Close of the Engine Manufacture in Harlem. My Occupation During a Three
Years’ Suspension.
In the autumn of ’72, following the above incident, we had a proof of
the sagacity of Mr. Smith in rejecting my plan for the establishment
of works for the manufacture of the engines, and taking a five years’
lease of an abandoned shanty. The property had changed hands, and we
received a note from the new owner, saying that he had purchased the
property with a view to its improvement. He should therefore be unable
to renew our lease, and he gave us six months’ notice, that we might
have time in which to make other arrangements before its expiration.
Here was a situation. To move and establish the business in a new
locality would require a large expenditure, and we had no money. The
natural thing to do would be to enlarge our capital. On consultation
with several parties, Mr. Hope found the financial situation at that
time would not warrant this attempt. The Civil War had ended between
seven and eight years before. Hard times had been generally anticipated
after its close, but to the surprise of capitalists these did not come.
The country continued to be apparently prosperous. The best observers
were, however, convinced that a financial reaction was inevitable, and
the longer it was delayed the more serious it was likely to be; an
anticipation that was more than realized in Black Friday in September,
1873, and the collapse of values and years of absolute stagnation that
followed.
For some time before that eventful day capitalists had felt anxious
and there had been a growing timidity and indisposition to invest in
any enterprise, however substantial it might be, so there was nothing
for us to do but to wind up our business and wait for more propitious
times, when we might attempt its revival.
In the winter of ’72-3 I had a call from my friend, J. C. Hoadley,
accompanied by Mr. Charles H. Waters, manager of the Clinton Wire Cloth
Company. Mr. Waters wished to obtain one of our engines. I told him I
was very sorry, but we should not be able to make one for him. I then
explained our situation. Our lease would expire in a month or two, and
could not be renewed, and we had made arrangements then to close our
business, had sold all our tools deliverable before that date, were
rushing two engines to completion, but absolutely could not undertake
another order.
“Never mind,” said he, “one of your engines I must have.” He then told
me that he was about to introduce a new feature in weaving wire cloth.
This was then woven in various narrow widths, according to customers’
orders, having a selvage on each side. He had satisfied himself that
this latter was unnecessary. The wire, being bent in weaving, had no
tendency to ravel, and he had planned a loom to weave the cloth seven
feet in width, and slit it up into narrow widths as required. In this
loom the shuttle alone would weigh a hundred and fifty pounds, besides
the great weight of wire it would carry; it had to be thrown nearly
twelve feet, and he wanted to make as many picks per minute as any
narrow loom could do. In order to make these throws uniformly, he
required absolutely uniform motion. From a careful study of slow-moving
variable cut-off engines, he had satisfied himself that none of them
could give him the uniformity of motion he needed. They were driven by
a succession of violent punches, these excessive amounts of force at
the commencement of each stroke were absorbed by the fly-wheel, the
velocity of which had to be increased to do it, and at the end of the
stroke its velocity had to be reduced in the same degree, to supply
the total failure of the force of the steam. This involved a variation
of speed which in ordinary business would not be regarded, but which
would ruin the action of this new loom. In the high speed of my engine,
and the action of the reciprocating fly-wheel, which compensated the
inequalities of the steam pressure without affecting the uniformity of
the speed, he found just what he needed, and that engine he must have.
I was astonished at the man’s penetration.
[Illustration: J. C. HOADLEY]
I was able to get from our landlord and purchasers of our tools the
necessary extension of time, and made the engine for him. It and the
loom were each a complete success. Mr. Waters told me long after that
he never observed a single variation from exact uniformity of motion,
without which his loom would have had to be abandoned.
I had one day the pleasure of meeting there the president of the
Lancaster mills, the only other great industry of Clinton, who had come
over expressly to examine the running of our engine. Before he left he
said to me that the engine certainly presented a remarkable advance in
steam engineering.
I saw there one thing that interested me greatly. That was, the method
of painting wire cloth. This was carried on in a large tower high
enough to enable a twenty-yard length of the “cloth” to be suspended
in it. This was taken through a tub of paint, and drawn slowly
upward between three successive pairs of rollers, the last pair of
india-rubber, held firmly together. By these the paint was squeezed
into every corner, both sides were thoroughly painted, and the surplus
paint removed, so that every mesh was clear, a uniform perfection
unattainable by hand painting, and two boys would paint in ten minutes
as much as a painter could paint in a day. I think this was an
invention by Mr. Waters.
With the completion of the engine for the Clinton Wire Cloth Company,
the manufacture of the high-speed engine was closed for three years,
from the spring of 1873 to the spring of 1876.
This long rest proved to be most valuable. Looking back upon it, I have
always been impressed with its importance at that very time to the
development of the high-speed system.
The design of the engine needed to be revised, and this revision
involved study, to which time and leisure were essential.
I had also an order from Elliott Brothers of London, to prepare a
new and enlarged edition of the pamphlet descriptive of the Richards
Indicator. I determined to make this a comprehensive book, embracing
new information required by the steam engineer, so far as I knew it.
This was published simultaneously in London and New York in the summer
of 1874.
I was enabled also to turn to account the report of the experiments of
M. Regnault, which I had been at so much trouble to get, and with the
help of English authorities to prepare and embody in this book Tables
of the Properties of Saturated Steam, which the American Society of
Mechanical Engineers honored me by adopting as its standard.
I felt warranted in giving to this edition an amended title, as
follows: “A treatise on the Richards Steam Engine Indicator, and the
Development and Application of Force in the Steam Engine.”
This also was a job requiring much time and undivided application. It
is needless to say that without this long and entire rest from business
neither of these tasks could have been undertaken.
I found in the Astor Library a remarkable old book, entitled “Canon
triangulorum,” published at Frankfurt in 1612, containing a Table
of Natural Trigonometrical Functions, computed for every minute of
arc, and extended to the fifteenth place of decimals. The column of
versed sines enabled me to prepare tables _exhibiting_ the rates of
acceleration and retardation of the motion of a piston controlled
by a crank, neglecting the effect of the angular vibration of the
connecting-rod. This effect was afterwards shown separately. For my
treatment of this subject, I must refer the reader to the book itself.
A little incident in connection with this work, which made a deep
impression on my mind, and has since afforded me some food for
reflection, seems worth relating. The printing was done in London,
and I did not see the proof, so I had to take especial pains with the
copy, having no opportunity to revise it. I was living in Harlem, and
at one time having no suitable envelope for mailing, and none being
obtainable there, I took a Third Avenue horse-car for an eight-mile
ride down to the New York post office, intending to get some envelopes
at a stationery store on Beekman Street, and mail the portion of the
copy which I then had ready at the general post office. I had hardly
taken my seat when Mr. Allen got into the car. He was living in Mott
Haven, and I had not seen him for a long time. Besides ourselves the
car was nearly if not quite empty. He came and sat down by me, and I
opened my copy and read to him something in which I knew he would be
interested. He said to me, in his gentle way, “You would not express
it exactly that way, would you?” On the instant it flashed on my mind
that I had made a stupid blunder, and I replied, “I guess I wouldn’t,”
and, thanking him for calling my attention to it, I left the car, and
returned home and corrected it. I have quite forgotten what the point
was, and if I remembered it, I would not tell. But I have often asked
myself who sent Mr. Allen there, saving me from publishing a mortifying
blunder. I expect some sweet spirit will tell me before long.
[Illustration: The Prototype of the Modern High-speed Engine, Fly-wheel
Side.]
[Illustration: The Prototype of the Modern High-speed Engine, Crank
Side.]
As soon as this book was off my hands, I devoted myself to the revision
and standardizing of the engine.
As made up to that time, it was not reversible, and the valves could
not be handled. It could not therefore be used in rolling-mills,
the field to which I felt already that it was especially adapted.
Moreover, every engine should be capable of being backed in starting,
as otherwise whenever it had stopped with the piston at a point later
than the latest point of cut-off, or say in the last half of the
stroke, which it would do half the time, it would need to be pulled
around by hand to a position in which one of the admission ports would
be open. This in a large engine, or one connected with extensive lines
of shafting, would be a serious matter, so much so that in some engines
little starting cylinders are required.
[Illustration: Longitudinal Section of Cylinder and Valves.]
[Illustration: Cross-section of Cylinder and Valves.]
[Illustration: Elevation and Plan of Valve Connections.]
I had also determined to use the equilibrium admission valves with
adjustable pressure plates, according to the drawings sent to me by Mr.
Allen in 1863, and to abandon the separate steam chest, and put the
exhaust valves on the opposite side of the cylinder.
Then the engine needed to be standardized, so as to cover the field
with the fewest number of sizes, symmetrically distributed. The
existing practice with all makers of engines had been to let the
purchaser dictate the size and speed of the engine he wanted, a
practice which resulted in a lot of patterns and drawings not adapted
to other people’s requirements, and not properly distributed. For an
organized manufacturing business, this habit must be entirely broken up.
Mr. Allen had in his shop in Mott Haven an unoccupied second story, in
which I had stored our patterns and drawings and drawing implements.
Here I established my quarters, and spent my working hours until this
second job was finished.
The two perspective views of opposite sides of the engine, show these
changes as they appear externally, and the remaining views show some
constructive details.
These latter show the exhaust valves transferred to the front side of
the engine, and located so as to drain the cylinder, and the admission
valves set at different elevations, to accommodate the differential
connection, the abandonment of the separate steam-chest, and this chest
with the exhaust chambers cast with the cylinder, with openings over
the valves; the levers by which the differential movements are given
to the admission valves; and the single-link rod, and the gab by which
this rod is unhooked, with the method of moving the admission valves by
hand.
In place of the levers on the steam rock shaft, I at that time drew
cast-iron disks, which being polished and vibrating in place I thought
very handsome. They gave me lots of trouble, till I learned enough to
get rid of them, the story of which I will tell by and by. The front
view shows the admission valve stems balanced by being extended through
at the back end, a feature which helped the governor action when high
steam pressures were employed, but which was abandoned as unnecessary
after I abandoned the disks on the rocker shaft.
[Illustration: First Arrangement of Exhaust Valves.]
The first two figures show the valves in section and the adjustable
pressure plate and mode of its adjustment. The closeness of the piston
to the head may be observed. I never allowed more than one-eighth inch
clearance, and never had a piston touch the head. This was because the
connecting-rod maintained a constant length, the wear of the boxes
being taken up in the same direction.
These illustrations show the exhaust valves after alteration made
several years later in Philadelphia. As first designed by me, these are
shown in the foregoing sectional views. As will be seen, the exhaust
valves lay with their backs towards the cylinder, worked under the
pressure of the steam in the cylinder, made four openings for release
and exhausted through the cover.
I consented to the change in Philadelphia because this arrangement
involved too much waste room, but the change was not satisfactory after
all. I had become possessed with the idea that the engine running
at high speed needed 50 per cent. more room for exhausting than for
admission. This was not the case. I have always regretted that I did
not retain this design, and content myself with reducing the exhaust
area.
The lightness of the piston in this view will be observed. This was a
special design for adapting the engine to be run at 200 revolutions,
giving 1200 feet piston travel per minute. The stuffing-box was a freak
which was abandoned.
The next figures show the valve-stem guides, rocking-levers,
coupling-rods and gab, which latter when thrown over unhooks the
link-rod, as is done on steamboat engines.
The following figures show the construction of the main bearing with
adjustments on opposite sides, by which the shaft is kept in exact
line, and shows also the solid support of the shaft quite out to the
hub of the crank. This view contains one error. The cap is not made a
binder. I relied on the strength of the thick continuous web of the bed
under the boxes in addition to the depth of the bed. But we once had
a bed break right here under enormous strain, and since then the caps
have been made binders. It will be observed that the wedges are drawn
upward to tighten the boxes. It is not necessary to explain why.
[Illustration: Main Bearing.]
[Illustration: Eccentric and Crosshead Pin Lubricator.]
[Illustration:
Front View
of Wiper
Section on
the Line a-b
Center Line
of Shaft
Crank-pin Lubricator.]
The above left-hand cut shows the automatic lubricator of the eccentric
and the cross-head pin. The stud _A_, on the eccentric strap and on the
strap of the connecting-rod, carries a curved blade, _a_, which at the
beginning of each forward stroke rises to take the drop of oil from the
stem of the sight-feed lubricator. This is set on an arm fixed on the
cap of the main-bearing and on a bridge between the upper guide-bars.
The drop is made sure to come to this central point by a wire _B_
filling the brass tube, grooved on opposite sides and terminating in a
point.
The automatic lubrication of the crank-pin presented a still more
serious problem. It was solved by the construction shown, in the right
hand view, which will be understood without further description.
It will be seen that here the oil tube is inclined, and the drop
follows it to a point on its lower side. Both these lubricators proved
absolutely reliable. The last one is equally applicable on double-crank
engines.
===============++===========++=========++===========================++
|| || || ||
Dimensions of || || || ||
Cylinders. || ||Travel of|| Indicated Powers. ||
-------+-------++Revolutions||Piston in++-------------+-------------++
| || of Crank || Feet per|| Without | With ||
Bore. |Stroke.||per Minute.|| Minute. ||Condensation.|Condensation.||
-------+-------++-----------++---------++-------------+-------------++
Inches.|Inches.|| || ||Horse Powers.|Horse Powers.||
| || || || | ||
6 | 12 || 350 || 700 || 25 | ||
7 | 12 || 350 || 700 || 35 | ||
8 | 16 || 280 || 746 || 45 | 60 ||
9 | 16 || 280 || 746 || 60 | 75 ||
10 | 20 || 230 || 766 || 75 | 100 ||
11.5 | 20 || 230 || 766 || 100 | 125 ||
13 | 24 || 200 || 800 || 130 | 160 ||
14.5 | 24 || 200 || 800 || 160 | 200 ||
16 | 30 || 165 || 825 || 200 | 260 ||
18 | 30 || 165 || 825 || 250 | 330 ||
20 | 36 || 140 || 840 || 320 | 400 ||
22 | 36 || 140 || 840 || 400 | 500 ||
24 | 42 || 125 || 875 || 480 | 620 ||
26 | 42 || 125 || 875 || 560 | 730 ||
28 | 48 || 112.5 || 900 || 670 | 870 ||
32 | 48 || 112.5 || 900 || 870 | 1140 ||
36 | 48 || 112.5 || 900 || 1100 | 1430 ||
40 | 48 || 112.5 || 900 || 1360 | 1750 ||
44 | 48 || 112.5 || 900 || 1600 | 2100 ||
-------+-------++-----------++---------++-------------+-------------++
===============++=========================++====================
|| Fly-wheels. ||
Dimensions of ||Made when Practicable to ||
Cylinders. ||Serve also as Belt-Drums.|| Driving Belts.
-------+-------++-------------+-----------++---------+----------
| || | Weight of || |
Bore. |Stroke.|| Diameter. | Rim. ||Velocity.| Width.
-------+-------++-------------+-----------++---------+----------
| || | ||Feet per |
Inches.|Inches.||Feet. Inches.| Lbs. || minute. | Inches.
6 | 12 || 3 | 350 || 3300 | 9 single.
7 | 12 || 3 6 | 400 || 3850 |10 „
8 | 16 || 4 | 650 || 3520 |12 double.
9 | 16 || 4 6 | 700 || 3960 |12 „
10 | 20 || 5 | 1300 || 3610 |14 „
11.5 | 20 || 5 6 | 1450 || 3970 |14 „
13 | 24 || 6 6 | 2100 || 4084 |18 „
14.5 | 24 || 7 | 2350 || 4400 |20 „
16 | 30 || 8 | 4000 || 4150 |26 „
18 | 30 || 9 | 4000 || 4670 |30 „
20 | 36 || 10 | 6000 || 4400 |38 „
22 | 36 || 11 | 6000 || 4840 |42 „
24 | 42 || 12 | || |
26 | 42 || 13 | || |
28 | 48 || 16 | || |
32 | 48 || | || |
36 | 48 || | || |
40 | 48 || | || |
44 | 48 || | || |
-------+-------++-------------+-----------++---------+----------
The powers are those given by an initial pressure of 85 lbs. on the
square inch, cut off at about one quarter of the stroke. For the
best economy steam should not be cut off earlier than this, unless
a higher pressure is carried. At the latest point of cut off, the
powers developed are double those given in the above Table. The
engines can be worked under locomotive pressures, with corresponding
increase of power.
After considerable study I finally adopted the above table of standard
sizes and speeds, covering the ground from 25 horse-power up with
nineteen sizes.
As the bed could not be reversed, I needed both a right-hand and
a left-hand bed for each size. I avoided half of this expense in
patterns by planning two diameters of cylinders with the same stroke,
and making one bed answer for both.
Until I found something else to do, I employed myself in preparing
complete drawings for three or four smaller sizes of engines; a work
which afterwards proved exceedingly useful.