any uniformity in this matter. GENERAL REPAIRINQ OR ERECTING SHOP. The amount of floor space to be devoted to the general repairs of loco- motives and tenders, and its proportional division among the various 10 Barnett on Work Shops. buildings, is a wide question, on which little has been written ; and in attempting to find an average taken from existing practice, difficulty is experienced, due to so many workshops manufacturing supplies for out- stations and for other departments, even when not manufactv.ring new engines. Simply for repair purposes, the Author is of opinion that there should be floor or stall room in the erecting (repair) shop for 10 or 11 per cent, of the total engine stock. It may be expected that 4 or 5 per cent, will be in the paint shop going out, or in yard waiting to come into erecting shop for general repairs, and that 5 per cent, are having their boilers washed out, or undergoing running repairs of so trivial a nature, that they can be done in the engine house. This leaves 80 per cent, of the motive power effective and at work daily. To illustrate — we will suppose the total number of engines on a rail- way to be 100 ; the working engines make a daily average of 133 miles or 4,000 per month, whicn multiplied by the 80 effective en;»ines gives 3,840,000 miles per annum, and the repairs done in the erecting shop have to balance the wear and tear of this mileage. The first question is one of time : How long does it take to repair an engine ? An average common in America is — Heavy repairs occupy 90 days — equivalent to a wear of 100,000 miles. Medium " " 60 " " " 70,000 «' Light and specific repairs occupy 30 days — equivalent to a wear of 30,000 miles. General average is 60 days (2 months) to a wear of 67,000 miles. Each engine on a general average, occupying a stall for two months, gives the outputof repaired engines for an erecting shop containing ten stalls as 60, which multiplied by the average mileage of 67,000 totals to 4,020,000, a sum just in excess of the mileage during the same period by the 80 effective engines. There is (or should be) some relationship in size, between the erect- ing and other shops of the locomotive department, and Appendix A. gives from recent practice the comparative area of the other shops in percentages of the erecting shop. It will be seen that the proportions vary ; and it must be so when some establishments build more or less new work, while others are restricted to repairs only ; some are confined to locomotive work, whereas in others material is manufactured for all departments, including even the telegraph department. Also the " size " relationship will be varied by the uniformity and nterchangeability of tbe parts of the engine stock. Where their classes I I Barnett on Work Shops. 11 ttcn ; and in , difficulty is plies for out- ictr.ring new there should • 11 percent, per cent, will come into having their vial a nature, I per cent, of les on a rail- )f 133 miles msjines gives recting shop to repair an 0,000 miles. ),000 " o a wear of miles. two months, itaining ten 7,000 totals same period m the erect- ppendix A. other shops be so when others are Dtive work, epartments, brmity and )heir classes '"i and styles are few, all the shops will be comparatively small, and the delay to engines in the erecting shop less. Thus any such table will only permit of a mean average being taken. This being the case, under each heading is a second column, in which the size of each shop is given as a percentage of the whole — so that, given the total roofed surface that can be devoted to the locomotive department, its proportionate divisions can be approximately inferred In America, the ordinary arrangement for erecting shops is, thnt the pits or stalls lie transversely to the main axis of the building, admis- sion to them being by a transfer table or traverser, within the build- ing in northern latitudes, and outside it where snow is likely to cause but little inconvenience. There is an obvious economy in size and cost of structure when the traverser can be put outside ; but its free movement cannot be insured during a Canadian winter, and an attempt to use one in Montreal was, after much inconvenience, abandoned years ago. Hence, the shop must be wide enough for its work, and for the length of the traverser in addition, at once giving a span of roof justifying the use of intermediute supports. Two rows of pillars are often used, dividing the floor space into three bays, one on each side of and parallel with the traverser pit, as this brings the work and men close to the side windows. When the traverser is outside it is rarely that the floor is obstructed with more than one line of pillars. Whatever be the number and disposition of these internal supports, the roof is invariably of the single ridge, or gable pattern. TRAVERSERS OR TRANSFER TABLES. It was due to traversers being framed in timber that the pits in which they moved were at first so deep — even exceeding five feet. Rolled steel is now used for the frame, which is suspended from the axle journals on both sides of eight small wheels, and for which four parallel rails are provided, the full length of pit. Much ingenuity has been used in the endeavor to reduce the inconvenience of the pit, by making it as shallow as possible, and at Heading, the Philadelphia and Reading Railway in its new car shops has no pit, only a flush asphalt floor from wall to wall. As, however, the suspended or carry- ing rails of the traverser must be higlier than the fixed rail over which they move, it is arranged that the tracks at each repair stall, instead of being spiked to cross-ties, are carried upon longitudinal timbers about 10" square, thus lifting them above the floor level, and giving the necessary difference in height between the traverser bed rail and its suspended rail. The author is not familiar with any example on 12 Barnett on Work Shop8. this Continent, of the European practice of making bed-rails for traver- ser and the transverse or Mtall tracks, flusii witli each other and con- tinuous, except where slightly cut at intersection to allow the wheel flanges to pass. Tlie shallow rails on the traverser only just clear the bed track on the floor, and the vehicle to be transferred mounts to them by running up tapered extensions of the suspended rail that are hinged — or ratlier pivoted — on its ends, and which when not pressed down by the wheels of the on-coming vehicle, are kept clear of the bed tracks by springs. This practice may be said to be u development of the " Dunn Traverser," at one time in common use for the transfer of carriages at terminal stations on English and Continental railways. Having all rails flush, not only permits the rapid movement of men and smiill material, but allows the tran>fer, when traverser is engaged, of vehicles from a stall on one side of bay to the track imniedintcly opposite. Having in view the possible failure of the traverser, some shops are, and all should be, provided with portable rails to span the width of pit. Power to move the traverser is often communicated direct from boiler and engine carried upon it. This, though cunvenient enough, perhaps, for out-door service, has proved to bean unmitigated nui>anco under cover in winter, when doors and wimlows must be kept closed. Endless chains, the full length of the bed with stopping and starting gear at one end, are sometimes used. Tlie friction is considerable the chain having to be supported every eight or ten feet, and signals to control traverser movement have to be transmitted over long dis- tances. Stout wire cable, travelling at same speed as chain, offers less resist- ance, and if one of the forms of clip gear is used on the traverser, the single attendant travelling with it has its motion completi>ly under con- trol. The cable grip clip gear, used at West Albany, New York Cen- tral Ry., is a simple form of friction brake stopping the revolution of a set of three geared wheels. When locked, the traverser moves at same speed as rope. Two sets of such wheels are used, so as to give botli up and down motion. When table is at rest, power is transferred to a cap-tan used in hauling vehicles on and ofi" the traverser. At Alton, Mr. W. Wilson causes a small quick moving rope to give motion to one wheel and shaft, from which power to traverser and capstan is communicated through bevel friction wheels. Speed of traverser is slow, 25 ft. per minute, and that of the capstan is but 32 ft. per minute. The outdoor traverser, built some years ago for the Wason Car Shops, Springfield, is 50 ft. long, and weighs 11 tons, being propelled by a I Burnett on Work Shops, 13 d-rails for traver- h other and con- • allow the wheel nly just ok'nr the 1 mounts to them hat arc hint^ed — pressed down by he bed tracks by it of the '* Dunn iP of carriages at lovcment of men orser isenjiatred, ■ack imniodi:itcly i traverHcr, some ails to span the ted direct from ivenient enough, itigated nuisance ; be kept closed, ing and starting is considerable eet, anut.) not being exoessivu as the speeds are slow To 8upj)ort an overhead travelling crane track, the plan usually adopted is, to iucroaso the thickness of the brick side wall pilasters, mid arch over the window and door openings flusli w ith pilasters up to the elevated track level, thus securing a solid, safe support for crane travel, with the disadvantage of materially reducing the width inside shop and the window openings. IJoUed iron, bolted to the walls, both for pillars and girders would to-day be the better practice. A good arrangement is to use stout cast iron pillars to support both the crane track and the roof principals, filling in between them with walls of just sufficient thickness to keep out the weather. It is difficult to use a single section of wrought iron for this double purpose, as the support for the track must be bolted on its side, and the weight from the crane is not then brought directly over the foundation, resulting in a tendency to throw tlio heel of the pillar outwards, and put the roof principal into compression. By using cast iron pillars, and varying their shape at the upper end, there is no difficulty in bringing the crane weights ver^ically on the underground foundiitions. The Author is not familiar with any exam- ple of a cast iron pillar doing such double duty in any northern climate, TRANSMISSION OP POWER. In power transmission throughout workshops,small shafts, light puUies and high speed flat Iciither belts arecomnion inland belong properly to, America ; but there is a growing tendency to dispense with shafting in favor of rope, and to use hemp or manilla rather than wire rope. Examples of the use of wire rope are to be seen at Altoona, St. Paul, Proctor, and thj Buffalo, New York & Philadelphia By. has run its machine shop 312 ft. distant, with ^ wire moving at a speed of G, 900 ft. per minute, for two years without repair. At Columbus, motion is transmitted by hemp rope moving at 1,500 ft. per minute, and Mr. Drumniond at Cowlairs, Scotland, uses I'ope throughout, even for transmission at right angles, — circumstances under which the Grand Trunk Railway prefers the use of V leather belting. Satisfac- tory instances of the use of hemp rope between engine and main shaft may be seen in Montreal at the Grand Trunk Eailway shops and at the Eedpath Sugar Refinery. A rope 2 in. diam., moving at 3,000 ft. per minute will transmit 25 H. P. ; — that is, a duty equivalent to a 4 in, belt moving at the same speed. Three-ply manilla rope is better than four-ply. The puUies should be at least 30 times the diameter of the rope, and the shafts not less than 20 ft. apart, the angle Barnett on Work Shops. VI leter in puIHes and ; exccHtiivo a8 the an usually adopted tera, and arch over up to the elovated crane travel, with side shop and the , both for pillars [^ood arrangement ne track and the of just sufficient ! a 8in}i;le section of 'or the track must not then brouf^ht to throw the heel into compression. ,t the upper end, vertically on the r with any exam- northern climate, lafts, light puUies elong properly to, with shafting in than wire rope. Itoona, St. Paul, Ry. has run its a speed of G,900 oluinbus, motion per minute, and hroughout, even mder which the )lting. Satisfac- ;nginc and main ailway shops and moving at 3,000 duty equivalent r man ilia rope is St 30 times the , apart, the angle of the groove in pulley rim 40", the rope not being allowed to bottom in groove as in the case of wire rope. Some actual tensions are as follows : a manilla rope 0^ in. in circumference, with a speed of 2,972 ft., tran.s- mits 23 H. P. with a tension of 25G lbs., another at 3,782 ft. transmits 40 H. P. with a tension of 349 lbs,, a third has seven ropes of \\ in. diam. at 2,355 ft. transmits 34 II. P., with tension of 47G lbs., the tendency with increasing exparience being to increase the tensions, which are still far below those used with iron and steel wire ropes. Hemp appa- rently suffers little from climatic influences an 1 its life especially at the weak point — the splice — may be lengthened by coating it with beeswax and a little plumbago. The Southern Railway of France has probably made the most com- plete application of hemp rope in tho minute diviision and transfer of power. The through shaft in the shop is provided with numerous V pullies by which motion is given to thrce-cjuarter inch diameter hemp rope, so that at every point the power may be delivered to light overhead cranes as well as to numerous specially designed portable machine tools. For instance, in the boiler repair shop, not only are tho drills so worked at any angle or in any corner, but the holes are tapped, and the screwed stays put in, much in the same way as similar work is done to a limited extent with the Stow flexible shaft. Electric transmission has been used in Germany for some years under restricted conditions. It has some advantages, as the conductor is less clumsy than shafting, steampipe or rope, its position can easily be changed, and the motor is compact and less of a nuisance than a small steam engine. Loss of power there certainly is, but not much in the actual transmission between points far apart, if wire of reasonable dia- meter is used, and the less the power being taken off, the less is the percen- age of loss in the transmitter, the opposite rule holding good with shaft- ing. The chief loss is in the use of double machinery, the first to convert motion into current, and the second to convert current into motion. Every month is simplifying the problem and minimizing the waste ; and the ready adaptability of electro-magnetic machine tools (without inter- mediate machinery) to the varied purpose of drilling, tapping, rivotting, chipping and caulking thick steel ship plates in position, their high duty and rapidity of work, are shown in the paper by Mr. F. J. Eowan, recently discussed by the Institution of Mechanical Engineers (see Proceedings, Aug., 1887), in concluding which he expresses his belief *' that it will be found both economical and otherwise convenient to adopt electrical distribution in engineering workshops, instead of the existing Bystem of shafting and belts, or even hydraulic distribution of power." B 18 Barnett on Work Shops. Tran.smiflsion of power by steam pipe and independent engine for each Hhop Iirh, up to date, not been couimon in countrieH liable to low temperature. In niilJ climates, the use of separate wall engines with the cranks coupled direct to shop shafting is most satisfactory, and a pair of locomotive cylinders are oflcn use for such service, as tho engines occupy little if any floor space when set vertically, and each shop can be run independently when it is necessary to work overtime, With the use of modern asbestos and silicate coverings, there is but little loss by condensation in the long steam pipe. Mr. W. T. Bird in his careful experiments (see North of England Institution of Mining Engineers. Proceedings 1882-.3) has shown that the conden.sation in an exposed pipe 1,000 ft. long is sufficient to reduce the steam to 76 per cent, of its boiler efficiency, while coating the some pipe with silicate cotton raises the efficiency to 95 per cent. MACHINE GROUPING. At one time the aim in arranging a machine shop was to group the large machines close together, so that the heavy and bulky material steadily progressed from one to the other without retracing its path. With the adoption of light overhead cranes and single rail tramways for moving heavy weights, the rehandling of raw material has lost much of its importance and most of its expense, so that the favorite arrange- ment is to mass similar machines of all sizes close together, permitting one skilled man to be put in charge of the whole class. An alternative — when a charge-man is not employed — is to put one skilled attendant to each pair of such machines. However, the main advaiitage is that tho whole floor space can be more fully utilized when machines of a class are massed, than when different machines of about equal size and capa- city are grouped together. When small machinery is placed on a narrow side gallery, it is better, if window light will permit it, to locate a double row of machines, back to back, in the centre of the gallery, thus leaving a narrow passage on each side, rather than to put them in two lines with tho passage between them. This grouping enables each attendant more easily to keep his raw and finished material separate from that of his neighbours, and there is less countershafting needed. Its one defect is that it brings the attendants — usually boys — close together and face to face. Mr. W. Wilson has this arrangement of lathes on the ground floor at Alton. The solidity of machinery designed for railway shop service permits tools with single cutters to take wide and deep cuts, and in milling machines allows of a much higher speed at cutting surface (by Barnett on Work Shops, 19 t engine for liable to low engines with ictory, and a vice, an tlio y, and each k overtime, there is but \ T. Bird in n of Mining idcnsation in steam to 7G ic pipe with ?as to group ulky material ing its path, ail tramways has lost much )ritc arrange- *, permitting .n alternative 1 attendant to ;c is that tho les of a class ize and capa* y, it is better, af machines, rrow passage tho passage ore easily to neighbours, ;hat it brings face. Mr. oor at Alton. vice permits td in milling surface (by I virtue of which they are rapidly displacing shapcrs, planers and slot- ters). The actual depth of cut has little influence on tho cutting speud ; hence, it has been found at the forge not economical to smith too dose to size. This refers, of course, only to hand work. All wrought iron stamped or worked out under "formers" Hhould, for several reasons, bo made close to size. FOUNDRY. Foundries for the production of iron castings rarely form part of American railway equipment, yet no shop returns a larger interest on tho capital invested, is more useful in tho rapid despatch of daily work, or more helpful in ease of emergency. That those bonefit.s may be realized, its design and details should not be fortuitous, oven if many of them now in daily service suggest tho inference that, like Topsey, they " growcd. " Many years service — as well as recently created shops — shows that a most convenient plan is to divide tho surface to bo roofed over, into two sections of about equal length and span, placing ihcm at right angles to each otner, with tho cupolas in the inner corner as the most central position without occupying floor room, the square of open land behind the cupolas being utilized for storage of scrap iron, fuel, &c. Tho foundry at Point St. Charles is practically based on such a ground plan, although an existing building was utilized for the purpose. (See Paper by Mr, F. L. Wanklyn (Member) in Proceedings Inst. C. E., vol. 88, part 2.) Overhead travelling cranes are preferable, so that the molten metal will not need transfer from one crane to another; but if jib-cranes must be used, one set in front of and between the two cupolas will swing into both fi. ions through an arc of fully 270°. The sand stores, core ovens, &c., being set close to inner wall, light is received through windows in the long outer walls. What may be considered a model foundry has recently been completed at the Pittsburgh Locomotive Works. Mr. D. A. Wightman, the Superintendent says : " One of its peculiarities is the location of the core oven and core room, which are placed below the level of foundry floor, the top of the core ovens being on a line with said floor, and the runways — used by trucks out of the ovens — are covered, all except a hatchway left open for dropping the heavy dry sand cores and mould, down with a crane. "The core room is on tho same level with the core oven floors ; but is left open at the top of the foundry roof, and receives its light from jtntm 20 Barnett on Work /Sf/io^w. the main windows of the building. Communication between the ooro room and the south side of tlio core ovens is had by means of a passage way under railway track. The fand pits all open out of the euro rooms and huve manhulcs outside for shoveling the sand through from wagons and cars. " This orrnngment of core ovens was suggested in trying to obtain suitable light, as on one side at least nearly all foundries have their light shut out by core rooms, core ovens, and cupola house. The plan adopted obviates this difficulty, and you will probably conclude after examining the drawings that this building has better liyht from the ground than any foundry you have ever seen. " The sand conveyer indicated on plan is simply a Gandy Belt, placed beneath the surface of the foundry floor, upon which the sand is thrown, from any i)oint where it may be lying, and conveyed to an elevator which delivers it into a revolving screen, thence falling into the hoppers over the moulding machines, which are kept fairly full, so that upon opening them at bottom, the flasks are filled very (juickly. The conveyer saves the labour of wheeling the sand up to and .hoveling it into the moulding machines. One man takes care of all the sand for the two machines, whoso output in castings varies from 5,000 to 12,000 lbs. per day." HRA88 FOUNDRY. An effective, well ventilated and therefore healthy brass foundry is a square, single-storied, semi-detached building, with the windows, moulder troughs, and core benches on the three open sides. A circular chimney is in the centre, having around it a ring of crucible furnaces below ground level. This arrangement requires separate core ovens on the face of blank Vvall, an expense justified where the output is large. In smaller foundries, the furnaces are in line in front of a blank wall, the flues between furnace and chimney passing around the core ovens, the chimney being supported on iron girders, six or seven feet above floor level, so that any portion of the furnaces, ovens or flues may be renewed without disturbing or weakening the chimney. smith's shop. The smithy used to be a narrow shop, with the fires ranged close to the side walls and an open central passage. This arrangement has been modified, as the large machinery which is displacing hand work is most conveniently set in line down the centre, with a passage on each side of it — that is a track between the machinery and each line of fires ; 1 "3 Barriett on Work Shops. 21 ccn the ooro of 11 pasHago ho core rooms from wagons ii<; to obtain s liavo their liousc. Tho nbly conclude IT light from i Ht'lt, placed till' sand is jnvcyod to an fallinj!; into fairly full, so very (juickly, and . '\ovclin<^ all the sand •om 5,000 to ass foundry is the windows, ». A circular iciblc furnaces te core ovens the output is in front of a issing around 1 girders, six urnaces, ovens ; the chimney. inged close to a,ngcment has g hand work issage on each h line of fires ; 1 hence smithies have increased in width from 40 to more than 60 ft. Certainly tho smith docs not need much window light, yet he should not be made to stand between his work and the window when at tho anvil, as is done when the tir'.'s are set at right angles to the sidewalU. Tho better plan, which has long prevailed at Sir W. Arinstrong'n works and elsewhere, is to group them in pairs set parallel to the wall. A recent experimental attempt to draw off the forgo smoke through underground flues by the natural draft of a 140 ft. brick chimney was not successful (wiiatever may be tho result with higher and costlier chimneys). The most complete method of doing this, as at the Valley Falls shops on the Pittsburg and Western Uy., is to connect the smoko stack of each fire with a central smoke fluo running parallel to and under the ridge of llie roof, providing it at tho outlet with a suction fan blowing into u short chimney, whose draft it improves. Brick hoods and smokestacks make a permanent arrangement when each fire or group of fires has a separate outlet; but if the building is to be kept fairly clear of smoke, movable sheet plate hoods aro needed. For ventilation, small flues from outside, pasi^ing through dwarf brick pilasters about two feet above floor level, with horizontal gratings opposite and under the control of each man, are cfi'ective for the admis- sion of air, the smoke stacks or movable louvre boards in clerestory on roof being depended upon for exit, though neither are satisfactory at low temperatures unless the smoke flues have induced draft. Pressure blast for fires should be distributed in overhead galvanized pipes, with a branch down to each set of hearths, and provided with hinged collapsing valves that freely fall open inwards when there is no pressure in the pipe. This simple device prevents any inflammable gas from accumulating in the mains after the fan is stopped, thus avoiding explosions when lighting up. The number and variety of steam hammers is increasing, and as the interest on tho first cost and the foundation for the handier sizes, docs not amount to the wages of a striker, iind as there is no comparison between the rel> ' 'o usefulness and productive value of the two, each new smithy is li..oly to have a larger number. The points in the setting of steam tiammers worthy of note, are : — that the foundation for standard and .'or anvil must be kept quite distinct, that solidly bolted timber on end, makes one of the best supports for the anvil block, and that as no foundation fully absorbs the throb of a large hammer, the forge and smithy should be removed as far as possible from the shops holding tools of precision, but not beyond reach by a standard gauge track siding, with some yard-room being reserved near at hand i m 22 Barnett on Work Sho'ps. in which to store the scrap, fuel and the steel dies, or " formers " that accumulate around a well used hammer. BOILER SHOP. The boiler shop in all satisfactory works is detached, so that the noise of hand rivetting (not yet completely dispensed with) may be as little of a nuisance as possible. In height and width it is often a duplicate of the erecting shop, but with flush floor. It is worthy of notc^ that some works on this continent not using overhead travelling cranes in the erecting shop, appreciate their usefulness so far as to equip the boiler shop with them. The hydraulic and other heavy machinery for handling thick plates is massed at one end, and the lighter equipment for thin plates and tender tanks at the other end of one side of the shop, the floor on the other side being left open for actual construction or repair. TLj plate fur- nace (with forced draft) is set, so that its flue may have a short run to the chimney erected for the forge or smithy, and close to the heavy flanging tools. Standard gauge as well as trolly tracks cover the floor and the plate store (or rack) is close to main the track and to the furnace. Accommodation should be ample, for the boiler shop, as most man- agers find, is one of the least flexible ; and therefore it is wise to give it space and a full equipment of modern tools. FLOORS. European practice in flooring, varies from wood block on solid foun- dation to plain block and plank, using clinker, hard packed cinder or clay in the smithy, and concrete or asphalt for paint shop. The German Eaihvay Union recommend stone or tile — except where men stand at machines, and here wood should be used. Slate gives — all things con- sidered — the best service and wear under foot, of any known substance, and being light, strong and durable can be strongly recommended for stairs and stens. The continuous concrete floor used at Columbus, has for its first course, six inches of broken stone, for its second, eight inches of finely broken stone mixed with cement, and for the finishing course, a compound of Portland cement, asphalt, and sand, four inches deep, which being slightly elastic, is not readily cracked by a sudden blow. South and West of Pennsylvania a solid floor is made by rolling the earth, and then bedding, about thirty inches apart, half-round locust stringers in four inches of concrete, before it sets hard. The stringers are floored with two inch Georgia pine plank coated with hot tar. Oal any mc Barnett on Work Shops, 23 " formers " hat the noise y be as little I a duplicate ofnote^ that cranes in the lip the boiler thick plates jsand tender >n the other .0 plate fur- short run to J the heavy id the plate 50. 3 most man- wise to give I solid foun- cinder or he German stand at things con- substance, nended for umbus, has ht inches mg course, dies deep, en blow, rolling the and locust e stringers h hot tar. I Oak flooring is often used in that neighbourhood, not because it lasts any longer than white pine, but because it is cheaper in the local market. The Georgia Central Ey. coats the sills with rosin, packs the earth up to within half an inch of their top, spiking the planking down after boring holes through it. Rosin is then run in through these holes until the whole cavity is full, thus completely isolating the timber from the damp earth. In Canada a cheap floor for light weights is made by bedding half-round cedar in a foot of engine cinders, and nailing two inch pine plank on top. Sellers, of Philadelphia, uses under his machine tools a continuous iron floor resting on brick foundation walls, and between the machines pine plank for the workmen to stand upon. TURNTABLES, The American pattern of turntable is a " top deck " structure of cast iron up to the common diam. of 60 ft. The weight of table and load is carried on a single fixed central pyramid, with one of the many ibrms of antifriction caps on the top, to lessen the resistance to movement. No gearing is used to give the table motion, a short lever or hand spike stands out from one end, and two men are usually sufiicient to walk the table and its load around. A fixed circular rail in the pit and end wheel trollies at the outer ends of the girders are provided ; but they come into use and carry weight only when the load is being moved on or ofi" ; at other times the table is in balance, and the trolly wheels ride justclear of the ring- rail. When the turntable girders are of cast iron, it is advisable to dispense with any lock or catch to hold the table in line with the radiating tracks, on account of the danger to the castings, if the bolt is shot out suddenly while the table is in motion and because the engine-men will move an engine on to the table more carefully, when it is held in position by hand, than when it is locked. With wrought iron tables these precautions are not so necessary, as they are not liable to failure by sudden side jar, but almost all wrought iron tables designed or built by dealers to their own specifications ultimately prove to be lacking in stifi"ness. For locomotive service, wrought iron turntables of 75 ft. diam. have been used at Roanoke, Virginia, with the object of getting rid of the frogs in the radiating tracks (which tracks were of mixed gauge) . Turntables of 100 ft. diam. are invariably of wrought iron with deep side girders, the load being carried on the bottom deck, and the weight 24 Barnett on Work Shops. supported and moved upon small tapered rollers massed in a ring of 10 or 12 ft. diam., the whole being similar in design to the ordinary form of "draw span " in American swing bridges, and therefore not lacking in stiffness. Part of the weight must be carried on the outer ring-rail, so as to restrict within narrow bounds, any tendency to balancing on the central ring support. The motive power is usually an independent boiler and engine, run- ning on the ring rail, and coupled to one end of the table by drag-links or other special form of adjusting connection, so that the oscillations of the table under unequal loading shall not interfere with the adhesion of the engine on its single rail. In running sand about three years ago, the author put in a central foundation for a 50 ft. table, by making a timber hollow box frame of pyramid shape, 10 ft. square at base, 5 ft. square at top, and 4 ft. 6 in, deep, weighting it with rails to sink it as hand labour excavated the material from the centre. When the top was sunk flush with the level of pit, the anchor bolts, passing through two 12 in. baulks, were put in place, and the whole filled in with quick setting concrete. A sand pump was kept going the whole time until the frame was filled, and the mass was finished flush, to receive the base of the centre casting, no cap-stone being used. CAR SHOPS. The roofed space provided for the repairs of freight cars is usually limited, as twenty-five per cent, of this work can be done in the open air. The time occupitd in the heaviest repair — viz., a rebuild — is short, and the detention of a car in the shop is brief, compared to the delay in the case of a locomotive, so that a total shop surface that will .shelter one and a half per cent, of the freight car stock, will be found suflScient. It is probable, if the figures could be obtained, that an average for this continent would show but one pev cent., and the nearer the approach to uniformity in detail in the car stock, the less the shop room needed. The total outdoor track space provided for repairs, change of wheels and shop storage, is twice that under cover. There are in this matter wide variations in practice, due to climate and nature of traflSc, the cars moving food, clothing, &c., requiring different treatment from cars moving coal and heavy minerals. Table No. 2, Appendix B, gives from recent practice, the relative area of some American car shops, the percentages being =hewu in double columns (as explained for Appendix A). The annular form of car shop with radial tracks is occasionally used a a ring of 10 ordinary form re not lacking uter ring-rail, lancing on the d engine, rua- by drag-linka oscllliitions of le adhesion of fc in a central box frame of and 4 ft. 6 in. excavated the with the level ilks, were put rete. A sand was filled, and centre casting, cars is usually me in the open auild — is short, to the delay in bat will .shelter »und sufficient. Average for this r the approach ) room needed, ange of wheels in this matter of traffic, the reatment from he relative area lewn in double casionally used Barnett on Work Shops. 25 in America, requiring a turntable of exceptional dimensions — usually 100 ft. in diameter — to pernit not only a coach or two freight cars, but also the small tank locomotive doing the shunting, to turn upon it. A large amount of shunting is required in and about a freight car repair shop, due to the short time occupied in an average repair to a car, and the passage of each vehicle over a turntable adds both to the time and to the cost of shunting. The supposed difficulty in utilizing the whole floor space of a longi- tudinal shop, and which the annular shop was designed to avoid, is the delay in taking out a string of cars until all are finished, thus some- times keeping the workmen idle waiting for work. However, even in one of the best examples of the annular shop, that of the Pennsylvania Ry. at Altoona, the radial tracks were intended to be three cars long, and therefore some sorting and dividing of cars is necessary before they can be put in, and all that the other type, with its long tracks, requires, is that this classing together of cars be done with a little more care and judgment, so that the whole string will be Quished and ready to shunt out at the same time. There are good points in favour of the annular shop, if it is intended exclusively for new construction, one being the ease and rapidity with which material on trollies is delivered close to the workmen. However, the author would endorse the longitudinal freight oar shop which is of the simplest construction, often wide enough for six or seven parallel tracks, and from 200 to 500 ft. long. The walls, of brick or wood, the roof almost flat (tlie slope each way from middle being about one in twelve) and supported by timber posts eight or nine inches square. The posts though numerous do not seriously interfere with the work. The roof covering is cut for numerous skylights, gable-shaped and of quick pitch. Usually the floor is flush, that is, neither track pits, cranes, nor hoists are provided. The car bodies to be lifted, being light and bulky, and requiring in many cases to be sustained after they are lifted, it is found best to use quick moving hand jacks to lift, and dogs or trestles to effectively support them while the men do the work of repairing. Numerous trollv roads cross the buildint' in both directions, their union at intersection being made by cast iron turnables revolving on a central spindle. These t bles may be of two castings, a base, forming both pit and foundation, and a revolving top with socket on underside. This building and its contents are so liable to destruction by fire, as to justify large water pipes and numerous fire hose hydrants within it as well as without. 26 Barnett on Work Shops. There is no real ecoaomy ia the endeavor to repair freight cara anJ passenger coaches undor one roof. The work is so different in character that men can rarely be transferred from one class to the other, and the (' . t and dust inseparable from the cars should be kept away from the coaches. When both classes of repairs are done in the same building, it is imperative that a shop free from dust and at a higher temperature be used for painting and varnishing coaches in. It is often built directly opposite to the car repair shop, with a transfer table between. Here, as elsewhc.e, entrance from both ends of a longitu- dinal shop is desirable, and has been obtained in many recent designs. At the Como workshops on the Union Pacific Railway, each stall in the paint shop is provided with an electric call bell, com- municating through signal code, both with the foreman's office and the paint store, which latter building, as in all railway shops, is detached, and as far as possible of fire proof construction. Often it is provided with an underground collar for the storage of all inflammable fluid. According to the best practice only one man at a time is allowed to work in this house mixing the paints and blending the colors, and in some cases the brushes and other tools used by the workmen are stored here and only issued as required. It is a " paint tool-room" in wliich much the same system prevails as in the " machine tool-room." WARMING AND VENTILATION. Paint shops need special facilities for warming and ventilation. A successful arrangement is the use of a fan to draw air through a nest of small steam pipes, and then to force the warmed air into a light galvanized iron tube, from which it is passed into overhead branch pipes and delivered through slide-gratings below, the slides being within the control of the workmen. At Columbus the paint shop is 75 by 135 ft. containing 272,665 cub. ft., and the steam pipes have a surface of 1,034 ft., or one super- ficial ft. per two hundred and sixty-three cub. ft. The fan has a maximum delivery of 218 cub. ft., and has been run as high as 200 revolutions per minute. The three main pipes leading from it are 30 and 24 in. diam : and the smallest delivery pipe is 8 in. diam. The air is used over and over again, and so used, it is said, without any annoyance from the odour of the paint. Running the fan during working hours only reduces the time in which the paint dries by one-tenth. The apparatus is widely adjustable to suit varying tem- peratures, as either live or exhaust steam can be turned into the heater pipes, and its amount regulated ; or the speed of the fan can be varied with with that ingt shop: locoi from tubes I Barnett on Work Shops. 27 ht cars and different ia class to the ould be kept ! done in the d at a higher 33 in. It is ransfer table of a longitu- sent designs, ailway, each 11 bell, com- ffice and the is detached, ; is provided imable fluid, wed to work lors, and in workmen are )ol-room " in tool-room." ilation. A ough a nest nto a light ead branch eing within ig 272,665 one super- fan has a ligh as 200 Vom it are in. diam. id, without fan during t dries by rying tem- the heater I be varied within large limits, to which end a separate engine 6 in. by 9 in. stroke with steam at 80 lbs. pressure is used to give it motion. The success that attended this experiment has justified Mr. E. B. Wall in extend- ing this system at Columbus to the machine, boiler, and blacksmith shops, and the annular car repair shop. At Bloomington the new locomotive erecting shop is warmed in this manner, the exhaust stoam from the stationary engine is passed into an old boiler, through the tubes of which the air is drawn and then delivered into underground pipes, the outlet gratings being at the floor level. This hot air method was in 1886 adopted for widely scattered shops at Cleveland, 0.,by Mr. J. Walker (see his communication to the Civil Engineer's Club of Cleveland, 13th Sept., 1887). lie used a fan 10 ft. outside diam. with engine 6 in. by 9 in., running from 50 to 275 revols. per minute, the fan outlet being 42 in. square. With underground conduits across the yards, he finds that it requires 1 sup. ft. of steam pipe for each 100 cub. ft. of shop space, the initial air temperature when entering the fan, varying from 100° to 180^ F. The conduits are of sewer pipe, the largest diameter of any main being 24 in., and they X are trapped so as to get rid of any water that might gather. After • the ground had dried there was no appreciable loss by radiation from the ' buried mains. This arrangement permits the fan and heater to be kept within the boiler house, and the water of condensation to be returned to the boiler at a temperature averaging 180'' ; but the air is not used a second time, which explains the increased ratio of pipe- heating suriace per cubic ft, of space to be warmed. However, the shops and foundry are kept clear of smoke, the health of the men is all that can be desired, and the system can as readily be adapted to cooling in summer as to warming in winter. Illustrative longitudinal types of coach and car shops may be seen at the Grand Trunk Ey. works Point St. Charles, and one of the worst specimens of the circular shop, although a very showy building, at Mount Clare on the Baltimore and Ohio Ry. It is 235 ft. inside diam. and fully 114 11. to top of dome, yet has only space for 21 coach stalls and an inlet track. GENERAL DISPOSITION OF SHOPS. What may be called the typical grouping of American railway shops , is to place them parallel with each other, and with their longitudinal , axis at right angles to the main track (or chief yard siding), with several "i traverser beds and tables between them. In other words, the shops 4 lie side by side with their gable ends facing the track. .-ii ,>?• 28 Barnett on Work Shops. =1' The stalls (or s.iop tracks) being at right angles to the length of the buildings, or parallel with the main track, if the traversers are set in line with each other, a passage through from shop to shop is provided : that is, it makes a through temporary passage parallel with main track. Good examples of this arrangement are the St. Paul workshops of the Chicago and Kansas City Eailway, and the West Chicago workshops of the Chicago and North- Western Ilailway, (Plate VII), and it has advantages, one of the chief being, that if suffi- cient width of land is secured, it permits extensions in length to be built uniform with the existing buildings, without interfering with the ordinary railway work ; and when the addition is completed, does not necessarily re(juire a resetting of the machines, shafting or warming pipes, etc. in order to fully utilize the added space. Until the use of electrically moved overhead cranes changes the shape and size of such shops, does away with the traverser, and alters their relationship to the main track, this grouping will proba- bly continue to be adopted. It necessitates the purchase of a block of land, wide but not long. One of its most prominent defects is the necessity for skylights. The side walls are so cut up by large stall entrance doors, almost filling the wall panel, that there is little space for side windows except those of limited size, framed into the leaves of the doors ; while, as the door open- ings cannot be kept quite close and tight, in latitudes where cold high winds prevail, these numerous inlets interfere with the comfort and effi- ciency of the workmen. However, for a correspondingly brief period in midsummer, the doors thrown wide open are an appreciated luxury, compensating in some measure for the winter inconvenience. So grouped, the buildings are well isolated in case of fire, as not only does the width of the traverser pit intervene, but in addition, there is a space of from ten to fifteen feet between wall and edge of bed, ordinarily utilized in the storage of wheels and trucks. A neat and compact arrangement of shops built in the summer of 1887 for the Maine Central Eailway at Waterville, Me., is shown on Plate VIII. They are set on eacli side of a single traverser bed, and occupy but little land. The arrangement will not prove elastic should extensions become necessary. In new works, buildings are rarely set closer than fifty feet apart : forty will usually fulfil the requirements of the ire insurance inspection, while a distance of thirty-five feet has been proved to be far too close for efficient side light even with one storied buildings. The new shops of the Panhandle Ry. are set wide apart, with many « 13 turn Barnett on Work Shops. 29 length of the are set in line I is provided : [i main track, il workshops Vest Chicago way, (Plate that if suffi- length to be ring with the ted, does not 5 or warming i changes the averser, and ig will proba- ie of a block For skylights, almost filling ccept those of the door open- lere cold high ifort and effi- rief period in ated luxury, le. as not only )n, there is a id, ordinarily lie summer of is shown on ;'ser bed, and lastic should r feet apart : ce inspection, far too close I, with many large trees left standing in between them, forming a pleasing feature to the eye ; but even in this country of cheap land, few railways subordinate considerations of economy, to the gratification of an aesthetic taste , making the workshops ornaments in a natural park. i In vivid contrast to buildings spaced in this liberal manner, arc the I works of the London and South-Western Ey. at Nine Elms, London, i where the space under the viaduct carrying the four track main lino has to be utilized for shop room. Freedom from snow, giving a wide liberty in roof design, simplifies the grouping of shops in Europe, and in Germany a style of shop not uncommon is one having a continued hip and furrow roof covering about seventeen bays. With sufficient glass (part of it movable) there is no reasonable limit to the amount of light and fresh air admitted, and when artificial heat is necessary, the lack of height in the building, is a help to the warming. In many instances the establishment is under one roof, as at St. Hollox on the Caledonian Ry., Scotland, the area being twelve acres — or the locomotive shops are under the one roof and the car shops under another. The number of trolly tracks and power f^ cranes, and the compact setting, makes the handling of material and • work a simple matter. In plan, the tendency is, for the longitudinal axis of the main building, and the stall tracks, to run parallel with the main track, so that the plot of land required is long and narrow, as for instance in the Norwich new shops for the Lancashire and Yorkshire Ey,, the erecting shop of 200 engines capacity, with six parallel tracks and a central machine bay is 1,520 feet long — almost one-third of a mile. Although in Canada and the Northern States, shop roofs cannot be a continuous duplication of small pieces, yet the main buildings may have duplicate roofs, that is, a uniform span may be adopted for erecting machine, boiler, car and paint shops, &c. The Pennsylvania Ey. has so designed and built combined shops, that the portion originally used as car shops, can at slight expense be adapted for locomotive repairs, when the growth in business shall justify the increase of this section and the removal of the car department to another location. On the general question of grouping, the late A. L. HoUey may be quoted. Speaking more particularly of steelworks, he remarks "Joliet is perhaps the only establishment where railroads were laid out first and buildings made to fit and in designing works, provision only can be made for mininum amount of rehandling and hand labor, by going over all the operations on paper by different arrangements again and again, and not trusting to general ideas to be worked out when it is too late to move a building that happens to be in the way." 30 Barnett on TTorfc Shops. For intercommunication, not only between the chief offices and fore- men's offices, but also between shop and shop, and each bench and the too room, electric bells, telephone service and displayed signals to call persons moving about through the works, to the nearest telcphonel are daily receiving more general adoption, and their usefulness is so marked, that a single experiment with them is sure to result in their permanent use. From the Drawings accompanying this paper Plates VII and VIII haye been prepared. ci tl Barnett on Work Shops. 31 offices and fore- DDch and the too signals to call arest telcphonol usefulness is so to result in their VII and VIII Appendix A. Showing the relative area of Railway shops ment. The first column gives the percentages erecting shops which is taken at unity (100) ; the percentage of the total roofed area devoted for Locomotive Depart- in comparison with the and the second column to locomotive purposes. 5 -1 a » o *^ n o B S" a P. w V o V n B a «( a 0. ci o e s 0- 3 a n o V g w 3 B O % I B 3 g if C a B. 2: ? » & !? E a a s Percentage ot Krccting shop Percentnge of whole. S 8 S S en Oi Co CO Percentage of Erecting shop. Percentage of whole. 2 S Percentage of Erecting shop. QD Cl OI ^ £ 85 Percentage of whole. Percentage of Erecting shop Percentage of whole. s: oi t3 o •^ o o to o o >-* h- h- CO I-* M o> ►- 5 « >C^ CO •*- if: 5 fS e 8 OI «e o Percentage of Erecting shop. Percentage of whole. Percentage of Erecting shop. Percentage whol e. S £ § 8 ^ ^ Percentage of Erecting shop. Percentage of whole. 53° 5'WB d «& B If? so a • 2, 32 Bamett on Work Shops. Appendix B. Showing the relative area of Railway Hhop for Car Department, The first column }^lv(\s the percentages in comparison with the combined area of botli Passenger and Freight erecting sliops, which is taken as unity (100), and the second column, the percentage of the total roofed area devoted to car purposes. 4 & . o vr- 8 & 2! 5' o g 3 1 Engine and boiltr house. . Dr- Kiln o Machine (iit)n) Mach-ne (wood &8airmiU) Stores Passenger Coach erecting. Freight Car erecting Paintner both \ 1 ! "* Pcrcoiitaco of erecting shops. a tc H* 1— O ro 10 to *| CJ "g 4- o o Porccntngo of wliole. 1 9 4. S !^ Li IB r] 1 Percentage of orocting shops. ■ B ' (-* w 03 I-* to Percentage of whole. ¥ 8 fS en • Sg 5 M 1 Percentage of erecting shops. — ♦• OD 00 o N) j M ^ Ci -^ -1 Percentage of whole. 10 to ; CT y j^ K s i Percentage of erecting shops, a • a 8 B 1-1-. to l-" to h-* to CO Crt to »^ Percentage of whole. p. b u 1 1 Percentage of erecting shops. 1 <3^ '. M 10 IC 1 ^ ^ " Percentage of whole. CO H-g_| o o Percentage of erecting shops. cn < s 1 g s n Percentage of whole. fcsssaaiM ,^ I or Car Dopartnient. )nwith tho combined s, which is taken as JO of the total roofed a entage of ng shops. entage of 'hole. ^1 sntage of ng shops. intage of hole. el DISCUSSION. One point of the paper on workshopa particularly draws attention, Mr. P Brown. llow long does it take to repair an engine ? " The author states as an average common iu America that heavy repairs occupy 90 days, medium repairs 60 days, light and specific 30 days. Tho speaker must take entire exception to such an average. If the author, ii using tho word " America," means that part of this continent called the " United States," the speaker cannot challenge the statement ; but so far as Canada is concerned, iu his experience, the figures arc incorrect. In any properly designed and organized divisional repair shop, the limit of time for a heavy repair should be 60 days, it being understood that the author, in speaking of heavy repairs, does not include engines " rebuilt," A medium repair occupies about 30 days at the very /outside, and light and specific repairs from 7 to 14 days. In main shops of a large Railway Company with proper supervision, the length of time occupied in these different classes of repairs should bo very much reduced. A heavy repair should occupy a maximum of 42 days, a medium repair 21 days, and light and specific from 3 to 14 days. Under these circumstances the author's figures for comparative area of erecting shops would be entirely wrong, and careful attention given to the outfit of the machine shop must considerably reduce the necessary area of tho erecting shop. To show what can be done in well organized shops, a couple of instances may be given. In Juno, 1886, an order was given to the Canadian Pacific Railway shops, Montreal, to build some Consolidation engines, which were an entirely nuw class ; a complete set of working drawings had to be made, all quantities got out, materials imported and otherwise prepared, and the first engine was on tho road exactly 90 days after receipt of the order. Later on, in June, 1887, the same shops received an order to build some 17" x 24 "road engines, for which all materials had to be procured, some of them imported, and the first engine on the order was on its trial trip 77 days after receipt of that order. These statements are merely advanced to prove what can be done and what is done in Canada, and are not puffing advertisements such as were published lately in an American Railway Paper, stating that in the Altoona shops on the Pennsylvania Railway, a locomotive was " erected " inside of 17 hours. Illustrations of this performance were distributed freely, and the reci- l,^tfi.ilHVW*Bai 34 Discussion on Work Shops. pienta were ankod to place this abnurd asHcrtion in a conspicuous place. Practical men know thiu performance to bo uttor nonsense, so far as "erecting" in the true sense of the word is concerned. The speaker also desires to ask the author to explain why he calcu- lates on four or five per cent, of his motive power being in the yard, " waiting to come into the erecting shop for general repairs." If the shop is properly designed, where is the neccPHity for any engine to be kept waiting for repairs? This provision is one which it seems difficult to account for, and it callK fur explanation. Mr Waliu. lie was glad to note that the author expressed preference for the " longitudinal " typo of running shed, and fully endorsed his remarks in reference thereto. On the Grand Trunk Kailway, there were but two exceptions to the circular type of shed or round houso commonly 80 called, both referred to in the paper. The one at Montreal contained five tracks, and accommodated twenty- five engines, while that at Lindsay had four tracks and was designed for twenty engines. The larger of the two with its approaches, iron turntable standing 'utside, water service pipes, steam warming arrangements, sand house and tool store, cost about $50,000.00 or at the rate of $2^000.00 per nominal engine accommodat3d. The sheds were built in some degree as an experiment, but from his experience elsewhere with similar ones he had little doubt when he designed them of their being successfully worked . The round house with some advantages had one serious defect. If built of wood with the usual felt and gravel roof, so common in Ldnada, it was unusually liable to take fire, and he knew of an instance when nine locomotives were burnt almost beyond recognition, it having been impossible to extricate them from the shed whose exit was con- trolled by a central turntable. The same defect was also forcibly apparent in case of accidents which occasionally happened to turntables, and he was sure that many Eail- way officers could recall instances of annoying delays resulting from this cause, which could not have occurred with " longitudinal " sheds and outside turntables. It would also bo readily understood that while a round house could only accommodate the specific number of engines for which it was designed, a long shed constructed with the same length of standing room could house a percentage beyond that number, varying with the length DiaciLeaion on Work Shops. 8S )nspicuous plaoo. UHonso, 80 far as II why ho calcu- ng in the yard, pairs." If the "y engine to bo t socoia difficult ferenoo for the od his remarks ccptions to the , both referred lodated twcnty- ^as designed for itable standing ts, sand house 82,000.00 per b, but from his loubt when he serious defect, so common in of an instance tion, it having exit was con- !cidents which it many Eail- esulting from dinal" sheds house could (vhich it was tanding room th the length of the engines and the number of parallel tracks within it. In sovoro weather this was an important consideration, and when tank engines formed part of the equipment, additional accommodation of twenty per cent., or say one engine per track, might bo obtained. Tho difficulty mentioned by the author in the arrangement of the eoginos for prompt despatch did not exist, or at any rate was not felt in practical operation. lie thought it likely that the author's estimated cost of $1,000.00 per pit for round house did not include water service pipes, and arrangements for warming and turning engines ; but, sotting aside the question of first cost, the only advantages which he had been able to discover for that type of shed ^ re those of better light and more con- venient location. Skylights were not satisfactory because they were difficult to keep clean, and subjected the roof to unnecessary chances of decay, and it was clear that the distribution of light from side windows was better in a circular shed. As to location, angles or corners were often formed in large yards by the leads of the sidings from the main line, and these corners made convenient sites for square or circular houses, when otherwise the adop- tion of the long shod might be attended with loss of ground space. In regard to repair shops, be noticed how widely diffijrent, on differ- ent railways, was che division of the total floor space among the various shops. The tendency seemed to be towards unduly large erecting shops, and this might explain the rather high average given for engines under repairs. The average for the year 1388, for all classes of repairs on the Grand Trunk Ry., was 35 days, but he was sure that this could be still further decreased with the aid of a liberal expenditure in the direction of the machine shop. The division of time as between engines under heavy, medium and light repairs, was somewhat different from his experience, but as the character of the repairs might vary widely in various shops, it was difficult to establish an exact comparison. He thought that 130 days, 12 days and 3 days, was more nearly the average under the heads mentioned, when the heavy repairs constituted for tho most part an almost ent''e reconstruction, and included a new boiler, and perhapi new cylinders, with time allowance necessary for painting and to allow for the delay caused by waiting for materials, a large quancity of which it was not usual to keep in stock. Heavy repairs such as he had indicated would enable an engine to endure three years work, with perhaps an intermediate medium repair, 8d Discussion on Work Shops. consisting of retubing and turning tyres, so that not more than 14 or 15 per cent, of the stock need be out of the service on this account. He was aware that under favorable conditions, and with special effort, much better results could be obtained, and he had in this manner turned out new engines at the average rate of one every eight days, for a whole year ; but this was exceptional in railway works largely engaged in extensive repairs, which, be might add, required more labour and longer time. Light repairs, in his nomenclature, were such as could be executed for the most part in the running sheds, and consisted of rebushing outside connecting rods, closing brasses, facing valves and seats, and changing truck and tender wheels. Eeferring to the question of the foundry, he said that the foundry at Montreal on the Grand Trunk Ey. was an old engine shed of the cruciform type, which answered the purpose remarkably well; the radial cranes swung from the inner angles. He might have preferred to use overhead cranes, but the roof was not high enough to admit them. Mr. J. Htrkom A review of the very full information contained in the paper under discussion has led the writer to believe that more attention might be given to ''Location," and that the remarks of the author on acquir- ing a suffici(" cy of land are worthy of being followed up. The necessity for " elbow room " has been so frequently shewn by the growth of railway enterprises far beyond the views of their pro- meters, that it may fairly be assumed when new railways are being constructed they will in the future (more or less remote) require, for their rolling stock and other equipment, more facilities than are needed when the railway is first constructed, and which for the simplest rea- sons are made as small as can be considered consistent with the require- ments of the business expected on the road. The question of land is one which lends itself to a different method of dealing, compared with the construction of works, and is one to be treated from an entirely different standpoint. Works of any kind which might be constructed in advance of immediate requirements would not only lock up unnecessary capital, but deteriorate and L-ause expense for repairs. On the contrary, land always has been, and always mubt be, so long as proprietorship in it is recognized, a good investment in such localities as those under consideration, returning good interest on capital invested, and never being cheaper than before the railway is built. Liscuasion on Work Shops. »7 The instances of cramped sites given by the author show the advisa- bility of tha policy advocated wherever it is practicable. The creation of new shops on a line already built is subject neces- sarily to somewhat different conditions, but the same principis should govern. The disposition of shops in large works, such as noticed by the author, appears to the writer of the very first importance, and the latter endorses heartily the principle that the general plan should be rect- angular rather than those referred to at Frankfort, N.Y., and Platts- mouth, Nebraska. A great argument in favor of the rectangular system, is that all the area of the works can be more fully utilized in that way than by any radial arrangement, and the possibility of communication from shop to shop is of very great benefit in works of the kind, especially in locomo- tive shops, which, in the writer's opinion, should run as described by the author. In car shops, on the contrary, their length should be in the direction of the main tracks, or so that they can be readily shunted by means of sidings from them, the idea being that in the case of passenger cars, whole trains should be turned out together, as is regularly done in England and in many cases in the Grand Trunk Railway shops at Montreal. The supposed difficulty, noticed as such by the author, should never exist if a proper knowledge of what is required to be done to each car has been obtained before it goes to the shop, as should bo the case, and what better opportunity is afforded for sorting cars than the sidings leading to such a shop as described, with six or sevon tracks ? For it must not be forgotten that the sorting of cars has to be done, whatever kind of shop is used. The transfer and turntable are not only higher in first cost than common sidings, but are more expensive to maintain, more cumbrous and slow, where so many more cars have to be handled than engines in the shops, the objections on that score not being of so much importance in the case of the latter. More cars can actually be worked upon in a longitudinally arranged shop than in the other kinds, thus reducing the area to be roofed and walled, to say nothing of warming in a cold climate. This is applicable to both freight and passenger car shops for erection ; while for car machine shops, both for wood and iron, the benefit in rapid handling of the bulky material used in them, through the use of tracks parallel to them and easily accessible, is very great. An important consideration in the location and general disposition of car shops is the ready reception from a. 1 delivery to traffic of the cars. 38 Discussion on Work Shops. The approaches to those shops bhould never be hampered, or the result will be a pecuniary loss, by cars being kept from traffic when they are badly needed. To return to the locomotive shops, the writer is under the impression that the author, while giving many examples, has not laid down, in a suffi- ciently clear manner, the order in which the several shops should stand, nor the location of that very important establishment '* the stores, " and with that idea suggests th^^ following as embodying principles, the neglect of which affects in an unfavorable manner the working expenses. The fact, that in large works, every time a piece of work is handled, it costs more or less money, should never be lost sight of, and that system is the best which provides for the fewest handlings outside those abso- lutely necessary for manufacture and treatment in the different processes. All material should be delivered at the stores, weighed, measured, and tested by officials of that department. The stores should be located in such a position, that easy access can be had to them by tracks and waggons. The object of the works being to turn out finished articles in the shape of engines and cars, the store should be placed between the two sets of shops, with the idea that raw material supplied from them should issue in the shape of finished work at the opposite end of each set of shops. The shops handling the heaviest material should be nearest the stores, therefore the first shop in the locomotive series should be the boiler shop, then the smith's shop, the machine shop, wheel shop, erecting shop, tin shop, and paint shop in the order in which they are named. Lumber being a special article of large bulk, and necessitating a large stock, should be kept in its own yard a considerable distance from the works ; but access to it should be readily had from the main tracks. The position of the Foundry is much the same a3 that of the stores, and should be located as near to both Icnomotive and car shops as possi- ble. Two tracks should run the whole length of the works with frequent cross-over switches and connection to the transfer table in boiler and erecting shops, if such is used ; and by the simple precaution,in first laying out the shops, of establishing the floor levels two feet above the mean out-door level, which will ensure dry ground around the shops, the tra- versers may be worked out of doors, even in Canada, so saving the extra roof referred to by the author. Where the tra verser can thus be used, it is, in the opinion of the writer > far preferable to the overhead crane system, which calls for construc- tion of the shops in a much more expensive manner than the traverser system. .'J. Discussion on Work Shops. 39 A very vital requisite in all large works is a good and effective system of drainage, with easily accessible manholes at junction points. If possible, the water pipes should be laid in such a way that breaks can be attended to without cutting off the whole supply of the works. This can be done by double mains, and the laying out of sectional areas, which can be cut off separately if required. A very important question is that touched on by the author, under the head of transmission of power, in the last two paragraphs. The location of boiler houses is an important one, and the writer is of opinion that by the careful building of steam pipes, with provision for their expansion (not necessarily of the gland pattern so frequently used), and protection from radiation, steam can be economically carried long distances. The use of one large engine to drive a large quantity of machinery in such shops is not so good as a number of small engines, each working its own group of machinery, and therefore the construction of central boiler houses, with track accommodation for the handling of fuel and refuse, is a good arrangement. The writer has so far treated the supposed works as situated all on one side of the main works tracks ; and it having been assumed that the whole have been laid out, the tracks included, on fresh ground, these would of course have been placed in the centre of the plan. The occupation of the other side will now be considered, and it is there that the Foundry, stationary boilers, and such shops for the manufacture of permanent way materials, should be located^ with such sidings as are needed for all these works. The locomotive yard should be on the same side as the erecting shop, to which, if it can be so arranged, there should be two tracks or sidings one for the delivery of new boilers and engines for repair, and the other for the exit of the completed engines e7i route to the paint shop. Engine or running sheds are a dilferent class of buildings, and neces- sarily vary, as shown in the paper under discussion. They should be always located at a distance from the works so called. The importance of being able to enter or leave at opposite sides or ends cannot be too highly rated, whatever be the shape of the house, whether annular or rectangular. This was evidently understood in the case of a rectangular shop at Cardiff, mentioned by the author ; and, if necessary, the writer thinks that a loop around a shop should be constructed to gain the end desired, which is to allow engines to be regularly and, in cases of necessity, promptly turned out for service. 1^^ 40 Discuaaion on Work Shops. Whether the shop shall bo of the f^cncral annular Hhape o- rectan- gular is not of such f^reat moment, intolli^out supervision and handling will f^ivcgood results with either, while in case ol' fire, the rectangular type has ^^reat advantaj^es over the (jthor, and is not dependent on the turntable to empty it, sliould the latter break down, which, as a piece of machinery, it is liable to do. A very valuable addition to the usual plan of coverinf:; these build- injrs is a double rooi", which successfully prevents condensation in cold weath(;r, and also prevents tlic formation of icicles. A shed roof repaired last fiiil (1888), under the supervision ofthc writer, has given excellent results during the last winter, and justified the expectations formed of it. The old roof was a flat one, n little over half an acre in extent, covered with the ordinary gravel and tar felt. The gravel was ail scraped off the fell, which was patched aud repaired with Sparham roofing material, where such was necessary, after which four-inch scantlings were laid, and common boards laid on them, the ends being partially closed by overlapping at eaves, in order not to entirely prevent circulation. The building was then handed over to the roofers, who readily gave a ten years' guarantee for the roof, the contractor telling the writer that his experience of double roofs was that he had no repairs t:9K^^atSiiXa^.t ' ■< » «' •.tr—i* wr-''r»i ^»*^fc' WORKSHOPS. PLAN OF WESTCHICAGO SHOPS. BEICK BUILDINGS Jft l\ - /2fi'. A SS2'. o - looomoitifc 4SAo/t ■■ { - io 0\J8'. o -toiler, MnovieanoL r*oi- reefn . ■ 3. - io'.o' udox- o- • 5. - %o:q'x.3ca.o' - Passenya- h, ?ratj JTrao^i/to Sko/v -6.- So:o A3M.0-^rei;fM » fTau JTreoiut^ 6Ao/v • ' r ~ ?f • ".""^Ot'o^-CaiiftiU S\4>;v and J>itvukf ^Hill , ' f„ - '^ : ".. ^^''^. ^.- '^a^^ and BUuJlsmUh - 3Ach . ■ 10. - M.. ox J^ ^o-SAo/t ^rmeinq Car Cas&nvs '/X. - SO.o X 50 ..o -Ou 7/9USC . -/3. - JO-O H3OO..0 -Slor-eJ/cuso •/* _ $o:.6\aeo..d-^oi&r Sko/t '■/if.- %0.;0:^JiOo:o-TaHJt 6ho/v . ■fj 7i '^ VJT'f - ^^<^S!^^^^^ry and Tin a?zd B/ac4-J^i/;i 6Ao^ ;. ^"'J^:'2l'^0^ .-. 3'..o m. /gla " - Scale Aozd^se. -Z*.- /S'.J"xJO'.JZ"- dfore Aouso ^r Thactmept. JT- - /a~.2 nJOy^-" — Store Aouso for OU . Ifasie afid ^ose oari, (3.-/9 * X 39- M - J^ouse /or y/ettfircf ^oUor. M. - /oIo'tc^O.O- — Sfore ^ouse /i>r''fiencur-yarvl I. ~ r * W _ - /¥:_^' x-?/' — .. Z.-J- x/^' - ^. - /2' X //f-\ -' 0/yiee /orj^u/niertfard. M. — Jjkl^'x tif /o — 3 /tore Abuse Ar dressed 2ft*yrtdor^ 0. — y.^x /o .•£ ~y/ouse /brZujrtier77tein>. ?. -./^.; J X Sff'-.o-. 3cra/% iron /ir lUr/uteo' . ^.~./6 C">>. ^f '. £"- Siore ^ouse/orJ3/aeksmiUt> 3A<^. i?._ /i -A ?^ sg — SioreAouse /hr JifacAtne ^Ao/v. S—/3' xJt'" ." " " . T — //'-'6"x.3/:S' — S/are Aouso /or e/f x/ej . Z7:-/o ^to' - 3eli Aouso . 1/' —/:i]Jl*H'..£ —Siore Aouse /or CAsrecai. W. — ZS',. *4^'.. — CAyt, a/vd Sera,/t> A^ou^e. X.-/^' X JO' — Scale Aouse- y.~32' j(/oo' - Tron Scra/t Aause 2..~/i'..s* «^; .? - Tee Aeuse. Jl/.-.2M'^^"*4f.S'..a - Shyti Afiicse /hr Loee/noHt^e SAo/v. 3/. -■/X.5'r4/i.yii(/i,i%d..i'J -a/ore Aouse /hr Car/tenlers and Zaiorero', C/.-/i'..3* 32\ii^ —Store Aouse for ffrass Cecs/ings. J?/.- -Scrapt. £/. ^U '3 H/i\./' -^/u^ Cletoze?'. J'/. -/3'. (,"XW.£^ -^Slore Tiouse for Th/iA .^Ao^ (S/ -/h- S y /46 .6.^3a?vd Trouse ///. ^a ~ ^ V /^'.. a ' — Scale /iouse. I/,-6a.Sx Sju'.S"- Cushion Aouse.