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Tliis proof is sent to you for discussion only, and on the cxprc-is understandin;,' that it is not to be used for any other purposj what- ever. — (See Sec. 47 of the Constitution'). anadinij hDil jocieiy of \j^mi (pngineers, INCOllPO HATED 1887. TBANSACTIOMS. ^f.B — This Society, as a body, does not hold itself responsible for tlie fatts and opinions stated in any of its publications. ON A NEW AND CHEAP MKTHOD OF DRESSING CAR WHEELS, AXLES, ETC., ETC. By 11. Atkinson, M.Can.Soc. C. E . To he read Thursdny, 1th Januari/, 1837. The art oi' dressing tlie harder kinds of metal, such as iron, in the cold .«t;ite has within historic periods depended upon the grindstone, and it is not until conipariitively recent years that other moans have become known which reduce the Irniith of time required by the ex- penditure of more power, or, in other words, since hnnd labour has been replaced by machinery. The working of iron in the cold state by means of machinery to cut or dress it has Iarp;ely supplomeutod the art of working hot iron for more than a century, and has been the only known means except the grindstone for dre.'sing or fini.sliing iron and it.s various alloys until late years. 'J'he greatest departure from the woi I. of the grindstone was probably made by the introduction of the emery wheel, which difiFerh from the grindstone in boing revolved very lapidiy, and there- fore in doing more work in the .same time, thereby replacing time by power ; but, on the other hand, it is like the j^rind.stoae, in that it loses much more of its own substance than it removes from the material operated upon. A furiiier advance was miide iutiicartby the introduction of the blind saw for cross cutting bars oi' iron or steel, such as rails, etc., in the cold state. In its operation, the mo.st notable feature is, that less of the operating mutcrial is displaced than is re- moved from the .iiaterial o[ier!il('d upon, even though the latter is the harder substance. Tills may lie looked upon as being, until recently, the latest foii.. of the attem|)t to sub-titutc power for time in the manipulation of cold iron or steel. The author will, however, endi;ilvour to give a description of what appears to he a further distimt, advance, inasmuch as the effect is not only to remove more metal in a ^iven time, but also to leave the sur- faces 80 dressed v: more perfect state than heretofori! lor the work they arc intended to perfi'nn. Tliis is acoomplislied by the .Sibbald machine and process wliieli was primarily intiMided for dressing jour- nals or other forms of finished work. Such a machine has been built ntid npciated in actual couinH'rcial form in the presence of some n;oui- hers of this Society, but it has bceif develo,ied still fnrtlior in Englainl after more experience and with better .sourci' of power, under instrao- tions from its present owners. The lirst occasion on which the writer had the pleasure of seeing the first crude machine in operation was in May, 188G, it the workf of iMr. W. O. Miltiinore at Arli'igtou, Vt,, when it WIS used to dve.ss cist iron car wheels. A lioavior and 1 i,?^<^J^'fl^,^ improved machine was afterwards built by Messrs. J. Laurie & Bro. of tins city, under the direction of Mr. W. C. Fa rnam, and operated in a shed at the old Canadian PaoiBc Railway works at Hoohelaga- In Ibis case the source of power was not at all sutiafactory, for when it is considered that frou. 100 H.P. to 200 H.P. are required, there is obvious necessity for both reliable and economical motive power. A deboription of the machine may be given as follows. A ring about 33 inciies diameter of mild steel (of about .f)5 per cent, carbon) is fixed like the tyre of a locomotive driving wheel on a .suitable centre, which is mounted on a heavy shaft, and has its periphery turned to produce the proper profile on the wheel to be operated upon, and very c-^refully balanced. The disc thus formed is driven at a speed of abcut 3,fl00 revolutions per minute. The wheel is set in ii suitable carrier and is revolved slowly, about two or three revolutions per minute, so that the surface when brought agaiii.st the operating disc will move in an opposite divectinn. The wheel and disc are then pressed together with a force sufficient to cause friction enough to consume a great part of the power which is driving the disc, and thus convert the power into heat. The disc cuts or rubs off the metal of the wheel operated upon, and leaves a smooth finished surface, which by the pressure and heat is closed and hardened to a considerable degree iind to a depth of lOOih of an inch or more dependiu;,- on the grade of the steel worked upon. The principal constiuctivo feature in the machine itself is the manner in which the friction on the journals of the disc, which would result from the combined great pressuro and high speed, is overcome by a system of forced lub-ication, carried out by pumping oil into the bearings at the p int of contact, thus causing the shaft to revolve upon a film of oil which flows out at the ends where it is collected by centrifugal force and returned to the pumps. In the latest form of this machine as operated at the works of Messrs. Easlon, Anderson & Goolden, Erith, Kent, it was found that by send- ing an electrical current thruui-h the point of contoct of the fusing disc and wheel, so as to heat the wheel at that point, a very great reduc- tion in the power could bo made, or much more material removed by the samo power in a given time. The roUowing extract from a report made by that firm will explain this fully - •' The reason why the disc cuts metals harder and tougher than itself is apparent when the operation is analyzed. The mechanical equivalent of heat, as demonstiated by Dr. Joule and others, equals about 42 units of heat per horse power per minute, thus giving at the periphery of disc a heatin- efioct directly in proportion to the horse power applied, as all the net power delivered to disc is converted into heat by friotional resistance and disturbance of niotnl iindur opera- tion. As the power is ouusumed and the beat generated where the disturbance ot metal under operation takes place, it follows that a greater part of the boat is generated in the metal boint: removed. The disc being Icopt cool by conduction and radiation into the atmosphere, or by application of water, its surface is not disturbed, and consequently very little boat is gcneratod within the disc The high velocity of tho disc, viz., 33,000 feet per minute, requires only 1 lb. friotional resis- tance to tho movement of the disc per horse power applied. Thus in the consumption of 100 horsepower 100 lbs. frietional resistance to the movement of the disc is given ; this distributed over the surface of contact be', ween the motnl under operation and disc, which exceeds one square inch at all limes, is not sufficient to abrade or iniure the sur- face of tho disc. With 100 net lu.rse power, we have a total heat- ing capacity of 1,200 calorics or Knglisb units of heat per minute, .1-. . .., r-t-ir- <^I'A.>>IU) IVia ni wntar ono dearoo euUiii to raiKHig the n.-iDi"-r..i.)r .-• - ' ■- - -i - Fahrenheit, and as the Hpecifio heat of stool is 0.12, it follows that ii i \ ^ \ 'V aciiii;,'iiuiu> imlopctidciitly of oacli otlior in takiny; observations and indicator cards alternately throughout ilio trial. Tho reports from ich expert wore madt^ indcpendontly. tho result showing only a very iisiit p^rcnitago of differ.'!."" !>etw.ei! die two. The oonclumotm in 3 eacl n in a shed at the old Canadian Pacific Railway works at Hooheiaga- Id this case Ihe sourco of power was not ct all satisfactory, for when it isconsiuered that from 100 H.P. to 200 H.P. are required, there is obvious neccasity for both reliable and economical motive power. A description of the machioo may be given as follows. A ring about 33 Indies diameter of mild steel (of about .65 per een',. carbon; is fixed like the tyre of a locomotive driving wheel on a suitable centre, whicii ia mounted on a heavy shaft, and has its periphery turned to produce the proper profile on the wheel to be operated upon, and very carefully balanced. The disc thus formed is driven at a speed of about 3,000 revolutions per minute. The wheel is set in ii suitable carrier and is revolved slowly, about two or three revolutions per minute, so that the surface when brought against the operating disc will move in an opposite direction. The wheel and disc are then pressed together with a force sufficient to cause friction enough to consume a great part of the power which is driving the disc, and thus convert the power into heat. The disc cuts or rubs off the metal of the wheel operated upon, and leaves a smooth linislied surface, which by the pressure and heat is closed and iiardencd to a considerable degree iind to a depth of 100th of an inch or more depending on the grade of the steel worked upon. The principal constructive feature in the machine it«elf is the manner in which the friction on the joui'nals of the disc, which would result from the combined great pressure and high speed, is overcome by a system of forced lubrication, carried out by pumping oil into the bearings al the point of contact, thus causing the sliaft to revolve upon a film of oil which flows out at the ends where it is collected by centrifugal force and returned to the pumps. lu the latest form of this machine as operated at the works of Messrs. Easton, Anderson & Goolden, Eritli, Kent, it was found that by send- ing an electrical current througli the point of contact of tiie fusing disc and wheel, so as to heat the wheel at that point, a very great reduc- tion in the power could be made, or much more material removed by tlie same power in a given time. The following extract from a report made by that firm will explain this fully : " The reason why the disc cuts metals harder and tougher than itself is apparent when the operation is analyzed. The mechanical equivalent of heat, as demonstrated by Dr. Joulo and others, equals about 42 units of heat per horse power per minute, thus giving at the periphery of disc a heating effect directly in proportion to the horse power applied, as all the net power delivered to disc is converted into heat by frictional resistance and disturbance of metal under opera- tion. As the power is consumed and the heat generated where the disturbance ot metal under operation takes place, it follows that a greater part of the heal is generated in the metal being removed. The disc being ifopt cool by conduction and radiation into the atmosphere, or by application of water, its surface is not disturbed, and consequently very little boat is generated within the disc The high velocity of tho diov,, viz., 33,000 feet per minute, requires only 1 lb. frictional resis- tance to the movctnont of the disc per horse power applied. Thus in the consumption of 100 horsepower 100 lbs. frictional rcsistaaoe to the movement of the disc is given ; this distributed over the surface of contact between the metal under operation and disc, which exceeds one square inch at all times, is not sufficient to abrade or injure the sur- face of the disc. With 100 net horse power, we have a total heat- ing capacity of 4,200 calorics or English unit» of heat per minut«, equal to raising the temperature of 4,200 lbs. of water one degree Fahrenheit, and as the specific heat of steol is 0.12, it follows that 2 r, Huu uijyiuiuu'"' 1 at Hoohelaga- ory. for when it iquircd, there is power. A ring about L-arbonj is fixed centre, whicii ia to produce the i very carefully of about 3,000 carrier and is utc, so that the ill move in an ressed together me a great part ivcrt the power wheel operated le prei-sure and □d to a depth of he steel worked ;lf is the manner 3h would result overcome by a ]g oil into the iliaft to revolve is collected by vorks of Messrs. id that by send- t of the fusing ?ery great rcduc- al removed by !t from a report d tougher than The mechanical d others, equals thus giving at roportion to the iso is converted al under opera- rated where the it follows that a removed. The the atmosphere, ind consequently h velocity of the . frictional resis- ted. Thus in the csistaace to the r the surface of hich exceeds one • injure the sur- .■e a total heat- eat per minute, ater one degree i, It tbllows that t J i this horse power will raise the temperature of 35,000 lbs. of stcot one degree; thi.s equals 14 lbs. hented to 2, 500 decrees, the temperature to which steel is heated in removal by this process. The percentage of the total heat equivalent to not power delivered to disc utilized in actual work is indicated in last column in accompanying report of test made at Erith Iron Works, April 6th, 1892." " ELECTRICAL SUPPLEMENT. " It is indic.ited by experiments at Erith Iron Works and elsewhere, that a greater heating eflSciency cnn be got from the electrical current applied at points of contact between heating disc and object being dressed, than ftom the power frictionally cdnsnmed, and that con- siiierable leaving can be made by applying a large percentage elec- trically, .suflScient power only being applied to the disc to remove the metal heated by electrical current. The effect of the current is not destructive, owing to the di.-^tribution nvor its whole peripheral surface; and as current is' parsed through the heated spot in the metal under operation, where the greatest resistance takes place, owing to high temperature and small surface, we consmue most of current within the body of the metal being removed, consequently tiie higher percentage of eflSciency. The current applied in very small quantities appears to greatly incrciise the co-efficient of friction, and thus less friction between surfaces is r, quired to consume the power and generate its equivalent in heat ; consequently n gain is made in reduced frictional resistance throughout the journal bearings of machine, in addition to the heating effect of current. " The gain in mileage life of ear wheel tires hardened by this process over those in ordinary condition (as indicated by the greatly reduced wear of tires dressed by this process and the increased ovi., .he lar.e .n.oun ^^ « r^^^^ „, ,f „„ „,dinary wheel 60 wheels in a d.y «^l'' j';"'- ^,,,„dinci upon the work neerss.ry lathe is tVom H '"4 P-- per '^^^^ ^Zber of cast iron wheels which .„,U,e build o.tK.n.en. T.u^nu.b^ ^^ ^^ ^^^^^^^^ SttitHf tS average, depending as it does upon the eond.- ^hcels,botheastandwrough iron t 1 -^^^^^^^^^^^^^ ^^^ ,,,sbeen also shown in the ^^^^^'"^ J' „ , „„, ,,„e writer. Minst.C.W., W. Laune, iwi. M. Can. boe. l>. as follows:— i,..«cin.) i» »j ."F« «-;■' ;s™ S'TLm i. ."« .i,»i. h.d b..,. Jr«».-|l "" ""■";'"„,.„,„ ,je., p„.ibl, t.k«pl.o.-... ,hM not Ite *Bl"'" ""=^" " ■" '",, '.i„„ 1,0 L. li.J pto" '"•k«" "x;i ::«- "r ;. '... *... .... ";„-:;:,";.::'«: f I \ f I APPKNDIX A. WHEEL DHK881NG MACHINE. ITS ACTION AND ADVANTAttHS. INCREASED DUaAUIMlY OF TIRE. ct.pl tired wheel is tunied in a lathe, the offect Whon »"°''^'''='7***^''''' „,;rLrfacetoagreateror less depth of th« tool i« .0 break or open u,, he su a to very v.ir.aWe and dep ai g f ^^^^^^ .^ ^,_^^ ,^^ ^,r- ;;X^, \:: ^.^e Ly 500 miles, and below the lowest spo ^^^^^ .^^ ^j,^ ^,,^p_ ..^m i,^,e regained the hanl su. ..c with .^^^^ ^^^ ^^^^ ^^^^^^^^ ^^ ___^^^ ^^ ^^,,^^ lost another , ., ». . . j^^^.^^^^^ j^^. g^g^y above loss ot ,.^ '*"'"" " ' ' useful thickness in tui'uiugs only. ^^.^^ ^^j, ^j^^^ j^^ The operation of grinding or ''^^-^J'l ^ ^^,, i.avc a "wit- .ince the fusing disc .an be '^'^'^ ^^^ ^^^ ^^. , „ke ,t out suffi- lowest estimate at whicli tiie offect of liftrdening the tread nt thc«e five fuE" igsanil harJeninifs could be placed would bo to iloublc ilie miienge, which would tlicrotoro bo 532,000 miles. And as the originnl basis of 40,000 n'iles per Y' wear includes all tircu taki'n out for sharp flnniiing, which would bo also large'y obviated, a low estimate of the lift) of 40" steel tire is that it would be raised to upwards of 600,000 miles. The shape of the tire after bfling turned depends to some extent upon the care which the turner bestows upon it, and as usual the human fiictor succeeds in frequently introducing; errors of greater or less extent wliich are not always found out til. tuo late. In the fusing process the shape of the fusing disc itself dcterminis the shape of the tread of the wheel, and gives no opportunity for errors. Tlie mnchino also admits of being adjusted to give absolutely equal diameters iu pairs of wheels on the same a.xle, and there can therefore be no loss from sharp flanges caused by unequal diaiueters df wheels. Any inclination to sharp-flange would at onco shew the necessity of further examin- ation, and would materially assist the supervision of tlie work. PBEVENriO.V OF SHARP FLANGES AND C()NsEQI;eNT I;AN0FR So long as a pair of wheels can be kept from running to one side, and .sharp-flanging be prevented, they can cause no derailnnnt ; but if from any defect, either in the wheels themselves oi in the tiuek or fian:e in which they run, one wheel of a pair eonimetiees to sharp tlante, there is immediat* danger of derailment, and, what is much worse, danger from the breaking of an axle, an occurrence which unfortunately is only too common. This is due to the ett'ect of oxeossivc side prossurc producing a bend- ing moment in the ax'e, an effect which with due care mi y be very largely diminished, though not of course entirely overcome. When sharp-flanging occurs toany extent, it isan imperative icason forwheels bein" taken out and turned afresh. From neglect of this an enormous loss in mileage arises, wheel^ having frequently to be turned fy" smaller in radius or tliickness of tire merely to make a new but still defective flange. Wheels thus taken out and turned because of sharp flanges would probably have made a further mileage of 20,000 miles before requiring to be turned on account of wear of the tread as distinct from that of the flango. This loss due to sharp flanging cannot be stopped by turning, because the cost for wheel turning plant and the loss of thickness in tires would be too great. On the other hand, sharp flanging would be almost unknown in wheels dressed by the fusing process. When it did occur it would be from a defective trunk or other cause outside the wheels, and any damaiio sustained from it by the wheels could be remedied at the cost of a few cents and almost no loss of steel while they ate out of the truck to allow of its being repaired. REDUCTION OF WEAK AND TEAR OF CARS AND TRUCKS. The great wear and tear on trucks, boxes, brasses, hangers, etc., due to wheels not running freely on the track, is something not generally realized. At last 10 pe> cent, of the bearings put in axle boxes are spoiled by end wear, which is principally due to wheels running to one side. Nothing will put a truck " out ol square " more quickly than a pair of wheels forming a sharp flang>', and then it follow.sthat the other pair in the same truck will beiomo sharp flanged too. And when one truck or a car is running badly, the eff'ect of the pull of the other ears is to cause it to rebound from the side oftracK and to increa.su its side motion, and thus they react upon and damage each otiicr. The wear and tear on rails sideways must be at least c(|ual to the wear on the flange of the tire, the rail being the softer metal, and thus the tad deteriorates rapidly. A wheel witli a sharp flange is also very 6 4- *{ ' 1 dcstruotivo to fro!,« and switches, and tlic otlior wheel of thu pair is equally sevcrn upon guard ruiU-, while in turn tremendous shocks are given to the azlo. t)ECRr,A>! !> '".OPT OK HAOI.AOK. It follows also thnt the cost of haulape is gr-iatly increased by the friction thus induced. The dirtcrencc in pull between a free running train in good .sli;ipe and a hird puUini,' ono in bad condition is evident, and very^easily felt by those in charge. It may be fairly estimated that tlie incrra.«o in cost of fuel Tiom such onuses is not lef»s and is often more than 10 p^r cent., and tliatthe cost of repairs is increased in like proportion. lNcaEA.SED COMFORT TO PAS8ENCiER.^. The effect of wheels in bad condition if very irritating to eonje classes of passcngcrc, and is more or less trying to all, and the oppc ite is quickly noted by them. VVith good wheels windows, sashes and doors uo not need to be made nearly tight to prevent rattling, and can be operated with comfort. Tin; coaches lose a great portion of the unpleasunt side swing with its consequent wear and tear, and faster time can be made. This is a point of minor importance, but not to be disregarded. COST OF DRESSING AS COMPABEIt WITH TUENINQ. The operation of tk macliino at Hocholags las shewn that with proper arrangements for 'power and handling, ot, y two men will be required to work it. One .nan— the machine ma.i -will operate the machine exactly a.'^ a lathe is operated,— that is, he w U put in and Uke out wheels by the aid of a crane, and do the grindinL'. The other, the engineer, will stand by the engine, and assist in operating the crane when required. The output of wheels would vary with the condition of the tread. From six pairs would be done in a day if the flanges arc bad, and there is much, say ,•," to be taken off, to probably 20 pairs would be turned out if tlie full' benefit of not allowing the wheels to get into bad shape is thoroughly' appreciated. A "o.id wheel lathe, such as commonly used in railway shops, will turn down an average of IJ pair of steel tired wheels per day of 10 hours if not shewing more than S" wear on the total diameter, that is not requiring a cut of over •■/'to true them. The cost for wages, power, interest and other vorking expenses is about S2.05 por day, or about $1.04 per pair, two wheels being turned at once. In dressing by fusintr, Mr. Walter H. Laurie, M.K., calculates the cost of operating a wheel grinding n.aehine at $12.00 per day of 10 h"urs covering cost of power, wages of three men, interest and other workin" expenses. Such a machine would li'ive a capacity, as before mentioned of nnt less than six pairs of steel tired wheels i . the worst condition that could be found in service, and 20 pairs slightly worn, or say 10 pairs of wheels per diiy of average bad wear. The maximum power required would not bo over 120 H. P.. and the average during the day not over 80 H. P. The cost per pair oi' 10 pairs would there- fore be ei.20, and if 20 pairs, or, in other words, if the full benefit of early dressinu' by fusing were secured, it would be 60c per pair. The savin? by dressing over turning is therefore about 27 p.c. on average wheels, and at least 50 p.c. on those requiring less work. CAST IRON WllEKLS. The dressin" of chilled oast iron wheels is also successfully and economically done by the fusing process, the power required being much less than for steel tned wheels. The time required is ot course as variable as for steel tires, but much shorter in all cases. The drcMing of new wheels not on axles could be done ulmcst as fast as they could be ^;„ j,..c machine, if no more were done than is done by the emery grinding processes in use ; that is, U> just clean the face of the treaH for a width of aloutS" not move than five minutes nctual grinding time per pair would be required for two wheels mounted on a double sclf- ccntcring chuck, Ihi^^ grinding ol wheels Kpaiately, however, docs not obviate the trouble of " mating" them when required for u^c, nor does it ensure that the wheel shi.ll be true with the oxle when put on. The greatest benefit of dressing c;a, only be derived when wliecls can be put on their own axles and tuined rut in lir.t class condition for service. All the :iigument« in favour of dressing wheels before he defects which arise in service, such as sharp flanges, skidded spots, snelling out, etc., can do any serious damage, apply to the c«re of cast iron wheels quite as forcibly as to ste.l tired wheels. As an instance, it lu,s been found that a pair of well worn wheels re-ccted for flat spots actually made 14,000 miles after grinding, ^md were still in fair order. SUMMARY. The advantages to be gained by tlic use of the wheel dressing machine aro therefore briefly as follows : 1 Steel tires would be increased about 33 per cent. 2. Increased safety to passengers and rolling stock by prevention oP bad flanges. ., . , 3. Eeduced wear and toar on rolling stock and en rails by keep- ing 0^ T-ieels in perfect condition. 4. locomotive expenses will be reuuccd by the easier haul oi good wheels. 6 Increased comfort to passengers. 0. The cost of dressing steel tires is 27 to 50 per cent, less than turning them. 7. T lie benefits in dres.sing cast iron wheels are nearly as great as in steel tired ones. FIUNX'IS R. F. BROWN, M.I.Mech.K. R. ATKINSON, M.Gan.SocC.K. WALTER JI. LAIIRIK, Af.i^., M.Can.Soc.C.E. APPENDIX R. "^HT^ VRICTIONAL AND ELECTRICAL PROCESS FOR ^ SHAVING HARDENING AND FINISHING MKTALLIC SURt'aCES, as Al-PLIED IN THE SIBBALD RAILWAY WHEEL DRESSING MACHINE. In this process a revolving steel disc designed to stand high ecnlri- fugal strains is given a peripheral velocity of say :i3,(>(t0 feet per mm ute against which the carriage wheel or other object to be dressed is slowly" revolved, enough pressure being appli-J to cause frictional resistiince sufficient to consume power tiansniitted to the disc, and convert it into beat. The disc cuts or rubs off the heated metal, leav- ing a smooth hard surface. The hardening effect depends upon the percentage of carbmi in metal being work-d, .-.iid the manner d imiid- ling during operation, varying with these conditions from i,',„" to ,',/' in depth. , . ,. „ „ . It has long been known that a rapidly revolving disc ..f soft iron would heal and cut it« way through iron and steel without injury to itself- litfle practi-al use was made of this principle, however, altiiou--h i„ use! to some extent, for cutting railway rails, tubing, and nierohunt bars, and other special purposes. The rcasr,,, why the disr "uts "u-tal harder and tn.ml.er than ttsell is apparent Tvhcn i' e e.perati.m is analysed. The mechanical equiva- lent of heat as demonstrated by Dr. Joulo and others equals about U units of l-.eat per horse power per minute, thus s'-mg at the periphery of disc a he.ti..g effect d.reetly iu proportiou to ^'-^-^ P^;;"^?^ fj a. all the net power doliverod to discs converted -^« ^eat by tr.c- tiomvl re.i8t.nce nnd disturbance of metal under opera .on As the Z i. con..un.ed and the heat generated where the d.turbanee o nil under operation takes place, it ibUows that a greater part of th :at H.eneraLlinthe n.etal being reu..,ved. The d.sc be.ng kept cnolby conduction :,nd radiation i,.to the atn.ospherc, or bj appheat n of water, its surface is not disturbed, and consequently very httle heat is >'e.iorated within the disc. The hi..h velocity of the disc, viz., :J3,000 feet per mmute, requires only 1 Ih.M.tional resistance to .ho movement of tl.e d.sc per horse p er applied. Thus in the consu.nption of 100 horse power, 100 Ibs^fr.c- onal r:;is.a.,ce to .he n.ovement of the disc is g.ven Th.s d.str.buted over the surface of contact between the n.etal under operat.on and L which exceeds one square inch at all times ,s not suffic.ent to a r^le or injure the surface of the disc. With 10.. net horse power we have a tot.l heating capacity of 4,200 -loncs or hn.hsh umts of L per ...nute. equal .o raising the .emp rature of 4,200 lbs. of wat« o„e deg.ee Fahrenheit, and as the specific h-at ol ^'-1 - "; /f- 't oUow 1. t tiris l^orso power will raise the temperature of 3.,00.) lbs oi steel ;;: degree ; th' equals U lb. heated to 2,50.. degrees, the te.npera- ture to which steel is healed in removal by this process. The percen.ac^e ot the total heat, equivalent to ne. power del.vered to di.c, utilized in actual work, is indicated in last column m ..company ing report of test made at Erith Iron Works, Apr.l btb, 1892. ELECTRICAL SUl'l'LEMKNT. It is indicated by experin.ents at Kvitb Iron Works and ebewhero ,,,t greater he:,ti..g efficiency can be goo from t„e ^''-t'-l ™ p ied at points of contact between heating d.sc and object be.ng i e ed thL from the power friedon.Uy consumed, and that oons.der- !w ■ aving can be n.ade by applying a large pereent^a.e of the power eletically. sufficient power only being applied to the d.sc to remov omot .'atc-l by tho elect, led .nr.ent. The etiect of the current In i« not destructive owin. to the distribution ovr ..s whole U.et tal under operation, where the greatest res.stance takes p ace o^in, to hiuh ten.peratur. and sn.all surface, we con^un.e most oi th^ „ U within the body .f the metal being removed, consequently th -;:.,.., .age ..feffiei.^^^^^^^^ r;::r;:=:^-:;;-..r:i^.-^. i.eonsun,ethepower d. nerL its equivalent ... i. ,. ; e,.n,eq,.ent!y a gam .s made .u ici Iric.ional resistance throughout tho journal bear.ngs of Mno ina.iditim .<, the heatin- effect of current, '"t: ; ; " -leage l,.e of ear w,.eel toes hardened by this p^cess ov^ hose in o,din«.y condition (a., indicated by the g.ea.ly reduced If tires dress.! by this process and the .nereasea durab,% o , .d iron wheel. .,vcr .hose of soft iron) must be great, and .t the ehdled ,.onwl ^^.^.^^^^ by redrcss.ng soon after :t:;X sSl^ll worn ol, thlilcage li. of t^res will be at loa^ ; W Tl'-"«^ «f ^»--'"*' when only sufficient metal .s removed o 1 oduco the hardened surface will be cons.derably less than .s l:r ill. report of tests made April 0th, 1802, at Er.th Iron ^^'l',!"addition to the dressing of railway wheel tires the prooosa is , ia, Iv well suited to the f...ishing and l>rden...g oi journal sur aces n las- f -chinery where journals are subjected to eons.der^ able priurc and speeds The jouruaU of ra.lwuy axles are ..eudered very mucli more durable, and will give proportionately leas trouble when dre.ssed ami InrJciioil l)y lliis |iroco-..s. It is only iiceessai-y in drossiiii; jimruiil.4 to remove a small amount of stock, ..'.." buiuu; c(uite sutRcioni tj h:irJeii surtuce, and tliis does not distort or spriu:; tiie jouru il, as is tin; case where journals or spindles are case liaideiied or tempes'ed throughout, althoui^h the surface produced by this process is much harder, aure dense, and in every way more perfect than is possible to got from any other method of hardening. Milling rolls of suitable steel (which miy be softly annealed if desired) may bo dressed, and a surface produced much harder and more durable Ihau that of chilled iron ; rolls of chilled iron can also be most ceonomionlly dressed by this process, when electrical current is used to increase friction, and heat metal being removed. The expense of iiardening journals by this process is slight, as very little metal is removed. The report of car wheel dresser trials, with and without the electri- cal current, is entirely based upon observations an'l data made by two conipc*-ent experts, acting quite independently of each other in takin" ob.scrvations, and indicator cards alternately throughout the trial. The reports from eacl. expert were made independently, the result showing only a very slight percentage of ditt'erence between the two. The conclusions in foot note of report are entirely bused upon actual results attained during these trials ; and as a trial machine is very imperfect in many essential points, il is expected th:it a much higher percentage of efficiency can bo attained with the proposed new machme alihough tliis is not assumod or indicated in the report. HKSULTS OF CAK WHEEL DHESSEU THIAI-8 WITH AND WITH- OUT THE ELECTRICAL CURRENT AT KRITH IRON WORK ERITH. KENT, 6th APRIL, 181)2. Comlltion of Trial. Kngiiii" only, KhkIix^ driving ' Ditto Witlimit cm rent I fiH!!..')' Dittii ' " 67,:tli 104. ««| Sit. 5 1 10. GO 15.35 cubic ins. 24 p.ct. V |i.ct. Nil Ml 10 o; y fl o IbH. Nil Nil lloiniirkn. ,1108 rivs. |)i'r n\in. 1!1.4 l».c l)..'lfl 2.(11 |lS.fl p.f K.ll. 2.27 |lll.at).c .1123 running light, i " il !(cut J Jeep truvi i I't'r (lilimiftor ol Willi' rse .'!" mill. 1. :iii"