UC-NRLF 
 
 SB 
 
 b27 
 
LIBRARY 
 
 OF THE 
 
 UNIVERSITY OF CALIFORNIA. 
 
 Deceived f.P.L/ui/lj* , i8g^> 
 Accessions NoAJ.:/ !*/.&*/ Class No. 
 
The Corliss Engine, 
 
 JOHN T. HENTHORN, 
 
 AND 
 
 ITS MANAGEMENT, 
 
 CHARLES D. THURBER. 
 
 HDITED BY 
 
 THIRD EDITION. ENLARGED. 
 With an Appendix by EMIL 
 
 NEW YORK : 
 SPON & CHAMBERLAIN, 12 CORTLANDT ST. 
 
 LONDON : 
 E. & F. N. SPON, 125 STRAND. 
 
 1S94. 
 

 SJ32-3 
 
 COPYRIGHTED BY 
 SPON & CHAMBERLAIN, 1893. 
 
 Printed by HKNKY B. LOUNSBURY, 80 & 82 John Street, New York, U. S. A. 
 
TABLE OF CONTENTS. 
 
 CHAPTER I. Introductory and Historical. Steam 
 Jacketing 3 
 
 CHAPTER II. Indicator Cards 8 
 
 CHAPTER III. Indicator Cards continued. The Gov- 
 ernor _. __t.^Sr^__. 14 
 
 CHAPTER IV. Valve Gear and ^Eccentric. Valve 
 
 Setting 18 
 
 CHAPTER V. Valve Setting continued, with diagrams 
 
 of same. Table for Laps of Steam Valve 20 
 
 CHAPTER VI. Valve Setting continued 27 
 
 CHAPTER VII. Lubrication, with diagrams for same 30 
 CHAPTER VIII. Discussion of the Air Pump and its 
 
 Management 36 
 
 CHAPTER IX. Care of Main Driving Gears. Best 
 
 Lubricator for same 39 
 
 CHAPTER X. Heating of Mills by Exhaust Steam __ 44 
 CHAPTER XL Engine Foundations ; diagrams and 
 
 templets for same 48 
 
 CHAPTER XII. Foundations continued. Materials 
 
 for same 53 
 
 APPENDIX 0,3 
 
THE CORLISS ENGI 
 
 CHAPTER I. 
 
 Since the issue of the patent, in the year 
 1849, to Geo. H. Corliss, for certain improve- 
 ments in the working of steam-engines, and 
 covering the admission of steam to the cylin- 
 der by the combined action of a governor, to 
 determine the point of cut-off at which a lib- 
 erating valve-gear shall act, and thus allow a 
 certain amount of expansion to take place in 
 the cylinder before the end of a stroke is com- 
 pleted, I think it will be conceded by all fair- 
 minded engineers, when we come to look 
 over the ground carefully, covered by the 
 proposition, that no improvement has been 
 made since that time, up to this date, in the 
 economy of working steam expansively as ex- 
 emplified by this system. This assumption 
 may be questioned even now by a few zealous 
 persons. 
 
 The gradual development and appreciation 
 of the Corliss system during the past thirty-six 
 
years, has grown to such proportions as to 
 trace this Corliss principle in the design and 
 build of a large proportion of the engines used 
 in our manufacturing industries in this and 
 foreign countries, and I may say that its use 
 for maritime purposes is better appreciated to- 
 day, and will be still better in years to come, 
 by the few years of experience that it has 
 been subjected to to determine its value over 
 other systems now in use for that purpose. 
 
 During this long period of increasing useful- 
 ness, it has seen the rise and fall of the most 
 sanguine expectations of many inventors for 
 its honors. Sufficient evidence has been gath- 
 ered by steam-users throughout, I may say, 
 the civilized world, as a criterion of its merits ; 
 and this has been established by facts cover- 
 ing economical performance for years, rather 
 than by claims based upon theory. 
 
 STEAM-JACKETING. 
 
 When we consider the value that steam- 
 jacketing the cylinders of an engine offers for 
 economizing fuel, we enter into many prob- 
 lems of an interesting character. The mere 
 fact of steam-jacketing a cylinder, or, in other 
 words, subjecting the working barrel to a con- 
 
stant circulation of steam direct from the 
 boiler, inclosed in a separate chamber, does 
 not imply a direct or definite saving in fuel 
 equally available to all types of engines. 
 
 In one case it is an improvement of a very 
 decided character, while for another, working 
 under a different range of expansion, the addi- 
 tional expense for its provision would not be 
 justifiable when we consider the question of 
 fuel and care necessary for the proper working 
 condition of the jacket. Steam-jacketing is a 
 decided advantage when a liberal amount of 
 expansion is carried out in the cylinder, or 
 when a wide range in temperature exists be- 
 tween the initial temperature of the steam ad- 
 mitted and the final temperature at which it is 
 exhausted into the condenser or atmosphere. 
 Therefore its economical application is gov- 
 erned entirely by these two elements. 
 
 To steam-jacket a slide-valve engine, when 
 the steam is allowed to follow nearly full 
 stroke before cutting off, the saving in fuel, for 
 this case, would not pay the difference for the 
 extra cost of such practice, and is not advisable. 
 
 The shorter the cut-off in any engine, the 
 more efficient a system of steam-jacketing the 
 
cylinder becomes ; from the fact that the 
 amount of cylinder condensation which takes 
 place at each admission of steam to the cylin- 
 der is reduced to a minimum, by maintaining 
 the walls of the cylinder at a uniform temper- 
 ature. 
 
 Many people suppose that this question of 
 admitting steam to a cylinder to overcome a 
 given amount of resistance is like unto meas- 
 uring beans in a bushel, and of a practically 
 definite quantity, whereas, the fact is, that 
 when steam is admitted to the cylinder suffi- 
 cient heat has to be imparted by such entering 
 steam to the walls of the cylinder to bring its 
 temperature up to a point equal to that of the 
 entering steam, resulting in a possible amount of 
 cylinder condensation equal in quantity to that 
 required to overcome the work of that stroke. 
 
 It is therefore essential that when we con- 
 sider the question of the economical perform- 
 ance of any proposed engine, we thoroughly 
 consider the effect that an efficient system of 
 steam-jacketing offers for that purpose. Its 
 application is well worthy of the object, and 
 may safely be stated to save, for engines of 
 approved character using steam expansively, 
 
from 8 to 10 per cent, of the fuel used. It 
 may be claimed by a few that the speed of 
 the engine has a marked influence upon the 
 amount of cylinder condensation, from the 
 theory, that the walls of the cylinder are ex- 
 posed for a greater length of time between each 
 alternate stroke of the engine, for strokes of 
 to 6 feet, and about 60 revolutions per minut 
 and consequently more condensation take~, 
 place during that period than would otherwise\v 
 occur for a higher speed of rotation and shorter 
 stroke. This assumption, although existing as 
 a fact for slow speeds, ceases to have much 
 importance for what may be termed long-stroke 
 stationary engines, say from 5 to 6 feet, or 
 considering other circumstances of equally 
 practical moment, for speeds even as low as 50 
 to 60 revolutions per minute. 
 
 At this speed, I believe, for equal points of 
 cut-off or range of expansion, that the differ- 
 ence in fuel, due to cylinder condensation be- 
 tween this speed, of say 55 revolutions per 
 minute, and for engines of a higher speed of 
 rotation, say 100 revolutions per minute, a 
 jacket is of no practical value, as I believe, for 
 the disadvantages attending such a high speed 
 
8 
 
 of engine more than neutralize any benefit to 
 be derived from an assumed decrease in the 
 cylinder condensation in the working of the 
 two systems. 
 
 CHAPTER II. 
 
 INDICATOR-CARDS. 
 
 I do not consider that the engine making the 
 finest-looking indicator-card, as that term is 
 generally considered to-day by engineers, is 
 necessarily working to the best advantage, re- 
 garding friction and economy. 
 
 I am aware that this impression has been 
 given by some engineers, who have suggested 
 to manufacturers that such must necessarily be 
 the case under all circumstances. I am free to 
 admit that I think there are other conditions to 
 be fulfilled, in the satisfactory working of an 
 engine, equally as important as giving an indi- 
 cator-card : "fulfilling all the conditions neces- 
 sary for economy " with their square corners, 
 excessive compression, and plumb-line induc- 
 tion, representing the admission of steam to 
 the cylinder. 
 
 To my eye, the best-looking card is that show- 
 ing the least amount of fiictional resistance to 
 
be overcome for a given amount of work per- 
 formed, and compression sufficient to gently 
 affect the moving parts as they come to rest; to 
 turn the center with an expansion-line follow- 
 ing well-established rules, and a movement of 
 the exhaust-valves to allow in the least possible 
 time, during the first part of the return stroke, 
 the piston to have the full benefit of the vacuum 
 where a condensing-engine is employed. 
 
 If these conditions are fulfilled, I believe that 
 the engine is accomplishing good work eco- 
 nomically, with a minimum amount of friction 
 for the power developed. All these conditions 
 may be obtained, notwithstanding we may 
 have a card where the steam-line falls off as in 
 Fig. i. To some, this may seem-a very serious 
 defect. If we wish to drive machinery econom- 
 ically, assuming we have tools to do it with, we 
 should so adjust its condition of working that it 
 may be able to produce that result with as little 
 effort to move itself as possible. This implies 
 an admission of full boiler pressure to the cylin- 
 der after the crank has passed the center to help 
 turn the crank-shaft rather than retard it. This 
 will be the case if we attempt to make a per- 
 fectly plumb steam-admission line on the card. 
 
10 
 
 To bring about this early admission of steam, 
 or steam-lead so called, to produce a steam-ad- 
 mission line at right angles to the line of mo- 
 tion it is necessary to so place the eccentrics 
 relative to the crank as to have the steam- 
 valves which are operated by it in such a posi- 
 tion that boiler pressure may be upon the 
 
 FIG. i. 
 
 piston the instant the direction of motion is 
 changed. To accomplish this implies an open- 
 ing ot the steam-valve before the crank comes 
 up to the center, as shown in Fig. 2. Now any 
 such steam pressure admitted to the cylinder 
 with the crank in that position is a detriment, 
 causing an increase in the friction of the en- 
 
FIG. 2. 
 
12 
 
 gine by a longer application of pressure upon 
 crank and cross-head pins, and main bearing ; 
 also, a diminution in the energy of the wheel, 
 which, necessarily, has to be restored by addi- 
 tional steam at the next stroke of the engine, 
 and a generally debilitating effect upon all 
 parts of the engine. 
 
 I believe that the time to admit full steam 
 pressure to an engine, leaving aside the ques- 
 tion of handsome indicator-cards, is when the 
 crank has arrived at such a point in its travel 
 (see Fig. 3) as to be influenced by such press- 
 ure, with the effect, as I have said before, to 
 momentarily hasten rather than retard the ac- 
 tion of the driving pulley. 
 
 Of course, I do not wish to be understood as 
 favoring extremes, even in this direction ; but 
 I am willing to accept Fig. i as a basis for my 
 indicator-card. That, in my judgment, is best 
 suited for the majority of engines as ordinarily 
 run, producing the least friction in accomplish- 
 ing a given amount of work, and in the easiest 
 running condition, all things considered, for 
 doing that work. 
 
FIG. 3. 
 
14 
 
 CHAPTER III. 
 
 I have seen, a great many times, the folly 
 and evil effect of allowing a fine-looking, indi- 
 cator-card to be the ruling spirit governing 
 valve adjustments, where questions of a prac- 
 tical character have not been considered of 
 sufficient importance to justify thought, so 
 
 FIG. 4. 
 
 long as a "fine-looking " card, as shown in Fig. 
 4, is obtained. This state of affairs requires 
 adjustment, so that the engine may show an 
 indicator-card worthy of consideration, and be 
 given a chance to do its work, untrammeled 
 by steam-lead or the excessive compression 
 that is now "fashionable." High compression 
 is assumed to be a necessity for all high-speed 
 
engines, from the fact that it is much used in 
 locomotives. 
 
 If we compress steam in the cylinder by an 
 early closing ot the exhaust-valve, up to a point 
 about equal to the terminal pressure, we have 
 reached the limit desirable for condensing-en- 
 gines; for the majority of non-condensing en- 
 gines the compression should be about 5 Ibs. in 
 excess of the terminal pressure. These limits are 
 suggested by a consideration of practical ques- 
 tions equally as important to the manufacturer 
 as those of a theoretical nature, and are applic- 
 able for points of cut-off in the two systems best 
 adapted for economy, coming within the range 
 of about i-5th and i-yth cut-off, respectively. 
 
 THE GOVERNOR. 
 
 The function of a governor is to act in ac- 
 cord with each variation of load, and to so limit 
 the quantity of steam to be admitted to the 
 cylinder as to overcome the resistance of the 
 load, and thus maintain a uniform speed of ro- 
 tation of the engine-pulley. This cannot be 
 properly done unless the action of the gov- 
 ernor is untrammeled by unnecessary friction, 
 so as to instantly meet changes in the load as 
 they occur from time to time. 
 
i6 
 
 We should, therefore, see that all of the 
 working surfaces of the governor are in proper 
 running condition, and a quality of oil used 
 for lubrication that will not " gum up" after it 
 has been applied for a time. We should, also, 
 see that the oil, or dash-pot, is in good work- 
 ing order, with a constant supply of oil to gent- 
 ly retard any sudden fluctuation in the move- 
 ment of the regulator. 
 
 On engines that have been speeded up to re- 
 lieve their working, and bring about an earlier 
 cut-off (by reason of an overgrown mill), we 
 may possibly find that the speed of the regu- 
 lator has been allowed to remain the same as 
 before the change, with a possible chance for 
 the overseer of weaving to suggest that the 
 speed is not quite so uniform as before the en- 
 gine was speeded up. 
 
 To anticipate any such complaint we should, 
 while we are charging the speed of engine, 
 change also that of the regulator, and to over- 
 come the effect of a higher speed of rotation 
 upon the elevation of the balls of the regulator 
 (and its equivalent effect upon the point of cut- 
 off), we should weight the regulator down (as 
 shown in Fig. 5) until the requisite speed is at- 
 
FIG. 5. 
 
i8 
 
 tained for the engine. By doing this we may 
 divide up the interval of time, which such vari- 
 ation and speed of engine has upon the gov- 
 ernor, and its consequent reaction upon the 
 cut-off mechanism of engine, to a shorter de- 
 gree, and thus control the point of cut-off dur- 
 ing one revolution of governor in place of one 
 and one-half revolutions, which would be the 
 case if the governor was allowed to run slow 
 on an engine that had been increased in speed. 
 After this has been done, especial care should 
 be taken to see that all bearings are kept 
 thoroughly clean and free, for the lubricant to 
 act, for this speeding up is attended with more 
 or less risk, on account of imperfect lubrica- 
 tion and non-adaptability of the engine and its 
 parts for such a change in the speed. 
 
 CHAPTER IV. 
 
 In engines of this type having a detachable - 
 valve gear where the motion for working the 
 valves is derived from the action of an eccen- 
 tric, it follows that when there is no lap on 
 the valve to be worked off or the steam valve 
 set edge to edge with the port opening, that 
 the eccentric will be at its half-throw, or at 
 
19 
 
 right angles to that of the crank when it is on 
 its center. 
 
 During the rotation of the shaft, the eccen- 
 tric would therefore arrive at its greatest throw 
 and the opening motion of the steam valve 
 would cease, and thus the detaching mechan- 
 ism remain inoperative, while the crank or 
 piston reaches, practically embraces, half stroke, 
 and any liberation of the cut-off gear actuated 
 by the governor or other means must take 
 place, if at all, before this point is reached in 
 crank travel, or before the eccentric com- 
 mences its return stroke. If this action has 
 not taken place the steam valve then com- 
 mences to close positively at a speed governed 
 by that of the eccentric. In order to have a 
 safe working lap of the steam valve before the 
 exhaust port upon that end is open to atmo- 
 spheric pressure, or the condenser, and thus 
 prevent any blowing through during the rela- 
 lative time of closing the steam and opening 
 the exhaust valves, it is essential that the valves 
 admitting steam to the engine should be given 
 a definite advance in their movement relative 
 to that of the exhaust. 
 
 This is commonly called lap ; this and the 
 
2O 
 
 amount of it increases with the size of the en- 
 gine. To neutralize this effect upon admission 
 of steam to the engine, and have the valve 
 gear in readiness to act for that purpose, when 
 the crank comes up to the center, it is evident 
 that the position of the eccentric must be more 
 than 90 with relation to the crank ; or at 
 a position beyond its center of half throw, in 
 order to remove the lap given to the steam 
 valve, and to take a position to admit steam to 
 the cylinder. This, ot course, reduces the range 
 of expansion that steam may be carried for 
 that end of the cylinder, by allowing less time 
 during the travel of the eccentric before it 
 reaches its full throw for the cut-off to act, 
 which must occur, in this case, before half 
 stroke is reached, or upon the opening motion 
 of the steam valve. Occasionally, we may 
 see an indicator card where the cut-off had ap- 
 parently taken place after more than half stroke 
 of the engine had been covered, which is a 
 very bad condition, however, considered 
 economically. At this point in the piston 
 travel the velocity is at its maximum, while that 
 of the valve-gear, actuated by the eccentric 
 nearing its dead point of full travel, is at its 
 
21 
 
 minimum. These elements, while working, 
 as a matter of fact, with a positive ratio of ac- 
 tion to one another, admit at this high velocity 
 a certain amount of piston travel to take place 
 after the point of detachment has been reached 
 by the valve-gear before motion can be im- 
 parted to the valve and its connection sufficient 
 to cover a full port, and prevent further ad- 
 mission of steam to the cylinder. This ap- 
 parent cut-off taking 1 place after half stroke has 
 been reached is more prominently defined on 
 the card as we increase the lap of the steani 
 valve, and, by increasing this lap we are en- 
 abled to open the exhaust valve sooner for the 
 return stroke, thus giving a free' opening for 
 the exhaust in relation to the former, and nec- 
 essarily enforcing a later closing of the valve, 
 reducing the amount of compression; this may 
 be considered by a few objectionable, and we 
 will have something to say further on about it. 
 
 CHAPTER V. 
 
 SETTING VALVES. 
 
 Upon the wrist-plate of the engine will be 
 found three marks ; one representing the posi- 
 tion at half-travel, or center of motion, while 
 
22 
 
 the remaining two represent the extreme mo- 
 tion of the wrist-plate as actuated by the ec- 
 centric. 
 
 Upon the wrist-plate stand, or pin, as the 
 case may be, will be found a mark coinciding 
 with those on the wrist-plate, designating the 
 extreme motion and center of motion or travel, 
 
 FIG. 6. 
 
 as per Fig. 6. These are to be our guides in 
 arranging for the relative time of action be- 
 tween the four valves. 
 
 Upon removing the back bonnets from our 
 engine we shall see, also, a mark upon each 
 face of the valve-port, showing the location 
 and width of port openings in relation to the 
 cylinder ; thus furnishing a starting point for 
 
23 
 
 the setting of the four valves without the trou- 
 ble of removing them from the port opening. 
 
 Upon the end of the valves will be found, 
 also, a mark in line with the opening edge of 
 the valve, as shown by Fig. 7. 
 
 In preparing to set valves the first operation 
 
 FIG. 7. 
 
 is to place the wrist-lever at half-throw, which, 
 for horizontal engines, is represented by the 
 center of carrier and wrist-lever pin being 
 plumb, but for the majority of beam engines 
 the center of motion is represented by the 
 
24 
 
 dotted and circular marks, as indicated upon 
 FiR. 6. 
 
 At this position, designated above, the marks 
 on the wrist-lever and pin should correspond, 
 and the whole mechanism be secured in that 
 position, by placing pieces of paper between 
 the washer on the end of the. pin and wrist- 
 lever, so as to produce friction sufficient to 
 hold the whole in the desired position when 
 the nut on the end of the pin is screwed up. 
 
 This being accomplished, we may consult 
 the annexed table giving the lap of the steam- 
 valve, and the relative position of exhaust- 
 valve when the wrist-lever is at its center of 
 motion, and thus fix upon the lap for the 
 steam-valve and the position of exhaust-valve 
 desirable for the size of engine under consider- 
 ation. 
 
 By lengthening or shortening the connec- 
 tions leading from this wrist-lever to steam- 
 lever we bring the position of the opening 
 edge of the steam-valve to correspond with the 
 amount of lap fixed for that case, which, of 
 course, should be the same for each end of the 
 cylinder. 
 
 For the position of the exhaust-valve, by con- 
 
25 
 
 suiting- the table herewith we find for a 23' en- 
 gine rath of an inch opening. 
 TABLE I. 
 
 POSITION OP STEAM AND EXHAUST-VALVES WITH WRIST- 
 LEVEJX AT ITS CENTBC OF MOTION. 
 
 Size Laps of Exhaust 
 
 of engine. steam valve. valve open. 
 
 12" i" A" 
 14" 
 16" 
 
 18" |" ft" 
 
 20" I" TV 
 
 22" |" 
 
 24" T y &" 
 
 26" T y &" 
 
 28" T y :&" 
 
 30" 4" i" 
 
 32" 4" 4" 
 
 34" 4 /; 4" 
 
 36" 4" 4" 
 
 38" ft" T 3 ff " 
 
 40" T V T 3 " 
 
 42" ft" ft" 
 
 This amount for each end of the cylinder is 
 obtained by lengthening or shortening of the 
 connection leading from wrist-lever to exhaust- 
 arm, while the wrist-lever still remains at its 
 center of motion, until we bring the marks on 
 the end of the exhaust-valve to the distance re- 
 quired from the closing edge of the exhaust- 
 port. 
 
26 
 
 We have now established the relative time 
 desirable for the opening of the steam, and 
 closing of the exhaust-valves, that each should 
 act relatively to one another, and they should 
 remain* so without further adjustment being 
 allowed upon the steam or exhaust connections 
 until sufficient reason is established by practi- 
 cal working to warrant a modification in ad- 
 justment, and then only upon a full considera- 
 tion of all the facts attending the working and 
 the service for which the engine is used. When 
 we change any one of these connections we 
 alter its time of movement, and destroy the 
 unison of action between the closing of one 
 valve and the opening of another. If we 
 shorten one steam connection, the effect is to 
 allow that end to open quicker than its neigh- 
 bor, but at the expense of a reduction in the 
 safe working lap that it should have with rela- 
 tion to the exhaust-valve. If we lengthen the 
 connection, we increase the lap of the valve, 
 with the effect of opening it later, which con- 
 dition would call for a greater advance of the 
 eccentric with relation to the crank. 
 
 Again: if we lengthen the connection leading 
 to exhaust-arm, we add lap to the valve, and 
 
27 
 
 increase the amount of compression at one 
 part of its movement, while for the other part 
 its time of opening will be later relative to the 
 movement of the piston, and retard the exhaust 
 to the condenser. 
 
 If we shorten the connection, we increase the 
 opening when the stud-plate is on its center of 
 motion, and consequently decrease the amount 
 of compression thereby, with a corresponding 
 earlier opening of the exhaust-port. 
 
 This additional opening given to the valve 
 by shortening connections reduces, also, the 
 lap of the valve over the port that the exhaust- 
 valve should have, during- the period of time 
 coincident with that of the steam valve when 
 upon the point of opening for the admission of 
 steam to the cylinder. 
 
 CHAPTER VI. 
 
 SETTING VALVES CONTINUED. 
 
 After we have "squared the valves," to 
 a shop phrase, it is necessary to look after 
 carrier and eccentric rods, and see that their 
 travel is equidistant from an established center 
 line of motion ; giving our attention first to 
 the rod leading from eccentric to carrier-arm, 
 
28 
 
 and termed the eccentric-rod. This rod is the 
 first acted upon, and after it is once adjusted 
 will not be affected by any future adjustment 
 found necessary for the carrier, or rod leading 
 from carrier-arm to wrist-lever. This might 
 be found necessary if we should reverse the 
 operation, and thus make it necessary to go 
 over the work a second time. 
 
 After we have found that the throw of the 
 carrier-lever is equidistant from an established 
 plumb-line, in its extreme travel each way, 
 brought about by adjustments in the length of 
 the stub end, in the end of the eccentric-rod, 
 until such a result is accomplished, we may 
 repeat the operation of turning the engine by 
 hand for the benefit of the carrier-rod, or the 
 connection leading from the wrist-lever to the 
 carrier-arm, and so adjust its length that the 
 wrist-lever will travel the same amount each 
 way from the center of motion fixed by the 
 marks upon the wrist-lever and pin. 
 
 As we now have the valves adjusted rela- 
 tively to one another, and also the throw of 
 the carrier-arm and wrist-lever equally divided 
 from center of motion, we place the crank 
 upon one center or the other, and roll the ec- 
 
2 9 
 
 centric around on the shaft in the direction 
 that the engine is to run, until we bring the 
 opening edge of the steam-valve on that end 
 of the engine that is next to take steam, & of 
 an inch beyond the line on the valve face rep- 
 resenting the opening edge of the port, and 
 secure the eccentric in position. 
 
 It is well then to bar the engine around to 
 the other center, and note if a similar opening 
 is obtained, which will be the case if the rods 
 are properly adjusted. 
 
 After satisfying ourselves of the correctness 
 of the movements, we may replace the back 
 bonnets, and proceed to adjust the cam-rods 
 leading from governor to the detaching levers 
 on the valve-gear. 
 
 In adjusting these cam-rods we should first 
 block the regulator up to its extreme point of 
 travel, and secure it for a time in that position. 
 Then lengthen or shorten the rods leading 
 from the governor to the valve-gear on each 
 end of the cylinder so as to bring the detach- 
 ing apparatus into action, and allow the valve 
 to be unhooked with the regulator in that po- 
 sition, when we roll the valve around by 
 means of a starting-bar placed in the wrist- 
 
30 
 
 lever, until the steam-port is uncovered about 
 ^th of an inch. This adjustment will prevent 
 the engine getting beyond the control of the 
 governor if the load is suddenly removed 
 from it by breaking a shaft or belt in the mill, 
 or by extreme variation of the load, as in roll- 
 ing-mill practice and similar service. 
 
 After the adjustment of cam-rods has been 
 made, we may lower the governor down to its 
 lowest position, to see that the valve-gear will 
 not be detached at that level. In this position 
 of the governor steam should follow full stroke, 
 and the valves should not be liberated until 
 the governor has reached an elevation corre- 
 sponding to nearly the normal speed of the en- 
 gine and the load carried. 
 
 CHAPTER VII. 
 
 LUBRICATION. 
 
 The question, which is the best method of 
 lubricating crank and cross-head pins of en- 
 gines running continuously is not positively 
 settled in my mind. 
 
 There is one thing certain: a plan must be 
 devised that will admit of putting any amount 
 of lubricant at pleasure upon the crank and 
 
32 
 
 cross-head pins, while the engines are running 
 at their regular speed; either by first dropping 
 it upon a ribbon of canvas and, in turn, taking 
 off at each revolution by a wiper, secured to 
 the mouth of an oil-cup on the crank end of 
 the connecting rod, and also for the cross - 
 head, as shown by Fig. 8. 
 
 FIG. 9. 
 
 This, I think, is a good plan; probably equal 
 to any yet introduced for that purpose, al- 
 though, in being exposed to all the dust in the 
 room, it is, I think, more destructive to the 
 bearings than the oil-pipe having its opening 
 in line with that of the main shaft and con- 
 
33 
 
 nected to the crank-pin, as in Fig. 9. When 
 engines are required to run only n or 12 
 hours per day, with an interval at noon of 10 or 
 15 minutes to fill up the cups, I think the most 
 satisfactory method of lubrication for moderate 
 speeds is oil cups, and they should be of a 
 sufficient capacity to run all day with good feed. 
 Main and back bearings may be lubricated 
 by cups having a sight-feed, and should be 
 protected by glass casing around them, to pre- 
 vent the dust from working down into the 
 bearings. Or we may employ grease in boxes 
 on the main bearings, having covers to pro- 
 tect them. In many cases this is an excellent 
 lubricant for heavy journals, although this 
 method is more expensive to maintain than 
 with oil, from the fact that the drippings from 
 those journals cannot be used over again, and 
 are, of necessity, thrown away: It is a most 
 excellent plan to provide drip-pans under the 
 crank, main and back bearings, eccentric, and 
 end of slides, to catch all waste oil, not only as 
 a means to promote cleanliness, but as a mat- 
 ter of economy. Such drips should be after- 
 wards strained through cotton-waste, and sets 
 of sieves having bottoms made of wire-gauze 
 
34 
 
 of different degrees of fineness, as shown by 
 Fig. 10. After being passed through the strain- 
 ers and removing all grit that may have been 
 gathered, the oil may be used over again upon 
 the heaviest of bearings, without any fear of 
 trouble. This will materially reduce the oil ex- 
 
 FIG. 10. 
 
 penses. Cases may be cited where the waste 
 oil from the hangers on line shafts cf mills has 
 been collected and treated in this manner, and 
 afterwards used upon heavy journals that were 
 subjected to high temperatures in inclosed 
 engine-rooms; it. worked quite satisfactorily. 
 
35 
 
 This plan is certainly worth considering, 
 where an eye is had to the most economical 
 method of lubrication. Another plan of 
 lubricating bearings for heavy main lines of 
 shafting is to provide rings made of iron or 
 brass about ^ths of an inch wide, and fHhs 
 thick, revolving upon the top of the shaft 
 through recesses cored in the top and bottom 
 shells, and of a sufficient diameter to reach 
 from the top of the shaft to near the bottom of 
 an oil cavity formed in the lower part of the 
 pillow-block. This plan maintains at all 
 times a constant and uniform oil-bath for the 
 journals, as the oil is carried up by the revolv- 
 ing ring, actuated by the shaft from the oil-pan 
 beneath, using the oil over and over again, 
 without any perceptible loss. It is needless to 
 say that these rings and oil-pans should be 
 protected from the dust, and a ring provided 
 at each end for a bearing of moderate length, 
 while for a bearing of excessive length one 
 may be provided in the middle, and thus insure a 
 uniform flow of oil throughout its entire length. 
 As a matter of interest bearing upon this sub- 
 ject, I would refer the reader to a paper pre- 
 pared by the writer for the American Society of 
 
36 
 
 Mechanical Engineers, and read at its meeting 
 held at Atlantic City, May 28, 1885, wherein is 
 contained a tabular statement of the quantity of 
 oil used for cylinder and general lubrication in 
 an engine-room, and for a number of mills. 
 
 CHAPTER VIII. 
 
 AIR-PUMPS. 
 
 Trouble is sometimes experienced with the 
 air-pump of the condensing apparatus con- 
 nected to engines ; for it seems as though de- 
 termined to make the most disagreeable noise 
 possible by continual hammering of its valves at 
 each change in the direction of motion. This 
 state of things is most likely to occur where 
 valves of large area are operating at a speed 
 beyond their capacity and endurance. Within 
 the past few years, in order to meet the de- 
 mands of changes in the mill, it has become com- 
 mon to speed up the engine, but in overcom- 
 ing the want of power there is a possibility of 
 encountering trouble in the air pump. The 
 only remedy is in relieving- the valves and pre- 
 venting their hammering while working. 
 
 Horizontal pumps are more susceptible to 
 this complaint than vertical pumps having a 
 
37 
 
 short. stroke of the bucket, and a multiple of 
 small valves for the discharge of the water of 
 condensation. 
 
 I have yet to see a long-stroke air-pump that 
 will run smoothly to the satisfaction of the 
 majority of engineers at, say, 55 to 60 revolu- 
 tions per minute, where there is but one large 
 valve provided for the discharge of the water 
 from the condenser. I may go still further and 
 insist upon a number of small valves (in place 
 of one large one), on the system first inaugurat- 
 ed by the late Henry R. Worthington on his 
 pumping-engines for Water- Works service. 
 
 This plan is used by but few makers of air- 
 pumps, but it is correct both in theory and 
 practice, and should be universal if satisfactory 
 ends are to be accomplished. 
 
 This plan of distributing a given area of dis- 
 charge among a number of small valves in con- 
 nection with a short stroke of the air-pump 
 bucket as we increase the speed of the engine, 
 will insure a most satisfactory and smooth- 
 running pump. 
 
 For the ordinary speed of engines driving 
 cotton-mills, from 60 to 65 revolutions per min- 
 ute, we may safely employ pumps of 1 2-inch 
 
38 
 
 stroke ; for 75 revolutions of the engine lo-inch 
 stroke, and for 100 revolutions 7^-inch stroke 
 should not be exceeded. 
 
 In determining the proper capacity of an air- 
 pump we may make it about ^th of the capac- 
 ity of the steam cylinder, for ordinary condens- 
 ing engines where the air-pump is single-acting. 
 
 This proportion is ample and should always 
 be provided for to meet the demands of a 
 moderate increase in the speed of the engine, 
 if such should occur from any cause. 
 
 To relieve the hammering of air-pump valves 
 I should recommend drilling into the space 
 directly under the deli very- valve, inserting a 
 %" pipe and valve, to be regulated at will for 
 the admission of a slight quantity of air under 
 the delivery-valve. 
 
 As this will be between the foot-valve and 
 delivery-valve, and communication with the 
 condenser is checked by the foot-valve and the 
 water upon it, it will have no effect upon the 
 vacuum in the condenser or engine. As to the 
 regulation of the valve for the admission of air, 
 experiment will soon demonstrate the best ad- 
 justment for working conditions. 
 
39 
 
 CHAPTER IX. 
 
 CARE OF MAIN DRIVING GEARS. 
 
 Gears, like all other parts of machinery, 
 require looking after, to see that a proper 
 bearing is maintained throughout the length 
 of the tooth and that they are working in 
 their most advantageous positions regarding 
 the pitch lines of one another. 
 
 While advising a system of periodical in- 
 spection we should, at the same time, insist 
 upon a thorough lubrication at frequent and 
 stated intervals. 
 
 I am willing to admit my preferences for 
 gearing for the majority, and I may say all 
 cases, for transmitting heavy powers to first 
 movers in mills, on the ground of less revolv- 
 ing weight, shorter main shafts, and the gen- 
 eral compactness of engines, and, I think, 
 when all things are considered, the first cost 
 will be in favor of the geared plant. 
 
 But to come back to my text : this matter of 
 lubrication for gears is a very simple affair, re- 
 quiring but a short time every other day for 
 the work, which if carried out, will reduce to a 
 minimum any liability to abrasion, or teeth 
 
40 
 
 getting out of shape ; resulting in a most satis- 
 factory record, as to working, for a long term 
 of years. 
 
 This, of course, upon the assumption that 
 the gears were properly made and propor- 
 tioned to the work to be performed in the first 
 instance. My experience leads me to believe 
 that the most satisfactory method of lubricat- 
 ing any gear is to apply the lubricant to the 
 driving side of the tooth by a paint-brush, as 
 the gear is moved slowly around by hand. 
 This method insures placing the grease where 
 it will do the most good, and not on the ends 
 of the teeth, where, it is more than likely, 
 the greater portion will be wasted if applied 
 during working hours by pouring it on. The 
 proportion of the mixture which I have found 
 to give good results is as follows : 
 
 One pint of Carolina pitch-tar ; one pound of 
 plumbago, four pounds of tallow ; melt to- 
 gether and thin down with one pint of raw 
 linseed oil. 
 
 In the course of their journeys many, no 
 doubt, have seen gears where the utmost care 
 has been taken of them, and others so bad that 
 if any quantity of grease should be applied 
 
41 
 
 several times a day, it would be fruitless to 
 remedy any defects of construction ; and to 
 hope for smooth running- gears, under such 
 conditions, would be useless. Then again, we 
 come across gears which have been in con- 
 stant service for many years, with no percep- 
 tible wear upon the surfaces of the teeth, not 
 even upon those of the jack-shaft-gear, which 
 is, of course, exposed to the most wear. I 
 well remember a set of gears, which have 
 been in constant operation for the past seven- 
 teen years. The wear is scarcely perceptible 
 upon the teeth, notwithstanding the fact that 
 they have transmitted about seven hundred 
 horse power for the first five years and about 
 fourteen hundred for the remaining twelve ; 
 they are doing excellent work to-day. 
 
 Gears with wood and iron teeth working to- 
 gether are a very good institution, where the 
 noise of iron gears would be objectionable in 
 a room, and it is surprising, sometimes, what 
 an'amount of power they will transmit without 
 interruption, if properly proportioned to the 
 work done, for a great number of years with 
 but little wear. 
 
 I remember an instance where, in the year 
 
42 
 
 1847, there was a steam plant put into a cotton 
 mill having for its driver an internal gear with 
 wooden teeth. This gear was 12 feet diameter, 
 working into one of 4 feet, the smaller having 
 iron teeth. Each gear had a 10 inch face, and 
 3.14 inches pitch. 
 
 Since they were first started there have been 
 put into the large gear less than a half dozen 
 new wooden teeth, and this was only brought 
 about by repairs to a segment, broken by 
 bricks falling from a part of the foundation. 
 Up to this date the original wood is running in 
 the same gear, and has been in constant ser- 
 vice; it is driving to-day about 170 horse 
 power, at 72 revolutions of engine. This, I 
 think, is a hard record to beat, and speaks well 
 for the management, as well as for the lifetime 
 of gears having wooden teeth. 
 
 The wood in this case was hickory, and 
 confirms the opinion that it is quite a difficult 
 question to answer, as to what is the lifetime 
 of wooden gears if proper care is taken of 
 them while in operation, and well propoi- 
 tioned in the first instance. 
 
 Foundations for Gears. There have been 
 many excellent gears ruined when first started 
 
43 
 
 by being- placed upon shafts much too small 
 for the requirements, or from being fastened 
 upon timber work' subject to shrinking and 
 swelling-, and, consequently, getting out of 
 line from being fastened to such unstable 
 work. If the locality is such as to make it 
 necessary to support gears on, or from timber 
 work, the bearings for the gears should be first 
 secured to a heavy cast-iron plate, and entirely 
 independent of such wood-work. This plate 
 should be, in turn, fastened to the timbers by 
 bolts independent of those for the bearings, 
 admitting of a slight adjustment of the gears 
 without disturbing the alignment or level of 
 the foundation plate. This same plan may be 
 adopted when it is necessary to remove one or 
 both gears, for repairs to them, or shafting. 
 What is still better, and I think the only prope 
 way, is to provide a good stone and brie' 
 foundation of ample weight, when the condi 
 tions will admit of it. 
 
 In that case the bearings may be placed di- 
 rectly upon the stone, properly dressed off, 
 and securely bolted to the bottom stones in 
 foundation. 
 
 If this plan is carried out we may rest as- 
 
44 
 
 sured that, with gears of proper dimensions, 
 suitable to the work to be done, they will run 
 smoothly with a minimum cost for repairs, fric- 
 tion and maintenance for a long term of years. 
 
 CHAPTER X. 
 
 HEATING MILLS. 
 
 In the majority of cotton manufactories, 
 steam for heating and drying purposes is re- 
 quired in more or less quantities in the different 
 departments. To supply the heat for this work 
 necessarily involves an expenditure of money, 
 or its equivalent, coal, and it becomes a ques- 
 tion as to the best method of supplying the 
 heat in the most economical manner. If a 
 limited quantity of steam is required, at inter- 
 vals only, not equal to what would be dis- 
 charged on one exhaust of the engine, the most 
 economical plan would be to heat with steam 
 direct from the boilers, and to run the engine 
 condensing. Upon the other hand, if we have 
 use in the different departments for all the ex- 
 haust steam that would be discharged from the 
 engine, we may divide the exhaust-chest into 
 two independent chambers, as in Fig. n, mid- 
 way between the two ports, and so arrange 
 
45 
 
 our conditions of running as to be able to ex- 
 haust from one end of the cylinder direct into 
 the condenser, while, for the other end, the ex- 
 haust may go to the heating pipes in the mill. 
 
 FIG. 11. 
 
 Or, we may run wholly condensing or wholly 
 high pressure, as required by the varied condi- 
 tions of the seasons. 
 
46 
 
 In the event of having use for all of the ex- 
 haust steam from the engine, we should, by 
 all means, avail ourselves of the advantages 
 which a non-condensing engine offers over a 
 condensing, or even a compound engine, for 
 similar work, from the fact that we are able to 
 utilize to better advantage the heat in the steam 
 passing from the cylinder after it has done its 
 work ; it is equally as available for heating 
 purposes. 
 
 Woolen mill having dye-houses attached 
 would come under this head, and for that, and 
 similar service, the best compound system or 
 condensing engine that could be devised, 
 would prove inferior to a plain non-condens- 
 ing engine ; all the conditions being taken 
 into account. 
 
 In one case we have a plant for driving ma- 
 chinery only, with an expenditure of money 
 for fuel for that purpose ; in addition we have 
 that required for generating steam in sufficient 
 quantities to meet the demands for heating 
 purposes direct from the boilers, whereas in 
 the other case we install a high pressure en- 
 gine, and while we are running our machinery 
 and using steam expansively for that purpose, 
 
47 
 
 we are discharging- sufficient exhaust steam at 
 a pressure of from i ^ to 3 Ibs. in cotton mills, 
 and from 4 to 8 Ibs. for woolen mills. This is 
 available for heating- water, drying, etc., etc. 
 
 In heating by live steam we accomplish but 
 one result, with no benefit to be derived from 
 its expansive force, but by first putting the 
 amount of steam required for heating purposes 
 through an engine, we derive benefit from its 
 expansive force. We shall find that, for the 
 same fuel, we are enabled to not only heat, but 
 to furnish a certain amount of power. This, at 
 first sight, may appear strange reasoning, but 
 it is attested by well established facts and con- 
 firmed by the experience of manufacturers who 
 have established the economy of using ex- 
 haust-steam over live steam for heating pur- 
 poses, both in woolen and cotton mills. 
 
 The whole secret of using exhaust-steam 
 successfully is to provide ample main-pressure 
 lines, and it is then available a long distance 
 from the source of supply. 
 
 In the ordinary construction of cotton mills 
 it is well to first carry the mam exhaust line to 
 the upper room as soon, and in as direct line 
 as possible, and there locate a back-pressure 
 
48 
 
 valve under the roof, admitting of a change of 
 pressure at will. 
 
 From this point, we run to the center of the 
 mill and across to each wall. Thus, in the 
 upper story we have two main lines for the 
 distribution, descending from this point to the 
 basement. From these upright lines we 
 branch off to each end of the mill, and with a 
 system of piping on each side of the room as 
 we descend, a uniform reduction in the size 
 may be made, after each heating system has 
 been provided for. 
 
 The drip from the circulations should also 
 return to the basement, where it should be 
 trapped and collected in a tank for feeding the 
 boilers. At the upper end of each drip-pipe 
 means should be provided for blowing out any 
 air that may be in the pipes. 
 
 CHAPTER XL 
 
 ENGINE FOUNDATIONS. 
 
 In dealing with this subject the probabilities 
 are that a practical mason would be the most 
 proper person to give advice, regarding the 
 best way and plan of preparing an engine 
 foundation, and to consider the most econom- 
 
49 
 
 ical and satisfactory method of treating each 
 individual case, so that in the end it will be the 
 most suitable, and cover all the requirements 
 to which it is to be subjected when finished. It 
 is this knowledge of a full understanding of 
 the necessities of the case that first prompts 
 me to hold my peace regarding this subject for 
 abler hands, but upon reflection suggestions 
 may be in order, covered by an experience 
 sufficient to form an approximate judgment 
 upon the subject. 
 
 In preparing a bottom for foundations of en- 
 gines many different characters of material 
 are to be met with, and each requiring for 
 their treatment quite a different mode of op- 
 eration, so that one plan of a successful char- 
 acter, carried out at one place, and in one 
 material, may be quite inadequate to meet 
 demands when carried out in a material of a 
 different character in another locality. 
 
 The easiest solution of this problem, next to 
 rock foundation, is when a general bottom is 
 found, below the surface. This state of things 
 being established, we may excavate about 18 
 inches below the bottom of engine foundation, 
 and after being leveled off it should be 
 
5 
 
 thoroughly sprinkled with water, and well 
 tamped down with a heavy beater. This be- 
 ing done, fill in about 3 inches in depth of the 
 same material (gravel), and honestly repeat 
 the operation, antil there is a thoroughly com- 
 pact mass of about 18 inches deep. Upon this 
 base we may commence directly, without any 
 further material, the brickwork of our founda- 
 tion laid in good cement. 
 
 The width of base should be from 2 to 3 feet 
 more than the width and length of the engine 
 foundation proper, as shown by Fig. 12. 
 
 This foundation, or base, we may carry up 
 about 5 courses in height before we come to 
 the pocket-hole under the bottom stones, for 
 the nuts and washers of the foundation-bolts. 
 The absence of heavy footing stones, upon 
 which to start our brickwork, may be looked 
 upon with some distrust by a few, but facts 
 have proven this arrangement to fully with- 
 stand the vibration, and to cover all of the re- 
 quirements for that purpose. 
 
 Hard-pan, or clay-bottom, may be treated in 
 the same manner. The most troublesome of 
 all material to deal with, and to sustain a 
 foundation upon, is quick-sand impregnated 
 
with springs of water, It is here that consid- 
 erable thought should be given to the situation 
 
 ~T~\ 
 
 [&YNKjS^ 
 
 FIG. 12. 
 
52 
 
 and means provided to safely accomplish, in an 
 economical manner, a first-class piece of work. 
 
 The most successful method of dealing with 
 this class of material, quick- sand, that has 
 come to our notice is that devised by Mr. Geo. 
 H. Corliss for the bottom of the foundation for 
 one of his pumping-engines, and its building 
 upon the bank of a river. This plan consisted 
 of driving down any amount of stone, or 
 other material, of small size, where required 
 by the lines of the building and space covered 
 by foundation of engine, by a weight in shape 
 of a ball weighing about 4,000 Ibs. falling any 
 convenient distance, varying from 10 to 25 
 feet. At each blow of the ball, rolling from a 
 cradle upon which it had been hoisted, the 
 loose stone, dumped from carts, were driven 
 into the sand, spreading out as they descended, 
 and finally making, as the work progressed by 
 repeated addition of material and subsequent 
 blows from the ball, a compact mass of 
 sufficient solidity able to stand the test of 
 years, without the least sign of settlement in 
 any part of the building, or foundation of 
 pump and engine. 
 
 This plan of such a novel and successful 
 
53 
 
 character is susceptible of application to many 
 localities where similar material is to be con- 
 tended with, and may be applied with the 
 assurance of affording an economical and, 
 at the same time, a successful means of 
 producing foundation for almost any construc- 
 tion. 
 
 CHAPTER XII. 
 
 Another plan is to excavate to the proper 
 depth required between and under sheet piling, 
 driven down as the excavation progresses un- 
 til the depth is reached, where a bed of con- 
 crete, formed by cement, sand, broken stone 
 or brick bats, is placed ; the depth of same 
 . varying for each case to meet the requirements, 
 usually from 24" to 36'', and of such a dimen- 
 sion of base as to present a large bearing sur- 
 face upon the sand. Upon this bed of con- 
 crete, after sufficient time has elapsed to allow 
 the material to harden and settle, is commenced 
 the brick work of the foundation. 
 
 If this plan is properly carried out, and care 
 taken not to cover too much space at a time, 
 so as to allow the mass to harden while the 
 process is in operation in putting down the 
 
54 
 
 concrete bed, very good results may be ex- 
 pected for most constructions. 
 
 Crib-work, forming a heavy flooring made 
 of timber, is sometimes resorted to in founda- 
 tions, but as the bond between such material 
 and cement is not of the best, and what would 
 be desired for such work, we cannot consider 
 this plan as efficient as those already referred 
 to. Aside from the difficulty of getting an 
 even and solid bearing for a timber platform 
 upon the sand, any settlement of a part of this 
 yielding material is likely to cause trouble in 
 the foundation, from the lateral movement 
 which may take place. 
 
 MATERIAL FOR FOUNDATIONS. 
 
 The most satisfactory materials, so far as 
 my judgment serves me, to build engine foun- 
 dations of, is a good quality of hard burned 
 brick, well laid in cement mortar, composed 
 of one part cement to one of sand, with plenty 
 of water used upon the brick, and while laying. 
 
 At the top, for the parts of the engine to rest 
 upon, granite blocks of good size or iron plates 
 may be bedded in cement, granite being by all 
 means the most desirable. 
 
 Similar blocks of granite should be provided 
 
55 
 
 for the bottom and for the bearing surface of 
 the foundation bolts. This is far superior to 
 any wholly stone foundation that can be 
 built, for equal cost. 
 
 As a guide for the location of all bolt-holes, 
 throughout the work of building the founda- 
 tion, it is a very good plan to first prepare a 
 wooden templet, carefully laid out from the 
 drawings, and to cover all of the holes re- 
 quired in the foundation. This templet may 
 be made of one inch by six inch boards, as 
 shown by diagram, Fig. 13, securely fastened 
 together, and permanently suspended from the 
 roof overhead. From this templet may hang 
 at all times plumb-bobs over the center of 
 each bolt-hole. 
 
 When the brick laying is commenced above 
 the bottom stone short, wooden boxes, three 
 inches square and about eighteen inches long, 
 may be used to build the brick around, to 
 form the bolt-holes, pulling the boxes up and 
 centering them anew as the work progresses. 
 
 Another plan to locate the position of bolt- 
 holes in a foundation is first to es'ablish the 
 center line of shaft on the side walls of the 
 buildings, by securing targets made of J& 
 
56 
 
 boards six inches wide, and upon this plainly 
 mark the position of shaft, relatively to walls 
 of building. Upon the end walls of building 
 
 FIG. 13. 
 
 fasten similar targets, one to represent the cen- 
 ter line of engine and one the center line of 
 
57 
 
 back bearing. These two centers, of course, 
 being exactly at right angles to that represent- 
 ing center line of main shaft. 
 
 From this center line of engine, measure off 
 on the wall at each end of the building the dis- 
 tance each way from this center that is required 
 for the cylinder-foot bolts, and also, from this 
 same center line of engine measure off the off- 
 set for the main bearing. On the sides of the 
 building we measure off an equal distance each 
 way from the line established for the center of 
 the shaft, equal to that required for the holes in 
 the main and back bearings. 
 
 Also, from center of shaft we measure off 
 the distance required to the first cylinder-foot 
 bolt, and the distance between center of front 
 and back cylinder bolts. 
 
 From these different positions on target, 
 where, it is assumed, nails are driven, we 
 stretch stout lines, and at their intersection with 
 their corresponding line we hang plumb-bobs, 
 from which we may work, throughout the 
 whole height of foundation, for centering the 
 piece of joist, or box, which we use to form 
 the bolt-holes, a method already referred to. 
 
CHAPTER XIII. 
 
 This plan will look something like Fig, 14. 
 Of course these cross lines should be placed 
 
 FIG. 14. 
 
 high enough to be out of the way in walking 
 round. If the location is such as to make it 
 
59 
 
 inconvenient to carry out this plan, a substi- 
 tute for the walls of the building- may be had 
 by building a fence, as it were, around the 
 space to be occupied by the foundation, and 
 upon which the various center lines may be 
 marked and lines stretched accordingly, from 
 side to side thereon. This plan is much more 
 convenient, requiring less strength of line 
 (which is an advantage) than when long and 
 wide engine-rooms are to be met with. 
 
 In bedding the top as well as the bottom 
 stones down, in cement, it is a good plan to 
 first lower the stone to its place to establish its 
 level, and be centered each way, and after- 
 wards hoisted up about three inches, and 
 blocks put under each corner at that height. 
 
 After mixing the quantity of cement required 
 of the proper consistency, the operation of 
 placing it under the stones, and leveling off 
 the whole surface, should be done as expedi- 
 tiously as possible, and the stone lowered into 
 position. A heavy wooden mall or piece of 
 joist should be used endwise to bring it to a 
 bearing and approximate level. 
 
 In setting the top stones it is well to leave 
 them about s of an inch high, so as to allow 
 
6o 
 
 "bushing" down to a proper level all around, 
 when the engine comes to be located. 
 
 Above all things, in building an engine foun- 
 dation, give no heed to the person who sug- 
 gests economizing in the material to be used in 
 it. It is very natural to suggest lime-mortar 
 in place of cement, but if done, we shall have 
 about as poor a foundation for the purpose as 
 could be conveniently built. 
 
 Aside from the extremely long time required 
 for mortar to dry out, it will not stand the 
 strain and jar to which it is subjected without 
 cracking after a lime, as the sand is not nearly 
 so firm with lime as with cement-mortar. The 
 difference in the benefit to be derived by the 
 use of the best quality of cement will not 
 allow, for a moment, a comparison between 
 the two materials. Instances may be cited 
 where engine foundations have been built in 
 this manner (with lime-mortar) that became a 
 source of annoyance and trouble when strain 
 was put upon the holding-down bolts, by the 
 mass giving way and settling ; so that it was 
 difficult to tell where the engine was, as to 
 line. Resort had to be made to shims placed 
 here and there, between the engine and stone, 
 
6i 
 
 to make up for the deficiency caused by the 
 stone taking a different level when the engine 
 was screwed down. 
 
 This is the result of trying to save the differ- 
 ence between the cost of lime and cement, a 
 very small item where so much depends upon 
 the work for good running engines. 
 
 As we approach the top of foundation, pieces 
 of joist 4" by 6", should be built into the brick- 
 work at regular intervals, where most conve- 
 nient, to which we may fasten the floor-planks. 
 And at the side of foundation, spaces should be 
 left to receive the ends of the floor-beams, for 
 the engine-builder is the most proper person to 
 say where these floor-beams should be set so 
 as to be least in the way of the exhaust and 
 condenser pipes. These should be located 
 from the plan furnished with that object in 
 view, so as to readily admit making anew any 
 joint about the engine coming under the floor. 
 
 DRESSING DOWN TOP OF FOUNDATION. 
 
 After allowing sufficient time for the founda- 
 tion to season and dry out, we may commence 
 the operation of ''bushing" the tops of foun- 
 dation-stones to bring them to the proper level 
 at the places covered by the machinery. 
 
62 
 
 do this properly we should provide ourselves 
 with a three-foot and a fourteen-foot straight- 
 edge, and a good spirit-level. After satisfying 
 ourselves as to the lowest place in the different 
 stones that is to be covered by the bearing 
 surface of our machine, we use that as a start- 
 ing-point, from which we are to determine the 
 proper level for the remaining portion of the sur- 
 faces of the different stones in top of foundation. 
 
 This is best done by providing short blocks, 
 say two inches square, upon which, at differ- 
 ent points, we rest the ends of our straight- 
 edge, one block being located at the starting- 
 point, while the other is set at that part of the 
 stone to be worked upon, dressing down with 
 the bushhammer until we reach the proper level. 
 
 After a number of spots at the proper level 
 have been established upon each stone, we 
 may work off the surplus between these places 
 to the best advantage, and finally, smooth 
 down the work to a bearing by a judicious use 
 of the bushhammer, using as a guide our short 
 straight-edge, having one edge rubbed with red 
 chalk, which being applied to the stone deter- 
 mines the high places that are to be removed. 
 
63 
 
 MANAGEMENT OF THE CORLISS ENGINE. 
 
 CHAPTER I. 
 
 The cotton manufacturing company, by 
 whom I have been employed for the past eight 
 years, is located on one of the New England 
 rivers, which furnishes very good water for 
 steam purposes. We have one large battery of 
 boilers in which the pressure is 100 pounds for 
 the simple condensing engines, and in line 
 with these there is a battery of six boilers, in 
 which the usual pressure is 125 pounds for the 
 compound engine. 
 
 All of these boilers are return tubular, with 
 overhanging fronts, and are 60 in. diameter, 
 with 76 tubes 3^ in. diameter and 21 feet long. 
 The distance from grate to shell of boiler is 24 
 in. 
 
 I am particular to give these dimensions for 
 the reason that I have found them very good 
 proportions, with the exception of distance 
 from grate to boiler, which should be some- 
 thing more, on account of the gaseous nature 
 oi the Cumberland coal that we use. 
 
 We have a small independent steam pump 
 
64 
 
 connected to tanks, for weighing feed water, 
 and other instruments for testing the evapora- 
 tive efficiency of the boilers, and trying differ- 
 ent kinds of fuel. 
 
 Numerous tests have proved that the best 
 method of burning bituminous coal is the one 
 mentioned in The Engineer of October 18, 1890, 
 p. 90, " The Smoke Nuisance" as the slow-firing 
 method. I allow but three shovels full of coal 
 to each furnace door at a time, and alternate 
 from right to left hand door at each firing. 
 This does not prevent all smoke by any means, 
 but there is not an objectionable amount ap- 
 pearing at top of the chimneys at any time. 
 
 The method of coking the coal in front of 
 the fire, I have found very objectionable when 
 tried in connection with an evaporative test, 
 The fireman cannot see the body of his fire and 
 there are sure to be thin places where cold air 
 rushes through ; and besides this it is very de- 
 structive to the front of the furnace. 
 
 Leaving the fire door open a little for a few 
 moments after each firing reduces the amount 
 of smoke, but gives a lower result of water 
 evaporated on a week's trial. I have also 
 carefully tried introducing air through perfor- 
 
65 
 
 ated plates in the bridge wall. This appeared 
 to promise success, judging by the appearance 
 of the fire as seen through sight-holes on back 
 end of boiler, but I found by my testing ap- 
 paratus that this view of the fire was very mis- 
 leading. 
 
 The best results will be found with moderate- 
 ly thick fires, and while burning from 12 to 13 
 pounds of coal per square foot of grate per 
 hour. 
 
 I have met many engineers who seem to 
 think that slow combustion means more per- 
 fect combustion. I have found the reverse to 
 be true. A high firebox temperature, a clean 
 boiler, and low temperature of uptake, is what 
 is wanted. 
 
 All engineers who possibly can should have 
 apparatus for weighing feed water and making 
 evaporative tests, as the amount of steam used 
 for power and other purposes is liable to con- 
 siderable variation, and the weight of coal 
 alone does not always give a correct result. 
 
 By careful trials one can readily find out 
 what is best in any given case, and will un- 
 doubtedly find the unexpected sometimes, and 
 thereby make a handsome saving in the coal 
 
66 
 
 bills. These tests should not be less than one 
 week in duration. 
 
 I have found it best to leave the air passages 
 in furnace doors open at all times, while burn- 
 ing- bituminous coal. The draught is much 
 better regulated by an automatic damper regu- 
 lator than by hand. 
 
 My experience with shaking grates has not 
 been very favorable. By a careful trial of one 
 week, of one of the best rocking grates in the 
 market, I failed to find any gain in economy of 
 coal ; in fact a slight reduction in pounds of 
 feed water evaporated. This was probably 
 owing to the reduced grate surface, as the 
 maker put dead plates three inches wide on 
 sides and back of furnace. 
 
 We have for a number of years used plain 
 grates in sections about 6 inches wide and 21 
 inches long, air opening ^ inch, width of metal 
 bars Yz inch. I see no reason why they should 
 not last ten years. 
 
 In boiler rooms where there is shafting, the 
 Davis double plunger feed pump has proved to 
 be very reliable and durable ; 6 inch plungers 
 should not be run over 25 strokes per minute. 
 I would say avoid single plunger pumps, both 
 
6 7 
 
 power and steam, on account of the pulsations 
 of the water in the pipes, and especially so if 
 you have a fuel economizer or large feed water 
 heater, as all the water contained in these 
 must come to rest at each change of stroke, 
 and must be made to move on again as the 
 plunger advances, while the duplex pump 
 keeps the water steadily advancing all the 
 time. 
 
 The feed pipe should not be less than two 
 inches in diameter, and is best when made of 
 brass, and introduced into the boiler on the 
 top at back end over the steam space. Where 
 the draught is sufficient the fuel economizers, 
 so-called, are true to jiame. The reduction in 
 draught will amount to about 5-iooths of an 
 inch of water, and at this mill heats the feed 
 water from 14.0 to 220 degrees. 
 
 All valves on water pipes should be of the 
 straight- way pattern. I use a gate- valve for 
 both steam and water, and provide all steam 
 valves over 3 inches with a ^ inch by-pass, 
 by which steam can be let into the pipe with- 
 out shock, which is very destructive some- 
 times. 
 
 The following is a copy of one of the many 
 
68 
 
 tests that I have made : There was no special 
 preparation made for this trial, and no allow- 
 ance made for moisture in the coal. The coal 
 includes that used to get up steam from cold 
 water and banking fires : 
 
 Duration of test 2 days. 
 
 Boiler pressure in pounds 101 
 
 Temperature of feed in degrees 130 
 
 Temperature escaping gases 392 
 
 Water evaporated in pounds , 83,034 
 
 Coal consumed in pounds . 8,397 
 
 Weight of combustible in pounds 7*891 
 
 Coal per square foot of grate per hour 13. 1 
 
 Water evap. per pound coal, (actual conditions) 9,888 
 
 Water evap. per pound combustible io>5 22 
 
 Water evap. per pound coal from and at 212. ... 11,173 
 Water evap. per pound combustible from and 
 
 at2i2 11,889 
 
 Percentage of water in steam , 0.5 
 
 CHAPTER II. 
 
 In the las. chapter nothing was said about 
 the quality of steam produced. This is a 
 point too frequently overlooked by engineers. 
 If you have upright boilers which moderately 
 superheat the steam, you are all right in this 
 respect, but with horizontal tubulars there is a 
 strong probability of there being too much 
 
6 9 
 
 moisture in the steam. This can be determined 
 by the calorimeter test, which has been fully 
 explained in engineering papers. I do not 
 consider that high evaporative results from 
 horizontal boilers are of any value, unless ac- 
 companied with the calorimeter test, showing 
 that the steam produced is quite dry. 
 
 This tendency of horizontal boilers to fur- 
 nish wet steam is the reason why I prefer well 
 designed uprights when high steam is required 
 for compound engines. One gauge of water 
 while engines are running, and continuous 
 feed, will prevent an excess of water passing 
 away with the steam in boilers of good design. 
 I depend entirely on gauge cocks, having no 
 glass gauges whatever. These boilers in my 
 charge are over 10 years old, and, all told, 
 there are over 22 hundred tubes; not one of 
 them has ever leaked from any cause. 
 
 We are all aware that properly covered pipes 
 contribute largely to the economic results. I 
 have found that hair felt, with asbestos mill 
 board next to the pipe, makes a good cover- 
 ing, but for a short time only. The asbestos 
 does not prevent the felt from burning on top 
 of pipe ; in 6 months it will be found nearly, 
 
70 
 
 if not quite, destroyed, and on the bottom it 
 will be hanging- loose from the pipe. On 
 flanged pipe I use one inch each of Nos. i and 
 2 asbestos cement, and outside of 1his, one 
 inch of hair felt. This brings the covering out 
 even with the flanges ; then all is covered 
 with heavy cotton cloth, and for the boiler 
 room it is whitewashed ; in the engine rooms 
 it is covered with a jacket of Russia iron, and 
 brass bands to breakpoints. 
 
 In regard to the size of steam pipe to the 
 engine, I would say : Do not be governed by 
 the capacity of opening into the cylinder or 
 the valve furnished by the builders. The high 
 piston speeds now so common require larger 
 pipes, and if they are long, considerably larger 
 diameter should be used. The Corliss cross 
 compound engine, of which I am about to 
 write, has cylinders 22" + 40" by 60" stroke, 
 and runs 60 revolutions per minute. The 
 throttle is 7" and the steam pipe about 200 feet 
 long. I enlarged from the throttle with a short 
 piece of cast-iron pipe up to 10", and the bal- 
 ance is made of 10" boiler tubing in long 
 lengths, with heavy cast-iron flanges riveted 
 on. All bends are made of copper. Such a 
 
7' 
 
 steam pipe as this is far more reliable for high 
 pressures than cast-iron or common wrought 
 pipe with screwed joints. 
 
 The cylinders of this engine are proportioned 
 in this way on account of the unusual amount 
 of steam required for use in the mills, which is 
 taken from the receiver. Besides seven slash- 
 ers (which turn off something over ninety 
 thousand pounds of yarn each week), there 
 are eighty vapor-pots in the weaving rooms, 
 all of which are supplied from this source. 
 The usual pressure in receiver is five pounds. 
 This engine has been running two years, and 
 is connected to ten water-wheels of 180 h. p. 
 each. There are no regulators on the water- 
 wheels, the engine governor controlling the 
 speed of all. From this and other causes, the 
 load is quite variable, and with full river the 
 engine is sometimes underloaded. 
 
 As left by the builders, I at first had trouble 
 to maintain an even pressure in the receiver, 
 and furnish steam for use in the mills, as the 
 point of release on both cylinders was deter- 
 mined by the governor, and no way was pro- 
 vided to change the cut-off on l.p. cylinder. 
 This would be correct under certain conditions, 
 
72 
 
 but not so here, as the amount of steam taken 
 from the receiver is subject to considerable 
 variation, and this, together with changes in 
 power required, made it necessary to make an 
 alteration. The regulator shaft connecting one 
 
 cylinder with the other was cut in two and 
 connected as shown by sketch. 
 
 By turning the nut between the levers to the 
 right or left, the l.p. cylinder is made to take 
 
73 
 
 more or less steam, as the case may be, and 
 at the same time it is controlled by the regu- 
 lator. 
 
 During a large part of the time the l.p. cyl- 
 inder is made to cut off somewhat earlier than 
 would be the case if a low steam consumption 
 by this engine alone was desirable. It is the 
 total coal used that interests the stockholders. 
 During the season of low river, when other en- 
 gines are furnishing the steam for use in the 
 mills, and this engine is running under favor- 
 able conditions, the coal consumed during a 
 test of one week, including that used for bank- 
 ing fires at night, was 1.73 Ibs. per h.p. per 
 hour. 
 
 The exhaust steam from the duplex feed 
 pump on this trial was used to heat the feed 
 water for another set of boilers than those from 
 which the engine steam was taken. As run- 
 ning at present with an overflowing river, 
 and steam taken from the receiver for the 
 mills, as mentioned above the coal used per 
 h.p. per hour varies from 1.9 to 2.1 Ibs. 
 
 The variations in load sometimes caused 
 the receiver pressure to fall quite low, un- 
 noticed by the engineer. This made bad work 
 
74 
 
 and loss in the slasher room. To prevent this 
 loss, and give us timely notice, I connected a 
 small whistle to pipe leading- to slashers, as 
 shown by sketch. 
 
 A pressure of 5 pounds holds the valve down 
 to its seat, but at 4j/ pounds the weight lifts 
 the valve, and blows the whistle before there 
 is any cause for complaint in the mill, and the 
 
 engineer has time to make the proper adjust- 
 ment of the cut-off on the l.p. cylinder, or 
 open the by-pass valve into receiver. 
 
 The air pump is the regular Corliss pattern, 
 34 in. by 12 in. stroke. A part of the over- 
 flow, with the water of condensation from 
 the receiver, is returned to boiler room. A 
 
75 
 
 y in. pipe from the overflow leads up to the 
 engine room, into which a thermometer is 
 inserted, and returns below to condenser, thus 
 showing temperature of overflow water at all 
 times. 
 
 A small pipe, admitting a little air into the 
 channel way, effectually stops the pound that 
 is so common with this kind of air pump. 
 
 As the machinery in the mills is run at as 
 high speed as possible, it is very important 
 that the engine regulation should be as perfect 
 as it can be made. 
 
 This engine should make a full revolution 
 each second; if it should fall short of TUU of 
 a revolution in each second throughout the 
 day there would be a very perceptible diminu- 
 tion in product. If it should fall short this 
 much during an hour it is so nauch lost; it 
 should not be made up in the next hour. 
 
 The Corliss governor, unaided, will not 
 regulate as closely as it is desirable to run in a 
 cotton mill. 
 
 I have found the Gale governor attachment 
 to be a great help, but even this useful and 
 neat-looking little device needs some attention 
 if a strictly uniform rate of speed is desired, 
 
76 
 
 I suppose the Moscrop recorder is an excellent 
 thing to show the variations in the speed. A 
 good many years ago, before I ever heard of a 
 "Moscrop," or other device for this purpose, I 
 made a little machine, which is still doing 
 splendid service. On the shaft of the air pump 
 rocker is fixed a small adjustable arm carrying 
 a ratchet, which picks one tooth at each rev- 
 olution of the engine in a ratchet wheel of an 
 equal number of teeth, with revolutions de- 
 sired by the engine in one minute. On the 
 shaft of this ratchet wheel there is a pair of 
 mitre gears, by which this movement is taken 
 up into the engine room, where, at a con- 
 venient place, there is a clock dial with suitable 
 train of gears to run a minute and "second 
 hand." 
 
 After the ^engine is started, the hands on 
 this dial are set to exactly agree with the 
 engineer's time. After an hour's run, if there 
 is a gain or loss of one second, which means 
 with this engine one revolution, it is easily de- 
 tected and corrected. This dial makes no 
 record of the revolutions for yesterday or last 
 week, but as it enables us to run just right all 
 the time; it is very satisfactory. The engine 
 
77 
 
 register or counter shows each day the num- 
 ber of revolutions, and this is recorded for each 
 engine, with all other matter of interest, in a 
 logbook kept for this purpose. 
 
 These cards were taken November 4. There 
 was not sufficient load for the engine to show 
 
7 8 
 
 its best work. The cards from the other ends 
 are as nearly the same as can be. Spring's in 
 indicators, 60 and 12 to the inch. 
 
 CHAPTER III. 
 
 The compound from which the indicator 
 cards in the last chapter were taken is said to 
 be Mr. Corliss's final and perfected engine. It 
 certainly is very economical in the use of 
 steam, and many parts are excellent in design, 
 but there are others which are not quite per- 
 fect. 
 
 There is no means provided to raise the 
 pistons as they wear below the center ; the 
 steam packing rings are let into the head, 
 there being no bull-ring. The piston can be 
 turned around on the rod, which will make up 
 for the wear on the packing rings, but not for 
 the wear of the cylinders. The slides are very 
 much too narrow ; there is not sufficient bear- 
 ing surface for heavy loads. The pillow blocks 
 are all that could be desired, 24 in. length of 
 bearing for an n in. shaft. The hand hole in 
 the side, which enables the engineer to dis- 
 cover any heating before it has pervaded the 
 whole mass, is a very good thing. The shaft 
 
79 
 
 is 15 in. in diameter in the center, and carries 
 a 25 ft. wheel, weighing fifty thousand pounds. 
 
 The valve gear is very peculiar, and different 
 from any other Corliss engines made. The 
 wrist plates are nearly as large as the sides of 
 the cylinders, and the valve connections are, 
 consequently, very short ; this gives the valve 
 a very quick movement. The vacuum dash- 
 pots close the valves very quickly, as will be 
 seen by the cards. The piston rods have U. S. 
 metallic packings, and the valve rods are 
 packed with Oarlock's patent sectional rings. 
 
 This engine has run two years, and has been 
 stopped but once during working hours from 
 causes arising in engine room. One of the ad- 
 justing screws on the cross head gibs worked 
 loose soon after the engine was left by the 
 builders, and it was necessary to stop. I have 
 put preventers on all of these screws, as I 
 found that they had a tendency to work loose. 
 
 I saw an item in the daily papers of an en- 
 gine of this type running away and breaking- 
 up badly ; the question has been asked, why 
 the governor did not take care of it ? I should 
 say that the cut-off rods were so set that when 
 the governor balls were at their extreme height, 
 
8o 
 
 the low-pressure cylinder would still take some 
 steam as long as there was any in the receiver, 
 and there would be enough (with the vacuum) 
 to do mischief. 
 
 There are some features about another en- 
 gine, in my care, which may possibly be of 
 interest to engineers, who may have similar 
 conditions. 
 
 This is a double high-pressure condensing 
 engine, having cylinders 26 in. by 60 in. stroke, 
 running 58 revolutions per minute; built at the 
 Corliss Steam Engine Co/s Works, in 1881. It 
 can be run ^, ^, %, or all condensing. 
 
 During a few weeks of very low river in the 
 summer we run all condensing, in order to get 
 full power, sometimes as much as 950 h.p. I 
 have never been able to test the steam con- 
 sumption with this load, but it is not of these 
 conditions that I am about to write. 
 
 This engine runs in connection with six 
 waterwheels of 1 80 h.p. each. Several years 
 ago, during the season of high water, this en- 
 gine was disconnected from the mill, the 
 waterwheels doing all the work, the steam for 
 the slashers and vapor for weaving rooms be- 
 ing furnished direct from the boilers. As there 
 
8i 
 
 was not sufficient power in the wheels to 
 insure good regulation, there was a diminished 
 product in the mill. The slashers and vapor- 
 pots were then piped for exhaust steam, and 
 one cylinder only of the engine was run non- 
 condensing, with five pounds back pressure. 
 Sufficient water was taken from the water- 
 wheels to give the engine a load of 100 to 150 
 h.p. The result was very satisfactory, perfect 
 regulation and full product in the mill, and less 
 coal consumed than was required to do the 
 mill work with direct steam. The gates on the 
 wheels were so regulated that there was very 
 little, if any, steam escaped through the back 
 pressure valve. 
 
 For the past two years, owing to the en- 
 largement of the mill, the load for one cylinder 
 was such that there was about twice as much 
 exhaust steam as the mill required. Besides 
 this loss of steam, there were many days dur- 
 ing the last part of the afternoon when the 
 river was somewhat low, that the load was far 
 too much for one cylinder, while in the morn- 
 ing one cylinder was ample. I then com- 
 pounded this engine as shown by sketch. 
 
 A piece of 20 in. pipe was placed in the ex- 
 
82 
 
 haust from the high-pressure cylinder, which 
 answers for a receiver ; from this we piped to 
 the two-way valve on top of low-pressure 
 cylinder. The throttle that was taken from 
 this cylinder was placed in this new pipe. 
 For more than two years this engine has run 
 
 with this arrangement, giving perfect satisfac- 
 tion. 
 
 Besides running very economically with light 
 load, one important advantage is that I always 
 have the low-pressure cylinder connected, and 
 ready for heavy loads, and the change is made 
 
8| 
 
 from compound to simple condensing, while 
 running, and without any perceptible change 
 in the speed. 
 
 The amount of power derived from the low- 
 pressure cylinder is quite small, from 60 to 90 
 
 h.p., but this is obtained from steam that would 
 otherwise be thrown away, and the 5 pounds 
 back pressure must be maintained. When run- 
 ning compound, with load of 400 h.p. or under, 
 
84 
 
 and steam taken from the receiver for four 
 slashers and twenty vapor-pots, the coal re- 
 quired is 2.25 pounds per h.p. per hour. With 
 one cylinder non-condensing, and furnishing 
 the same amount of steam for use in the mill, 
 and the other cylinder condensing, the coal re- 
 quired is 2.69 Ibs. per h.p. per hour. The cards 
 shown were taken November 8, with light load. 
 The springs used were 40 and 12 to the inch. 
 I am aware that these are not perfect cards, 
 but I think it will be generally admitted that 
 the result, taken as a whole, is very good. 
 
 As to setting Corliss' valves, I can add noth- 
 ing to the full and correct article published in 
 The Engineer, by John T. Henthorn, mechanical 
 engineer, of Providence. 
 
 When starting, as soon as the engine has 
 made two or three revolutions, I raise the gov- 
 ernor a little, by a thumb nut, in order to make 
 the cut-off operate. This diminishes the liabil- 
 ity to take water from the boilers and greatly 
 aids the engineer in getting a vacuum. 
 
 The noise from the dashpots was somewhat 
 harsh, and this was remedied by bolting a small 
 box-shaped casting over the outlet holes, and 
 from this running a i% in. pipe, with cock in 
 
85 
 
 it below the floor. All the principal parts of 
 the engines in my care are oiled by stationary 
 sight feed cups. The cylinder oil is introduced 
 at each end of the cylinders. The oil for other 
 parts I usually mix 3 parts paraffine to one of 
 sperm, and one of neatsfoot. This mixture 
 costs 32 cents per gallon, and will run the 
 heaviest shaft and not gum. 
 
 Usually a very small quantity of oil is suffi- 
 cient for crank-pins and cross-head wrists, but 
 my experience has taught me that main bear- 
 ings should have a very generous quantity reg- 
 ularly applied, carefully collected in drip pans, 
 and strained and used again. With an expe- 
 rience of over thirty years, I have never 
 stopped an engine for a hot pillow-block. The 
 cost of all the oil for the 26 in. double engine 
 mentioned, including two jack shafts, is twenty- 
 seven cents per day. The compound engine 
 requires about the same quantity. A pair of 
 23in. x 6oin. engines, running 66 revolutions 
 per minute, are oiled for seventeen cents per 
 day. 
 
 Some experience with the indicator, together 
 with my observation of the running of many 
 non-condensing Corliss engines, leads me to 
 
86 
 
 the opinion that far more than one-half of 
 these engines are running under-loaded. To 
 speak more correctly, I would say that the ma- 
 jority of engineers carry a higher pressure of 
 steam than their work calls for. 
 
 This may be equally true of other automatic 
 engines, but I have found it so frequently the 
 case in Corliss engine rooms, and so difficult 
 
 Scale 50 
 
 to convince engineers of their error, that I 
 mention it here. The first card taken is gen- 
 erally like the one I have constructed for the 
 purpose of illustration. It will be seen that 
 the fly-wheel is driving the piston during one- 
 half of the time. The pressure of the steam on 
 the piston is like a series of kicks, but it is not 
 
7 
 
 best to let it kick so hard that it will kick back. 
 The strain on the crank pin is greater, and the 
 valves work harder while running in this 
 way. 
 
 CHAPTER IV. 
 
 Another very important reason why the en- 
 gines should not be operated in this -manner, 
 is the greatly increased cylinder condensation, 
 owing to too great range of temperatures. 
 
 The difference between the temperature of 
 the initial pressure of this diagram and the ab- 
 solute terminal pressure is about 140 degrees ; 
 whereas if the steam had been lower, say 60 
 pounds total, and the terminal about the same 
 as the back pressure, the difference in the tem- 
 peratures would have been only 80 degrees. 
 It will be seen that there is a difference of 60 
 degrees in favor of running with the lower 
 steam pressure ; nearly as much as there 
 is between a winter and a summer day. 
 
 I do not wish to be understood as advocat- 
 ing low pressures, but would say do not al- 
 low a loop in the card while the engine is do- 
 ing regular work. This may appear to many 
 as an extreme case, but I have frequently 
 
found the loop in the card from engines which 
 were represented by engineers as heavily 
 loaded. 
 
 There are a great many old Corliss engines 
 that have the packing rings set out by set 
 screws against elliptic springs. I would ad- 
 vise engineers who can't get anything belter 
 than this, to be extremely careful when setting 
 out these screws. The best way is to stop the 
 engine on the front centre, disconnect the main 
 rod, and pull the piston to the back end ; then 
 it can be ascertained by moving the piston 
 back and forth when it is just right. It should 
 be so easy that one man can readily move a 20 
 inch piston in the cylinder. 
 
 The Corliss engines of later make have a 
 single packing ring, in small sections, let into 
 a junk ring. This is a great improvement 
 over the other, as it requires no setting out, 
 and runs very satisfactorily; but judgment 
 should be used in setting up the screws for the 
 purpose of centering the piston head. These 
 are frequently set up so hard as to strain the 
 junk ring out of round. If the junk ring nearly 
 fills the bore of the cylinder (as it should), this 
 strain causes it to bear very hard in these four 
 
places, causing undue friction, and sometimes 
 injury. 
 
 The follower of this kind of piston is usually 
 secured by large steel bolts. I have no doubt 
 that many engineers have had serious trouble 
 in starting these bolts. I remedy this by coat- 
 ing the bolts with a mixture of Dixon's graphite 
 and cylinder oil. This mixture is just the 
 thing for pipe and other bolts about boilers, 
 whfch are sure to stick unless something of 
 this kind is used. 
 
 We are frequently told by the newspapers 
 that a very large proportion of the accidents 
 in engine and boiler rooms are the result of 
 carelessness, and right here they stop and 
 leave the general reader with the impres- 
 sion that it is the engineer in charge who 
 is responsible. Carelessness and ignorance 
 on the part of builders, and indifference 
 on the part of owners, cause the greater part 
 of the accidents. The engineer is gener- 
 ally expecied to get along with what he has, 
 and very frequently cannot clean his boilers 
 for lack of opportunity. I find in a copy of 
 The Locomotive the monthly report of the inspect- 
 ors of the Hartford Steam Boiler Insurance Co., 
 
9 o 
 
 the following items : " Cases of defective rivet- 
 ing, 1,658 ; cases of deficiency of water, 6." 
 
 Engineers and their assistants were faithfully 
 attending- to their boilers that month, and all 
 the reports show about the same proportion. 
 
 It is very much the same in the engine room, 
 but we have no insurance company to publish 
 records of defects that may exist there. If we 
 had, there would be a large number of Corliss 
 engines which would have to be stopped acid 
 have larger piston rods put in. There are a 
 great many of these engines running that were 
 built some twenty-five years ago (designed for 
 a mean pressure of 30 pounds and a piston 
 speed of about 350 feet), that have been speed- 
 ed up and the pressure increased. When one 
 of these engines breaks down they usually 
 send to the shop ; the wise man comes and 
 tells the manager that there was too much 
 water in the boiler, and that the engine was 
 blown up by too much water ; now the boiler 
 is blown up by too little water, while^it is very 
 rarely the case that there is a grain of truth in 
 either statement. 
 
 Boilers that are not strong enough to with- 
 stand the pressure explode, and overloaded en- 
 
9* 
 
 gines of faulty design and poor material are 
 liable to accident, while a really first-class 
 man is doing all in his power to prevent it. 
 
 The older engineers of the country will re- 
 member when the original builders of the Cor- 
 liss engine used cast-iron main shafts, and the 
 numerous breaks caused by them ; and still we 
 have cast iron cranks, cross-heads and valve 
 arms. The spring of the cast-iron crank on a 
 full loaded engine is quite appalling. Put the 
 engine on the center, and work the valves by 
 hand, and measure this deflection. Certainly, 
 a stiffer crank is needed. 
 
 The valve arms seldom break if the valves 
 are properly oiled. Oiling the cylinder three 
 or four strokes with the oil pump every ten or 
 fifteen minutes will require nearly one gallon 
 of oil per day, and still the valves will be dry 
 nearly half the time. The Corliss oil-pump 
 discharges one cubic inch at each stroke, and 
 that single stroke does not oil the cylinder and 
 valves any better than one drop ; therefore it is 
 much better to have good automatic sight-feed 
 cups for this purpose. 
 
 The cast-iron cross-heads are seldom sound, 
 and the manner in which they are suppoited is 
 
9 2 
 
 very faulty. The latest patterns correct this, 
 but there are a great many of the old style in 
 use that can be improved by the engineer in 
 the manner shown by the illustration. 
 
 The nut under the cross head in Fig. i will 
 not hold the cross head firmly, and long con- 
 
 Fig. I Fig. 2 
 
 tinued working will be likely to break the pis- 
 ton rod. This movement of the cross head at 
 the outer end cannot be seen, but it is there all 
 the same. The support given by the bolts 
 from the V, as shown in Fig. 2, are adjustable, 
 and remedy this trouble. 
 
APPENDIX. 
 
CHAPTER I. 
 
 PROPORTIONS. 
 
 The pressure on bearings is figured as the 
 projected area and equals the length multiplied 
 by the diameter. 
 
 Main bearings . . 350 Ibs. per sq. in. 
 
 Crank pins . . 450 
 
 Guide blocks . . 150 ,, 
 
 Crosshead pins . . 900 
 
 The diameter of fly-wheels should be about 
 four times the stroke of the engine. 
 
 The speed of fly-wheels should never exceed 
 a circumferential velocity of 4,500 feet per 
 minute. 
 
 The average piston speed for Corliss engines 
 should not exceed 500 ft. per minute. 
 
 The following tables will be found useful for 
 reference. 
 
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 95 
 
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THE MOST COMPLETE WOEK ON THE SUBJECT. 
 
 CORLISS ENGINES, 
 
 and Allied Steam-Motors, working with and without 
 automatic variable expansion gear. 
 
 A practical treatise on the development, progress and 
 constructive principles of these engines for engineers, 
 machinists, steam users and engineering colleges. 
 
 A translation of W. H. Uhland's work, with additions, 
 By ANATOLE TOLHAUSEN, C.E. 
 
 In two volumes : 
 Vol. 1. Text, 288 pages, 386 illustrations, 4 large pages 
 
 of tabulated matter and 33 plates, 4to. , half-morocco. 
 
 Vol. 2. 66 double page plates, large folio, half-morocco. 
 
 Complete in 2 vols. $21.OO. 
 
 Slide and Piston-valve (reared Steam Engines, 
 
 Forming a supplement to Corliss Engines and Allied 
 Steam-Motors. 
 
 Translated from "W. H. Uhland's work, with additions,. 
 By ANATOLE TOLHAUSEN, C.E. 
 
 In two volumes : 
 Vol. 1. Text, 154 pages, fully illustrated, and 20 large 
 
 plates, 4to., half -morocco. 
 
 Vol. 2. 27 double page plates, large folio, half -morocco. 
 Complete in 2 vols. $14.OO. 
 
-.AMERICAN- 
 ENGINEER 
 
 " RAILROAD JOURNAL 
 
 47 CEDAR STREET, NEW YORK. 
 
 A monthly illustrated paper, edited by M. N. Forney, 
 and devoted to the interests of Mechanical, Railroad and 
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 of interest to Engineers. 
 
 Each number contains not less than forty-eight pages 
 of reading matter. 
 
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 To all parts ot the U.S. and Canada, postage prepaid, 
 
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 AERONAUTICS. 
 
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 AMERICAN ENGINEER AND RAILROAD JOURNAL 
 
 An illustrated monthly journal devoted to the interests of Aerial 
 Navigation, including all the most important papers read at the 
 Conference on Aerial Navigation at the Chicago Exposition. In 
 addition there will be given each month the latest accessible notes, 
 news and information about Aeronautical Engineering, reports of 
 experiments and investigations, illustrations of new inventions, 
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 interest to and hope to receive the support ot everyone who is 
 interested to see the development of the fascinating subject of 
 Aerostatics. 
 
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A FORTNIGHTLY PAPER FOR ENGINEERS, 
 
 STEAM USERS, AND ALLIED 
 
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 THIRTEENTH YEAR. 
 
 Contains useful matter of the class indicated by this 
 
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 Two Dollars per Year Always in Advance. 
 
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" Engineering Review," 
 
 (London.) 
 
 Edited by J. STEPHEN JEANS, 
 
 Devoted to Civil, Mechanical, Naval 
 and Electrical Engineering. 
 
 Including the synopsis of the Proceedings of 
 the Technical Societies at Home and Abroad. 
 
 Digest of Current Engineering Literature. 
 
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LIST OF BOOKS 
 
 All books in cloth unless otherwise stated. Sizes: F folio, Q to, 
 O 8vo, D 12mo, S 16mo. T 24/no, Tt 32rao, Fe 48mo, Ss 64wo. 
 
 *Adams, H. Designing iron work. 5 parts, O, pap. each .60 
 
 Handbook for mechanical engineers, D, 2.50 
 
 Hydraulic machines past and present, O, paper, .40 
 
 Joints in woodwork, plate, O, paper, .40 
 
 Strains in ironwork, plates, D, 1.75 
 
 Allen, J. R. Design and construction of dock walls, Q, 2.50 
 
 Allsop, F. O. Electric Bells. D, 1.25 
 
 Telephones: their construction and fitting. D, 2.00 
 
 Electric bell construction. D, 1.25 
 
 R. G-. The Turkish bath, O, 2.50 
 
 The hydropathic establishment, O. 2.00 
 
 Anderson, R. Lightning conductors, third ed., O, 5.00 
 
 Andre, G-. G. Coalmining. 2 vols, plates, Q, 15.00 
 
 Mining Machinery. 2 vols., plates, Q, 15.00 
 
 Plan and map drawing, illus., Q, 3.75 
 
 Rock blasting, plates, O, 3.00 
 
 Appleby's Illustrated handbook of machinery, sec., 1, .80 
 
 Babbage, C. Tables of logarithms. O. 3.00 
 
 Calculating machines, plates, Q, 8.50 
 
 Baker, B. Long and short span railway bridges, D, . 2.00 
 
 Bales, T. The builder's clerk, D, .60 
 
 Barber, T. W. Engineers sketch-book. O, 3.00 
 
 Barlow's Tables of squares, cubes, etc., D, 2.50 
 
 C. The new Tay bridge. F, ilhistrated 8.50 
 
 Barnaby, W. S., Marine Propeller, O. 4.25 
 
 Bateman, J. F. La Trobe. Manchester waterworks, Q, 20.00 
 
 IF Battershall, J. P. Food adulteration and detection, O, 3.50 
 
 Bayley, T. Pocket-book for chemists, 4th ed., Tt. roan 2.00 
 
 Pharmacists pocket-book. Tt, roan, reduced to 1.00 
 
 Binns, W. Orthographic projection, llth ed., illus. , O, 3.50 
 
 Second course of orthographic projection, O, 4.50 
 
 *Bjorling, P. R Handbook on pump construction, D, 1.50 
 
 Construction ol Pump Details, D. 3.00 
 
 Direct-acting pumping engine. D, 2.00 
 
 Pumps : historically treated, D, 2.50 
 
 Water or Hydraulic Motors, illus., D. 
 
 Boulnois, H. P. Hints on taking a house, S, .50 
 
 Munic. and san. engineers' hand-book, O, 6.00 
 
 Dirty dustbins and sloppy streets, D, .40 
 
 Bow, R. H. Bridges and Hoofs, plates. O, 2.00 
 
 Box, T Mill-gearing, wheels, shafls, etc., D, 3.00 
 
 Practical treatise on heat. 5th ed., D, 5.00 
 
 Practical hydraulics, plates. D, 2.00 
 
 Strength of materials, plates, O, 7.25 
 
 Britton, T. A. Dry rot in timber, plates, O, 3.00 
 
2 SCIENTIFIC BOOKS. 
 
 *Bntten, F. J. Watch and Clockmakers' Handbook, 2.00 
 
 Brook, J. French measures and English equivalents, T, .40 
 
 *Brooks. C. P. Production of cotton cloth, illus, D, 2.25 
 
 Weaving calculations. D, 2.00 
 
 Broom, G-. J. C. Drainage with regard to health 8vo, pap. .80 
 
 Brown, H. T. 507 Mechanical movements, illus., D, 1.00 
 
 *Buchanan, E. E. Tables of squares, 8. 2.00 
 
 - Buckley, R. B. Irrigation Works in India and Egypt, 
 
 plates and maps, O. 25.00 
 
 Burns, W. Illuminating and heating gas, D, 1.00 
 
 Busbridge, W. Arch, drawing copies. 37 sheets, each .10 
 
 Engineering drawing copies. 66 sheets, each .10 
 
 JByrne, O. Practical mechanics, illus.. D, 2.00 
 
 Method of solving equations, O, paper, .40 
 
 Calkins' Steam engine indicator. O, 1.50 
 
 Campin, F. Practii-e of hand-turning, 3rd ed., D, 2.00 
 
 Campbell, Lt.-Col. J. R. Slide rule, D, .40 
 
 Capron, J. R. Photographed spectra, plates, O, 12.00 
 
 Auroras: their character and spectra, plates, Q, 17.00. 
 
 Chapman, R. Treatise on ropemaking, 2nd ed., 8, 1.00 
 
 Charleton, A. G-. Tin mining, illus., O, 4.25 
 
 Christopher, S. Cleaning and scouring, T, paper .20 
 
 Clarke, Gr^ S. Perspective explained, plate, O, 1.25 
 
 Practical geometry. 2 vols., plates, Q and O, 4.00 
 
 Principles of graphic statics, plates, Q, 5.00 
 
 Clark, L. and Sabine, R. Electrical tables and formulae, 5.00 
 
 *Clark, L Transit manual, D, paper .40 
 
 * Transit instrument, O, 2.00 
 
 * Dictionary of metric measures. D, 2.50 
 
 Codrington, T. Maintenance of macadamised roads, O, 3.00 
 
 Cole, W. H. Permanent-way material, O. 2.25 
 
 Cole, T. Institute of Gas Engineers, Vol. 2., D. 8.40 
 
 Colyer, F. Apparatus and nttiugs for eras works, O, 5.00 
 
 Hydraulic machines. 2nd ed., plates, O, 10.00 
 
 Management of steam boilers and engines, D, 1.50 
 
 Modern steam engines and boilers, plates, Q, 5.00 
 
 * Modern Sanitary Appliances, D. 2.00 
 
 Public institutions. O, 4.25 
 
 Pumping Machinery, 2nd ed., plates, v. 1, O. 10.00 
 
 Pumps, and pumping machinery, plates, v2., O, 6.00 
 
 * Water supply, drainage, and sanitary appliances. D, 1.50 
 
 Corliss Engine and allied steam motors, 2 v., hf . mor, F, 21.00 
 Corliss Engine, Supplement Slide and piston-valve 
 
 geared steam engines, 2 vols., plates, F, hf. mor., 14.00 
 
 - Comes, C., Mining Machinery, D, 1.00 
 Cotterill, J. The steam engine. O, 6.00 
 JCousins, R. H. Strength of beams and columns, O, 5.00 
 
SCIENTIFIC BOOKS. 
 
 Cromwell, J. H. Easy lettering, Q, .50 
 
 Cross, C. F. and Bevan, E. J. Paper-making, illus.,D 4.00 
 
 - Gross, Bevan, and King. Keport on fibrous substances, 2.00 
 Cullen. W. Construction of waterwheels, plates, O, 2.00 
 *Cunningham, D. , Eart liwork 1 ables, D, 4.25 
 Cutler, H. A. and Edge, F. J. Setting out curves, Tt, 1.00 
 Dahlstrom, K. P. The firemans guide, 5th ed., D, .50 
 Davey, H. Differential expansive pumping engine, O, .80 
 Davies, P. J. Standard practical plumbing, Q, 3.00 
 Daarlove, A. Working speed of cables. Tt, . .80 
 
 - Delano, W. H. Natural Asphalt and Bitumen, D, paper, .50 
 JDenton, J. B. Agricultural drainage, O, paper 1.00 
 
 * Intermittent downward nitration, O, 2.00 
 
 Dixon, T. Millwright's guide, 6th ed., D, 1.25 
 
 Donaldson, W. Constructing oblique arches, O, plates, 1.50 
 
 Solid beams and girders, O, 1.50 
 
 Tables tor platelayers, plates, D, 1.50 
 
 Water wheels, O, 2.00 
 
 Transmission of Power by fluid pressure. O, 2.25 
 
 Drysdale, J., and Hayward, J. W. Housebuilding, O, 3.00 
 
 Dubelle, G-. H. Soda Fountain Requisites, D, 2.50 
 Du Moncel, Th. Electro-motors, tr. by C. J. Wharton, D, 3.00 
 
 *Dunbar, J. Practical papermaker, 3rd edition, T, 1.00 
 
 Dye, F. Fitting hot-water apparatus, illus, D, 1.00 
 
 Hot water fitting and steam cooking apparatus, S, .50 
 
 *Ede, G-. Management ot steel. 5th ed., D, 2.00 
 
 * Gun material, S, 2.00 
 
 Eldridge, J. Fixing hot-water apparatus, 2nd ed., D, p. . 40 
 
 Pump fitter's guide, plates, D, paper .40 
 
 The gas fitter's guide, D, paper, .40 
 
 Electrics, (Practical.) A universal handy-book, D, .75 
 
 *Evans, J. H. Ornamental turning, O, 8.50 
 
 *Fahie, A. House Lighting by Electricity, O, .80 
 
 Fahie, J. J. History of electric telegraphy, D, 3.00 
 
 Fishbourne, G-. Stability the Seamen's Safeguard, S, .40 
 
 Fleming, J. A. Short lectures to electrical artisans, D, 1.50 
 
 Fletcher, W. Abuse of the steam jacket, S, paper 1.20 
 
 * Steam Locomotion on common roads, 0, 3.00 
 
 Foden, J. Boiler-maker's companion, D, 2.00 
 
 Fontaine, H. Electrolysis, tr. by J. A. Berly, illus., O, 3.50 
 
 *Foster, J. Evaporation by the multiple system, illus. O. 7.50 
 
 French polisher's manual, Tt, paper. .20 
 
 Fullerton, W. Architectural examples. 200 plates O, 6.00 
 Gillett, W. The phonograph and how to construct it, D, 2.00 
 
 Girder, W. J. Weight of iron, folding card. .40 
 *Grorham, J. Construction of crystal models, plates, D, 2.00 
 
 Graham, D. A. Commercial values of gas coals, O, 3.00 
 
SCIENTIFIC BOOKS. 
 
 Graham, J. C. Steam and the use of the indicator, O, 3.50 
 Grant, J. Strength of cement, O, 4.25 
 
 Greenwell, G. C. Mine engineering. 3rd. ed. 64 plates Q 6.00 
 Grimshaw, H. Kitchen boiler and water pipes, O, .40 
 
 Gripper, C. Tunnelling in heavy ground, O, 3.00 
 
 Grover, J. W. Estimates etc. for railway bridges, F, 12.50 
 
 Examples of station buildings, plates, F, 4.25 
 
 Iron and timber railway superstructures, F, 17.00 
 
 Haldane, J . W. C. Civil and mech. engineering, O, 4.50 
 
 Steamships and their machinery, O, 6.00 
 
 Hallatt, G. W. T. Hints on arch, draughtsmanship, T, .60 
 Halliday, G. Mechanical drawing. 12 plates. F, 2 pts., each .75 
 J Notes on design of small dynamos O, 1.00 
 
 Mechanical graphics, O, 2.00 
 
 II Handy Sketching Book, 5in. x 8in., paper, .25 
 
 II Fad. lOin. x Sin., paper, .25 
 
 JHardaway, B. H. Tables and formulae for R. R. eng'rs. 2.00 
 Hawkins, N. Calculations for engineers and firemen. O, 2.50 
 Heaford, A. S. Strains on braced iron arches, O, 2.40 
 
 Heath, A. H. Manual on lime and cement, D, 2.50 
 
 Hedges, K. Continental Electric Light Central Stations, Q, 6.00 
 Hennell, T. Hydraulic tables, D, 1.50 
 
 Henthorn, J. T. and Thurber, C. D. The Corliss engine,S, 1.00 
 Hering, C. Winding magnets for dynamos, D, 1.25 
 
 Hett, C. L. Turbine manual and millwright hdbk, O, pap, .80 
 Hick, J. Leather collars in hydraulic presses, O, pap. .40 
 Higgs, P. Algebra self-taught, second ed., D, 1.00 
 
 H. L. Screw cutting tables for engineers, O, bds. .40 
 
 Hodgetts, E. A. B. Liquid fuel, O, 2.50 
 
 Hodgson, F. T. The Hardwood finisher, D, 1.00 
 
 Hogg, C. P. Setting out railway curves, in case. 1.50 
 
 Holloway, Thos. Levelling, O, 2.00 
 
 Hood, Chas. Warming buildings by hot air, etc. O, 6.00 
 Hoskiaer, V. Testing telegraph cables, D, 1.50 
 
 Hoskins, G. G. The clerk of works, 3rd ed., D, .60 
 
 Hospitalier, E. Domestic electricity for amateurs, O, 2.50 
 Hovgaard, G. W, Submarine boats, plates, D, 2.00 
 
 Hughes, T. English wire gauge, O, paper 1.00 
 
 Hurst, J. T. Handbook for arch. Surveyors, 14th pd. Tt, 2.00 
 
 Tredgold's elementary principles of carpentry. O, 5.00 
 
 Hutchinson, E. Girder making, plates, O, 4.25 
 
 *Iron and Steel Institute. Journal of the. Half-yearly, O, 6.00 
 *Jeans, J. S. Waterways and water transport, O, 5.50 
 
 Jenkin, F. Report committee electrical standards, O. 3.75 
 Jones, J. and R, Handrailing. Part 2. O, 1.50 
 
 Jordan, C. H Weights of iron and steel, 4th ed., Tt. 1.00 
 Keerayeff, P. Tables of speeds, tr. by S. Kern, T, paper .20 
 
SCIENTIFIC BOOKS. 
 
 Kempe, H. R. Handbook of electrical testing, O, 7.25 
 
 Kent, W. G-. The water meter, illus., D, 1.50 
 
 Kennedy, A. and Hackwood, R.W. Railway curves, Tt, 1.00 
 
 - King, W., and Pope, T. A. Gold, Copper and Lead, D, 4.00 
 *Kirkpatrick, T. S. G-. Hydraulic Gold Miners' Manual, D. 2.25 
 Knight, C. Construction and manipulation of tools, Q, 7.25 
 Kutter, W. R. Hydraulics, tr. by L. D'A. Jackson, O, 5.00 
 La Nicca, J. Turners' and Fitters' pocket-book, pap. .20 
 Lathes and Turning, Examples of lathes. O. 1.00 
 Laxton's Bricklayer's tables, Q, 2.00 
 
 Excavators tables, Q, 2.00 
 
 Leaning, J. Quantity surveying, 2nd ed., plates, D, 3.50 
 *Leask, A R. Triple and quadruple engines and 
 
 boilers, D, 2.00 
 
 Lee, D. Manual for gas engineering students, 8, .40 
 
 Lindsay, Lord. Screw cutting tables for engineers, O, .80 
 
 Little, G-. H. Marine transport of petroleum, D, 3.50 
 
 Livingstone, D. Setting out of railway curves, D, 4.25 
 
 Lock, C. G-. W. Sugar growing and refining. 200 illus. , O, 10.00 
 
 Coffee: culture and commerce, illus., D, 4.00 
 
 Tobacco growing and manufacturing, illus., D, 3.00 
 
 Practical gold mining, illus. O, 15.00 
 
 Ore dressing machinery, Q. 21.00 
 
 Miner's pocketbook, 5 00 
 
 *Longridge, J. A. The construction of ordnance, O, 10.00 
 
 * Internal Ballistics. O, 7.20 
 
 * Smokeless powder, O, 1.20 
 
 * The artillery of the future, O, 2.00 
 
 *Love, H. D Hydraulics, O, 2.00 
 
 Lovibond, T. W. Brewing with raw grain , O, 2.00 
 
 Luard, C. E. Stone: how to get it an dhow to use it, O, .80 
 
 *Lukin, J. Turning lathes, illus., D, 1.00 
 
 Macfarlane, J. W. Pipe founding, plates, O, 4.00 
 
 IIMacG-ee, Juan. Librito del Campo. 2 v., D, 7.50 
 
 Macgregor, W. Earthwork Tables, D, 2.50 
 
 Mackesy, W. H. Table of barometrical heights, Tt, 1.25 
 
 *Main, T. Progress of marine engineering, D, 3.00 
 
 Manning, R. Sanitary works abroad. O, paper, .80 
 
 Mansergh, J. Thirlmere water scheme, maps, O, paper .60 
 
 *Marshall, L. C. Practical flax spinner, illus., O, 6.00 
 
 Martin, W. A. Screw Cutting Tables, O, .40 
 
 Masters, H. An architects letter, O. paper, .40 
 *Matheson, E. Engineering enterprise abroad, illus., O, 7.50 
 
 Maxwell and Tuke. Disposal of sewage, O, paper .40 
 
 Maycock, W. P. Electrical notes, Tt, 1.25 
 
 Merrert, H. S. Surveying, 4th ed., rev. by G. W. Usill. 5.00 
 
 Middleton, R. E. Measurements at the Forth bridge, O 1.20 
 
SCIENTIFIC BOOKS. 
 
 Millar, W. J. Principles of mechanics, D .60 
 
 Millis, C. T. Metal plate work, illus., D, 3.50 
 
 Molesworth, G-. L. Metrical tables, Tt, .60 
 
 * Pocket-book for civil and mech. engineers, Tt, 2.00 
 
 and Hurst, J. T. Pocket-book of pocket-books, Tt, 5.00 
 
 Moritz, E. R., Morris, G-. H. Science oi Brewing, plates, D, 7.60 
 
 Murgue, D. Centrifugal ventilating machines, tr. O, 2.00 
 
 Myers, W. B. The "bchwedler bridge," plates, O, pap. 1.00 
 
 Nasmith. J. Cotton spinning machinery, O. 6.00 
 
 Nares, Capt. Sir G-. S. Seamanship, plates, O, 3.00 
 
 Nelthropp, H. L. Watchwork: past and present, D, 2.50 
 
 Newman, J. Notes on concrete, D, 1.50 
 
 Newman, J. Earthslips and subsidences, D, 3.00 
 
 * Scamping Tricks. D, 1.00 
 
 Nissenson, G-. India rubber manufacture, D, paper, .75 
 
 Treatise on injectors, D, paper, .50 
 
 Ny strom, J. W. Steam Engineering, O, 1.50 
 
 Elements of Mechanics, O, 2.00 
 
 Olander, E. New method of graphic statics, F, 4.25 
 
 Ornamental Penman's P'kt-bk. of Alphabets, D, paper, -20 
 
 JOtt, Karl von. Graphic statics. Tr. by G. S. Clarke, D, 1.50 
 
 *Paterson, M. M. Testing pipes and pipe-joints, O, .80 
 
 Penman, W Land surveying, O, 3.50 
 
 Phillips, J. Drainage of towns, O, paper .60 
 
 Phin, J. Trade secrets. D, .60 
 
 Porter, C. T. Richards Steam engine indicator. O, 3.00 
 
 Practical Electrics. Illustrated, D. .75 
 
 Pray, f . J. Twenty years with the indicator. O. 2.50 
 
 Prescott, Gr. B. Dynamo-electricity, O, 5.00 
 
 Electricity and electric telegraph, 2v., O, 7.50 
 
 Bell's speaking telephone, O, 6.00 
 
 Preston, S. T. Physics of the ether, O, 1.50 
 
 Price, W. Turners' handbook on screw-cutting. S. .40 
 *Froc. Munic. and Sanitary engineers and surveyors, 
 
 edited by Thos. Cole. Published annually. 
 Procter. H. R. Tanning, plates, D, 
 
 Rapier, R. C. Remun. railways for new countries, Q, 6.00 
 Reid, H. Manufacture of portland cement, plates, O, 
 
 Natural and artificial concrete, 3rd ed., O, 
 
 *Reeds' Engineers' h'nd'k, by W. H. Thorn. 13th ed., O, 4.50 
 
 * examination papers, by W.H. Thorn, 2nd. ed., O, 2.00 
 
 Reeves, R. H. Bad drains and how to test them, D, 1.40 
 
 Reis, P. Inventor of the telephone, by S. P. Thompson. 3.00 
 
 Revy, J. J. Hydraulics of great rivers, plates, Q, 6.00 
 
 Reynier, E. Voltaic accumulator, Tr, O, 3.00 
 
 Richards, W. Gas consumer's handy book, S, paper .20 
 
 Manufacture of coal gas, plates, Q, 12.00 
 
SCIENTIFIC BOOKS. 
 
 *Richards, J. Operation of woodworking factories, D, 1.50 
 
 Workshop manipulation, D, 1.00 
 
 Rigg, A. Treatise on the steam engine, plates, Q, 10.00 
 *Rigg, A. and Grarvie, J. Modern guns and smokeless 
 
 powder, O, 2.00 
 Ritter, Prof. Iron roof and bridge construction, tr. by 
 
 H. R. Sankey, O, 6.00 
 
 Robertson, F. Engineering notes, O, 6.00 
 
 Robinson, H. Sewage disposal, 2nd ed., D, 2.00 
 
 Gas and petroleum engines, 5.50 
 
 * Different systems of distributing electricity, O, pap, .80 
 
 ITRonalds, Sir F. Catalogue of books and papers relating 
 
 to electricity, O, paper, 2.50 
 
 Rowan, T. Disease and putrescent air, O, paper .80 
 
 Spontaneous combustion of coal, O, 2.00 
 
 Rowell, H. Manual of hard soldering, D, .75 
 
 - Rust. A. Thermo electricity. O, .75 
 Salis, R. de Hydraulic tables for circular sewers, O, p. .40 
 Salwey, E. R. Light railways. O, 2.00 
 Sang, E. Lessons in applied science. 3 pts, D, each 1.25 
 tSansone, A. Dyeing and bleaching of wool, 2 v, O, 8.50 
 Scammell, G-. Breweries and malting. Second edition, 
 
 by F. Colyer, plates, O, 5.00 
 
 *Screws and Screw Making. D, 1.25 
 
 Sexton, M*J. Pocket-book for boiler-makers, 2nd ed. 2.00 
 
 Shaw, E. M. Fires in theatres, new edition, D. 1.25 
 
 Shone, I Hydraulic table, large sheet, 1.00 
 
 Simmonds, P. L. Useful animals and their products. S, .SO 
 
 Animal food resources of different nations, D, 1.00 
 
 Coffee and chicory, illus., D, .75 
 
 Hops: cultivation, commerce, and uses. D 1.25 
 
 Smeaton, J. Plumbing, drainage, hot water fitting, D, 3.00 
 
 tSoames, P. Manufacture of sugar, plates, O, 1.50 
 
 ^Society of Engineers transactions for 1890, O, 6.0(1 
 
 Spang, H. W. Lightning protection, D, .75 
 
 Spencer, A. Roll turning, O, 17.00 
 Spons' Dictionary of Engineering. In 8 divs. cloth $5.00 
 
 each; 3 vols. cloth $40.00 ; 3 vols. half morocco 50.00 
 
 ditto Supplement. In 3 divs. cloth $5.00 each; in 
 
 1 vol. cloth $15.00 : in I vol. hall morocco 20.00 
 
 Spon, E. Sinking and boring wells, 2nd ed., D, 3.50 
 
 Spons' Encyclopaedia, 5 v. cloth $27, 2 v. half morocco 35.00 
 
 Spons' Household manual, illus., 900 pages, O, 1.50 
 
 Mechanics' own book, illus., O, 2.50 
 
 Tables and memoranda for engineers. Ss. (in case) .50 
 
 Spretson,R.E. Casting and founding, 5th ed., plates, O, 6.00 
 
8 SCIENTIFIC BOOKS. 
 
 Sprague, J. T. Electricity, theory and practice, 3rd ed, D. 6.00 
 
 Standage, H. C. Polish and varnish maker, D, 2.50 
 
 *Stanley, W. F. Motions of fluids, iilus, O, 6.00 
 
 * Mathematical drawing instruments, illus., D, 2.00 
 
 * Surveying and Levelling Instruments. D, 3.00 
 
 Steel, J. Malting and brewing, plates, O, 2 vols, 7.50 
 
 Stephens, V. Wrinkles in electric lighting, D, 1.00 
 
 Stone, T. W. Simple hydraulic formulae, D, 1.50 
 
 * Water supply in new countries, D, 2.00 
 
 Stoney, B. B. Strength and proportion ot riveted joints, O, 2.00 
 Terry. G-. Pigments. Paint and Painting, illns., D. 
 
 Streatfeild, F. W. Organic Chemistry. D, 1.25 
 
 Symons, G-. J. Lightning rod conference, O, 3.00 
 
 Thompson, S. P. Dynamo-electric machinery, 4th ed.O, 9.00 
 
 * Electricity in mining, O, paper, .80 
 
 Electrical tables and memoranda, Ss, .50 
 
 * Murcurial air-pump, illus., O, paper, .60 
 
 The electromagnet, O, 6.00 
 
 - Triplex. Marine boilers, D, 1.00 
 Turner, J. H. T. and Brightmore, A. W. Waterworks 
 
 Engineering, 
 
 Turning. Geometrical turning' simplified, O, 1.25 
 
 Examples of lathes, apparatus and work, O, 1.00 
 
 Unwin, W. C. Short logarithmic tables, O, 1.40 
 
 *tTppenborn, F. History of the transformer. D, paper. '75 
 
 *Useful Hints to sea-going engineers, D, 1.40 
 
 Vosmaer, A. Iron and steel, D, 2.50 
 
 - Walker, S. P. Electric lighting for marine engineers D, 2.00 
 Walmisley, A. T. Iron roofs. 2nd ed, plates, Q, hf. mor. 21. "0 
 Walsh, M. Brickmaking in Western India. O, paper, .40 
 Watson, E. P. How to run engines and boilers, S. 1.50 
 Welch, E. J. C. Designing belt gearing, S, paper, .20 
 
 J Designing slide valve gearing, D, 1.50 
 
 Wheeler, W. H. Drainage of low lands, plates, O, 4.00 
 
 Canals. O, paper, .40 
 
 Willcocks, W. Egyptian irrigation. Illus. O, 15.00 
 
 Woodward, C. J. Five Figure Logarithms, S. 1.60 
 Workshop Receipts. Mechanical, chemical, electrical, 
 
 and metallurgical, five volumes, each 2.00 
 
 Wurtele, A. S. C. Standard measures, O. .50 
 
 *Wylie, C. Treatise on iron founding, illus., D, 2.00 
 
 Young, W. Municipal Buildings Glasgow. F. 10.00 
 
 r Town and country mansions, plates, Q. 12.50 
 
 Zeuner, Dr. G-. Valve-gear, tr. by Prof. J. F. Klein, O, 5.00 
 
 Spon & Chamber lain, 1 2 Cortlandt, N. Y. 
 
UNIVERSITY OF CALIFORNIA 
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