Full text of "Railway shop kinks"

See other formats

Google

This is a digital copy of a book that was preserved for generations on library shelves before it was carefully scanned by Google as part of a project

to make the world's books discoverable online.

It has survived long enough for the copyright to expire and the book to enter the public domain. A public domain book is one that was never subject

to copyright or whose legal copyright term has expired. Whether a book is in the public domain may vary country to country. Public domain books

are our gateways to the past, representing a wealth of history, culture and knowledge that's often difficult to discover.

Marks, notations and other maiginalia present in the original volume will appear in this file - a reminder of this book's long journey from the

publisher to a library and finally to you.

Usage guidelines

Google is proud to partner with libraries to digitize public domain materials and make them widely accessible. Public domain books belong to the
public and we are merely their custodians. Nevertheless, this work is expensive, so in order to keep providing tliis resource, we liave taken steps to
prevent abuse by commercial parties, including placing technical restrictions on automated querying.
We also ask that you:

+ Make non-commercial use of the files We designed Google Book Search for use by individuals, and we request that you use these files for
personal, non-commercial purposes.

+ Refrain fivm automated querying Do not send automated queries of any sort to Google's system: If you are conducting research on machine
translation, optical character recognition or other areas where access to a large amount of text is helpful, please contact us. We encourage the
use of public domain materials for these purposes and may be able to help.

+ Maintain attributionTht GoogXt "watermark" you see on each file is essential for in forming people about this project and helping them find
additional materials through Google Book Search. Please do not remove it.

+ Keep it legal Whatever your use, remember that you are responsible for ensuring that what you are doing is legal. Do not assume that just
because we believe a book is in the public domain for users in the United States, that the work is also in the public domain for users in other
countries. Whether a book is still in copyright varies from country to country, and we can't offer guidance on whether any specific use of
any specific book is allowed. Please do not assume that a book's appearance in Google Book Search means it can be used in any manner
anywhere in the world. Copyright infringement liabili^ can be quite severe.

About Google Book Search

Google's mission is to organize the world's information and to make it universally accessible and useful. Google Book Search helps readers
discover the world's books while helping authors and publishers reach new audiences. You can search through the full text of this book on the web

at |http: //books .google .com/I

r •

Railway Shop Kinks

Compiled under the direction of a committee

of the Intemational Railway General

Foremen's Association,

By ROY^'V: 'WRIGHT
Mechanical Department Editor, Railway Age Gazette.

Under the supennsion of the following committee:

H. D. Kelley, Chairman, General Foreman, Chicago & North
Western Railway, Chicago,

C. H, Voges, General Foreman, Cleveland, Cincinnati, Chicago
& St. Louis, Bellefontaine, Ohio.

L. H. Bryan, General Foreman, Duluth & Iron Range, Two
Harbors, Minn.

1911

RAILWAY AGE GAZETTE

NEW YORK : 83 Fulton Street.
CHICAGO: Plymouth Building.

CLEVELAND : New England Building,
LONDON: Oueen Anne's Chambers.

Resolution adopted by the Executive Committee of the International Railway
General Foremen's Association at a meeting held in Chicago,

December 12, 1910:

"WHEREAS, The Railway Age Gazette has collected
a considerable amount of valuable data on shop kinks
that is available for reproduction in book form; and

• "WHEREAS, The Shop Kinks Committee believes that
its work and the interests of the Association would best
be advanced by co-operating with the Railway Age
Gazette in the publication of such a book, in which shall
be embodied the work of that committee ; be it

"RESOLVED, That the Railway Age Gazette be and
hereby is authorized and empowered to publish, under the
supervision of the Chairman of the Committee on Shop
Kinks of this Association, an illustrated book of shop
kinks."

The Railroad Gazette

1911.

PREFACE

'^io

3»

At the sixth annual convention of the
International Railway General Foremen's
Association at Cincinnati, Ohio, May, 1910,
the suggestion was made that the work of the
association would be more effective if the
subjects which were selected for discussion
were fewer in number and of a more practical
nature. In accordance with this suggestion,
the Executive Committee selected four sub-
jects for discussion at the 1911 convention.
One of these was shop kinks and was assigned
to H. D. Kelley, general foreman, Chicago &
North Western, Chicago. After thoroughly
canvassing the situation, Mr. Kelley came to
the conclusion that a study of this subject, pre-
pared in a proper manner, would cost far more
to reproduce than the association could well
afford.

In October, 1909, the Railway Age Gazette
inaugurated a Shop Section as part of the
first issue of each month. An important fea-
ture of the Shop Section has been the results of
a number of shop kink competitions which
have been held, and which have drawn out and
resulted in the publication of several hundred
shop kinks used in connection with the repair
and maintenance of cars and locomotives and
other equipment in the care of the mechanical
department. Five general shop kink competi-
tions of this sort have been held, prizes being
awarded as follows:

September 15, 1909: First prize, D. P. Kel-
logg, master mechanic, Southern Pacific, Los
Angeles, Cal.; second prize, C. J. Drury, gen-
eral roundhouse foreman, Atchison, Topeka &
Santa Fe, Albuquerque, N. Mex.

December 15, 1909: First prize, F. C. Pick-
ard, assistant master mechanic, Cincinnati,
Hamilton & Dayton, Indianapolis, Ind. ; sec-
ond prize, W. H. Snyder, assistant general
foreman. New York, Susquehanna & Western,
Stroudsburg, Pa.

February 15, 1910: First prize, Elmo N.

Owen, general foreman. Southern Pacific,
Bakersfield, Cal.; second prize, William G.
Reyer, general foreman, and J. W. Hooten,
foreman of repairs, Nashville, Chattanooga &
St. Louis, Nashville, Tenn.

June 15, 1910: First prize, C. J, Crowley,
piece work inspector, Chicago, Burlington &
Quincy, West Burlington, Iowa; second prize,
E. G. Gross, master mechanic. Central of
Georgia, Columbus, Ga.

January 15, 1911: First prize, M. H. West-
brook, Grand Trunk, Battle Creek, Mich. ; sec-
ond prize, R. G. Bennett, motive power in-
spector, Pennsylvania Railroad, Pittsburgh,
Pa.

In addition to these general shop kink com-
petitions, engine house kink competitions were
held September 15, 1910, and March 15, 1911,
with the following results:

September 15, 1910: First prize, Richard
Beeson, roundhouse foreman, Pittsburgh &
Lake Erie, McKees Rocks, Pa.; second prize,
C. J. Lindgren, roundhouse foreman, Chicago,
Burlington & Quincy, Aurora, 111.

March 15, 1911: First prize, C. C. Leech,
foreman, Pennsylvania Railroad, Buffalo,
N. Y. ; second prize, H. L. Burrhus, assistant
to general foreman, Erie Railroad, Susque-
hanna, Pa.

A car department kink competition was held
November 15, 1910, the first prize being
awarded to W. H. Snyder, assistant general
foreman, New York, Susquehanna & Western,
Stroudsburg, Pa., and the second prize to C. C.
Leech, foreman, Pennsylvania Railroad,
Buffalo, N. Y.

In addition to these kink competitions, sev-
eral competitions of a more general nature
were held as follows:

April 15, 1910 — How the Foreman Can Pro-
mote Shop Efficiency : First prize, William G.
Reyer, general foreman, Nashville, Chatta-

280343

nooga & St. Louis, Nashville, Tenn. ; second
prize, George H. Roberts, assistant machine
foreman, New York, New Haven & Hartford,
Readville, Mass.

October 15, 1910 — Care and Selection of
Machine Tools and Shop Equipment: First
prize, T- S. Sheafe, engineer of tests, Illinois
Central, Chicago, 111. ; second prize, E. T.
Spidy, instruction card inspector, Canadian
Pacific, Angus Shops, Montreal, Can.

December 15, 1910 — Increasing Shop Out-
put: First prize, H. L. Burrhus, assistant to
general foreman, Erie Railroad, Susquehanna,
Pa.; second prize, William G. Reyer, general
foreman, Nashville, Chattanooga & St. Louis,
Nashville, Tenn.

February 15, 1911 — Car Department Com-
petition: First prize, Robert G. Bennett, mo-
tive power inspector, Pennsylvania Railroad,
South Pittsburgh Shops, Pittsburgh, Pa.; sec-
ond prize, A. G. Pancost, draftsman, Elkhart,
Ind.

April 15, 1911 — Instruction of Workmen
and Apprentices: First prize, H. S. Ranch,
apprentice instructor, New York Central &
Hudson River, Oswego, N. Y. ; second prize,
John H. Linn, apprentice instructor, Atchison,
Topeka & Santa Fe, Topeka, Kan.

Realizing that the Railway Age Gazette
thus had a large amount of valuable data on
shop kinks in its files, which were available for
reproduction, Mr. Kelley asked the Executive
Committee of the International Railway Gen-
eral Foremen's Association to authorize the
publication of a Railway Shop Kink book

under the auspices of that association and
prior to the 1911 convention.

The kinks in this book have, therefore, been
selected from shop kinks published in the Shop
Section of the Railway Age • Gazette and in-
clude not onlv the results of the above-men-
tioned competitions, but also special contri-
butions, and investigations made by its editors.

The descriptions of the kinks have been
carefully revised and in many cases amplified,
and the kinks have been classified as far as pos-
sible according to the diflFerent shops or de-
partments in which they are used. The classi-
fication in some cases has had to be made on a
more or less arbitrary basis. For instance,
most of the kinks which are used in the engine
house may be used to advantage in the erect-
ing shop, particularly when we remember that
the engine houses throughout the country vary
from houses with a few stalls to those with
from 40 to 55 or more stalls. Some of the en-
gine houses are often located at a great dis-
tance from the main shops, while others are
adjacent to them. In some cases an engine
house may have shops in connection with it of
greater importance than the entire shop plant
of one of the smaller roads or at a division point
on a large road. In referring to the different
departments, therefore, it is quite likely that
other kinks which may be used to advantage in
that department will be found in other chap-
ters. With this in mind, a very complete index
has been provided.

New York, June 30, 1911.

CONTENTS

Page.

Machine Shop Kinks 1

Erecting Shop Kinks 76

Boiler Shop Kinks 109

Oxy-Acetylene Welding and Cutting 136

Blacksmith Shop Kinks, Locomotive Department and General 149

Brass Foundry Kinks 166

Tin and Copper Shop Kinks 170

Engine House Kinks 178

Car Department Kinks, General 201

Steel Freight Car Kinks 219

Passenger Car Kinks 228

Planing Mill Kinks 238

Blacksmith Shop Kinks, Car 240

Air Brake Kinks 251

Oil House Kinks 263

Paint Shop Kinks 270

Miscellaneous Kinks 275

Machine Shop Kinks

BELT CLAMP AND STRETCHER,

An efficient belt clamp and stretcher is illustrated in
Fig. 1. The device consists of two clamps, 121^ in.
long, made of 2-in, angle iron. The clamps may be
opened and closed quickly by the handle nuts. Two
parallel iron strips with teeth cut in the outer edges

should be taken not to drag it from the smallest to
the largest step, but to get it on the next larger step.
Then, with very little effort, it can be put where it is

Table for Lacing Bells.

r- Width of — 1 First Second r— Distance of holes— i

\'i''2i'%'^

Fig. 1 — Belt Clamp and Stretcher.

are riveted to one member of the clamp. The other mem-
ber is riveted to a piece which slides between the two
longitudinal members. This slide also carries an oper-
ating lever and two dogs. When the lever is operated
back and forth the ;clamp is advanced and- the belt
stretched a corresponding amount. With one of these
clamps a man can take care of all belts of 6-in. width
and under. The operation of stretching is performed
quickly and the expense of belt maintenance will be
largely reduced by introducing such a device into the
shop. — £. /. McKeman, Tool Supervisor, Atchison, To-
pcka & Santa Fe, Topeka, Kan.

BELT LACING.

There seems to be no standard method for lacing
belts. In most shops every man has his own way
and some belts get improper treatment ; this is especially
true of those running on cone pulleys. The method
of shifting a belt from one step of a cone to
another is important. If the proper care is not exercised
a belt can soon be stretched out of shape on one side
and will have a tendency to creep on the next step of
, the cone. In lacing the belt both ends should be cut
square and be drawn tight against each other. When
shifting a belt from one step of a cone to another care

5-in.

7/16-in

5!4-in.

6- in.

y.-in

6/,-in.

•A-in

'A-in

'A-'m

8-m.

8i^-in.

9/16-in

9VAn.

9/16-in

lii'A,u.

^-in

K-in.

H-m

Vi-in.

«-li

«-in.

«-■

H-i

y,-i

M-1

a-i

)S-in.

fi-i

M-in.

H-i

*4-in.

H-i

)i-ln.

l-in

llj^-i,

M-ii

I-ii

wanted and not be stretched out of shape. Do not put
any resin or any kind of belt dressing on it that will
hang or stick on the side of the cone, as this is very
destructive to a belt. As soon as a belt starts to creep
on the side of the cone it should be turned end-for-end,
or the outside be turned to the pulley. Doing this will

Fig. 2 — Diagram for Laeing Belts.

often save a belt from destruction. The number of holes
and width of laces to be used for lacing belts is shown
on the accompanying table and in Fig. 2. This style
of lacing is giving good satisfaction. Punch the holes
as shown on the sketch and table, according to the width
of the belt. Commence lacing from the outside, bring-
ing one end of the lacer through A and the other end
through B, crossing them on the inside of the belt. Put
them back down A and B again, coming up through C
and D and crossing on the inside as before, and then
going back down C and D and coming up through E
and F, and so on. In finishing, either tie, or if there is
any lacer left, finish by going back, as shown by dotted
lines on the sketch. When finished, take a hammer and

RAILWAY SHOP KINKS.

llatten ihe lacer down. The feature of this lace is that
where the lacer crosses on the inside the edges are some-
what higher than the rest of the lace,, which has a
tendency to make it wear longer. — IV. H, Snyder, Assist-
ant General Foreman, Xe%v York, Susquehanna & West-
ern, Strondshurg, Pa.'

BELTING, CARE AND MAINTENANCE OF.

Poor Belt Maintenance and Its Effect on Output.— It
a machine stands idle during working hours, while the
belt is being repaired or tightened, it produces nothing
during that time, and there is a distinct loss in output.
If it stands idle for one-half hour in ten hours' work-
ing time there is a loss of 5 per cent, in its output;
if in a shop having 100 machines ten machines lose one-
half hour each day on account of repairs to belts it
amounts to a loss of 0.5 per cent, of the total output of
the shop. This, however, is probably not so serious as
the loss in output due to belts being run so loose that
they cannot begin to take the speeds, feeds and depth
of cut for which the machines w^ere designed and that
the tools will stand. Almost every efficiency engineer
in attempting to bring up the speeds of his machines
to what he knows is possible has found that such at-
tempts usually result in the belts slipping and breaking,
or the lacings giving out, and he knows that where the
care of belts is left to the man at the machine, in only
a very few cases can the belts be depended on to do the
maximum amount of work. Belts of the best quality
must be used at proper tension, and they must be kept
in first-class condition and be inspected out of working
hours. Very few machinists, or even foremen, know
how to tighten or lace a belt properly, the amount to
to be taken out being usually guessed at, and much time
is lost through the machines standing idle while the cut-
ting and trying is going on. I have known cases where
good machinists have run cone belts, which have been
made too tight, on "cross cones," i. e., on steps not in
line with each other, the result being that the belt
twisted itself up like a corkscrew and was practically
ruined.

Proper Method of Lacing. — It is safe to cut belts 2
in. short in every ten feet of measured length. To lace
with leather lacings, butt the ends of the belt together,
being careful that the edges are cut exactly at right

^ A #\ ^

U w U I

PULLEY SIDE. OPPOSITE SIDE.

Fig. 3 — Correct Method of Lacing a Beit.

angles to the belt. Holes should then be cut in the belt
with an oval punch, making the larger diameter of the
oval parallel with the sides of the belt. The holes should
be punched as nearly as possible according to the fol-
lowing table:

Centers
of outer holes on row
Punching lace holes, near ends of belt, Size of
Width of belt r-from ends of belt— > to be distant from lace leather

6
10
14
18
22

2 to

<•

4 in.

8 in.
12 in.
16 in.
20 in.
24 in.

First
row.
^-in.

^-in.
^-in.

in.

Second
row.
^-in.

1 in.
1^-in.
VA-'m.

IH-in.

2 in.

each edge,
of belt,
^-in.
3^-in.

H-in-
^-in.

7'8-in.

1 in.

to be

used.

3/16-in.

^4-in.
5/16-in

•)^-in.
7/16-in,

J/2 -in.

The best method of lacing a belt is shown in Fig. 3 ;
the lacing on the pulley side of the belt runs parallel with
the belt and is crossed on the opposite side.

Belt Tension. — Belts put on too tight produce excessive
strain on the pulley bearing and consequent loss of
power and output. Belt clamps. Fig. 4, having spring

Fig. A — Beit Ciamp.

balances between the pair of clamps, should be used
for measuring the tension accurately each time the belt
is tightened. They should be tightened in this manner
to give the following pressure per inch of width, with
an arc of contact of 180 degrees:

3-ply about 47 lbs. 5-ply about 63 lbs. 7-ply about 80 lbs.
4-ply about 57 lbs. 6-ply about 70 lbs. 8-ply about 95 lbs.

10-ply about 140 lbs.

Clamps for tightening belts, as shown in Fig. 4, can
easily be made in various sizes to suit the different belts.

Cemented Splices. — Cemented splices, when properly
made, give the best results and are being adopted by

Cemented afong Spf/ce

Fig. &— Proper Method of Cementing a Beit; Cemented
Spiices Are Being Adopted Extensiveiy.

most up-to-date machine shops. The ends of the belts
are beveled and then firmly cemented and rolled or
pounded together and allowed to dry thoroughly before
being run on the pulleys.

Keep Belts Clean. — One of the most important points
in the care of belts is to keep them clean. All belts
should be examined frequently, and the greasy or dirty
ones scraped to remove all surface dirt. They should
then be washed with warm water and soap, care being
taken that the water is not too hot to be uncomfortable
to the hands. Very dirty or greasy belts can be cleaned
with a mixture of two parts of gasoline and one part of
turpentine, but remember that this mixture is highly in-
flammable and must be kept away from open lights and
fires; then scrape the loosened dirt off with an old file

MACHINE SHOP.

or dull knife, and wash again if you have not reached
bare, clean leather. When the belt is dry it should be
given a light, even coating of castor oil on the working
side, and if very dry, on both sides.

A Good Belt Dressing. — A good formula for a surface
compound for belts is: Equal parts of red lead, black
lead, French yellgw and litharge. Mix with boiled Jin-
seed oil and add enough japan to make it dry quickly.
A thin coating can be applied with ^ brush and should
be allowed to dry before running the belt. There are
several good preservative foods or dressings manufac-
tured by reliable firms which may be applied to belts
after cleaning and from which splendid results have been
obtained, as shown by experiments, records and data kept
before and after treatment.

Belt Shifters, — A shifter having rollers should be
used when the belt is a wide one. These rollers should
press against the flat of the belt, not the sides, thus

Fig. 6 — Best Method of Cutting a Lap Splice
for a Composition Belt.

avoiding heating . and damaging the edge of • the belt.
Near each pulley on the lineshaft, where a belt drives a
machine that is liable to stand idle for some time, a
staple should be driven into the rafters or ceiling. A
hook of ^-in. round iron should be hung from the
staple; it should be made long enough to reach almost
to the rim of the pulley, but a little to one side of it.
When a belt is taken off its pulley it should be hooked
up by the belt stick, the slack of the belt allowing it to
be caught on the hook. When the belt sags the hook

////////////////////////////////////.

Fig. 7 — Arrangement for Hanging Idle Belt to Clear Pulley

and Line Shaft.

should swing so as to make the belt clear the side of
the pulley and also the shaft, as shown in Fig. 7. This
avoids the tieing of belts to beams, hangers, etc., or of
leaving them hanging on the revolving shaft, causing the
belt to be worn through or weakened. It is very little
trouble to hook them up.

Keeping Track of the Belt Repairmen, — In large ma-
chine shops and factories where a great number of

belts are used a recording board, as shown in Fig. 8, has
been used to advantage for keeping track of the belt
man and keeping him informed as to the department or
section of the works in which his services are required.
Each of the top holes in the board has a number corre-
sponding to a department or section. Near the center
of the board is a row of holes having black pegs inserted
in them, and at the bottom of the board are two more
rows of holes, in which red pegs are inserted. These

• 7

o o

la 17

i»

o o

2« 27

o o

»K»/kf$

(

•

lhcl^9t

I o

o o o

1 o

o o o

Fig. 8 — Recording Board for Belt Repairman.

lower holes are numbered from 1 to 15. When the belt
man is wanted one of the numbered red pegs is put
in the hole at the top to show the department where a
belt requires attention. When the belt man returns he
sees at a glance where he is wanted. Before he leaves
the board he replaces the red peg with a black one. The
first party coming to the board uses red peg No. 1, the
second No. 2, and so on, thus letting the belt man know
where to go first.

Belt Guards, — All belt drives within reach of persons
standing on the floor, or on adjacent platforms, such as
drives to emery wheels, etc., should be carefully guarded
by wire screens of not less than 1-in. mesh. These are
light and can be easily removed when it is necessary to
get at the belt.

General Suggestions, — In conclusion, let me offer a
few suggestions.

7. The best belt speed is from 4,000 to 4,500 ft. per
minute.

2, To find the velocity of a belt, multiply the diameter
in feet of the pulley by the number of revolutions of the
pulley by 3.1416; this gives the velocity in feet per
minute.

J. Never overstrain a belt, as this produces unneces-
sary wear of belts and machinery and causes considerable
loss of power by friction.

7. Do not throw on belts- when pulleys are running
at an extremely high rate of speed.

5. Do not run belts exceedingly tight, as the best
service and greatest power are derived by their being
just slack enough not to slip.

RAILWAY SHOP KI\KS.

6. A steel tape is best in taking measurements for
belting; other methods are less reliable.

7. A light belt on a large pulley is preferable to a
thick belt on a small pulley.

8. The better you look after your belts the fewer
machine failures you will have, which means less worry
and more money, — A. D. Porter, Shop Efficiency In-
spector, Canadian Pacific, West Toronto, Ontario, Can.

nOLT- CENTERING MACHINE.

A bolt-centering machine used at Elizabethport is
shown in Fig. 9. The necessity for this machine arose
from the fact that the machine had a long lever feed,
which allowed excessive pressure, resulting in broken
drills, especially when operated by green apprentices. In

Fig. d — Bolt-Centering Machine.

the present design the drill is fed into the bolt by air
pressure. The three-way valve fastened to the upright
plate at the right-hand end of the machine is the same
as used in a locomotive cab for controlling the air which
operates the water scoop. When the air is admitted it
exerts a steady and sufficient pressure against the drill
to feed it into the metal. When the drilling is completed
the handle is thrown over, releasing the air behind the
piston and at the same time admitting air in front of
it to withdraw the drill.

The machine is made from scrap material which may
be found about any shop,— Cm/ ro/ Railroad of New
Jersey, Elizabethport, N. J.

BOLT CHUCK OR DRIVER.

A simple driver for a bolt lathe is shown in Fig. 10.
These drivers are made in .sets for the different sizes of
bolts to be turned. Two holes are tapped in the face
plate and studs are screwed in to hold the drivers, so
that they may be easily and quickly placed or removed.
The driver has many points of advantage over the old
style driver, as it adjusts itself to the head of the bolt,
provides a double drive and keeps the lathe balanced,
which is necessary when running at high speeds. The
best way in which to make these drivers is to plane a
long bar of steel to shape and cut off the drivers to

the different widths desired; hardening will increase
their life about 300 per cent. — C. J. Crou-ley, Piece Work

J Jb ^ Otarance in this dlncfton

• Quincy, West Bur-

Flg. 10 — Bolt Chuck (

Inspector, Chicago, Burlington 6
iington, Iowa.

BOLT CHUCK OR DRIVER,

A chuck for holding the heads of bolts, which is much
more convenient than the dogs or drivers that are or-
dinarily used, i.s shown in Fig. II. The two parts of
the clamp are each held at one end by a %-\n. stud boll,
Tn order to adjust the distance between them, they swing
around these bolts and may be clamped in any desired
position by tightening the square head stud bolts at the
other eiid.^F, F. Smith, Chief Draftsman; Thomas
Marshall. Master Mechanic: Henry Holder, General

i :.7|'- J

Fig. 11 — Adjustable Chuck for Holding Bolt Heads.

Foreman, and James Findlay, Machine Shop Foreman,
Chicago, St. Paul, Minneapolis & Omaha, St. Paul,
Minn.

BOLT M.ACHINE ATTACHMENTS.

Three useful labor-saving attachments for use on a
four-spindle Lassiter bolt machine are shown in Fig.

MACHINE SHOP.

12. The attachment at the left is used for roughing
cuts or turning straight bolts. The attachment in the
center is used for cutting off taper, or straight bolts,
and the hollow mill shown in the center is used for
sizing bolts for threading. The attachment to the right
is used for pointing and turning teats on the ends of

Hooten, Foreman Repair Work, Nashville, Chattanooga
& St. Louis, Nashville, Tenn.

BOLTS, STANDARD TAPER.

There are two standards of taper bolts in use on
Delaware, Lackawanna & Western locomotives. For

F(g. 12 — Bolt Machine Attachments.

bolts. The dies are tripped from the under side by the
thumb screw shown and can be adjusted for afiy length
of thread. , With these attachments, bolts are handled
direct from the heading machine, requiring no centering.
The attachments are also adapted for use on a drill press.
— IViltiam G. Reyer, General Foreman, and J. IV.

the cylinder and frame bolts a taper of 1-16 in. to the
foot is used, and for the rods a taper of ^ in. to the
foot. Regular schedules have been adopted for the
making of all sizes and lengths of these bolts, and these
are shown in the accompanying tables. Figs. 13 and 14. —
Delazi-are, Lackau-anna & Western, Scranton, Pa.

Bit!

Fir StraisM Solta.

UMM

Fig. 13 — Plug Gaget for Bolt Turning Machine.

Fig. 14 — Plug Gaget for Bolt Turning Machine.

RAILWAY SHOP KIXKS.

ItOKINll, AD.r L'STAHI.E CUTTER.

'I'lie cutter head, shown in Fig. 15, is a simple and
strong tool for cutting 6 to 16-in. diam. holes from the
solid, after drilling; the hole for the center pin. It is a

4<I-i»- studs running through it, which provides for se-
curely holding the tool much more firmly than is possible

Pis. 17 — Heavy Duty Boring Bar.

with a set screw. It is also easier to make the square
slot between the two pieces than to inake a square hole
through the end of a solid bar. — IV. H. Snyder, Assist-
aitl GciiernI Foreman, Xnv York, Susquehanna & West-
ern, Stroii<isbur_i;. Pa.

BORIXG T!AR.

-A simple boring bar is shown in Fig. 18. Any size
. bar can be applied without removing the shank from the

Fig. IS— Adjustable Cutter Head for Drilling or Boring.

good tool for cutting out side rods, working from either
side. This method permits the use of short and stiff
tools. — C. J. Croii'ley, Piece Work Inspector, Chicago.
Burimgtoii & Qiiincy, Wcsl Burlington, /otctt.

nOHING DAR.

The boring bar shown in the photograph, Fig. 16,
is used for light work on the boring mill, and can be

Fig. 18 — Boring Bar.

socket. — A. L. Bauer, Machine Shop Foreman, Terminal
Railroad Association of St. Louis.

UORING BAR HOLDER FOR LATHE.

A boring bar holder used in the place of the ordinary
tool post on a lathe is shown in Fig. 19. It has a T-
head bolt by which it is clamped to the lathe carriage,
and the boring bar is held by two %-in. set screws as

Fig. 18 — Boring Bar for Ute t

I Boring Mill.

held in the ordinary tool post. The Jwo parts of the
fork are of rectangular section and slip under and are
held by the ordinary cutting tool clamp. It can be put in
place as quickly as the regular cutting tool and is corre-
spondingly handy. — Dclazvare, 'Lackawanna & Western,
Scranton, Pa.

BORING bar:

A boring bar for heavy duty, used for boring and slot-
ting locomotive driving wheels on a 90-in, Niles boring
mill having a sloller attachment is shown in Fig. 17.
A feature of the bar is the clamp at the bottom which
secures the tool. This clamp, or bottom plate, has two

* Fig. 19 — Boring Bar IHolder.

indicated. The bar is 2-)^ in. in diameter and 30 in.
long. A %-m. X ^^-in. tool is fastened in the end of
the bar by a H,-m. set screw. — F. C. Pickard, Assistant
Master Mechanic, Cincinnati, Hamillon S- Dayton,
Indianapolis, bid.

MACHINE SHOP.

BORING HOI1.0W SPHERES.

A handy device for boring hollow spheres is shown
in Fig. 20. In the drawing the piece to be turned is
shown in section, and is carried by a chuck or the hollow
spindle of the lathe. The tool is carried by a worm gear,
supported by a bar held in the tool post. The spindle
and worm operate the feed and are turned by a handle.
For adjusting, the tool is turned so that the center of
the gear coincides with the axis of the lathe spindle.
If the center line corresponds with that of the piece, it
is fed directly into the work until the center of the
worm gear coincides with the center of the curved sur-

ciirely in place. After once adjusting the chuck and the
table for a given job, an)- number of similar pieces may
be adjusted by simply loosening and tightening the set
screws in the chuck, as the pieces are removed and re-
placed. — John V. Lc Comptc, Assistant Foreman, Balti-
more & Ohio. Garrett. Iiiti.

BORING Mii.t. IIR.\KE.

A considerable saving of time in stopping a boring
mill may be accomplished by the use of a foot brake, as

Fig. 20 — Device for Boring IHoliow Spheres.

face. When tliis is done, the tool is fed through the
circimiference by turning the hand wheel. With this
device, the internal surface of a sphere can be bored
through any number of degrees, provided there is an
opening of sufficient size on one side to admit the tool.
The radius of the surface so turned is equal to the dis-
tance from the point of the tool to the center of the
worm gear and can only be varied by readjusting the
tool. A study of the design will show that it is not neces-
sarj- to adjnst the spindle so that the center line coincides
with that of the lathe spindle, although in this position
the greatest radius of turning can be obtained. — Eastern
Railroad of France.

BORING MILL, ADJUSTABLE CHUCK FOR HORIZONTAL.

In boring oil cellars, grease lubricators, trailer cellars,
bearings, etc., in a horizontal boring mill, the wrought
iron chuck shown in Fig, 21 has proved valuable in the
saving of both time and labor. Two of these chucks are
adjusted suitable to the length of the work to be bored,
and are clamped to the table of the machine with bolts

h".<..-^

-f'iK-

shown jn Figs. 22 and 23. The brake A, consisting of a
block of wood, is connected to the foot brake C. When

Fig. 21 — Adjuetable Chuck for Horiiontet Boring Mlli.

in the holes provided for that purpose. The tongue in
the bottom of the chuck fits snugly in the slot of the
table, thus holding the two chucks parallel to each other.
The work is clamped in the chuck by the set screws,
which are set at an angle, so as to hold the work se-

Fig. 23 — Foot Brake on Boring Mill

RAILWAY SHOP KINKS.

pressure is placed on C the brake is forced against the
table with sufficient force to stop the machine immedi-
ately. When pressure is removed from C the spring D
releases the pressure on the block. — Chicago & North
Western, Chicago.

BORING TOOL, ADJUSTABLE.

An adjustable boring tool for use in the tail-stock of
a lathe is shown in Fig. 24. It consists of two cutting
tools, A and B, held in the chuck C by the nut D. The

BORING TOOL, ADJUSTABLE.

The tapered end of the adjustable boring tool. Fig. 26,
is made to fit the socket in the lathe tail-stock. A ^-in.
X 1-in. slot receives the two cutters, which are held in
position by the plate that is secured by the screw-head

i 4- J

L...._ ^___u

Fig. 24 — Adjustable Boring Toot.

tools may readily be adjusted. The device is used prin-
cipally in boring valve motion bushings. — Chicago &
North Western, Chicago.

BORING TOOL, ADJUSTABLE,

The boring head shown in Fig. 25 has three tools
held in place by the bolt in the center. Each tool is
tapped at its inner end for a small bolt to provide ad-
justment as the cutter wears. A sliding gage should be
used to grind and adjust these cutters, keeping each set
at the same length. Several different sizes of holes can

'Ecaas

Pig. 2«— AdJuctabI* Boring Tool.

bolts. These cutters are adjusted by the fluted section
of the small spindle, which is operated by a small wrench.
After the required adjustment is obtained the cutters are
clamped in position by the set screw. The cutters are
made of tool steel and the body of the tool is of soft
steel. — C. C. Leech, Foreman, Pennsylvania Railroad,
Buffalo, N. y.

BUFFING MACHINE,

A drawing of a swing polishing machine, which is
not a new idea, but may be interesting to many readers,
is shown in Fig. 27. This machine does all the work of
polishing rods, guides, rocker arms, links and motion

Pig. 2S— Boring Head for Drill

be bored by having small blocks to place back of the
screws in the cutter head. The head is also arranged
for using a facing cutter. It is possible to chuck, bore
and face nine eccentrics with 9 in. holes, 3j4 in. deep,
in one hour, — C. /. Crowley, Piece Work Inspector, Chi-
cago, Burlington & Qi'iiicy, West Burlington, Iowa.

Pig. 27 — Swing Potlthing Machint

pins and other work for a shop that has an output of
from 25 to 30 engines a month. — D. P. Kellogg, Master-

MACHINE SHOP.

Mechanic; W. F. Merry, General Foreman, and G. H.
Goodwin. General Gang Foreman, Southern Pacific, Los
Angeles, Cai.

BUSHING MANDREL.

A mandrel for turning bushings of various kinds and
sizes, especially for motion work, is illustrated in Fig.
28. The nut and sliding portion are removed, the man-

■E

— ^

:h)

[_J|

ytfartl Drilling TtilmiiM /itU/ln

cB fe--^* ^ thick

iio

O '^^ o

W.I. \

' Hot

•r

Fig. 29 — Chucki for Making Bushlnga.

as much as forged bushings or tubing, which means a very
large saving, as all the valve motion, part equalizers,
equalizer fulcrums, spring hangers, atr-brake hangers,
etc., are bushed, using from 80 to 100 bushings on each
engine. — C. J. Crowley, Pxefe Work Inspector, Chicago,
Burlington &■ Qiiincy, iVest Burlington, Iowa.

■ IIEKU DOKI.ST. M1I.L, HOIST FOR.

A hoist for handling car wheels to and from a boring
mill is shown in Fig. 30. The hand crane attached to the
boring mill bed has been displaced by an air hoist of
rather novel design, The cylinder, which is 5 in. in di-
ameter and has an 18-in. piston stroke, is mounted di-
rectly on the crane arm and swings with it. The over-

._g^' ^ Sliding Fff

- -9'- - A

Pig. 28 — Bushing Mandrel.

drel inserted in the bushing, and the sliding portion and
nut re-applied and tightened sufficiently to prevent the
bushing from turning. The mandrel is made of tool
steel and the conical portions are case hardened. The
time and labor required for doing this work have been
reduced about 50 per cent, by the use of this style of
mandrel. — A. S. Willard, Forema%i, Norfolk & Western,
Crewe, Va.

BUSHINGS, MAKING.

The chucks for drilling and reaming bushings, shown
in Fig. 29, are bolted to the side of the drill press table.
Bushings are usually made from bars of iron or steel,
after the stock has been notched a little deeper than the
hole to be drilled, the drill cutting off each bushing at
the notch. Bushings made in this way cost about half

Fig. 30 — Air Holit for Car Wheel Boring Mill.

hang of the crane arm is 4 ft. The air cylinder is sup-
ported by the wrought iron braces. — 7". E. Freeman,

General Foreman; A. G. Wright, Master Mechanic;
J. L. Riley, Machine Foreman, Chicago, St. Paul, Minne-
apolis & Omaha, Sioux City, lou-a.

COUNTERBORING TOOL.

The counterboring tool shown in Fig. 31 may also be
used for boring. It was designed for use on drill presses

Fig. 2 Fig. 3.

Pig. 31 — Counterboring Tool.

and lathes. The design, clearly shown on the drawing,
is simple and inexpensive. — A. L. Bauer, Foreman Ma-
chine Shop, Terminal Railroad Association of St. Louis.

CRANK riN' COLLAR, HRILLING SQUARE HCK-ES.

A toot for drilling square holes in crank pin collars
on a drill press is shown in Fig. 32. The collar is placed
on two parallel strips and the soft steel cap is then ad-

RAILWAY SHOP KINKS.

justeci 311(1 clamped in position. This cap centers the
work, being bored out to fit over the collar. Inserted in
the cap is a hardened steel guide, secured by four pins.
This guide has a square of the same size as the square
hole lo be drilled in the collar. The drill is made of a
long piece of steel, as shown, which allows it to give the
necessary spring when in operation. The cutting end of
the drill is triangular in shape, with a cutting edge on
each corner, and is fitted to the guide die so tliat it will
turn free at the four corners. The drawing shows this
combination designed for drilling 15'4-in. holes J4 in-

rod fit on difl'erent classes of locomotives. — R. E. Broti-t
Foreman, Atlantic Coast Line, U'aycross, Ga.

Fig. 33 — V-BlockB for Supportlrrg and Clamping the Piston
Rod When Planing Croasheada.

^'-blocks for supporting and clamping the piston rod
when planing crossheads on a quick return stroke crank
planer are shown in detail in Figs. 33, 34 and 35. They
are of simple design, one being an ordinary V-block and
the other having an overhang of some 10 in. to pro-
vide a more rigid support. Any style of crosshead may
be used with them, and as the crank planer is much
quicker in movement than other types of machines, it is
evident that much time may be saved. These blocks
are made of cast iron. The crossheads are planed with
the piston rods keyed to them to insure perfect alinement
with the rod. A master bar cannot be used because of
the difference in taper and the size of holes for the piston

Pig. 34— Ordinary V-Block for Uae on a Crank Plat

Applicafion of Jig fy crank Pin Co/fan

Fig. 32 — Tool for Drilling Square Hoiet.

deep. The tool has given very satisfactory results. —
P. P. Kellogg, Master Mechanic; IV. F. Mcry, General
Foreman, and C. H. Goodwin, General Gang Foreman,
Southern Pacific. Los Angeles. Cal.

Gi'

/i^

-^^:,

Fig. 35 — Overhanging V-Block for Uae on a Crank Planer,

CROSSHEAD, l'L.\NING.

An alligator crosshead chucked on a planer bed in
position for planing the babbitted shoe is shown in Fig,
36. The tool used is 4],2 in. wide. The shavings re-

MACHINE SHOP.

nwjv-ed are seen to be wide and heavy. It acts largely as
a scraping tool and makes a true, even finish, with no

are made to fit in the planer slots ; the crosshead is planed
while mounted on the piston rod and perfect aliiienient
is thus insured. — (('. H. Snyder, Assistant General Fon--
inmi, .\>Ti' Vork, Susquehanna & Western, Strands-
burg, Pa.

CkOBSHEAB WKtST I't.V, GACG FOK.

A gage for wrist pins is shown on the accompanying
photograph. Fig. 38. It consists of two plates, each
about -14 in. thick, and held about 2'/^ in, apart by bolts

Pig. 38— Wrist Pin Gag«.

and separators. The holes shown are bored to standard
diameters and marked, and serve as a guide and gage
for the turning of the pins. — Delaware. Laekattvnna &
Western, Scranton, Pa.

Pig. 3<— Planing a Babbitted Cronhead Shoe.

possibility of gouging into the soft metal. — Lehigh Val-
ley Sayre. Pa.

CYLINDER BUSHING CItL'tK.

One view of a cylinder bushing chuck which is easily
and quickly adjusted in the bushing and grips it firmly
is shown in Fig. 39. The four dogs on each cone are '

CKOSSHEAD, PL,fNlNG.

A simple but efficient design of pedestal \'-blocks for
planing crossheads is shown in Fig. i7. The base higs

Fig. 37 — Pedettal V-Block* for Planing Croaaheads.

Fig. 39 — Cylinder Bushing Chuck.

first set for the bushing diameter and are fixed in place
by the tap bolts shown. One cone is keyed on the shaft,
while the other is a sliding fit and is clamped against the
bushing by a large nut But. two cuts are necessary in
machining a bushing, the roughing cut renwving about
^4-in. of metal. The finishing cut takes out any spring
which may have resulted from the first cut, — Baltimore
& Ohio, Mt. Clare Shops, Baltimore, Md.

RAILWAY SHOP KINKS.

CUTTINGS, BOX FOR HANDLING.

The work of removing machine cuttings from a large
shop is an important item ; the practice of having it done
by laborers with wheelbarrows is expensive and is not
entirely satisfactory. The photograph, Fig. 40 shows a
chip box, a number of which are located about the shop,
especially near the large machines. These boxes are 36
in. X 36 in. x 36 in., made'of '/i-'m. boiler steel and will
hold abont 2 tons of chips. The practice is for each op-
erator to throw the cuttings from his machine into a

Pig. 41— Cylinder In Place for Boring.

cast iron parallels which are bolted to the bed of the ma-
chine. They also move longitudinally on tlie parallel
strips, having wide feet to give stability and to ]>rovide
for the holding bolts. Both cylinders and bustlings are
bored and faced to length on this machine. The boring
head was designed and made at the Sayre shops. Fig.
42 shows a face view of the head with the bar drawn
back. Provision is made for using six tools. Each one
is adjusted by a screw, the end of which is shown. The
lower end of the screw adjustment carries a right-angle

Fig. 10 — Metal Bex for Handling Cuttings.

box. There is no difficulty in 'getting this done, as the
mechanic shovels the cuttings up as they accumulate, his
machine being supplied with the necessary broom and
shovel. After working hours in the evening, the shop
crane handles these boxes to a scrap car, which is run
into the shop. The box has four grabs; one side which
is hinged at the top has a latch at the bottom and pro-
vides for easily emptying the boxes when suspended over
tiie scrap car and held by the two back grabs only— Le-
/ii,^/f Valley, Sayre, Pa.

CYLINDERS AND BUSHINGS, DORING.

A Barrett Bros,' horizontal cylinder boring machine,
used exchisively for boring cylinders and cylinder bush-
ings, is shown in the photographs, Figs. 41 and 43. The
V-s, adjustable for 12-in. to 40-in, diameters, rest on

Fig 42 — Boring Head of Cylinder Boring Machln

MACHINE SHOP.

William G. Reyer, General Foreman, Kaslnillc, Chat-
tanooga & St. Louis, KashviUe, Tcnn.

CVLI.VDER BUSHINGS, MACHIXIXG.

A method of boring and turning cylinder bushing? at
one operation on a vertical boring mill is shown in Figs.
45 and 46. The rough bushing is made 4 in, longer than

Fig. 43 — A Cylinder Butiiing About to be Clampad
Preparatory to Boring.

hook against which the cutter rests. The tools are set
out the proper distance from the head by measurement.
so that it is not necessary to run trial cuts and caliper the
cylinder or bushing; a considerable amount of time is
thus sa\'e<k — Lehigh Valley, Sayre. Pa.

CYLINDERS AND BUSHINGS, ItOHING,

It formerly required 12 hours to bore an I8-in. cylin-
der, this being measured from the time the cylinder was
taken off the floor until it was returned. This is now be-
ing done in nine hours, and the time will be reduced stil!
more when the chuck shown in Fig. 44 has been installed.
A is a section of the bed of the cylinder boring machine.
and B is the base of the chuck, which may be used either
for a cylinder hushing or a cylinder casting. The methori
of chucking one of the bushings is clearly shown in the

^ ^

Fig. 45— Cyilnd«r Buahing Clamped to Boring Mlli Table.

the cylinder, with a flange at one end for clamping. After
clamping it to the table, one head of the boring mill may
be used for turning and the other for boring. This re-

Fig. 44 — Chucic for Boring Cylinders or Cylinder Buaiiing*.

illustration. To use this chuck with a cylinder it is neces-
sary to remove the part C by taking out the bolt £ and
removing the block D and the pin F. The cylinder may
then be placed on the base and adjusted to the proper po-
sition by manipulating the screws / and H. The casting
may be securely clamped in position by means of two
cross bars, one at each end of the cylinder, one end of the quires about one-half the time of the old method and
bars being held by eye bolts which fit on the pins F, and eliminates any liability of the bushing being sprung out
the other by T-bolts, which fit in slots G. The lugs L of round. — R. E. Bro7vii. Forcntaii. Atlantic Coast Line,
are bolted to the base of the machine by two bolts each. — IVaycross, Go.

Turning and Boring ■

Cylinder Busiiing I

RAILWAY SHOP KIXKS.

CVI-INDEK HEAD CHUCKS.

The design and application of a set of dogs used in
machining cylinder heads on a boring mill are shown in
Figs. 47 and 48. There are three such dogs in a set and
they are made of soft steel. The gripping face, }'s-m. in
depth, has teeth set at an angle of 60 deg. with the hor-
izontal and opposed to the direction of motion of the
machine, so that any tendency to slip forces the teeth

the chucks are used on a 42-in, high-power, double-head
Gisholt mill, they give satisfactory results under the most

Pig. 47 — Application of Cylinder Head Dog* to a Boring Mill.

more firmly into the work and wedges it more securely
against the horizontal surface on which it rests. Each
dog has two holding bolts which tap into a cleat, fitting
in the universal chuck strip in the machine bed. A sec-
tion of the base. of the dog is supplied with teeth to mesh
with those in the strips. These dogs are designed to take
all of the cylinder heads used on the road. Although

Fig. 48— Cylinder Head Dog.

severe conditions. — Long Island Railroad, Morris Park,

.\. y.

CYLINDERS. CHLXKS FOR n.AXING.

The chucks, shown in the photograph. Fig. 50. and the
drawing, Fig. 49, are made to accommodate all sizes of
cylinders from 18 in. to 25 in. in diam. The steps on the
cones fit the counterbores of the different size cylinders.
The set consists of two end and two centre chucks. One
of the center chucks is made long (the one shown to the
right in Fig. +9), since some of the cylinders have frame
fits extending beyond the ends of the cylinders. If the
frame fits do not extend beyond the cylinders, a short
center is used (about 9 in. wide over-all except for the
base, which is 12 in. wide), bringing the cylinders closer
together and saving considerable time in planing. The
gap at the top of the chucks is provided to lighten them,
and is also useful in placing the two large bolts which are
used to draw the chucks tight against the cylinders. The
chucks should have the steps on the cones machined first.

Fig. 4S — Datalls of Cylinder C^iucke.

MACHINE SHOP.

after which the center hole should be bored out. They
should then be placed on a mandrel and finished to fit the
slots in the planer bed. With these chucks, it is possible

Fig. 90 — Cylinders and Chucks in Position on Planer.

to set up and bolt a pair of cylinders ready for planing
in one and a half hours. — C. J. Crowley, Piece Work In-
spector. Chicngo, BitrHn:^ton & Quincy, West Biirlhig-
ton, Jozi-a.

DIE 1101.nF,H, COMB1N.\T10\.

.\ combination die holder, used principally on the tur-
ret lathes for brass work, is shown in Fig. .SI. This
style of die holder has given perfect satisfaction, and as
it is adjustable, the dies can be reground whhoui chang-

any work between 2 and 3 in, — D. P. KcUog^, Master
Mechanic; IV. F. Merry, General Foreman, and C. fl.
Goodii-in, General Gang Foreman, Southern Pacific, Los
Angeles. Cdl.

DOVK-T.MLING AND COUNT

NG TOOLS.

The dove-tailing tool shown in Fig. 52 is for use after
a hole is made with an ordinary flat bottom drill. When
the end of the dove-tailing tool reaches, and is pressed
against the bottom of the hole, the cutter is forced out,
niaking a dove-tail such as is often used to anchor babbitt
in crosshead shoes, driving boxes, etc.

The counterboring tool, shown in the same illustration,
was designed especially for reaming frame bolt holes of
cylinders. As these holes are 18 in. long, they are very
difficult to ream. With this tool the center of the hole
is counterbored for about 6 or 8 in., after which the

.-■S^Ohm, >j

Pig. &2 — Dov«-Tailing and Counterboring Toot*.

holes can be reamed in about half the time formerly re-
quired. In operation, the cutting tool is first set and
fastened with a set screw. The milled nut is then screwed
down so that the cutter does not project beyond the body
of the tool. The bar is then entered in the hole from the
botiom ; the motor is started, and the tapered head hold-
ing the cutter is drawn into place by tightening the milled
nut, forcing the cutter into the metal. — C. /. Croidey,
Piece Work Inspector. Chicago, Burlington &■ Quincy,
West Burlington^ lozi'O.

DRILL GUIDE,

A simple guide for drilling a series of holes which run
into each other in the base of a rail is shown in Fig. 53,
The guide was made especially for use in connection with
cutting planer clearance slots in a number of standard
ing the size of the holder. The die is removed from the section rails, the flanges of which were being planed
cage by loosening the knurled screws. A large number down for guard rails. Although it is a special tool, it il-
of dies can be used with the one holder. The size shown lustrates an application which may be used on any job
is for use on standard hose nipples, water car nipples or requiring a series of consecutive drilled holes. A slight

Fig. SI — Combination Die Holder.

RAILWAY SHOP KINKS.

change in the design of the piece which holds the hard-
enefl bushing would be necessary for any work other
than a rail. The guide is held in place on the rail by driv-
ing in the wedge which draws the loose key against the

t^Gi

( 'Bashing \

Fig. 54— Clamp for Holding Ash Pan Caating on Drill Preaa.

shaft B, which is bolteii to the drill press table. The
casting C, which is held by the clamp, may be placed in
any position for drilling by driving out the key D and
turning on the pin B. — Chicago & North Western,
ChkoMO.

DRILL PRESS CLAMP^ PNEUMATIC.

A pneumatic clamp applied to a drill press is shown
in Fig. 55. All the heavy radial drills in our shop are
equipped with this attachment. The clamp holds the
work securely and is quick to operate. It is made adjus-
table to suit any size of work, and saves the time of

flange. This idea is one which is used very extensively
at the Long Island shops, on all sorts of jigs and chucks.
It replaces the nut which is usual in such cases, being
much more quickly operated. The body of the device
is made of wrought iron or soft steel and the drill bushing
of hardened steel. — Long Island Railroad, Morris
Park, X. y.

DRILL PRESS CLAMT.

A clamp for holding ash pan castings on a drill press
table is shown in Fig. 54. The clamp A revolves on the

Fig. SS — Pneumatic Clamp Applied to Drill Pretc

loosening and tightening nuts, which amounts to con-
-siderable in a month's time. — D. P. Kellogg, Master Me-
chanic; W. F. Merry, General Foreman, and G. H. Good-
man, General Gang Foreman, Southern Paci/ic, Los
^Ingeles, Cal.

DRILL SOCKET FOR FLAT DRILLS.

Flat drills, when used in drill presses or with air mo-
tors, are generally unsatisfactorily held, usually with
a .set screw or even nothing but a square socket to take
the rough forged shank. The chuck here shown. Fig. 56,
consists of two main pieces and two semi-circular steel

Fig. e»— Flat Drill Chuck.

blocks which grip the round shank of the drill. In the
drawing, the top view of these steel blocks shows also the
relative position of the flat portion of the drill, the round

MACHINE SHOP.

not being shown. These blocks fit in the head of the
chuck and are held from falling, in case the lower cap be
removed, by a yt-in. dowel pin. After placing the round
i^hank in the chuck and forcing it up between the steel
blocks, the cap is screwed up and the taper faces of the
blocks, fitting against similar tapers in the cap and head
of the chuck, cause the blocks to firmly clamp the shank
of the drill. Flat drill shanks from j4-in. to )i-m. in
diameter ■ may be used with a chuck of the dimensions
shown. The Morse taper shank in this case is made to
fit a No. 3 sleeve.— Ba/ti»wr^ 6- Ohio, Mt. Clare Shops,
Baltimore, Md.

DRILL SOCKET FOR SQUARE SHANKS.

A handy chuck for using square shank taps or ream-
ers on a drill press is shown in Fig. 57. The body A is
bored out to receive the collet C, which has a square
opening to fit over the shank of the reamer or tap, A
set of these collets should be provided having squares
ranging from }i in. to V/t in. After placing the collet

cut is run through to remove the metal below the hori-
zontal diameter line and at the retaining shoulder, thus
eliminating the necessity of any chipping in the erecting
shop in order to get the box to fit down over the journal.

Fig. B8 — Driving Box Boring Bar,

The entire operation saves about 50 per cent, of the lime
formerly required for doing this work. — John V. he
Compte, Assistant Foreman, Baltimore & Ohio, Garrett,
Ind.

DRIVING BOX BRASS CHUCK.

Driving box brasses may be machined to the press fit
sizes in a lathe to better advantage than on a slotter. On
a slotter it is necessary to allow the tool to pass eom-
pietL'ly around the bearing — or at any event, to make at
leasl a few cuts on either end of the diameter of the brass
— in order lo caliper the size. When machining on a
lathe, a few revolvtions of the work suffice to give the

Pig. 67 — Drilt Pr«M Chuck for Squars Shank Tooli.

in the retaining collar D, it is screwed on to the body A,
damping the collet firmly. The dowel pin, indicated at
B, prevents turning. The collets are made of tool steel
and the other parts of soft steel. — C. C. Leech, Foreman,
Pennsylvania Railroad, Buffalo, N. V.

DRIVING BOX BORING BAR.

A double tool boring bar for finishing driving box bear-
ings is illustrated in Fig, 58, The lower end of the bar
fits in a bushing in the table of the boring mill. The
head carries two tools, one for roughing and the other
for finishing, both of which are made of 1-in. square steel.
The finishing tool is first applied and about j4-in. depth
of metal is removed in order to get the proper size. The
roughing tool is then adjusted to leave 1/32-in. to be re-
moved by the finishing tool and is set to lead the finishing
tool by % in. This operation therefore roughs and fin-
ishes the bearing simultaneously. After the box is fin-
ished the tool is moved back to the top and the box is re-
volved once to make sure it has not been moved while
the cut was being taken. Before the box is removed it is
moved from '4 •"• to J^ in. away from the center and a

rig. B9 — Driving Box Bearing Ciiuel<.

desired measurement. The chuck shown in the lathe, as
illustrated in Fig. 59, has two cones, one of which is ad-
justable on the spindle. Besides being held between the
cones, set screws are also used for gripping the brass.
These chucks will take bearings for from 8-in. to 10-in.
journals, the cones being well supplied with set-screw
holes.— BaWmore &■ Ohio, Mt. Clare Shops, Balti-
more, Md.

RAILWAY SHOP KINKS.

DRIVING BOX BRASS CHUCK.

The chuck shown in Fig. 60 consists of a heavy base
slotted at the edges to admit holding bolts, and with a
mandrel projecting upward, to the end of which a sliding

DRIVING BOX BRASS CHUCK AND GAGE.

A V-block for setting driving box brasses on a planer
bed is shown in Fig, 62. This block is held in place on
the planer by the lug at the bottom, which fits the slot
in the platen. The brass, which has been previously
machined on the lathe or on a vertical mill, is placed en
the V-block, and is held in position by a long clamp and

Tig. 60 — Chuck for Turning Driving Box Braaies.

collar and nut are fitted. The brass is set on the lower
collar. and the upper one is dropped down and adjusted
with the set-screws and then tightened in place by the
nut. It is intended for use on a boring mill. — Delaware,
Lacktrn'oniia & Western, Seratiton, Pa.

DRIVING BOX BRASS CHUCK,

Driving box brasses are turned on a center-drive axle
lathe, using ihe turning bar shown in Fig. 61. Two
brasses can be turned in a half hour, or 15 minutes to the
brass. The bar, which is 5 ft. 8 in, long, is made from a
scrap axle. Details of the driving dog and the steady
and grip flanges are shown. The grip flanges are made
in different diameters to suit brasses of various sizes, the

Fig. 61 — Turning Bsr for Locomotive Driving Box Braisei.

diameter of the grip flange being that of the finished
brass. These flanges are a sliding fit on the bar. The
steady flange fits in the center head of the lathe to steady
the bar. These turning bars are being used in all of the
shops of the road. The same kind of lathe is also used
for driving axles, saving much time. — Great Northern,
Dais Street Shops, St. Paul; Minn.

, /4i jj i<- 7^1 J

Fig. 62 — Chuck and Gage for Driving Box Brait.

bolts, which latter also hold the V-block to the planer.
The tool for obtaining the size of the brass from the box
is also shown. It is adjusted to the box size by the
thumb screws, and the end lugs are adjusted to the proper
angle of the retaining shoulder. After the gage is ad-
justed to size it is placed against the end of the brass,
wiiich is marked off accordingly. — L. M. Granger, As-
sistant General Foreman, and John Todd, Machine Fore-
man, Erie Railroad^ Gallon, 0.

DRIVING BOX BRASS CHUCK AND G.\GE.

The driving box brass chuck. Fig. 63, is made in three
sizes: one for 7 to 7}.'i-'m. x 8-in. journals; one for 8
to 8'/2-in. X 10 in. journals, and one for 9 to 9>4-in. and
10-in, X 12-in. journals. There are also three sizes of
gages, one for each chuck. The frames of the gages are
constructed of J^-in. steel .'•^ in. wide. The small piece
with the 4j4-'u. radius, shown at the right on the draw-
ing, is used with the smaller size gage only. The circle
of the box is first calipered and the points on the gage
set accordingly. The gage is then laid on top of the
brass and the cutting tool is set to the gage points, mak-
ing allowance for the finishing cut. .After the radius
is slotted, the gage, which meanwhile has been fitted to
the box to get the proper angle of the dove-tail, has
the small angle piece of 3-16 in. round iron fastened
against the middle point of the gage. The projecting
arm of the angle piece is pressed against the brass and
the dove-tail is scribed. The assembled view of the gage
shows it arranged for this purpose. After the dove-tail

MACHINE SHOP.

is slotted to the line, the gage is placed on top of the
brass and a scale is held against the dove-tail to check
the work. This tool has been used for slotting brasses
for several years; but one operation is required instead
of three or four, as when the brasses are turned in the

r-^^--i ?r

^^^

.-7^-.

Fig. 63 — Driving Box Bra88 Chuck for Slotter and Gage for

Laying Out Bra88e8.

lathe, after which the dove-tail is cut on a shaper or
slotter. Brasses are slotted and pressed-in in 35, 40 or
45 min., according to the size, making perfect fits with-
out filing. — C. /. Crozvley, Piece Work Inspector, Chi-
cago, Burlington & Qnincy, West Burlington, Jo^ca.

DRIVING BOX BRASS GAGE.

In fitting locomotive driving brasses into the boxes
it is customary to turn off the circumference of the brass
in the lathe to the diameter of the box, after which it is

»j»j<cocooce ^

' _.

l L-?l!.j! '*^

^\ iV^

«7»i/* C-/7huS.

Fig. 64 — Caliper for Driving Boxee and Braeeee.

put in the shaper and the ends are planed off as close
to a fit as possible. The job is then finished with a file

and this takes considerable time if the work comes up
again and again in a large shop. The accompanying
sketch. Fig. 64, gives a clear idea of a caliper used in a
large western railway shop with excellent results. The
inside caliper is used for getting the inside measurement
of the driving-box at its smallest point, which is usually
near the center. The outside caliper is then set to the
inside caliper, allowing a certain amount for a press fit,
depending of course on the size and material in the box
and on the pressure required. The brass is placed on a
slotter and slotted off to the diameter of the box, after
which the outside caliper is used to lay off the amount to
be taken off the ends. After being slotted to the cali-
per, the brass is ready to be pressed into the box, with
no filing or fitting. A slotter-hand working on this class
of work can fit from ten to fifteen brasses per day. —
F. A. Dailcy, Northern Pacific, St. Paul, Minn.

DRIVING BOX BRASS GAGE.

The usual way of laying off bearings for driving
boxes, preparatory to slotting or turning them for the
box fit, is to place the brass on the box in the position
which it will assume for pressing into place and then

Fig. 65 — Driving Box Bearing Gage.

scribe off on the edge of the brass the line of fit. This
method is generally satisfactory, but it is almost impos-
sible to press the brass into the box without using a file to
get the proper angle at the retaining shoulder. The gage
shown in Fig. 65 is really an inside caliper wnth three
legs and is designed for laying off the proper angle at
the ends of the brass. The three legs are adjustable to
the requirements of any brass for from 6-in. to 10-in.
journals. The central adjustable leg always moves along
a radial line, being guided by a fixed pin, while the
other two legs are free to be adjusted to obtain the
proper angle. The plate is made of sheet iron about
3/16 in. thick. All driving box brasses at these shops
are turned on a lathe for the circular fit, using a specially
designed mandrel. Brasses are much more easily turned
to size on a lathe than machined on a slotter, since it is
impossible for the mechanic to caliper the finished sizes
of the brass on a slotter until an entire cut has been made.

RAILWAY SHOP KINKS.

while in the case of a lathe, it is only necessary to make
one or two revolutions in order to caliper it. — Baltunore
& Ohio, ML Clare Shops, Baltimore, Md.

DRIVING BOX BRASS^ SLOTTING.

The output of driving box brasses on the slotter was
greatly increased by the use of the device shown in
Fig. 66. The brass is held by a jig, the idea being to
have everything perfectly rigid and then to use a stiff
tool in a rigid tool post. After the first brass is finished

Fig. 66 — Slotting Driving Box Bra88e8.

the tool is not disturbed, for it is preferable to cut as
many brasses as possible without grinding it. The gag-
ing is done by calipering one driving box and then, if it
is necessary, moving the table in or out to suit the next
size. — Frank Rattek, Brighton^ Ma^ss.

DRIVING BOX BRASS, SLOTTING. .

A useful angle plate used in connection with slotting
the ends of driving box brasses is shown in Fig. 67.
The V of the angle plate insures the brass being ma-
chined square with the turned crown. The brass is held
rigidly to the angle plate by a clamp and two bolts which
pass through the ^-in. holes. After the ends are slotted
the brass is pressed into the box under a pressure of 8 to

10 tons ; the brass is then slotted or bored for the journal
fit. The device is simple in design and easily made. —

— H

.0.

I
I

T I

I
I
I

l-^ —

/2^

I
I
I
I
I
I
I
I

I
I

'i^.3%'.M}k e'—4

Fig. 67 — Driving Box Bra8s Angle Plate.

JV, H. Snyder, Assistant General Foreman, Nezv York,
SusauehaJina & Western, Stroudsburg, Pa.

DRIVING BOX CELLAR BORING TOOL.

A tool for boring oil cellars and grease lubricators
is shown in Fig. 68. It was devised to do the work
formerly handled by a single tool boring bar used on a
horizontal mill. The head carries four independent tools
made of 1-in. square steel, which are held rigidly in place
by set screws and are easily adjusted. The practice is
to have the cellar fit within 1/16 to % in. of the journal
to prevent unnecessary waste of grease and oil. As the

Fig. 68 — Driving Box Cellar Boring Tool.

journals are allowed J4 in. limit of wear it may require a
cut of % in. or more to bore the cellar to fit a new axle.
The four cutters- are adjusted to different lengths in
order that each may do its proportionate share of the
cutting. This tool is of simple design, yet it has in-

MACHINE SHOP.

creased the output to 25 cellars per day and decreased
the cost of this work about 20 per cent. — John V. Le
Compte, Assistant Foreman, Baltimore & Ohio, Gar-
rett, Ind.

DRIVING BOX, CHUCK FOR BORING.

One of a set of two chucks used on a boring mill for
facing off cast brass hub liners of driving boxes is shown
in Fig. 69, while the photograph. Fig. 70, shows a pair of
these chucks in use. They are fastened to the machine
bed bv bolts that have T-heads which fit in the slots.

that fits the center hole of the table. The box rests
on the parallel pieces A and is adjusted centrally by set-

-,|^.iti.:

1 1

U ...„ii..

Fig. 69 — Detail* of Driving Box Chuck. .

There is a 1-in. x 1-in. wrought iron piece set in the
bottom of the chuck, which meshes with the table slot
and prevents rotation of the chuck. The chucks are
placed on the bed of the machine so that a box will slip
into position easily, after which the set screws are tight-

Fig. 71 — Cliuck for Boring Driving Boxes.

screws in the vertical flanges at the sides. It is clamped
down in the usual manner, — Delaware, Lackawanna &
Western, Scraiilon, Pa.

DRIVING BOX OIL GROOVES.

The usual method of chipping oil grooves in driving
box shoe and wedge faces with a pneumatic hammer
takes considerable time and makes unsatisfactory
grooves. By the method illustrated much better grooves
are made in a shorter time. The tool shown in Fig. 72
is applied to a drill press and is made so that a small
drill may be placed in the pocket in the center of the

Fig. 70— Driving Box Chucks on Boring Mill.

ened against the flanges. When the box is to be re-
moved, the set screws are loosened on but one side.
These chucks will take all designs of boxes used on the
road and are made of wrought iron, planed from the solid.
A box is usually handled, floor to floor, in 15 minutes. —
Long Island Railroad, Morris Park, N. V.

DRIVING BOX, CHUCK FOR BORING.

Driving boxes are bored on a boring machine and are
held in a simple chnck, Fig. 71, with a short projection

r--^^---i

Fig. 72 — Tool for Msking Oil Grooves In Drlvlnfl Box Shoe sml
Wedge Faces.

bar and be adjusted to project the proper distance. It
is clamped in this position by a set screw. This drills a
hole and holds the bar rigidly in place, while the groov-
ing tool, after being adjusted to the desired radius and
clamped in place by the taper .key, makes the oil groove.
Grooves may be made thus in 40 per cent, less time than

RAILWAY SHOP KIXKS.

if the center hole ati'l ynKive were made in two opera-
tions, and in 75 per cent. It-i time than required for chip-
ping with a pneumatic hammer. — John V. Le Comple.
Assistant Foreman, Baltimore & Ohio. Garrett, Ind.

UKr.lN'J B-jXhS. 1V}UISG AM> FITTING.

.-\ll driving U^xes are fittetl to mandrels, instead of
fjoring ibem and sending them to the erecting side to
be fitted to the journal;', The-e mandrels are hollow-
cast-iron cylinders, ranging from 7 'J/fA in. to 9>^ in.
in diameter, increasing by sixty- fourths. They are stored
in a rack bt-iide the Ixiring mill and one man gives all
of his time to boring and fitting driving boxes. The
Great .N'orthem u^.t-, grea-e for its driving journals, and
the grease gr'Xives. which are }-k in. x Js in., are cut in
the bra-!-.es by this man with an air hammer. — Creat
Sorthern, Dale Street Shops, St. Paul, Minn.

r'KlVI.V'i BOXILS, PL.\XING.

The lieaiii shown in I'ig. 7i is used on the double
head' planer for planing driving lyjxes. It is a casting
4 ft. long, fitted with three T slots in each face, to which
the Iwxes are iKilttd in rows by means of the usual
clamps. With the Ijeam set properly on the bed of the
planer it is merely nects^ary to bfilt the boxes against
the face to iniure accurate alinement for planing. —
DelaiL'are, Laekaii-anna & Western, Scranion, Pa.

applying, the ccceotric is placed in the pocket in the
chuck plate and clamped, as shown in the sectional draw-
ing. This chuck can be placed on either a boring mill
or lathe and will stand a hea\-y cut or feed. Eccentrics
can be applied or removed rapidly and with little labor.
The chuck will not only increase the output of the ma-

ECCEXTHIC CHLCK.

A steel eccentric chuck for turning four different
throw eccentrics by simply changing the position of the
eccentric plate on the chuck plate is shown in Fig. 74.
The pockets are counter-bored in the chuck plate and lo-
cated so as to give the desired throws, and each pocket
is stamped the size of throw which it represents. The
top side of the eccentric plate is made the size of the
driving axle fit for the eccentric, while on the bottom
side is a boss to fit the pocket in the chuck plate. When

-H'/V-

.-»i^-

■Secffon .4-3.
Fig, 7 A — Ecc«ntric Chuck.

chine on this class of work but will insure a correct throw
to every eccentric turned. — E. G. Gross, Master Me-
chanic, Central of Georgia, Columbus, Ga.

ECCENTRIC CHUCK,

A cast iron chuck for boring and facing eccentrics is
shown in Fig. 75. Provision is made for 5-in., 5^-in,

3£=3

-i~^'4

:4*^

^*^

_, -1 4-; 1-^-

Fig. 73 — Jig for Planing Driving Boxsi.

MACHINE SHOP.

and B'/i-iii- tlirow eccentrics.
tries that have been turned

When boring out eccen-
tlie outside, circniar filler

ing by three forged top clamps, fastened by l-in. tap
bolts. About lyi hours' time is required for boring the
axle fit and facing both sides of a rough casting. For
an old eccentric about 30 minutes' time is required for
reboring.— Lod;,' Island Railroad, Morris Park, N. Y.

ECCliXTRIC DRILLING JIG.

The details and general appearance of a jig for drill-
ing the boh holes in the halves of split eccentrics are
shown in Figs. 76 and 77. The jig is placed on a drill

'^tt5]5

C«wv

37/»,t,>t

•1

■■<,^^c--''_"

ie-

L-*j

■ ■ : IT i

n- ^TTtrli il- r— m

Fig. 7&^Eccentrle Chuck.

Fig. 77— Eccentric Drilling Jig.

pieces are used inside the chuck. When facing, the cast- press table in the position shown. The half-eccentric is
ing is held by the three l-in. set screws, and when bor- placed on the cams, planed face upward. The levers are

Fig. 7t — Datall* of Eccentric. Driiling Jig.

RAILWAY SHOP KINKS.

then raised until the planed surface is in contact all along means of the adjusting screw. The base may be gradu-
thc under side of the top bar of the jig. The latch dogs ated to facilitate adjustment to any desired throw. The
provide for locking the cams in position. The half-ecceo- table of the boring mill is grooved to accommodate the
trie is centered l^ the graduations shown on the draw- annular boss on the base plate of the mandrel, which is
ing, and the drill is fed down through one of the bush- clamped to the bed through the four lugs. After two
ings in the top bar of the jig, no laying oflF of holes be- or three eccentrics are applied to the mandrel, depend-
ing necessary. It will be noticed that the plate bolted to ing on their thickness and the height of the mandrel.

the under side of the top bar has a wider groove than
does the under side of the bar itself, which provision is
necessary to provide for different style eccentrics. —
Central Railroad of New Jersey, Elisabelhporl, N. J.

ECCENTRIC MAN'DREL.

A rigid mandrel ■
turning eccentrics oi

Mth an adjustable throw, for use in
a boring mill, is shown in Fig. 78.

which latter may be made to suit any conditions, a heavy
washer is placed over the top eccentric and clamped to
the mandrel by a 1^-in. bolt. The following results
have been obtained with this mandrel on a 42-in. Gbholt
boring mill, using both heads. In a day of 10 hours,
18 eccentrics, 17 in. in diameter, 4j4-in. face, with 2j^-
in. boss, making the width 7 in,, were finished. Two
eccentrics were applied at a time, making nine separate
operations. This method increased the output for this
size eccentric by 45 per cent. On another day of 10
hours, 22 eccentrics, 14^ in. in diameter, 4-in, face, and
without a boss, were turned. Three eccentrics were ap-
plied at a time. This method increased the output for
this size eccentric 54 per cent. — John V. Le Comple,
Assistant Foreman, Baltimore & Ohio, Garrett, Ind.

ECCENTRIC MANDREL.

.A.n eccentric mandrel for a lathe is shown in Figs. 79
and SO. It consists of a cast iron slotted base, which is
bolted to the face plate of the lathe. The bar on which
the eccentric fits is held in place on the base by a large
nut. This bar may be adjusted for different throws of
eccentrics by the long screw which passes through the
The shaft of the mandrel being solid is adapted only for base. As shovm in the photograph, the bar has four
eccentrics of a given bore. The eccentric is placed on slots in which tapered wedges fit. These are grooved
the shaft and is held from turning by the key. The lug near the outer ends to engage the collar of the large nut,
on the bottom of the mandrel slides in a slot in the base, the turning of which adjusts the wedges for the differ-
thus providing for the adjustment of the eccentricity by ent sizes of axle fits. There is an adjustable dog on the

k-^'fX-

f£i rf"n-..

i-r

!--:«

■■

-- i

Fig, 79— Detail* of Eccttntric Mandrel.

MACHINE SHOP.

base of the mandrel which engages the inside fillet on the center of the boss, and is prevented from turning by
the center rib of the large half of the eccentric and holds a key. The eccentric is slipped on the chuck and is
it rigidly in place. Different sets of wedges to cover a held by set screws and the key. — L. M. Granger, Assist-
ant General Foreman, and John Todd, Machinist Fore-
man, Erie Railroad, Cation, Ohio.

ECCENTRIC MANDREL.

The mandrel for turning eccentrics shown in Fig. 82
consists of a disk 21 in. in diameter and 2% in. thick,
with a taper mandrel projecting on one side, with its

Fig. 80 — Eccentric Mandrel.

wide range of axle fits are shown in the photograph.
A gage for measuring the different eccentric throws is
also shown, resting on the mandrel. — P. F. Stnilh, Chief
Draftsman; Thos. Marshall, Master Mechanic; Henry
Holder, General Foreman, and James Findlay, Machine
Shop Foremnn. Chicago, St. Paul, Minneapolis &
Omaha, St. Paul, Minn.

ECCENTRIC MANDREL.

The eccentric mandrel. Fig. 81, consists of a flat plate
held in place on the boring mill by lugs which fit in the

Fig. 81— Eccentric Mandi

slots of the table. A boss is turned on it. as shown, to
finish the eccentric at one chucking. The chuck is
held securely in position by a bolt which passes through

h- .i-

-1

^o-

center 2>'2 in. from the center of the disk. A sleeve
bored with an inside taper to fit the mandrel and of an
outside diameter equal to the bore of the eccentric to be
turned is slipped over the mandrel. The disk is bolted
to the faceplate and the eccentric is slipped over the
sleeve and bolted in the proper position. It is then
turned in the usual way, with the surety that the throw
will be correct and that all surfaces will be in proper
relationship. — Delaivare, Lackaii^anna & Western, Scran-
ton, Pa.

ECCENTRIC MANDREL.

A 52-in, Bullard vertical boring mill and an eccentric
clamped in position for turning are shown io Fig. 83. The
drawing. Fig. 84, shows the chucking plate and clamping
sectors in detail. New eccentrics are first bored to mini-
mum axle fit diameters and are then placed on the chuck-
ing mandrel for turning, using two tools, one for rough-
ing, and the other for finishing. The chucking mandrel
consists of a base plate made of soft steel, and four cast
iron sectors that are expanded by a conical wedge. The
base plate has a lug that fits in the slot on the table.
There are several ^-in. holes shown near one end of
the base plate to provide for 4-in., 4j4-in. and 5-in.

RAILWAY SHOP KINKS.

The details of a mandrel for turning eccentrics before
the key-way is cut are shown in Fig. 85. A faceplate,
fitted to the lathe doing tiie eccentric work, is coimter-
bored about J^ in. deep, the size of the outside of cast-
ing A. This casting is fitted and held in the counterbore
by the bolt B. The head of this bolt is slotted and pro-

Fig. S3 — Application of Mandrel for Turning Eccentrics.

throws, by moving the base plate along the slot. Sev-
eral boles have been drilled in the bed of the mill to
correspond to the throw holes in the base plate, and a
plug is used to locate the base plate. *The eccentric is
fastened to the base plate by the expanding bushing,
the four sectors and the conical wedge. It is held from
turning by a plug that is driven in the base plate so that
the rib will fall central, thus holding it rigidly in place. —
Lchi^li Falhy. Snyrc. Pa.

mm He©

■■' Fig. 85 — Mandrel for Turning EccentricB.

jects from the back of casting A. One side of the slot-
led head i» fitted with a j's-in- set screw. A lug on the
casting A is turned to a taper for 6 5/16-in. of its
length, and the outer end is threaded and fitted with a
nut and washer. An expanding sleeve C, the inside bore
of which is the same taper as the lug on casting A, is
pressed part way on the lug and is held in place by the
above-mentioned nut and washer. The eccentric (after
being bored) is placed on the mandrel and the rib is
caught in the slotted bolt and clamped by the set screw.
The nut on the end of the lug is drawn tight, thus ex-
panding the sleeve C and holding the eccentric rigidly.
The expanding sleeve will make up for any variations
in the eccentric bore. — F. A. Dailey, Northern Pacific,
St. Paul, Minn.

J_,

Cast Iron S^efors

' ' !' ' —

das9 Plate

Conical Wedgt

Fig. 84 — Mandrel for Turning Eccentrics on Boring Mill.

MACHINE SHOP.

ECCENTRIC MANDREL.

The device for turning eccentrics, Fig. 86, combines an
adjustability to care for a wide range of eccentric throws,
quick setting of the work and rigidity while in opera-
tion. The base A is bolted to the faceplate and carries
a way, or bearing, B, which extends across A. This
way. Fig. 87, is really U-shaped, with the two legs cast
solid with the main body. The open portion serves as a
space for the tightening nut C. of the expanding man-
drel. The end of tlie mandrel is put in through a rectan-
gular hole in the face of the way, and is held set in any
desired position of eccentricity by the nut C. The man-
drel is provided with the expanding jaws D D, which
move to and fro in the grooved guides in the usual man-
ner, and are held out to the work by the nut E. With
the eccentric set over the mandrel and held in this way

the eccentric over the end of the mandrel. Another ec-
centric can then be put in place and clamped by setting

i 1

! ■

/ /' /• \ --^ \

€y

FJg. 86 — Eccentric Mandr«r.

there is considerable overhang, and on heavy work there
would be apt to be a good deal of chatter. To obviate
this and hold the work steady, a collar F, is slipped on
over the end of the mandrel stem. This collar has a
side projection or overhang extending out on one side
in which there is an undercut way (Fig. 87), This over-
hang and its way are held in line with the main way B
of the base by a key, and carries a small slide 2 which
may be clamped in any position by a nut. By setting 2
with the same offset, but in the opposite direction from
the mandrel, it offers a center bearing for the tailstock,
so that the latter can be brought up against the work,
and the mandrel can thus be securely supported.

In turning the eccentric the work is done just as
though it were held on a solid mandrel carried at its ends
by the head and tailstocks. For setting or removing
the work it is simply necessary to drive out the key hold-
ing the collar F in place, back off the tailstock and slip

Fig. 87— Details of Way of Eccentric Mandrel.

up the nut E and keying on the collar F. With the de-
vice shown eccentrics with throws ranging from to
6 in. can be turned, and the adjustment from one to the
other is easily and quickly made.

KCCENTRIC STRAP CHUCK.

A chucking arrangement for machining cast steel ec-
centric straps on a boring mill is shown in Figs. 88 and
89. The Long Island use a flangeless eccentric strap
with an I-shape brass bearing liner. This liner is double-
flanged, one side gripping the strap and the other over-
lapping the eccentric. The flanges on the strap side of
the liner do not clamp it tightly, but just enough to hold
it while handling. The ^-in. thick strap liners between
the two halves extend beyond the cast-steel portion of the
straps and hold the brass bearing liners from turning.
The two holding pieces of the chucks, to which the halves
of the strap are bolted through the \%-'va.. holes, are
made J/i-in. thick to correspond to the standard liner
used. The strap is held above the bed of the ma-
chine to permit facing off the under side without reset-
ting. The driving clamp is fastened to the bed of the

Pig. aa — Detail* of Eccentric Strap Chuclc.

RAILWAY SHOP KINKS.

Fig. 89 — Eccentric Strap Chuck ai Us«d o

boring and facing to snap gages, in about one hour per
strap. — Long Island Railroad, Morris Park, N. Y.

ECCEMTRICS, PLANING AND DRILLING.

Owing to the shape of eccentrics, it is necessary to use
jigs to secure rapid production in planing and drilling
them. In the photograph, Fig. 90, are shown two box-
section plates used for this purpose. The half-eccen-
trics are first drilled to a template to fit the ^-in. plugs,
two of which may be seen on the side of the upper plate
in the photograph. The halves are then clamped to the
plates, fitting over these J^-in. plugs. Each faceplate
will accommodate six halves, and two such plates are
put end to end on a planer at one time. After the plan-
ing is completed the plates or jigs, with the eccentric
halves still clamped to them, are taken to the drill press
for drilling the targe bolt holes. — Lehigh Valley, Savre,
Pa,

GAGES, STANDARD.

Among the minor gages in use in the shop, on which
much depends, are the four shown in the accompanying
photograph. Fig, 91,

One of these, marked X, is used for keeping the pis-
ton rods accurately to size. On it are a series of rings,
7 in number, varying by increments of 1/32 in. These
are all stamped and numbered and a corresponding num-

Boring Mill.

machine, as are the holding pieces, and grips the blade
end of the strap by the two set screws. All three pieces
may he made of either wrought iron or soft steel. Straps
are handled, floor-to-floor, with these chucks, including

FIfl. 90— JIga for Planing and Drilling Eccantrlca.

Pig. 91 — Minor Qagos.

W = center for turninE valve rods.

X ^ piston rod gage.

Y ^ block gage for standard bolls.

Z =: block gage for tapered end of valve rod.

ber is stamped on the rod. When a rod is turned it is
brought to one of these diameters and stamped, and from
this mark the packing rings are selected and issued,

A second, Y, is a block bored out to the proper taper
to take standard bolts and to which they are all fitted.

A third, Z, is a gage similarly bored, with a taper hole,
to which the tapered end of the valve rod is fitted.

The fourth, W , is more of a shop tool or kink. It is
quite common for valve rods to be so abused in their
removal from the valve rod sockets that the centers are
either destroyed, or so mutilated that they cannot be
used. This block, W, is bored to fit over the tapered
end of the rod, and at its end has a good center that
can be used in the lathe when it becomes necessary to

MACHINE SHOP.

turn the stem. — Delaware, Lackazi-aniia &■ IVestem,
Scrantoii, Pa.

GOOSE-NECKS, MACHINING.

The bracket shown attached to the faceplate of a lathe
in the accompanying sketch, Fig. 92, is a jig for facing,
or drilling and tapping holes in a goose-neck. The
tongue at the back of the jig fits in a slot in the face-.
plate, and the semi-circular groove in the jig, in which

Fig. 93 — Slotting the Frame Fit on a Grate Bearer Croes-TIe.

Fig. B2 — J)g for Machining Gooae-Neck«.

the goose-neck rests, is bored in line with the tongue,
which makes the jig easy to adjust and set up. The
goose-neck is strapped down into this groove. The out-
put may be tripled with this device, which may readily
be adjusted and handled by an apprentice, if necessary.
— Samuel Magill, Apprentice Instructor, Atchison, To-
peka &■ Santa Fe, Topeka, Kan.

GRATE BEARER CROSS-TIE, MACHINING.

Two positions of a grate bearer cross-tie on a double
head slotting machine are shown in the accompanying
photographs. Figs. 93 and 94. The first one shows the
cross-tie in position for machining the frame fit. There
are two parallel blocks used for this work. The lower
one is clamped to the bed of the machine and the upper
one swings above the lower one and on the bolt, the
head of which may be seen at the far end of the lower
block just beyond the slot. The opposite, or near end.
of the top parallel is provided with a set screw. By this
means it is possible to square up the two ends of the
cross-tie. When machining the ends of the feet the top
parallel is swung up out of the way and the cross-tie is
turned on edge and allowed to fall in the slot in the
lower parallel. The foot is then held against movement
by the clamp, as shown. — Lehigh Valley. Sayre, Pa.

Fig. M — Slotting the End of a Grate Bearer Croaa-Tle.

RAILWAY SHOP KINKS.

CHliASE CUP I'LIGS, MACHINING.

AVith the device shown in Fig. 95, 60 grease ctip plugs
may be finished in one hour. A hole has been drilled
through the drill press table allowing the plugs to drop
through it into a box as they pass through the device.
It is only necessary to clamp the chuck to the drill press
tabic and to apply a square socket to the drill press spin-
dle. The design of the plug is of interest. The projec-

wheel. and will be found especially useful for grinding
light work. — C. C. Leech, Foreman, Pennsylvania Rail-
road, Buffalo, .V. y.

GRINDING WHEEL ATTACHMENT FOR L.\THE.

An arrangement for adjusting a grinding wheel to an
o.rdinary lathe for grinding purposes is shown in Fig. 97.
The wheel is carried by the shaft with hearings in a block
bolted to the carriage. The shaft has a small pulley
about 3 in. in diameter, which is belted to the line shaft.
The tool is used mostly for grinding motion work pins.
The countershaft has a pulley 12 in. in diameter and 36
in. long to allow for the travel of the beh, due to the

Fifl. 95— Device for Finishing Create Cup Plugs.

tion at its bottom is forced into the hard grease and pre-
vents the plug from loosening and working out. The
finished plug, which is made of brass, weighs 7 ozs. ; it
would probably give just as satisfactory results if made
of malleable iron. Another advantage of this style of
plug is that the engineers do not have to loosen up a
jam nut in adjusting it. The engines are supplied with
a wrench similar to the one shown in the illustration, and
the engineer has no difficulty in quickly tightening down
the plug. The plugs should be screwed down into the
cup their full length and should not be allowed to pro-
ject above the top of the cup. — William G. Reyer, Gen-
eral Foreman, Xas/n-ille, Chattanooga & St. Louis.
Kashvilic, Tenii.

GRINDING WHEEL, REST FOR.

A simple and convenient table for use with a grinding
wheel is shown in Fig. 96. It can be adjusted so that
its surface is slightly below the top of the grinding

■S^^-.

-- i-fi-zi

5 J^

Fig. 96 — Table or Reat for Emery Wheel.

Fig. 97— Lathe Grinder.

movement of the carriage. The body of the device is
an ordinary forging fitted with the shaft, which has
pointed center bearings to take up lost motion. This ap-
paratus can be made to fit any lathe and is especially
useful on case hardened work in shops which have no
special grinder. — F. C. Pickard, Assistant Master Me-
chanic, Cincinnati, Hamilton &■ Dayton, Indianapolis, hid.

GRINDING WHEEL SWITCH.

An emery wheel requires a considerable amount of
power when running, even though no grinding is being
done. Men who use the wheel are usually very care-
less about shutting off the power when tlicy are through
using it. In order to save this waste of power a treadle
device for throwing the switch of motor-driven grind-
ing wheels is used, as shown in Fig. 98. Tlie original
switch .-i has an extension B bolted to the handle, and
this, through the (wo connections and the lever C is con-
nected with the upper arm of the lever D. This lever
is pivoted at its lower extremity on a fixed shaft and
has a bell-crank extension, at the end of which there Is
a treadle. Midway up this lever is a helical spring which
bears against a stop on the machine. When the grinder
is to be used the operator puts his foot on the treadle

MACHINE SHOP. 31

an<l by pressing il down throws the switch in and closes centers for drilling- — IVm. G. Rcycr, General Foreman,
the motor circuit. He holds his foot on the treadle while Xashziile. Chattanooga &■ St. Louis, Nasli^-Uie, Tcini.

INJECTOR WATER NUTS, MILLING GROOVES IN.

A brass injector water nut, with 50 grooves milled in
the top. is shown in Fig. 100. These grooves are cut on
an ordinary milling machine with the aid' of the special
chuck shown in Figs. 101 and 102. The chuck consists
of a shell H. a 50-tooth gear C. which is feather-keyed
to the shaft D that carries the head B; aUo a handle E,

Fig. 98 — Grinding Wheel Switch.

Fig. 100— Injector Water Nut.

he is at work, and when he lifts it to go away the spring on the end of which is fastened the cam F. This cam
throws out the switch and the wheel stops.— Delain-are, works against the follower C, the working faces of the
Lackau'atina & Western, Scranton. Fa. «m and the follower being helices. Attached to the

[.,\TKS, TEMPLATE I'OR I

The template for drilling hub plates shown in Fig. 99
s a simple device and can be made very cheaply of tool

Trmp/aAr Scrmrt.

Fig. 99 — Template for Marking Centers for Drilling Hub
Plates.

steel. The centers, or template screws, are screwed
into tapped holes in the template. It is placed on the
hub plate and tapped with a hammer, thus marking the

Fig. 101— Chuck for Mlllins Grooves on Injector Water Nuts.

handle is a ratchet R. The chuck is set on the bed of
the milling machine and its operation is as follows: The
nut to be milled is screwetl into the head B; the handle

RAILWAY SHOP KINKS.

E is turned in a counter clockwise direction until the or shaper being sufficient in most cases to make a good
rachet R drops through the slot S in the shell H and bearing. The tool is a disk of a diameter to suit the
engages the gear C, thus turning the shaft D to the brasses, ^i in. thick, and made of tool steel. It fits the
proper position for the cutting of the first groove. The head of a Morton draw cut shaper, but the shank may
slot S is so designed that a movement of one-fiftieth of be made to suit any machine. When dull the cutter may

be revolved one-third of the way, which gives a new cut-
ting surface ; it thus has three cutting surfaces which
may be used before resharpening. — M. H. Westbrook,
Grand Trunk, Battle Creek, Mick.

JOURNAL BURNISHER.

A burnishing tool with three rollers for driving axle
journals is shown in Fig. 104. Most rollers are set in a
fork, making them useless for burnishing next to the
shoulder. This tool overcomes this difficulty, allowing

Fig. 102— Chuck for Milling Groovei on Injector Water Nut*.

a turn of D is allowed. The spring I furnishes friction
for holding the chuck in position, while the handle E
is turned back Until the slot in H stops it at A, the slot
being just wide enough from A to A' to allow the handle
to pass through H. The backward movement of the
handle brings the cam F into engagement with the fol-
lower G, thus raising the nut to such a height that the
groove will be milled to the proper depth. The follower
G is feather-keyed to the shell H so that it will not re-
volve with F. As the handle is turned back to its initial
position the spring / pulls the chuck down, the ratchet
R turns the gear C one-fiftieth of a revolution and the
operation is ready to be repeated. It is possible to mill
tlie grooves as fast as the handle can be turned back
and forth. — Chicago S- North Western, Chicago.

JOURNAL BOX BEARING, PLANING BABBITTED TRUCK.

A tool for planing babbitted bearings of engine truck

brasses is shown in Fig, 103, two strokes of the planer

„ fc

niahing Tool for Driving Wheel Journaia.

Fig. 103 — Tool for Planing Babbitted Truck Brastea.

the rolls to go into a corner without any trouble. A
smaller tool of the same style has been built for burnishing
piston rods, and both are giving excellent satisfaction. —
D. P. Kellogg, Master Mechanic; W. F. Merry, Gen-
eral Foreman, and G. H. Goodwin, General Gang Fore-
man, Southern Pacific, Los Angeles, Cal.

JOURNAL BOX CHUCK, TRUCK.

One of a set of two angle plate chucks for holding
truck boxes on a boring mill while machining hub faces
which have been fitted with cast brass hub plates is
shown in Fig. 105. The angles, or chuck plates, are
made of cast iron, with the soft steel strip, Ij-^ in. x
2;-^ in. X 12j^ in., set in J4 in. on the vertical face. The
plates are bolted to the boring mill bed by the 5^-in.
through bolt and also by two short bolts through the ob-
long slots in the base. The under sides of the upper
flanges of the truck box rest on the soft steel strips, and
the box is held firmly by four 5^-in. set screws, two in
each chuck plate. This provides for the hub face of the
box being parallel with the inner faces of one set of
flanges. As there is usually considerable lateral motion

MACHINE SHOP.

FIfl. 105— Truck Box Chuck.

metal removed that it can be done better by grinding
than by turning. For such work a small base carrying
an emery wheel is a handy tool. The one shown in
Fig. 107 is bolted to the carriage of the lathe and the
wheel is driven from an overhead drum, while the axle
is revolved in the ordinary manner. In this way the

I 4'. — 4

Fig. 107— Grinder for .Truck Wheel Lathe.

of the box on the pedestal jaw, the inside flange surface journals can be quickly and accurately trued up with the
need not necessarily be parallel with the jaw face. — removal of minimum amount of metal. — Delazuare, Lack-
Long Island Railroad, Morris Park, N. Y. a-wanna & Western, Scratiton, Pa.

JOURNALS, DEVICE FOR TURNING DRIVING.

Many driving wheel lathes are not arranged for op-
erating at a high speed in order to turn the driving jour-
nals. A simple and convenient method of revolving the
wheels and axle at a comparatively high speed on the
lathe centers for perfortning this operation is shown in

hhf

FIfl. 106 — Attachment t

KNUCKLE-JOINT KEYS, CHUCK FOR TURNING.

The knuckle-joint key for the side rods of mogul and
consolidation locomotives has a projection J^ in. in diam-
eter and yi in. long at the side of one end. It is a
troublesome thing to get at becau.se of its small size and
position. To do the work, a small chuck has been de-
signed. Fig, 108, that has a shank to fit in the live center
hole of the lathe spindle. The projecting head is split
and provided with a tap bolt for clamping. The outer

AiiyA Aiy Finishtd tf«y.

Fig. 108— Chuck for Turning Knuckle-Joint Keya.

Fig. 106; a pulley on the countershaft is belted direct to end of the slot is cut out so that the shank of the key

one of the driving wheels as shown. The intermediate can be put in. Tightening of the bolt clamps the key

pulley is provided to make adjustment for different size and leaves the projection on the key so that it can be

wheels. — C. J. Drury, General Roundhouse Foreman, turned quickly and accurately, — Delaware, Lackawanna

Atchison, Topeka & Santa Fe, Albuquerque, Neiv Mex. & Wesiern, Scranlon, Pa.

JOURNALS, TRUEING TRUCK.

KNUCKLE AND WRIST PIN CHUCKS.

The journals of an engine truck are frequently worn Slightly different designs of chucks for turning
slightly out of true and. need such a small amount of knuckle and wrist pins are shown in FSg. 109. They are

RAILWAY SHOP KINKS.

designed for screwing on the main spindle of the lathe,
and are notched, as shown, to facilitate removing by the
use of a block and hammer. The outer end of the
casting is threaded to correspond to the threads of the
knuckle or wrist pin. The wrist pin chuck is arranged

LATHE, END TOOLS FOR.

A German machine shop is using an end tool for cer-
tain classes of work, such as centering and the like, that
is handy, easily used and capable of variations not shown
in the sketches. It may be used in the case of stock that

Ftg. 10»— Knuckle and WH«t Pin Chuck*.

for securing the pin against a lock nut as shown, while
the knuckle pin chuck has a key which bears against the
end of the pin. These chucks are convenient for this
class of work and are easily and cheaply made. — E. I.
McKernan, Tool Supervisor, Atchison, Topeka & Smita
Fe, Topeka, Kan.

LATHE CENTER GRINDER.

A pneumatic grinder for lathe centers is shown at E
and G in Fig. 175 and in Fig. 110. It is made from a
rotary air motor originally designed for drilling 3/16-in.
tell-tale holes in staybolts. It is comparatively small and
may easily be held in place in the ordinary lathe tool
holder, — M. H. Westbrook, Foreman, Grand Trunk
System, Battle Creek, Mich.

Fig. 111— Work Don« by End Tool

is to be worked off or centered, as shown in Fig. Ill,
Nos. I, 2 and 5, showing round, square and octagonal
sections, respectively ; No. 4 shows the bar as it is broken
ofE, No. 5 with the end milled and centered, No. 6 with

-if*'

r*i

("t*

■*iv.

Fig. 110— Dstalla of Lath« C«nter Grinder.

MACHINE SHOP.

the end milled and center bored; No. 7 is a small rod
turned or milled with a hemispherical end to correct cen-
ters. One form of the tool which centers and end mills
is shown in No. 8 (Fig. 112). There is a sliding center
drill, which makes a 60-deg. countersink in the end, of a
depth and diameter dependent on the amount of projec-

Fig. 112 — End Tool for Lathes.

tion of the bit. The rest of the tool forms an end mill
with two cutting faces. Where center boring is desired
the tool, instead of being slotted, is merely drilled to
accommodate the small flat drill, No. p. For ball mill-
ing, as in No. 7 (Fig. Ill), the bit is made as shown in
No. JO (Fig. 112). The same holder may be used for
either the countersink or ball tool.

LATHE TOOL HOLDER.

A tool holder for use on lathes is shown in Fig. 113.
It is made of machine steel for all sizes of lathe tools
and is designed to hold the tool at the proper angle and
form a rigid support for the cutting edge. This will
allow small-size high-speed tools to be used on heavy

Z2>

^s-

: • ,0

1" ic"

-%-\

4in^lisf^^^

Fig. 113— Lathe Tool Holder.

work without vibration and chatter. The economy in
high-speed steel is also an important point. The holder
is clamped in the tool post and the wedge hinged on a
pin is arranged above the tool and damped down on it.
— S, S, Lightfoot, Bonus Demonstrator, Atchison, To-
peka & Santa Fe, San Bernardino, Cat.

LATHE TOOL HOLDER.

A heavy duty boring and turning tool for use on engine
lathes is shown in Fig. 114. It is used in place of the
tool post and is clamped to the slide rest by two J^-i^i'
bolts as shown on the drawing. After the holder is
placed in position it is unnecessary to remove it for grind-
ing the cutter, which may be easily removed and re-
placed by slackening off and tightening the set-screw.

n'^:n

^ -ft ^

^ Square
7^ —

<s>

Fig. 114 — Heavy Duty Boring and Turning Tool.

The cutting tool is made of j4-in. square tool steel and
may be set to bore on either side. The time consumed
in turning rod bushings, for which it is used almost en-
tirely, has been reduced about 35 per cent. — A. S, Wil-
lard, Foretnan, Norfolk & Western, Crewe, Va.

LATHE TURRET TOOL HOLDER.

A simple lathe turret tool holder, to carry four tools,
which may easily be constructed, is shown in Fig. 115.
Each tool is held securely in position by two ^^-in. set-
screws, and the turret head is clamped to the carriage

^'Fram^

I k

«>n-

,i-.

^ I

Fig. lis— Turret Tool Holder for Lathe.

of the lathe by tightening the nut on the 1-in. bolt about
which it revolves. — P, F. Smith, Chief Draftsman;
Thomas Marshall, Master Mechanic; Henry Holder,
General Foreman, and James Findlay, Machine Shop
Foreman, Chicago, St, Paul, Minneapolis & Omaha, St.
Paul, Minn,

RAILWAY SHOP KINKS.

MILLING CUTTERS, GRINDER FOR.

A certain shop bought a milling machine, which was
used extensively, but had no accurate means of grinding
the cutters. There happened to be a small lathe bed
handy that had been discarded. The head and tail stocks
were removed, and in their places brackets, A A (Fig.
116), were placed. These were bored to take the man-
drel B. A bearing with a shaft, pulley and emery wheel
was attached to the carriage and was driven by an over-

duty the arbors become slightly sprung, which results in
two or three teeth having to do most of the work. In
many ways this method has proved superior to the gen-
eral practice. The portable grinder has been found use-
ful for other purposes. — M. H. Westbrook, Grand
Trunk, Battle Creek, Mich.

MILLING CUTTERS, IMPROVED.

A new form of spiral milling cutter used by the Cin-
cinnati Milling Machine Company is illustrated in Fig.
118. The spacing between the teeth is V/i in., and this
allows ample room for the chips, the space being
about four times as great as in the usual standard
cutter. The chip made by a milling cutter is quite
different from that produced by a lathe or planer
tool. The latter makes chips of uniform section,
while the section of a milling chip increases from
zero to a maximum. When the cutter revolves it pene-

Fig. 116 — Imprvvlaed Grinder for Milling Cuttera.

head drum. The milling cutter C, to be ground, was
put on the mandrel and the latter was clamped by the set-
screws in the brackets A. Adjustments were made by
easing off on the screws and turning the mandrel. The
traverse of the emery wheel was accomplished by hand
through a feed screw, not shown, and by the adjustment
of the cross feed of the carriage. Rather, crude for fine
work, but it served its purpose for many months in a
pretty big shop.

MILLING CUTTERSj GRINDING ON ARBOR.

A method of sharpening milling cutters while on their
arbors is shown in Fig, 117, A portable adjustable head

Fig. 117— Sharpening Milling Cuttera In Place on Arbor.

carries an emery wheel which is driven by a belt from
an air motor supported on a suitable frame. This method
is considered an improvement over grinding them in the
usual way in the tool room, as frequently after severe

Fig. IIS— Now Form of Spiral Milling Cutter.

trates into the work and compresses it, which results in
a springing of the arbor. After a certain amount of
spring, the blade begins to remove a chip. It is believed
that this action more than any other causes a dulling of
the cutter. With a light cut it is possible that one tooth
would fail to take a chip and the succeeding tooth would
remove the double amount of its normal cut. This ac-
tion is inherent in milling cutters, and experiments have
recently been made by the Cincinnati Milling Machine
Company for the purpose of discovering some method
of minimizing these results.

The ability of a milling cutter to remove metal is also
limited by the relation between the size of the chip and
the space between the teeth. This limitation does not
exist with lathe or planer tools, as the chips or turnings
have ample space in which to flow off. It was found
that with the ordinary spiral milling cutters the amount
of metal removed per tooth was sufficient to fill the chip
space, and the capacity of the cutter was limited to small
output ; but when the space between the teeth was in-
creased to allow ample room for the chip, a given amount
of metal was removed with less power. This fact has
led to the adoption of standard cutters 3j4 in. in diam-
eter, with only 9 teeth and 4>i in. in diameter with 10
teeth, corresponding to a spacing of lj4 in. between the

MACHINE SHOP.

teeth. The chip space is thus made four times as large
as that in general use at the present time.

By the use of these improved milling cutters, the
amount of metal removed per horse power has been
largely increased, and the capacity of the knee and col-
umn milling machine has been considerably enlarged

w 1—

.vw,^.

10B.H.tplnI4teath

10 B.H.splnd5tMth

^^/ \

]0*E.Hji9lralStMth'

Fig. 119 — Naw Type of Taper Shank End Mills.

without increasing its size or weight. Experience with
the cutters has shown that they have other advantages,
and few, if any, of the minor disadvantages which might
have been expected. In roughing ordinary work the
wide-spaced cutter remains sharp for a longer period,
even where the feeds have been increased, and in many
cases double the amount of work can be done without re-
sharpening. With a smaller number of teeth, it is also
found that the time required for re-sharpening is only
one-half that for the fine-toothed cutter.

The ratio of the pitch to the depth of tooth is practic-
ally the same as with the older form, and the depth of the
new tooth is about twice as large as formerly, so that the
cutter can be sharpened a greater number of times, and
its life is thereby considerably increased. Another ad-
vantage of the wide-spaced tooth is the fact that, while
at first glance it has the appearance of weakness, it is
stout and well proportioned, and while breakage of the
old cutters is not frequent, the new ones do not break,
even when subjected to the heaviest class of service. It
might be thought also that the wide spacing of the teeth
would cause the feed to act with a jerk, but the feed is
smoother and there is less jerk when the cutter first
strikes the work, because there is less spring in the arbor,
which is made larger than formerly, and there is less ten-
dency for the cutter to ride over the work.

The new spiral cutter is particularly weU adapted to
milling cast iron, and with it there is a notable absence
of jerking and chattering which is often found in milling
this material. Where very smooth finish is required it
has been the custom to use a roughing cutter with a chip
breaker, followed by a fine-toothed cutter without the
breaker, and this requires a large number of extra cut-
ters. Another advantage of the wide-spaced cutter is
the fact that the chip breaker can be used without aflFect-
ing the smoothness of the finish, and only one cutter is
required for roughing and finishing.

The new standard end mills used by the same company
are shown in Fig. 119. The 1-in. mill has only four
teeth, and the 2-in. mill has eight teeth. In cutting, these
mills are remarkably free. A 2-in. end mill will cut a
slot 1 1/16 in. deep in cast iron at the rate of 6 in. per
minute. The same cutter removed a section from the
end of a casting Ij/^ in. wide and Ij^ in. deep with a
feed of 11 in. per minute. A similar cut 1 in. by \%
m. in section was taken with a feed of 33 in. per minute.

Fig. 120— Spiral Shell Milling Cutters.

Shell end mills of the wide-spaced type are shown in
Fig. 120.

Perhaps the most interesting improvement is that shown
in Fig. 121, illustrating the new type of helical cutter
as designed by the Cincinnati Milling Machine Com-
pany. These cutters are very efficient when working on
steel, and the power consumption is extremely low com-

RAILWAY SHOP KINKS.

pared with that of ordinary cutters, the tests showing
that a roughing cut in steel requires only one-third the
power of an old-style spiral mill. The chips come from
the work in the form of gimlets with the back burnished,
and the surface shows no sign of tearing of the metal.
The peculiar feature of these cutters is that they push
the chip off in the direction of the axis of the cutter,
or at right angels to the feed. The power consumption
for cutting steel is so low that a roughing cut requires
only about one-third the power used by the old-style
spiral mill. For cast iron their performance is not so
favorable. As they do not make revolution marks, a
much causer feed can be used for finishing, and a cutter
with ttuKc teeth will allow a finishing feed three times
as fast as the ordinary spiral cutter. On accoimt of
the direction of thrust being parallel with the axis of the
arbor, there is a complete absence of spring in the arbor
in cutting steel. This fact makes it possible to use the

of the American Society of Mechanical Engineers for
April, 1911.

OIL CUP, MACHINING SOLID.

The tool shown in Fig. 122 was designed for use on the
boring bar of a horizontal milling machine for finishing
solid side rod oil cups. The tool is held on the boring
bar by a J^-in x %-ia. key. The arm of the tool has a
Vi-m. slot cut through it on an angle in which the cutter

-'»• 1

Fig. 122.— Tool for Machining Solid Side Rod Oil Cups.

is held by the set-screw. After the outside of the cup is
finished a counterbore and tap are used on the inside.
These tools have shanks to fit the ends of the boring bar.
By this method it is possible to complete the work on an
oil cup at one setting of the rod. — C. C. Leech, Foreman,
Pennsylvania Railroad, Buffalo, N. Y,

OIL CUP, MACHINING OUTSIDE OF SOLID.

A device for machining the outside of solid rod cups,
rocker arm bosses, etc., on a drill press, is shown in
Fig. 123. The sleeve at the upper end fits over the drill

Fig. 121— Details of New Type of Helical Milling Cutter.

milling machine without braces in most cases where they
would be otherwise needed.

The end pressure on the spindle is not excessive, and
although the interlocking right and left-hand helix was
made to obviate this objection, little advantage was found
from it in this respect. The best results are obtained
when running at the usual speeds of the ordinary spiral
cutter,. and the new cutters show a remarkably low power
consumption in cutting steel as compared with any other
form of cutter. Mr. DeLeeuw explains why the new
helical cutter shows a less saving in power on cast iron
than on steel by saying that a cutting tool must detach
the chip by bending and partially breaking it. When
cutting steel, the radius of curvature of the chip becomes
greater with increased rake, and the extent to which the
chip is broken off becomes less. Cast iron allows much
less bending before breaking, so that even with the in-
creased rake, the chip is still broken up, as when the usual
form of spiral is used, and no saving of power is possible.

These illustrations are from a paper on the "Efficiency
of Milling Cutters," by A. L. DeLeeuw, in the Journal

Fig. 123 — Tool for Machining the Outside of Solid Rod Cups,

press spindle and is held in place by a flat taper key. The
forked end is milled at the ends of the two forks to take
J^ in. X lyi in. tools which are secured by set-screws
as shown. One of the tools is made with a straight face
for finishing the rod at the bottom of the cup, and the

MACHINE SHOP.

other is rounded for the finishing cut and filleting. The
tool with the straight face at the bottom is set a little in
advance of the other tool and takes a roughing cut on
the side of the cup as it is fed down, the other tool follow-
ing it with a finishing cut. Cups may be finished on the
outside in fifteen minutes with this tool. A pin may be
placed in the center of the tool, which will act as a guide
and furnish stabilit}' during the operation. Different
sizes of these pins may be used for different classes of
work ; in turning a cup or boss a hole is first drilled for
the insertion of the pin. The tool may be used with or
without the pin, as the nature of the work requires. —
R. E. Brczvn, Foreman, Atlantic Coast Line, Waycross,
Ga.

PISTON RING GANG TOOL.

A gang tool for turning and finishing cylinder piston
rings is shown in Fig. 124. While it is usual to employ
gang tools for cutting off the rings, this device includes

Fl(|. 12G — Pneumatic Clampa and Jiga for Boring Holea in Plna.

Fig. 124 — Platon Ring Gang Tool.

a roughing tool on the same holder as the six cutting-
off tools. The rough casting is just large enough to per-
mit of cutting five rings and is finished on the inside with
a regular cutting tool on one of the two heads of the
boring mill. The outside is turned with a tool in the
second boring head and the rings are separated and fin-
ished on the sides by the narrow cutters. The num-
. ber of rings finished by the ordinary method with a single
tool is one per hour, while the gang cutter will finish
three rings per hour, — Chicago, Miln>aukee & St. Paul,
West Milwaukee, Wis.

PINS, PNEUMATIC CLAMP FOR DRILLING.

A four-spindle drill, equipped with a gang of pneu-
matic clamps and jigs for drilling holes in pins, bolts,
etc., is shown in Fig. 125. To operate the clamp, air at
a pressure of 85 lbs. is admitted to the cylinder A, and
the lever B is forced down on the pin. The jig C is fitted
with a set of bushings whose inside diameters corre-
spond to the sizes of the drills used. The clamp is
shown in detail in Fig. 126. — Chicago & North Western,
Chicago.

Fig. 126 — Pneumatic Clamp and Jig for Drilling Plna, Etc.

OIL CUP, UNDER-CUTTER FOR SOLID.

With the advent of side and main rods having oil cups
forged on them it became necessary to devise a tool for
cutting the clearance space at the base of the threads in-
side the cup. This can be done by using a small cutter

RAILWAY SHOP KINKS.

on a vertical spindle. In this case, however, it is neces-
sary to have the spindle of a diameter sufficiently small
to allow for feeding the tool into the work, with the re-
sult that the tool chatters and the cut is generally unsatis-
factory. The tool shown in Fig. 127 was designed to ob-

-w£---|

-P^

Fig. 127— Solid Oil Cup Under^Cutter.

viate these difficulties. Its outside diameter is made slightly
less than that of the hole drilled for tapping. The cut-
ting edge of the tool is seen at B. The opposite end of
the cutter receives the end of the lever which is fulcrumed
at A. Power is applied to force the cutter outward
through the square threaded screw. The circular plate,
fastened by four countersunk screws, holds the cutter
within the tool. The six flutes provide for gathering
the cutterings. This tool is for use in a drill press and
has a standard Morse taper shank. — Erie RoUroad, Mead-
viltc. Pa.

PEDESTAL CHUCK, -ENGINE TRUCK.

At the Silvis shops only the top end of the engine truck
pedestal is machined, where it fits the frame. This work

•4

oil Uo

tt[ =

— X

i
i

!»'

^I'sfudi Q

U...e-

zti

,%ii * 'sef Jcrerrs,

!-3'.*

o\\ io

tli-..

L j^' ^

Fig. 129— Spaclal Tool Post Us«d on Slottor for Machining
th« Endt of Engine Truck Pedestal*.

tool posts fit the slots in the clapper and are set 6 in,
apart so that two tools may be operated at tlie same
time. — Rock Island Lines, Sihis, III.

riSTOPJ RING MANDKEI..

The piston ring mandrel, Fig. 130, consists of a cast
iron bell-shaped cone on a threaded spindle, which is
held between the lathe centers. On the same spindle is
pressed the flat casting, on which the slotted dogs with
tapered ends to fit the taper on the cone are bolted. By
turning the nut shown just in front of the bell-shaped
cone, the dogs are forced outward from the center and
engage the inside of the ring, as shown. A driver, which

Fig. 128 — Chuek to Hold Engine Truck PedeaUle on Sfotter.

is done on a slotter in a minimum amount of time by the
use of the chuck shown in Fig. 128, The chuck holds
two pedestals at a time, square with the cross-feed. The
1 X 6-in. studs clamp the pedestals to the chuck, and the
chuck itself is bolted to the table by 1-in. bohs through
the four 1 1/16 in. holes. In practice the pedestals are
placed in the chuck and the four set-screws are set up
by hand; the pedestals are then drawn down solid by
two horseshoe clamps used in connection with the two
1-in. studs, after which the set-screws at the side are
tightened with a wrench. In connection with the chuck
a new tool post has been designed (Fig. 129). The'ie

Fig. 130— Pleton Ring Mandrel.

MACHINE SHOP.

is bolted to the faceplate, engages a dog on the spindle,
thus driving the mandrel. Several unfinished rings are
shown hanging on the tail-stock center, and just back of
the mandrel is an iron hook on which the finished rings
may be hung. On the carriage in the foreground is
shown an extra set of dogs for use on rings of larger
sizes, which do not come within the limits of the dogs
shown on the mandrel. — P. F, Smith, Chief Draftsman;
Thomas Mixrshall, Master Mechanic; Henry Holder,
General Foreman, and James Findlay, Machine Shop
Foreman, Chicago, St, Paul, Minneapolis & Omaha, St,
Paul, Minn,

PISTON RING MANDREL.

An expanding mandrel for holding piston rings for
turning on a lathe is shown in Fig. 131. It consists of a
casting, bolted to the faceplate of the lathe, which has a
conical opening in its front face. Extending down to
this opening from the circumference are a number of
small dogs, which are expanded by driving a cone into
the tapered hole. This cone is forced into the mandrel
by the large nut, expanding the mandrel and holding
the ring rigidly in position for turning. The use of this
device has given very good satisfaction at our shop. —
F. C, Pickard, Assistant Master Mechanic, Cincinnati,
Hamilton & Dayton, Indianapolis, Ind.

PISTON RING MULTIPLE PARTING TOOL.

Piston rings may be cut from the finished stock very
rapidly with the tool shown in Fig. 132. The 2-in.

I<u si-

Ik I

I
I
I
I
I
I
I
I
I

! I ! I I !•

I
I I

J \

I I
I I

1
I

i.
II

'! J

•it:
li

I
I
I

I
J

:ipO

-I •' /#

•I

Fig. 132 — Gang Tool for Cutting Apart Piston Rings.

square shank is held in the tool post in the usual manner.
The body of the tool is made of steel, with a lj4-in. x
6j4-in- slot machined through it. There are five Xy^-in.

1=1

7oo/JAm/

Length of Shaff
7>f-

Pkif:

•^ A T^rtacfs per /nch

\ — ; \ L'

J:::k-.-..-

y-^- _.--[_

i^=^-^r — ^i— >^ \

I
I

■4'- — V%'.

Chmpiifff /fJng.

Baf/S/trt.

I I
I I

Sfme/
4'

/< 41s^

^K-

.~^r-

I
I

I
I
I

Secf/on ^'A.

60, Jf Dh/rf' Sf9^

'fg\

I
I
I
I

I
%i

I
I
I
I
I

Mfkf Sfit€/.

/^r/77 Dog.
Fig. 131 — Piston Ring MandreL

Arm Dog.

£>M

MitcfSfmet.

I
I
I

I
I

._i

RAILWAY SHOP KINKS.

X 6>^-iii. blocks, tapered from ^ in, at the top to 27/32
in. at the bottom, and two blocks having this same taper
<Mi one side, but square with the top and bottom on the
other. These two blocks fit at the ends of the slot in the
tool body, while the tapered ones lie on 1-in. centers
along the slot. The five cutters, of high-speed steel, are
10 in. long with tapering sides to fit against the tapered
filler blocks. The cutting tools and filler blocks are held
in place by the two ^-in, x 3j^-in, set screws. Before
tightening the set-screws, the ends of the cutters should
be adjusted at slightly varying distances from the work,
the tnitter fartiiest from the tool post being in advance
of the others. This provides for the rings being cut off
successively, working from the end of the stock. — Balti-
more & Ohio, Mt. Clare Shops, Baltimore, Md.

PISTOM RING MULTIPLE PARTING TOOL.

A multiple parting todi used on boring mills for
making piston rings is shown in Fig. 133. A tool is
made for each width of ring used, as it takes time to
change the spacing blocks for the rings of various

.-J^=-.

-V-,

ri™™

1 'w II

►f

SthmnTeo/.

^-!i^-.

a-*

C4=4

—3i-- 1

Ma:iof Tool.

Fig. 133— Muftiple Parting Tool for Pitton Ring*.

widths. When properly adjusted, these tools are used
to part the rings to the correct width and no facing-
up is necessary after they are cut off. The drawing
shows the tool in detail. — M. H. Westbrook, Grand
Trunk, Battle Creek, Mich.

Fig. 134— Pivton Ring Saw.

PISTON RING S.\\\'.

The machine illustrated in Figs. 134 and 135 was
devised to save time and labor in cutting and fitting pis-
ton rings. Ordinarily they are cut with a hack saw and

Fig. I3B— Piston Ring Saw.

MACHINE SHOP.

filed to fit, which usually takes from IS to 30 minutes;
with this machine the same work may be accomplished
in one minute, making a much better fit. The 1/16-in.
X 6-in. slitting saws are used with an adjustable col-
lect between them to give the desired width of gap.
The ring is held in a swivel chuck, making it possible
to cut it at any desired angle. The chuck may be
raised or lowered by the hand-wheel and J^-i^* screw.
The rings are gripped in the chuck by set screws. The
machine as shown is belt driven, but by extending the
driving shaft with a suitable connection either an air or
electric motor may be used, and it may then be readily
converted into a portable machine, if desire^. It has
been used for three years with splendid results. — W, H.
Fetner, Master Mechanic, and C. L, Dickert, General
Foreman, Central of Georgia, Mctcon, Ga,

•J

PISTON RING TOOL. ;.

A tool for use on a lathe for finishing up Dunbar piston
rings is shown in Fig, 136. The sliding tool holder pro-
vides for setting the tool to finish a number of rings to
a given size and in case of the tool's .cutting edge
wearing, it is only necessary to readjust the tool. The
steel guide pin receives the side thrust of the ring, and,
if desired, both sides of the ring may be machined at the
same time by replacing this guide pin by a cutting tool.
The work for which this tool was designed was formerly
done with a forked tool, through the ends of which steel

Pfn

TapBo/i
Fig. 136 — Piston Ring Tool.

cutters were driven at an angle and were held by set
screws. It was difficult, however, to get the fine adjust-
ment of the cutting edges which is possible with the
tool shown. — Central Railroad of New Jersey, Elizabeth-
port, N, /.

PISTON RING TOOLS.

We make piston rings with the tools shown in Fig.
137 in the following manner: A vertical boring mill with
two heads on the cross-rail is used, and is operated at
a cutting speed of about 30 ft. per minute. The left head
is used for the roughing cut at a feed of y^ in, per
revolution, and then for a finishing cut at a feed of ^

to J4 in. per revolution. The right head is used for
cutting the rings to the desired width with the special
tool shown in the upper right hand corner of the draw-
ing. It is made of six y^ in. -x, \ in. high speed steel
tools, separated from each other by strips of steel, whose
width is the width of the rings, plus the thickness of
tissue paper, this extra thickness being allowed for fin-
ish, which is accomplished by slightly raising and lower-

(kxxfwngTbol A

^ N

3haH j

^.^r:.

\V.:

/hrHn^Tool Ife

k- ^- -—

K— -8-

^Lin€r§

VHuck

•ci,

K ^1

f^^'

1 \

/ I

rHfiek-

^Scrtws

Covtr Phh.

o o

Fig. 137 — ^Tools for Making Piston Rings.

ing the head with the parting tool after it has cut to
the proper depth. The pocket in the tool, which con-
tains the; six tools, should be 1/32 in. less in depth than
the thickness of the tools, so that the cover plate when
placed over the tools will hold them firmly. The set
screws at the top of the head also clamp the tools and
spacing strips firmly in place. After the first six rings
are finished, if it is desired to groove them so that the
bearing on the cylinder walls may be reduced, another
tool. A, should be inserted in the other side of the head.
Very little time is thus required for separating and fin-
ishing the rings, for while the left hand head is rough-
ing and finishing the outside of the casting, the right
hand head is separating and. grooving the rings. In
boring off these rings it is not necessary to raise the
head to remove each ring separately, as they will ride in
place and time is saved by taking them off four or six at
a time. With this device we have been able to reduce
the cost per ring 33 per cent. Forty-five rings, from 20
in. to 22 in. in diameter, are finished in 10 hours. That
part of the tool, or head, which holds the grooving tool
may be used for a variety of other purposes, often mak-
ing it possible to do odd jobs on the machine without re-
moving the tool from the head. — John V. Le Compte,
Assistant Foreman, Baltimore & Ohio, Garrett, Ind.

PISTON RING TOOLS.

The tool shown in Fig. 138 was designed for cutting
off piston rings in a high-duty lathe. The illustration
shows the tool at work parting piston rings. It con-
sists of a heavy tool post bolted to the carriage, with the
cutting-off tools set in and held by set screws in the
ordinary way and spaced the proper distance apart to
give the correct width to the rings when they are separ-

RAILWAY SHOP KINKS.

« i«l !«!
ioi

Turning.
Fig. 138— P)«ton Ring Tool.

ated. It can also be used for the roughing and finishing
tools for turning as shown in the illustration, these two
tools being operated simultaneously. — Frank Rattek,
Brighton, Mass.

PISTON ROD OIL HEATER.

It is not necessary to heat sprung piston rods in the
blacksmith shop and hurry them to the lathe centers for
straightenii^, when a heater similar to the one shown
in Fig. 139 is used. The oil supply is kept in the reser-

Fig. 140— Platon Rod Paeklng Ring Mandrel.

voir mounted under the furnace, and the furnace may
be easily rolled alongside of the machine, — Lehigh Val-
ley, Sayre, Pa.

PISTON ROD PACKING RING MANDREL.
The mandrel shown in Fig. 140 is designed for use cm
a lathe for turning piston rod packing rings. The shaft
A has a shoulder H against which the part B bears,
being shrunk on. This part is also tapered as shown to
receive the cone C, which is driven against the end of
the jaws E, causing theni-to move out against the pack-

Fig. 139 — Oil Furnace for Heating PItton Rods Preparatory to Straightening Them In Lathe Center*.

MACHINE SHOP.

ing ring. The six jaws are held in place by the plate F, are attached to the crossbar. This crossbar is moved up

which is bolted to the face by six screw-head bolts. This
chuck is accompanied by several sets of jaws in order
to cover a wide range of diameters, the travel of any one
set being only J-S-in. If desired, the chuck can be made
to fit into the sleeve of the live center of the lathe, which
makes a carrying dog unnecessary. This chuck may also
be used for turning steam pipe joint rings, by having a
set of long jaws. — C. C. Leech, Foreman, Pennsylvania
RailTckid, Buffalo. N. Y.

PISTON ROD PACKING, MANUFACTURE OF

The devices in use for making metallic packing rings
for piston rods and valve stems start with the molding of
the rings and cover each successive step until they are

and down by the piston rod in the small cylinder at the

Fig. 143 — Chuck for Boring Paoking Ring*.

base. This cylinder is <tbout 3 in. in diameter, with a
3-in. stroke of piston. When air is admitted to the bot-
tom of the cylinder the cores are held up in place and
the mold is ready for pouring. After the rings have

F)g. 142. — Expanding Mandrel for Turning Platon Rod Paclclng.

Pig. 141 — Moiding Mactilne for Platon Rod Paelcing Ringt.

completed. The molding machine is a moditicalion of a
regular molding machine in that it mechanically draws
the core after the ring has been cast. In the machine.

Fig. 144 — Tooi for Forming Motaiiie Paciclng.

cooled air is admitted to the upper end of the cylinder,
the cores are pulled down and the rings are readily re-
moved.

For turning the rings there is a special expanding man-

Fig. 14fi— MeUilic Paclcing Chuel<.

a photograph of which is reproduced in Fig. 141, the drel, Fig. 142, which is made to screw on the end of

tc^ plate is bored out to form three dies or molds, into a lathe spindle in the place of the face plate. Beyond the

which the metal is poured. The cores of these molds are hub in which the screw thread is cut is a projecting

held in place hy the three stems that project down and mandrel, cut with a thread for the nut A, then with a

RAILWAY SHOP KINKS.

taper to take the expander, and at the end with a thread
for the tightening nut jB, The expander is of the usual
ring type cut to permit of being expanded as it is forced
on the taper. The operation is very simple ; the packing
is slipped on over the expander, as indicated by the
dotted lines, and the tightening nut is drawn home. After

.u.

r*H

1 ' '

1 1

^ i

•1

i._

Q O I Q O

J 'hpfyr Stt Serwiii'S

Fig. 14«— Facing Tool for Metallic Packing.

turning, the expander is backed off by the nut A. An-
other chuck, Fig. 143, which screws on the lathe spindle,
is used for boring out. This chuck is bored out on the
face to receive the ring, which is held in place by the
nut A.

The tool used for forming the outside of the rings with
these chucks is shown in Fig. 144. It is held in the or-

body and are bored with tlie flare away from the head.
The taper mandrel has a long stem (2) extending through
the spindle to the back, where a handle is attached that ex-
tends to the front of the lathe within easy reach of the
operator, ■ The movement of this handle is limited 1^
stops, so that the mandrel cannot be thrown out too far.
This makes the chucking of the ring an exceedingly rapid
operation and leaves the outside and one end of it acces-
sible for machining.

The tool for facing the rings with this chuck is shown
in Fig. 146. It consists of a head carrying a tiat-blade
tool which is pushed against the ring.

The chuck and tools used for forming the vibrating
cups are shown in Fig. 147. The stem of the chuck is
made to fit the machine that is used, and the cup is held
by the set-screws. The tool holder D is set on a vertical
spindle and turns so as to bring either the roughing or
boring tool into play. The inside of the cup is finished
with the tool E. — Delwware, Lackawanna & Western,
Scranton, Pa.

PISTON ROD AND VALVE ROD PACKING.

The four photographs. Figs. 148, 149, 150 and
151, show the three processes of making the soft metal
rings and that of handling the vibrating cups. The
rings are cut from a cast bushing, using a gang
tool and cutting off one set of three rings at a
time as shown in Fig. 148. The bushings for piston
rod packing are cast sufficiently long for cutting
five sets of packing from each, while those for valve
stem packing make six sets per bushing. The bushing
is rough bored to a minimum rod diameter before the
rings are cut. This rough size also suits the mandrel
which is used in the second operation, that of forming.
On top of the turret head is shown a number of cut
rings, and on the pegs of the shelf above the machine are
a number of sets of both cut rings and the finished

Fig. 147 — Tool for Forming Vibrating Cups.

dinary tool post and is simply fed against the ring as it
turns in the chuck.

Another form of chuck is that shown in Fig. 145. It
requires a lathe specially fitted to receive it, and this has
been provided, an old turret lathe being used for the pur-
pose. The body of the chuck is screwed on the spindle,
which is hollow. The expanding rings (1) are set in this

Fig. 149 illustrates the second operation, that of form-
ing the outside of the rings to the exact contour of the
vibrating cup. A set of formed rings is shown in place
on the mandrel and the forming tool is shown turned up
so as to better illustrate its shape. The rmgs are a neat
fit on the mandrel, being held by the large nut and
washer. After this second operation the rings are placed
in stock in the storeroom, and the third operation, shown
in Fig. 150, is performed where the packing is drawn for
use. This last operation consists merely of boring the
rings to the size for a particular rod. The set of rings
is held in a bushing, of the same contour as a vibrating
cup, by a chucking sleeve. One of these sleeves is also
shown on the turret top. It has a coarse thread with
three interruptions, which permits its being quickly
placed in the chucking bushing, as but one-sixth of a
turn is necessary to lock it. This bushing checks the
finished size of the packing rings, since the rings will
not properly fit in it unless they are made of the correct
size. A number of sets of finished rings are shown in
front of the turret.

MACHINE SHOP.

The method of machining the vibrating cups for this
packinif is shown in Fig, 151. Close inspection of the
photograph shows the two tools — roughing and finishing
— which are used. These are forming tools, the roughii^
one doing most of the work and the finishing tool being
used only for a light finishing cut to the exact contour
of the rings. The rough casting is held in the universal
chuck as shown. The outside is turned off and then the
inside is formed. The cup is then reversed in the chuck,
the straight face is finished and the rough metal re-
maining on the outside diameter is turned off. Vibrating

PISTON BOD PACKING AND VIBRATING CUPS.

The shouldered piston rod is used on most of the loco-
motives of the Lehigh Valley, this being done to get a
large crosshead fit. It necessitates the use of packing
having a split vibrating cup, and the work of machining
these cast-iron cups on a Gisholt turret lathe is of con-
siderable interest. The first operation is shown in Fig.
152. The cup casting is made in halves and the edges
which fit against each other are finished on a shaper be-
fore the turret lathe work begins. Stock is made the
length of two vibrating cups. The illustration shows

Manufacture of PItton and Valve Rod Packing.

cups are placed in stock and bored out to fit the rod
when used.

The Gibbs pattern of vibrating cup is used on piston
rods with enlarged crosshead fit ends, a built-up cup
being necessary. The brass portion of the cup is cast
in halves. These are faced for joining, doweled, sweat
together, machined and afterward broken apart. The
machine work is done on the same lathe and with the
same tools and chucks as used for the packing. — Lottg
Island Railroad, Morris Park, N. Y.

the first stage of the work completed, that of machining
the outside of one cup. The snap gage used for this
work is shown on the carriage of the machine. It will
he noticed that a four-jaw chUck is used for this work.
It was formerly performed with a three-jaw chuck, hut
it was necessary to drill and dowel the halves before
putting them in the machine. This not only required
time, but castings were very often ruined by having the
small drills broken off in them.

The second operation is illustrated in Fig, 153. At the

RAILWAY SHOP KINKS.

Fig. 1SZ— FIrat Turret Lath« Operation In Finishing Two Part
PItton Rod Vibrating Cup*.

completion of the first operation, the chucking sleeve,
shown in Fig. 153 is placed in the machine. The inside
contour of this sleeve corresponds with the outside of
the vibrating cup. The second cup is then machined to
the snap gage and is cut from the one in the sleeve with
a parting tool. The second photograph shows the cup
just after it was cut off.

Fig 154 illustrates the operation in which the cup is
machined on the inside. Still clamped in the split sleeve

Fig. 1M— Finishing tho Inside of the Two-Part Platon Rod
Vibrating Cup.

used in the previous operation, an ordinary roughing
tool is used to cut away the sandy rough cast iron. Tlien
two forming tools are used, the roughing one of which is
shown on the tool turret, and the other in position in
the turret. This shaping is done to the snap gage shown
on the machine, near which are the halves of a finished
cup.

This vibrating cup when in use fits into a brass vibrat-
ing cup, the bore of which is made large enough to slip

Fig. 153 — Second Vibrating Cup Completed on
and Cut from the FIrat One.

Fig. 15S — Finishing the Inilde of the Large Brass Vibrating
Cup In Which the Cast Iron Cup Fits.

MACHINE SHOP.

over the shoulder of the piston rod. These brass cups
are machined on the same turret lathe, being gripped in

the four-jaw chuck, extension straps on the jaws, how-
ever, being necessarj-. The two forming tools used are
shown in Fig. 155, as is a completed cup and a com-
pleted combination of the brass and cast iron cups as used
on the locomotive.

An ingenuous tool for forming the inside face of the
gland used with these vibrating cups is shown in front
of the face plate. Fig. 156. The tool has five separate
inserted cutters. The gland is, of course, first roughed
out with a roughing tool.

The machine on which the soft metal packing rings are
finished is shown in Fig. 157. In the foreground are
shown the molds in which the packing rings are cast
separate. Provision is made for casting 12 piston rod
and six valve rod rings at one pouring. After the metal
is poured, the cores are raised by the air cylinders, and
the rings may be taken off to cool. Each ring is faced
separately and then a set of three is put on the expand-
ing mandrel and finished to exact size and contour, using
a broad forming tool. The spindle is equipped with a
friction clutch, which is thrown in by the lever seen just
over the work. This provides for rapid starting and
stopping. On the floor is shown one of several boards
that fit neatly into boxes in which finished packing rings
are shipped to various points on the road. — Lehigh Val-
ley, Sayre, Pa.

PISTON" VAI.VE BL'SHINGS, SLOTTING.

The cutting of the diagonal ports in bushings for piston
valves is a slow process at best and usually requires con-
siderable filing after it is completed. By the use of an
angular cutting edge on the broaching tool shown in Fig.

Fig. 1S7 — Moid* for Pouring and Machine for FInlihIng Piaton
and Valve Rod Packing Ring*.

Fig. 168 — Shaper Ualng Special Tool on Valve Buehlng.

159, most of the diagonal ports can be finished on the
small shaper. The photograph, Fig. 158, illustrates the
manner in which the bushing is chucked on the shaper
and the drawing shows the shape of the broaching cut-

RAILWAY SHOP KINKS.

ter. The old method of slotting these ports required 8
to 10 hours, but by this improvement the work can be

PISTON VALVE CHAMBER, BORING.

A traveling head set on a boring bar for boilpg piston
valve chambers and which is moved along it by. a screw

^..-vi-'—

I
I

^ ^l _j

Fig. 159 — Tool for Cutting Ports in Piston Valve Bushings.

done in 4 hours. — Chicago, Mihvaiikee & St, Paul, West
Milwaukee, Wis.

PLANER TOOL BAR.

A double tool holder used principally for finishing shoes
and wedges is shown in Fig. 160. The tool blocks in-
serted in the end of the holder are pivoted on the ^-in.
pin and are held in position by the spring shown. Both
sides of the frame fit of the shoes and wedges are fin-
ished at the same time. The spring arrangement pro-
vides release for all reverse movements.- This tool has
been successfully used in these shops for several years.
— F. C, Pickard, Assistant Master Mechanic, Cincinnati,
Hamilton & Dayton^ hidianapolis, Ind.

Fig. 161 — Tool Head for Boring Piston Valve Chambers.

feed is shown in Fig. 161. It is not new in design, but
may be of value to those who have none. The head itself
is of cast-iron in the form of a disk A, of a diameter to suit

-z^^-

I* 9" /'

^•0

■--a

^.._

th/e/6r
'Spring

«w

1
1

^ 1
MO
M

! 1

— 1 1

\ >

si'. ^_^V-

^ I

One Too/ Block Ho/den

.—3k'-

. — .J u y~ — J

T — r

Trr.

^|5>-/|--^|5^|i|

% DJam.

Y-'i--^

T — r

-I-T

c::zi

y \

k 3k'- -M

7m? Toof Btocks.
Fig. 160 — Double Tool Holder for Planer.

'^-I'-^i

U- .si M

Too/ B/ock Bo/f

Ho, 10 tY/rg 3prtng.

±.JL

«--

SefScretrs.

MACHINE SHOP.

that of the chamber. It is bored and key-seated to fit a
3-iii. boring bar and its spline. Opposite the key-seat is
another and broader one, dove-tailed to take the feed
nut B. The tool-holders C are set in T slots cut in the

the shoulders at B rest on the top surface of the planer
bed. The dimension C is made slightly less than the
width of the slots in. the bed plate. — Baltimore &■ Ohio,
Ml. Clare Sliops, Baltimore, Md.

PLANER, TURRET TOOL HE,\D FOR.

The application of an inexpensive turret tool head to
a small planer is shown in Figs. 164 and 165. It was
primarily made to reduce the time of planing shoes and

Fig. 162 — Guide H«ad for Boring Platon Valve Chambers.

face of the disk, and are adjusted by the screws D, which
are threaded radially into the hub, and have a head that
fits the tee in the tool-holder. At the ends of the valve
chambers the bar is held by guide-heads. Fig. 162, bolted
fast by means of the valve chamber head studs. — Dela-
ware, LackaxvanHa & Western, Scranton, Pa.

PLANER STOP.

The usual practice in planer stops is to drive tapered
plugs in the cast openings in the planer bed. This ar-
rangement makes a good, steady stop, but the repeated
driving in and drawing of the tapered plug results in
ktK>cking off the corners of the openings, making an

Mi'-I

U -.: i

Fig. 1fl3 — Planer Stop.

Fig. 164 — Turret Tool Head Applied to a Small Planer.

wedges, there being three tools for each shoe. However,
it has since proved adaptable to the general run of work
and is a good time and labor saving device. The tool
head is bolted to the clapper E and turns on the pin B ;

o *

0=0

i^jT— 1

hfJ

mi-

Fig. 165— Detail! of Turret Tool Heab for Planer,

it is centered by the pin C and is clamped in position by
the hand nut D.—M. H. Westbrook, Grand Trunk, Bat-
tle Creek, Mich.

PLANER TOOL BAR.

unsightly planer bed. The stop shown in Fig. 163 may The planer tool bar shown in Fig. 166 was designed to

be made of cast or wrought iron. The side elevation overcome the necessity of resetting a planer toot on the

shows the position which it assumes when being used, clapper plate when changing the direction of cut. It is also

The surface A bears against the top of the T slot, while useful in permitting the use of small tool steel cutters.

RAILWAY SHOP KINKS.

The cutter is held in position by the bolt, through the
head of which it passes. The cutter may be easily and

small set screws. — JVilliam G. Reycr, General Foreman
and J. W. Hooteii, Foreman Repair Work, Nashville,
Chattanooga & St. Louis, Nashville, Tenn.

FE.^CH ROD END SLOTTING TOOL.

The gang slotting tool shown in Figs. 168 and 169 was
specially made for reducing the labor cost on new locomo-

M'—^ *- — f-

■^'Tc^Bo/^

-*iiP-2^--'i^-2i-~^

Fig. 16S — Planer Tool Bar.

quickly changed or turned to any angle, which adjust-
ment is much more easy and rapid than readjusting the
tool at the clapper plate. The bar is finished on its top
and bottom surfaces. — Baltimore & Ohio, Mt. Clare
Shops, Baltimore, Md.

PLANER TOOL BAH.

A double planer tool holder for machining the inside
faces of the flanges of shoes and wedges, driving boxes,

FIs. 108 — Raach Rod End Slotting Tool.

lives. A hundred or more jaws were ordered at one
time, and finished in large lots. Under the old method of
slotting with a single tool, it required two hours per jaw.

Fig. 167— Planer Tool Holder.

cross-head gibs, etc., is shown in Fig. 167. The tools are
inserted through slots in the bolts and are drawn down
tightly against the clapper plates and adjusted by the

Pig. 169 — Reach Rod End Slotting Tool on Machine.

MACHINE SHOP.

With the gang tool having three cutters, the central por-
tion and the two outside faces are finished at one opera-
tion, the time required beinp only 35 minutes. — Chicago,
Milwaukee & St. Paul, West Mihvavkee, IVis.

HEAMER, DETACHABLE.

The detachable reamer {Fig, 170) was especially de-
signed to eliminate breaking and warping of ordinary
shell reamers when the finished tool is tempered. A sav-
ing in tool steel can also be effected, as one shank may be
used for a large number of reamers. The small block

= ^- -i-

.4-

^ — ,j'„ — ^ ^/i»a,»"" i

i ! i Ma4SmnH \

Fig. 170 — Detachable Reamer.

shown in the illustration acts as a lock in holding the
reamer in the shank, as it is driven against the threaded
end of the reamer by the taper key. A clearance of 1/32
in, is provided between the end of the block and the
shank. — Fred Bents, Tool Room Foreman, Southern
PaciHc, BakersHeld, Cal.

Several reamers and shanks are shown in group /,
Fig, 171, which illustrates an idea of standardizing the

holes in special reamers so that spindles or shanks may
be made to fit into the various styles of machines that
may have occasion to use them.

The reamer on the right of group K, Fig. 171, has
been found to be an improvement over the other two as
the flutes are not as near together and there is more
room for the chips to free themselves and work out of the
hole. Under severe tests this reamer has not broken a
flute.

BRASS WORK, LATHE TOOLS FOR.

.\\y economical design of lathe tools for brass work is
shown in group 0, Fig. 171. Each tool has a seat for
the set screw located by a jig so that it will fit the shank
properly and run true with the spindle of the lathe. This
is much cheaper and more satisfactory than the solid
tools used in some shops,

THREADING TOOL.

A threading tool is shown at ;V, Fig, 171, and in de-
tail in Fig. 172. It is only necessary to grind the tc^ face
to keep it sharp. It is milled by the cutters M, which
in turn are made by feeding the chaser L into the cutter
in the lathe forming a series of angular grooves of the
desired pitch and depth. One of these cutters has
threaded 14.000 mud plugs and used up lj4 in. of the
cutter. — M. H. Westbrook, Grand Trunk.

REAMER, ADJUSTABLE. ' '

An adjustable reamer, used in connection with the
manufacture of 2-in. pneumatic blow-off cocks, is shown
in Fig. 173. There are 12 removable cutters A, which
are adjusted to the correct diameter after grinding and

Fig. 171 — MIteellaneouB Tools and Gaoe*.

RAILWAY SHOP KINKS-

Roblnns Tool |_/;J-_J

gages in each set vary by 1/32 in. — M. H. Westbrook,
Grand Trunk, Battle Creek, Mich.

REAMERS, SOCKET FOR TAPER.

A socket for holding taper reamers is shown in Fig.
175, group A. This has proved of value in reaming

Fig. 172— Threading Tool.

are held tight by the taper collar B and the nut C. One
of the cutting blades is shown in Fig. 174. These are

Fig. 175 — Mlscellaneoui Tool* and Handy Devlc«a.

main rod ends and straps. The absence of the positive
rigidity, found in the solid socket and spindle, allows
the holes to be reamed faster and with less breakages.

REAMERS, GANG CHUCK FOR MILLING.

A special gang chuck used for milling four reamers at
the same time is shown in Fig. 176. It is bolted to the

Pig. 173 — AdjuBtabU Reamer for Pneumatic Blok-Off Cocke.

made to fit tightly in equally spaced slots in the 4 1-16 in.
head. The taper collar forces them against the taper

Hf^

Fig. 174 — Cutting Blade for Adjustable Ream«r.

Fig. 17S — Gang Chuck for Milling Four Reamera at One Time.

head, holding them securely. The blades may easily be
removed for regrinding. — Chicago &■ North Western,
Chicago. table B, and the reamers are inserted in the individual

chucks C, D, E and F. The gang tail-stock is brought up

AIR PL-M.r CAGES. ,,, cj-..>f.,

as shown, and the reamers are fed mto the four cutters

A set of piston and ring gages for air pumps and pis- M, N, O and P. The chuck is equipped with a spacing

ton packing i-iiigs arc sho«n in group Q. V\^. 171. The head H, and all four reamers are spaced at the same time

MACHINE SHOP.

by the movement of the handle S. — Chicago &■ North
Western, Chicago.

QUARTERING MACHINE GAGE.

A quartering machine gage, B, is shown i

Fig. 175.

CROSSHEAD SHOES, PLANING BABBITTED.

A tool for planing babbitted crosshead shoes in one
cut is shown at D in Fig. 175. It has been made to cut
better by having the cutting edges beveled back slightly.

QUARTERING INDICATOR.

The quartering indicator, H in Fig. 175. has proved
v-aluable when pressing axles into driving wheels that
have the crank pins already in. — M. H. Wcstbrook,
Grand Trunk, Battle Creek, Mich.

REVERSE .SH.\KT JOURNALS, TURNING.

A Special tool for turning reverse shafts is shown in
Fig. 177. It consists of ^ brass sleeve A to which the
tool B is bolted. This revolves about the shaft C, which
is screwed on the spindle of the lathe. The tool is fed
by means of the carriage and the plate D, which is fitted
in the groove E at the left on the sleeve, and is held in
the tool post. — Chicago & North Western, Chicago.

REVERSE SHAKT JOURNALS, TURNING.

V\'ith the design of reverse shaft shown in Fig, 178,
it is impossible to machine the bearing and use the regu-
lar tool slide-rest, unless a long tool be used so that the
tool rest will clear the heavy arm at the center of the
shaft. A tool of this length would not have the nec-
It is slipped over the spindle and used to true up the essary stability for even light cuts, and the arrangement
crank pin preparatory to boring out the opposite wheel would be generally unsatisfactory. To overcome these.
for a new crank pin. difficulties, and to provide an arrangement by which both .

Fig. 177 — Tool for Turning Reverse Shaft* Journals.

Fifl. 178 — Pond Lathe Fitted for Truing Bearings on Reverse Shaft.

RAILWAY SHOP KINKS.

bearings may be machined simultaneously, the extension
tool-slide was designed. .The two I-beams are bolted to
the carriage of the machine. A rigid cross-bearer ex-
tends between the ends of the I-beams, to which it is
securely braced. The illustration shows clearly how the
work is done, the two tools being set for starting the
cuts. — Lehigh Valley, Sayre, Pa,

REVERSE. SHAFT JOURNALS, TURNING.

Reverse shafts are difficulty to turn in a lathe using a
stationary tool, even if the lathe has sufficient swing,
and it has been found to be better to hold the work and
revolve the tool. A simple arrangement of this sort,
shown in Fig. 179, consists of a mandrel A made to fit
the spindle of the lathe and having a center B projecting
from the other end. A cast-iron sleeve C is fitted over the
mandrel and is prevented from turning by a key. The
face of this sleeve carries a turning tool. The lifting
shaft is then supported on the false center B and that of
the tail-stock, with the arms resting against the bed o^
the lathe. The lathe is started and carries the tool and

ii::

4it~A

Casi ffwt

lli 7it ^i?^

' h fit MM onMKhlne

gpLt »

Fig. 17d — ^Tool for Turning Reverse Shaft End8.

sleeve with its spindle. These are then fed out over the
work by a bar held in the tool-post in the ordinary way
and pressing against the left side of the groove in the
. sleeve. — Delaware, Lackawanna & Western, Scran-
ton. Pa.

REVERSE SHAFT JOURNALS, TURNING.

A tool for turning the ends of shafts with arms too
long to swing in the lathe is shown in Fig. 180. The

j'CuHer Here

|llM'<V \^^

^^^^^:^.^^^m^

m^m

'fl^$$$$$$$$$$$^$$S!^.

I I

■T— T

J/i

kpUr

.--^aJ

shank X is made to fit in the spindle. The yoke A can
be made to suit any tool post, and the end for the tool E

■ri^i^MM^

Fig. 180 — ^Tool for Turning the End8 of Shafts.

can be made to take the standard size tool steel. A key F
is fastened in the center, as shown, and a key-way is put
in the sliding head G so it will turn with the center. The
head G should be a neat sliding fit on the center and the
key. The yoke A should fit the groove BB snugly. When
the yoke is fastened in the tool post the feed can be put
on in the usual way. — W, H, Snyder, Assistant General
Foreman^ New York, Susquehanna & Western, Strouds-
burg. Pa.

REVERSE SHAFT JOURNALS^ TURNING.

Because of the long arms on locomotive reverse shafts
it is impossible to swing them in an ordinary engine
lathe. Wheel lathes are sometimes used to perform this
job, but the journals are usually filed to as near round as
possible. The tool here illustrated. Fig. 181, is in con-
stant use in one of the Northern Pacific shops, and is
giving good satisfaction both in quality of the work and
in time. The stem C is screwed to the spindle of the lathe
after the face plate has been removed. The sleeve B is
a sliding fit on C but is kept from turning by the key.
The center fits into the hole shown in the end of stem C.

rr.:

1^ -/O^ ^

3»

Oi Q

<— -^|--H^U

Fig. 181 — Tool for Turning Reverse Shaft Journals.

MACHINE SHOP.

The fork A goes in the tool post, the curved end fitting
to the groove in sleeve B. The tumbling shaft to be
turned is placed between the centers and clamped solid.
A cutter is put in, as indicated, and is adjusted to
take just enough off the journal to turn it up true. The
lathe is then started. The spindle C turns the sleeve B
and the feed screw carries the carriage ahead, thus mov-
ing the cutter over the length of the journal. — F. A.
Dailey, Northern Pacific, St. Paul, Minn.

ROCKER ARM F

AND SOLID OIL CL'P TURNING TOOL.

The tool shown in Fig. 182 is used for turning rocker
arm bosses or the outside of oil cups which are forged
integral with the rod. The end A, or top of the tool, is

bored to fit the drill press spindle to which it is secured
by two 5^-in. steel set screws: The slots BB are made to
receive the cutting tools of J^-in. x I^-in. high-speed
steel ; these are secured by 5^-in.' set screws. The hole C
is made to fit the \o. 4 Morse taper of the plugs, the
diameter of the projecting end of which varies accord-
ing to the size of the pin hole in the rocker arm or the
inside diameter of the oil cup. This projecting end
steadies the tool and in case the rocker arm boss does
not have a hole bored in it must, of course, be left out.
— IV. H. Snyder, Assistant General Foreman, New York,
Susquehanna & Western, Stroudsbiirg, Pa.

ROD BRASS CHUCK.

A chuck for machining rod brasses on a shaper is
shown in the assembled and detail drawings. Fig. 183.
The chuck is secured to the side of the shaper table
by four )4-in. x 4-in. bolts, the heads of which fit in the
T-slots in the shaper table. The 'brass is held between
the two 9-in. x 9-in. plates which are drawn tightly to-
gether by the 2-in. nut on the stud which is secured to
the back of the chuck. The lower portion of this back
plate is made to fit the shaper on which the chuck is to
be used, the ^-in. x ^-in. lip fitting in a T-slot below
the one used for the lower bolts. The 10-in. taper key
is driven in under the rear clamping plate and along:
the seat shown and is then secured against loosening by
the small keeper. The front clamping plate is provided
with 12 tapped holes for J4-in. set screws which assist in
holding the brass between the plates. A ^-in. set screw
in the 2-in. pin, or stud, provides a means for holding
the brass in position while clamping. This set screw is
set up against the lower side of the brass. — Baltimore &
Ohio. Ml. Ciarc Shops, Baltimore, Md.

ROD BRASS CHUCK.

A Special chuck for planing rod brasses is shown in
Fig. 184. It is so constructed that the brass is planed

Fig. 183 — Chuck for Shaping Rod Brassas.

Fig. 184— Chuck for Planing Rod BrasMi.

perfectly square on all four sides without being un-
damped. Means are also provided to take care of wedge
brasses. The nut A clamps the brass to the chuck B ;
the nut C holds the chuck to the frame D. To turn the
brass 90 deg. the finger £ is drawn down, disengaging a
slot on the inside. The nut C is then loosened and the
brass is turned until the finger E engages in the next
slot on the inside face of B. This slot is cut at right
angles to the first stop. The brass is turned in this way

RAILWAY SHOP KINKS.

four times and is planed on the four sides. The finger F
is used when it is desired to plane brasses at angles other
than 90 deg, — Chicago &■ North Western, Chicago.

ROD BRASS CHirCK.

A device for machining strap rod brasses is shown in
Fig. 185. A small angle plate is secured to the shaper
table. An index plate provides for changing the position
of the brass. The plate has four slots set 90 deg. apart.
After the brass is secured in position it is not necessary
to readjust it, but simply to remove the catch and re-
volve the brass a quarter turn until the catch can again
be shifted into place. There is also a slot at one side

\t. /zf ^ i<— -V2-— ^

Fig. 185 — Device for Planing Rod Brasses.

ior planing the taper ends. This device will greatly in-
crease the capacity of tlie shaper on this class of work,
— F. C. Pickard, Assistant Master Mechanic, Cincinnati,
Hamilton & Dayton, Indianapolis, hid.

ROD BRASS, RADIAL CHUCK FOR.

The chuck shown in Fig. 186 was designed to plane
the front half of main rod brasses. These are circular in

shape, forming practically one-half of a bushing, al-
though some of them have flat sides. The ends of the
chuck for this latter type are designed accordingly, as
shown by sketch Y. There are many chucks of tHis gen-
eral construction, but most of them are heavy and it is
necessary to remove the shaper chuck from the table when
using them. This chuck is held in the shape*- chuck

Fig. 18&— Shaper Rad

Chuck,

while in use. saving considerable time in changing from
one class of work to the other. The ordinary shaper
chuck is used for machining the rear brass of the front
-end of the main rod ; the front half can then be machined
in the radial chuck without removing the shaper chuck. ,
This chuck can also be used for other work, such as dies,
etc, on either straight or taper work. For taper work
.a wedge is placed under one end of the shaper chuck. —
C. J. Croivley, Piece Work Inspector, Chicago, Burling-
ton & Quincy, West Burlington, loiva.

ROD BUSHING REAMER,

A reamer for truing solid rod bushings after they have
been applied to the rod is shown in Fig, 187. It is a
handy, adjustable cutler for use on a drill press; the
various parts are of mild steel, except the 5/16-in. cut-
ters, which are of high-speed steel. Rod bushings are
bored to pin size, applied to the rod and then placed on
the drill press for truing with this tool. The plunger M is
recessed to lighten it and is also slotted to carry the cross
bar .V, which, actuated by the knurled nut D, forces M

Fig. 187 — Rod Bushing Reamer.

MACHINE SHOP.

backward or forward, depending on whether the cutters
are to be expanded or contracted. With it and a drill
press equipped with an air ctamp, a rod may be reamed
and handled, floor to floor, in five minutes. — William
G. Reyer, General Foreittan, Nashville, Chattanooga &
St. Louis, Nashzille, Tcnn.

RODS, MILLING.

Side rods are roughed off and finished in one opera-
tion at the Chicago shops. The special tools for doing
this work are shown in Fig. 189. One of the cutters

in. per minute, taking a "-l-in. cut. — Chicago & North
Western, Chicago.

HODS, SLOTTING END.

There are a number of methods of forking side rods.
They are frequently drilled at the bottom of the slot and
the piece is fiarted out by running in two cuts, as shown
by the dotted lines in B, Fig. 190. Sometimes this is
done on a rotary saw. and sometimes on a shaper or

Ftg. 1S8— Ons of the Cutters In Milling Tool for Side Rode.

(there are 216 in the tool) is shown in Fig. 188. These
cutters are driven in straight and are kept from turning
by prick-punching the arbor, forcing the soft metal of
the arbor into the 7/32-in. recess of the cutter. The re-
sults from these tools have been excellent. They seldom
require grinding and are run at a cutting speed of 6 to 8

Fig. 189— Milling Side Rods.

planer. These methods appear crude and costly, and in
order to improve them the tool post, shown in the
illustration, was designed. The tool is put in a slotter
and the metal is cut out as in ordinary slotter work. By
using a heavy duty machine no trouble is experienced
with even such a wide roughing tool as that shown. The
use of these tools has reduced the total time of cutting
out the fork one-half. — Frank Raltck, Brighton, Mass.

SHOES AND WEDGES, BRASS.

Brass shoes and wedges are used in the Dale street
shops of the Great Northern at St. Paul, Minn. They
are milled out, 10 being milled at one operation. Instead
of planing, the sides are ground on a grinder.

■Second Boo^Mng Too

S3 ■¥■

Firtishiriff Tool.

V-Zi--^ Fini3hing Too/.

■iC:

Fig. 190 — Tool for Forking Side Rod* (

RAILWAY SHOP KINKS.

SHOES AND WEDGES, MILLING.

A quick and cheap method of machining the inside and
outside of shoes or wedges at the same time is illustrated
in Fig. 191, the machine being shown set up for wedges.
They are bolted to the cast steel jigs by ^-in. counter-
sunk head bolts, the nut being placed on the under side
of the jig. One bolt is sufficient for each wedge as the
ends are securely blocked. The holes can generally be
drilled in a pla c e where they iuay hlei be used for -hold-

SHOES AND WEDGES, MILLING.

A gang tool for milling crosshead gibs, shoes and
wedges is shown in Fig. 195, This tool is used on a
horizontal milling machine, the chuck blocks shown in
Fig. 193 being used for holding the work. In milling
shoes and wedges with this tool, the outside of the shoe
or wedge is machined with the large tools having 16 in-

I r7

Ftg. 1*1— Milling Shoos and Wedges.

©:

Ml H 03©

==L^

:©\

ing the wedge to the frame jaws. The wedges are
blocked up on one end to give the required taper, —
M. H. IVcstbrook, Craud Trunk, Battle Creek, Mieh.

SHOES AND WEDGES, MILLING.

We finish all shoes and wedges on a milling machine,
machining both the inside and outside at one operation.
One man will finish 40 of these in 10 hours. The chuck
for holding the shoes and wedges is shown in Fig. 192,
The blocks A, B, C and D are made of cast steel and
have tongues which fit in the grooves in the table of the

serted cutters of high-speed steel, ^i in. in section, the
cutting points of which make a 16-in. diameter circle.
The frame fit of the shoe or wedge is made with a tool
Wyi in. in diameter, with 16 inserted blade cutters. An
adjustable telescopic sleeve is used for gaging the thick-
ness of the flanges. In finishing the edges of the flanges,
mills of proper diameter are used by inserting them in
the gang head. This edge milling on the flanges, how-
ever, is applicable only to shoes.

The body of the outside tools is made of two soft steei

Fig. 192 — Chuck for Milling Shoea and WedBea-

milling machine. The blocks are held in place by the
bolts E. The shoes are placed between the upper parts
of the blocks and these are then forced tightly against
the ends of the shoes by screwing up the set-screws F
in the tail block D. The shoes are milled at the top
and sides in one operation. — H'Uliain G. Reycr. General
Foreman, A'aslnillc, Chaltaiiooj'a & St. Louis. Xaslt-
viUe, Tenn.

forgings ; the main, or outside member, has a hub which
is bored and key seated for the main spindle, and the
inner face is turned at an angle of 45 deg., the angle of
the tool. The two pieces are clamped together, using
six or eight 5^-in. bolts. Two of these tools are used at
a time, the cutters being ground right-hand on one
and left-hand on the other, so that they will cut in the
same direction. The mill used for cutting out the frame

MACHINE SHOP.

fit has inserted cutters at proper angles to form a spiral, are cast on it, which fit the T-slots of the planer bed.

This member is made solid of soft steel, forged from an The chuck is made in two pieces so that it can be opened

old locomotive axle and is bored and key-seated to suit or closed to accommodate castings from 12 to 24 in. in

the main spindle. The inserted cutters in this head or length, or, in fact, of any required length. This arrange-

mill are V/2 in. wide x ^ in. thick, and of lengths to suit ment permits of chucking the work at its ends to obtain

rr^

Fig. 194-^A(lju sting Wedge for Elevating Center Chuck
Block In Milling Wedges.

the frame fit required. An adjusting wedge for elevat-
ing the center ehuck block in milling wedges is shown
in Fig, 194. With this gang miller it is possible to mill
a shoe and finish both inside and outside, in 15 minutes.
— IViiliam G. Reyer, General Foreman, NashvUie. Chat-
tanooga & St. Loitis, Nashville, Tetin.

SHOES AND WEDGES, PLANING.

A method of holding locomotive shoes and wedges for
the final operation of planing the face and edges after the
castings have been returned, popmarked, from the erect-
ing shop is shown in Fig. 196. Much difficulty has been
experienced in these shops in the matter of setting and
holding shoes and wedges to the popmarks, as the faces of
the frame legs do not always wear at right angles, often
being as much as 1/64 in. and 1/32 in, out of true. This
necessitates the use of wedges and shims in chucking,
which on account of the repeated blows of the planer tool
are very difBcutt to keep in place. This method also re-
quires considerable time in setting the job. The chuck the greatest holding power. Instead of using the regular
here shown was designed by W. P. Spade, shop specialist round-pointed pins for holding the work, pins shaped
at the Mt. Clare shops, to overcome these difficulties and similar to a flat chisel are used. This provides more
it meets the requirements admirably. The chuck is made holding surface than the round pins, and the fiat surfaces
of cast iron, and, as is seen in the illustration, tongues do not leave unsightly marks, which is especially the case

Pig. 196 — Shoe and Wedge Cliucka.

^ ^

3
3

:=e-

3
3

Fig. 195 — Gang Milling Cutter for Shoes and Wedges and Crosshead Gibs.

RAILWAY SHOP KINKS.

wheii using pointed pieces on brass shoes and wedges.
The flat pins eflfectively prevent slippage, which is more
pronounced when working soft metal such as brass.
Round points forge into the metal from the continual
shocks of the tool, especially when it is cutting at a rate
of about 40 ft. per minute. The pins are forced against
the work by ordinary set-screws and the opposite sides
of the shoes bear against the sharpened edges of steel
plates, which are held in place by the pressure and
grooves cut in the center section of the chuck. These
plates, which point slightly downward, are 4 in. long and
1 in. wide. Their position is shown in the illustration.
The vertical adjustment of the casting is obtained
through four set-screws, by which the strips upon which
the casting rests, are raised or lowered. Spreader bolt'
are placed between the flanges to prevent them from
springing. The jacks seen in the foreground are used
merely to absorb the shocks of the tool and have no par-
ticular effect in holding the castings in place. These are
made of l-in. bolts and pieces of 1-in. pipe. An increase
of 80 per cent, in output and much better work has re-
sulted from the use of these chucks. — Baltimore & Ohio,
Mt. Clare Shops, Baltimore, Md.

SHOES AND WEDGES, PLANING.

A partial view of a small planer which handles the fin-
ishing' of shoes and wedges is shown in Fig. 198. The

k4^|>4j — <|--* J'| ' t'l 4 '[4 i

Fig. 197— Shoo and Wedge Chuck.

chuck is also shown in detail in Fig. 197. One flange of
the shoe or wedge is placed between the set -screw points
and the cast partition of the chuck, against which it is
clamped by the set-screws. A part circular plate and a
long tapered key are shown in detail in the drawing.
The slot in the plate engages the pin in the bottom of
the chuck. This plate and wedge hold the other flange
against the single set-screw on the left-hand side of the
chuck. The adjustments for height to get the popmarks

Fig. 198 — Shoe and Wedge Chuck on Small Planer.

in. position are gotten by the four vertical corner screws,
which adjust the entire chuck. A turret tool holder is
used on this machine. It is capable of holding four tools,
one for roughing, -one for finishing and two for the fillets.

— Central Railroad of New Jersey, Elisabethport, A', /.

SHOES AND WEDGES, PLANING.

The shoe and chuck, Fig. 199, is a forging. Lugs on
the bottom fit in the grooves of the platen, and clamps

Fig. 199— Shoe and Wedge Chuck.

MACHINE SHOP.

are inserted through the openings at the ends. Two
sizes of chucks of this design are sufficient to accommo-
date all the shoe and wedge sizes used in the Erie shops
at Gallon, Ohio. The shoe or wedge is adjusted to posi-
tion by four set-screws, making it unnecessary to use
shims. The construction of the chuck is such that these
set-screws are easily accessible. .The castings are held
by four other .set-screws, which engage it at an angle as
shown. — L. M. Granger, Assistant General Foreman;
and John Todd, Machine Foreman, Erie Railroad,
Gallon, Ohio.

SHOES AND WEDGES, PL.^NIKG.

The ouside faces of shoes and wedges are finished in
a chuck, a section and elevation of which are shown in

ing from the side and having similar ends. This adjust-
ment made, the casting is held down and in place by the
downwardly projecting set-screws, which have sharp
points that grip the piece and hold it in the usual man-
ner. — Delaivare, Lackawanna & Western, Scranton, Pa.

SHOES AND WEDGES, PLANING.

The planing of shoes and wedges at the Sayre shops
is of especial interest; the three photographs. Figs. 201,
203 and 204, show all the processes from the rough
casting to the finished part. As far as possible the num-
ber of patterns is reduced to a minimum. This, of
course, requires the removal of a large amount of stock
in some cases and it is questionable whether it is more
lical to save handling a large number of patterns

iw|:^. .7i'- -I

& QmQ

!<-— .

Fig. 200 — Chuck for Planing Shoe* and Wedges.

Fig- 200. The flanges rest on dowel pins that have coni-
cal ends and which can be forced up by set-screws enter-

in the foundrj', or save the additional time required in
the machine shop to remove the surplus stock. Shoe and

wedge castings illustrate this minimum-pattern idea
strikingly.

■^fip ''

Ffg. 201 — FIrit Operation In Planing Shoei and Wedges.

A Putnam planer, as used in the first operation of
this work, is shown in Fig. 201. In order to use the
four heads of the machine at the same time it was nec-
essary to apply two permanent extension parallels to the
platen. The application of these is plainly shown on the
photographs and also on the drawing. Fig. 202. This
provision allows the use of the two cross-rail heads

RAILWAY SHOP KINKS.

castings are held free of the machine bed and are fin-
ished on the top of the flanges and the sides at one set-
ting. The parallel strips are made of iron or soft steel
and extend the full length of the bed. A special slot is
cut in the bed to receive the lug on the parallel. Two
permanent stops are provided against which the castings

Fig. 20S — Device for Supporting and Adjusting Shoes i
Wedges for Final Operation.

Fig. 203 — Planing the Inner Sidas of Flanges and Face of
Shoes and Wedge*.

for machining the tops of the flanges and the vertical
work on those sides toward the center of the platen,
while the side heads do (he outside vertical sides. The

are clamped. The shoes are placed on the parallel strips
as shown, with a clamping bolt between each pair.

After the outside surfaces are machined, the castings
are rechucked as shown in Fig. 203. They are held
against sliding by stops in the platen and are forced
against the parallel strips by the set screws and chisel
points. Two-cutter tools are used for machining the
flanges and an ordinary tool on the horizontal surfaces.

After being layed-off, the final operation is handled on
the machine shown in Fig, 204. Two small parallel strips
are used for supporting and adjusting the casting." Xhe
drawing. Fig. 20S, shows a detail view of one of these
parallels. The wedges are adjusted by set screws, the
work being very quickly performed. The casting is
clamped firmly in position by the set screws and chisel
points, and heavy cuts ma\' be taken. — Lehigh Valley,
Sayre, Pa.

SHOKS AN-D WEDGES, PLANING.

A chuck for planing the faces of shoes and wedges
after they have been laid oflf on the engine is shown in
Fig. 206. It consists of a bed plate C with three T-slots,
the central one being used by tlie two T-bolts which hold
the guide bar A in position. This guide bar is the same

Fig. 204— Final Operation In Finishing Shoes and Wedges.

Fig. 206— Chucic for Planing Shoss and Wedges.

size as the frame jaw, so that the shoe and wedge fit
over it snugly. There are two dogs D on each side of
A and near its ends ; the steel screws E which pass
through the dogs are balled out at the ends to take the
center points H, which hold the shoe firmly in position.
The bloclt B is made of tool steel, the top of it coming
in contact with the shoe, as shown. The shoe is set

MACHINE SHOP.

on the guide A and may be adjusted by turning the
round-head screws G ; the heads of these screws have six
5/16-in. holes and are turned by means of a pin 7 in.
long, made of hard steel wire, tapered at one end to enter
the holes easily. By means of this device it is possible
to adjust a shoe or wedge in from one and a half to
two minutes and to hold them securely under any feed
or depth of cut. — Wiiliant G. Reyer, General Foreman.
Nashville, Chattanooga & St. Lotus, Nashville, Tenn.

SHOES AND WEDGES, PLANING.

A chuck for planing shoes and wedges to the pop-
marks is shown in Fig. 207. It has a longitudinal strip
cast on the bottom which fits the slot of the planer
bed ; it is clamped do\vn by two bolts which tap into
a strip in the slot. The counterbored holes allow the
bolt heads to be below the surface of the chuck, and as
the bottom of the counterbore is ball-shaped, a tilting
movement of the chuck is permitted. The shoe or wedge
is placed in the chuck and the four 1-in. set screws set
up lightly against it. The usual thin wedges are used

-W^

in. steel, formed to a circle ^i in. less in diameter than the
inside of the cone. On the outside of this ring a band
of wood fiber is riveted, which latter makes the frictimi
contact. A compression spring and a dc^ are arranged
to apply and release the brake. The block, which is
riveted to one end of the band, is slotted to admit a
cam or eccentric-shaped dog, keyed or pinned to the
shaft. Through a series of beil cranks and rod connec-

Flg. 207— Sho* and Wadge Chuck.

under the flanges of the casting to bring the two pop-
marks on the outside fiange up to the surface gage.
When these points are correctly located, the four set
screws are set up firmly and then the chuck itself is ad-
justed to bring the third pop mark to the same height as
the other two. This adjustment of the chuck is accom-
plished by the four J<4-in, set screws, one at each corner
of the chuck, which bear against the bed of the planer,
— Long Island Railroad, Morris Park, N. Y.

SLOTTER OR LATHE BRAKE.

The slotter or lathe brake, shown in Fig. 208, enables
the operator to stop a machine at any point, thereby sav-
ing the time and labor necessary to pull the belt. A
substantial brake of this kind is important on a slotting
machine. The brake, which is applied to the large step
of the cone, consists of an expansion ring of 3-in. x 3/16-

Flg. 20S— Brake for Slotter or Lath*.

tions the hand lever for operating this brake can be
placed in any convenient position. The same idea is
applicable to wheel lathes by reversing the action or
contracting the band instead of expanding it, as the
brake must be applied externally to the largest step of the
cone. — William G. Reyer, General Foreman, Nashville,
Chattanooga & St. Louis, Nashzille, Tenn,

SLOTTER TOOL BAR.

The slotter tool bar, shown in Fig. 209, was designed
to save resetting of the tool on the plate when a change
was made in the direction of the cut. It is also ad-
vantageous in that it allows the use of small pieces of
high speed tool steel. The slot will take j4-in. steel,
which is held in place by tightening the top nut. When
it is necessary to change a slotter tool at the plate,
in order to change the direction of the cut, the exact
stroke is often lost. With this tool, the stroke is not
altered at all and the cutter may easily and quickly be

Fig. ZOO— Blotter Tool Bar.

adjusted to any position by loosening the nut at the
top of the tool. — Central Railroad of New Jersey.

Elizabethport, N. J.

SLOTTEK TOOL BAR,

A slotter bar, fitted with a clapper box which acts to
relieve the tool during the return stroke, is shown m
Fig. 210. The tool is held in the clapper by the two set
screws which tap in from the bottom. Slots in the bot-
tom of the bar provide for the movement of these screws.

RAILWAY SHOP KINKS.

The coil spring, shown dotted, acts to return the tool to
the cutting position after it is free of the work and
before the cutting stroke begins. Adjustment of the tool
is also provided by loosening the nut at the top of the

Fig. 210 — Slotter Tool Bar.

bar and revolving the end carrying the tool. This saves
the work and the time required to readjust the bar on
the machine head. — Long Island Railroad, Morris
Park, N. Y.

SLOTTER TOOL BAR.

The slotter tool bar, shown in Fig. 211, is made of
soft steel and is 29 in. long. The lower end, which holds
the tool, is made 2^ in. square and is slotted to re-
ceive the movable block in which the tool steel cutter
is held. This block moves on the J^-in. pin. When
making the downward, or cutting, movement the steel

t .

r — ^*-~-i

Fig. 211— Slotter Tool Bar.

spring holds the block in position, but on the upward,
or return, stroke the block takes the position indicated
by the dotted lines. This relieves the cutting edge of
the tool, which ordinarily drags against the work on
the upward stroke. — C. C Leech, Foreman, Pennsyl-
vania Railroad, Buffalo, N. Y.

o o o
o o o

STUFFING BOXES^ BORING.

In order to reduce the expense of boring out stuffing
boxes and glands the tool shown in Fig. 212 has been
designed. It consists of a boring bar with a slot in
the end and a self-centering tool held therein by means
of a key. A tool of this type is first used as a roughing
tool, and then the inside of the box is finished with a
cutter of the standard size, which reams it out at the
sides and gives the proper shape at the bottom to fit
the packing. — Frank Rattek, Brighton, Mass,

SURFACE GAGE FOR HORIZONTAL BORING MILL.

The gage. Fig. 213, consists of a V-shaped block
similar to the base of an ordinary surface gage. A needle
or pointer is secured to the base and is adjusted by

k-._/|'.__.>,

CZc

Fig. 212— Boring Stuffing Box.

Fig. 213 — Horizontal Boring WW Gage.

the thumb screw and slot as shown. This tool is used
for truing work similar to a surface gage. — L. Af.
Granger, Assistant General Foreman, and John Todd,
Machine Foreman, Erie Railroad, Galion, Ohio.

SWITCH STAND STEMS, CHUCKS FOR.

The chuck shown in Fig. 214 is made to fasten on the
side of a drill press table, or, where the table is not
suitable for this purpose, it may be bolted to an angle
iron fastened to the table, and high enough to allow
the hook on the switch stem to clear the table. The
round block, which fits in the body of the chuck, has
a small flange on the outer edge, which keeps the block
from dropping out when it is turned. The hole for
the milling cutter is located near the outer edge of
the block so that any throw of switch stem used on a
Ramapo or on a quarter arch switch may be obtained.
A set screw on the side of the chuck holds the eccentric
block in place. When it is set for a certain throw, and
a number of stems of the same throw are to be handled,
a mark should be made at the edge of the hole in the
body of the chuck and on the outer edge of the block.
The milling cutter used with this chuck is cupped out
at the top, and a small hole is drilled to the hole in the

MACHINE SHOP.

■67

center of the cutter. This provides for the oil or
cutting compound reaching the cutting edge. — C. J.

Fig. 214— -Chuck for Turning Switch Stand Stems.

Crowley, Piece Work Inspector, Chicago, Burlington &
Quincy, West Burlington, Iowa.

TIRE BORIKG CHUCK.

A good chuck and drive for tires on a boring mill
is shown in Fig. 215. The bases A, of which there are

four, ■ are bolted to the faceplate at proper distances
from the center. The tire rests on the lip, as shown,
and it is centered by the set-screws. The stirrup clamp
B is then dropped over the projection on the base and
a key is driven home in the slot. This holds the work

Fig. 21!

Chuck for Boring Mil).

down so firmly that an exceedingly heavy cut can be
taken {J/2-in. in one case). It is evident that it can be
used either inside or outside the tires, and is thus avail-
able for both turning and boring. — Delaware, Lacka-
wanna & Western, Scranlon, Pa.

TIRE BORING CHUCK.

Tire boring chucks, which in a general way resemble
those used for truck and passenger car tires on the Long
Island are shown in the accompanying photographs, Figs.
216 and 217, and the drawing, Fig. 218. The machine
used for this work is a 96-in. Niles-Bement-Pond boring
mill. There are six chucks in a set, made of cast iron

Fig. 21B— Driving Wheel Tire About to be Placed In the Chucks.

Fig. 217— Chuck Holding Tin

RAILWAY SHOP KINKS.

and having a soft steel swinging clamp and a tool steel
toothed-plate which assists in gripping the tire. The
chucks are fastened to the table by three lj4-in. T-
bolts each. A lug is cast on the bottom to ht the slot
in the table. It will be seen that one side of the chuck
is about twice the width of the other. This was nec-
essary to provide stock for the set screw used in adjust-

; BOKI.VG CHUCK.

One of a set of three chucking clamps, which are
used when boring tires and cutting retaining plate sur-
faces at one chucking on a 42-in. Gisholt boring mill,
are shown in Fig. 219. A set of these dogs in use is
illustrated in Fig. 220. The chucks are fastened to the
bed of the mill b\' two bolts each, which tap into strips
fitting in the slots of the mill bed. The upper portions
of the chucks fit snugly in the slots in the lower por-
tions, and are held by large taper pins. When placing a
tire on the machine the taper pins are driven out and

Pig. 218 — Dfltalla of Chuck for Boring Tlr«B.

ing the tire to a central position on the machine. The
soft steel C-clamps are made to swing back on the pin
near the base. The shop crane is used in handling tires
to and from the machine; Fig. 216 shows the chucks in
position for placing or removing a tire. Two tools are
used, a roughing and a finishing, and a tire is bored
complete in one operation. — Lehigh Valley, Sayre, Pa.

Fig. 219— D«talli of Tii

Fig. 220— Tire Boring Chuck* a* Used on Boring Mill.

the upper pieces removed. The tire rests on ilie hori-
zontal portion of the base piece, and is adjusted to po-
sition by the horizontal set screws, which, in connection
with the vertical ones in the top pieces of the chucks,
hold it in place. The horizontal set screws are shown in
the photo but not on the drawing. These chucks are
made, of axle steel and hive been found very efficient,
making rapid placing and removing of tires possible.
The tire is bored and the retaining plate surfaces cut at
one setting. — Long Island Railroad. Morris Park. N. V.

TIRE FINISHlNf; TOOU

A toot that is used on wheel lathes for finishing the
flanges of steel wheels is shown at A in Fig. 221. It
is arranged to cut one side of the flange at a time in-
stead of cutting both sides at once, as is frequently done

MACHINE SHOP.

with a tool shaped as at B. The cutting edge, a, dresses
the working side of the flange and at the same time the
flat surface of the tool finishes the tread. The tool is
then drawn back and the other side of the flange is fin-

Fig. 221— Tire Finishing Tool.

ished with the other cutting edge of the tool. It is
claimed that this can be done in less time than will be
required with the tool shown at B^ which cuts both sides
at once, because of the heavier cut that can be taken,
and, in addition to thisf the tool is much more easily
kept in condition, because when it wears or becomes
dull it can be sharpened without cutting back to build up
the flange recess, as is necessary with B, — Delazuare,
Lackawanna & Western, Scranton, Pa,

TIRE FIXISHING TOOLS, HOLDER iFOR. '

A holder for tools to finish the contour of tires is
illustrated in Fig. 222, The object of the holder is to
use steel from stock sizes requiring no machining ex-
cept on the cutting edge. The dotted line shows the
holder as it is made for the use of a tire flange finishing
tool. When the tools become dull they are easily and

(LrJI

J,u ./4 ^-4^-^

Fig. 222 — Holder for Tire Finishing Tools.

quickly removed and replaced by sharp ones. As the
cutter wears it may be moved forward by placing shims
behind it. When it becomes too short for use, the steel
may be drawn out and used for smaller tools. The
clamping plate, shown dotted, holds the cutter rigidly. —
C /. Crcnvley, Piece Work Inspector, Chicago, Burling-
ton & Quincy, West Burlington, lozva.

TIRES, TURNING.

Driving wheel tires sent to the shop from outlying
points are turned on a lathe, instead of a boring mill,
by using mandrels made of a scrap axle and two scrap
wheel centers. The latter have on their peripheries

grooves for wedges, spaced 10 in. apart, the openings
being 1 in. x 5^ in., tapered 1/16 in. There are five
sets of these mandrels for diflferent diameters of tires. —
Great Northern, Dale Street Shops, St, Paul, Minn,

TIRES, TURNING.

With the following system of turning driving wheel
tires the operator can determine before he starts turning
just how much to take oflf the tire to make a full flange.
With the old system of turning tires at random the wheel
lathe operator took a good big cut. When he came to
finish it he often found that he could not get a standard
flange and it was necessary to take another cut. Some-

Depth

Reducing Tire

of Cut.

in Diam.

1/16 in. .

M in.

% in. •

% in.

3/16 in.

H in.

'A in.

y2 in.

5/16 in.

H in.

11/32 in.

11/16 in.

H in.

Ya in.

7/16 in.

«in.

Yi in.

1 in.

17/32 in.

1 1/16 in.

9/16 in.

\% in.

^ in.

\% in.

21/32 in.

1 5/16 in.

11/16 in.

iH in.

Ya in.

VA in.

25/32 in.

1 9/16 in.

Flange

Worn.

1/32 in.

1/16 in.

. 3/32 in.

% in.
5/32 in.
3/16 in.
7/32 in.

Va in.
9/32 ia
5/16 in.
11/32 in.

H in.
13/16 in.
7/16 in.
15/32 in.

J4 in.

Fig. 223 — Gage and Table Used for Turning Driving

Wheel Tiree.

times he would get the cut too deep, thereby wasting the
tire. Make a gage, A, Fig. 223, from No. 16 or 18 boiler
steel. Put a line at B corresponding to the standard
thickness of the flange, graduating it back about J^ in.,
as shown. Put a straight-edge across the inside of the
tire, and read the amount the flange is worn as indi-
cated by the gage. Opposite this amount in the table
the depth of cut will be found in column B and the re-
duction in diameter in column C If the flange is worn
'4 in.» as shown in the illustration, the depth of cut will
be 7/16 in. and the reduction in diameter % in. Caliper

RAILWAY SHOP KINKS.

the smallest diameter of the tire with the worn flange
and close up the caHpers % in., and you are ready to
turn off the proper amount accurately and with no
guess-work. The table can be printed on good paper
with a typewriter and put in a small frame and hung up
at the wheel lathe so that it may be referred to con-
veniently. It has given splendid results in our shop. —
W. H. Snyder, Assistant General Foreman, \'ew York,
Susquehatma &■ Western, Stroudsburg, Pa.

TOOL PACK.

To avoid having a number of cutting tools of the same
kind at each machine, it was decided to issue tools for

Fig. 224 — Rack for Cutting Toola in Tool Room.

immediate use only, which has had the effect of better
maintenance of the tools and a uniformity of cutting
edges for the several kinds of work. All grinding is
done in the tool room and by one man, who works to
a set of standard shapes. When a machine operator
desires a new tool, or a freshly ground one for a dull
one, he applies at the tool room window and is given
a new tool, or a sharp one, in exchange for the dull
one. These tools are kept in the rack shown in the
photograph. Fig. 224. Each pocket is numbered, and
as the tools arc numbered accordingly they may be

called for and delivered by number. A tool room at-
tendant who is not familiar with the shop names of the
tools, or the uses to which they are put, is thus enabled
to hand them out properly. — Lehigh Valley, Sayre, Pa,

TOOL POST, PNEUMATICALLY OPERATED.

The pneumatic tool post shown in Fig. 225 has been
used in the Grand Rapids shop of the Pere Marquette

Pig. 22G — Pnaumati

for several years. The time of changing tools in the
lathe has been reduced from an average of five minutes
to one minute, and, in addition to this, difficulties with
broken studs and wrenches, etc., have been eliminated.
The air cylinder which has a 5%-ia. strc^e is fastened
to the carriage by four long studs, Iji in. in diameter.

MACHINE SHOP.

The piston rod connects the two cam levers, which force
the holder plates down on the tool. The four springs
release the tool when the pressure is released from the
cylinder. The tool holder shown in Fig. 226 is used
with this device. The springs hold the tool-plate about

Fig. 226 — Heavy Duty Tool Holder.

Yi in. from the tool, allowing ample room for removal
or adjustment. — F. C. Pickard, Assistant Master Me-
chanic, Cincinnati, Hamilton & Dayton, Indianapolis, Ind.

VALVE SfRIP CHUCK^ SLIDE.

A simple chuck for clamping slide valve balance strips
for planing is shown in Fig. 227. The strip is clamped,
as shown, so as to counteract, as much as possible, any
tendency to spring. The hook-shaped clamps grip the
ends of the strip and are tightened by the nuts on the
under side. This chuck is light and easily made. The
special tool holder for planing these strips is shown in
Fig. 229. — William G, Reyer, General Foreman, and
/. W. Hooten, Foreman Repair Work, Nashville, Chat-
tannooga & St, Louis, Nashville, Tenn.

TOOL RACK FOR MACHINE TOOLS.

A neat and serviceable tool rack for use in connection
with machine tools is shown in Fig. 228. The top and
shelves are of ^-in. steel plate, the uprights being j4-in.

2 Thus,

4* •«

2 T/tvs.

i^Pfaft

I
I
I

•1

■CT

-20k'^-

Drawer made of ^S sfeef.

TET

rfi

%Pipe'<

I
I

Fig. 228— Tool Rack.

rods with V^-xn, pipe spacers. The drawer is constructed
of No. 8 steel. The shop is equipped with a number
of these racks, or tables, which have been found very
useful. — Rock Island Lines, Silvis, III,

VALVE STRIPS, TOOL FOR PLANING SLIDE.

The three-bar tool holder shown in Fig. 229 is for
use on a planer with the chuck shown in Fig. 227.
Two cutters are used for the roughing cut, machining

■v;?

3 c:

I I

I
I

! o, !

K- 4% -H

rn — r
i I

I I

:-4'-

T — r
I >
I I

J L

I
I
I
I
I
I
I
^1

I
I
I
I
I
I
I
I
I

32-

Flg. 227— Valve Strip Chuck.

RAILWAY SHOP KINKS.

both sides of the strip simultaneously, and one set of
cutters is used for the finishing cut only in order to main-
tain a standard size strip. The tool holder is fastened

TT-ia

■?

:l;:;:;; r::io

Fig. 229— Tool Holder for Planing Valve Strips.

to the plate of the clapper box by a bolt, and either set
of cutters may be revolved into position quickly. This
tool is a labor-saver and does accurate work. — William
G, Reyer, General Foreman, and J. IV, Hooten, Fore-
man Repair Work, Nashville, Chattanooga & St, Louis,
Nashville, Tenn,

WHEEL CENTERS, BORING TRUCK.

Blocks for holding the truck wheel centers on a boring
mill table are shown in Fig. 230. Four of these are
fastened to the table by bolts through the flanges and
are set in a circle 90 deg. apart. The tongues on the

V. r**-'i

K- e- -H

Y-H-A

1»

-JSB

o-u.

^
I

I
I

--^i--^'

Pig. 230 — Blocks for Centering and Clamping Truck Wheel

Centers on a. Boring MiU.

bottom of the blocks fit in the slots in the boring mill
table. The wheel is dropped on the blocks, the spokes
resting in the depressions, and is clamped to them by

adjustable clamps which fit over the spokes. The wheel
requires no further setting, as the blocks in which the
spokes fit bring it central. Our wheels have eight spokes.
For wheels having an odd number of spokes, or a num-
ber not a multiple of four, the block could be bolted in
the proper position on a plate which could in turn be
secured to the boring mill table. — R, E, Broivn, Fore-
man, Atlantic Coast Line, Waycross, Ga,

VALVES, CUTTING PORTS IN SLIDE.

The ordinary method of cutting the ports in the valve
faces is to notch out at each end of the port, as shown

€

3diam,

k-- r--*i

(<- z^t ^

Fig. 231— Tool for Porting Slide Valves.

at A, Fig. 231, and then plane off the part between, the
notches serving as points for the over-run of the tool in
each direction. An improved method is to use the double
pointed tool which cuts on either side. This is put in a
slotting machine and cuts out about 1/16 in. of metal
on each side. The time required for the work is or-
dinarily from IS to 20 minutes, which is less than the
time taken for cutting the four notches, while with the

MACHINE SHOP.

latter system from one-half hour to an hour is spent
in finishing the valve on the planer. — Frank Rattek,
Brighton, Mass.

WHEEL LATHE DRIVER.

The wheel lathe driver shown in the accompanying
sketch, Fig. 232, is designed for use in turning steel tired

Ptg. 232— WhMi Lath« Driver.

or rolled steel wheels. The bracket A is made of cast
iron and is securely bolted to the face-plate of the lathe.
Part B, made of steel and containing the toothed steel

dog and key, is securely bolted to the cast iron portion of
the driver. The dog is driven against the rim of the
wheel by the key, which is actuated by the nut at its
end. Six of these drivers constitute a set, three for
each wheel. — C. C. Leech, Foreman, Pennsylvania Rail-
road, Buffalo. S. Y.

WHEEL L.\THE DRIVER.

The old-Style way was to drive the wheels with an arm
bolted to the face plate. This is not satisfactory for the
service now required of wheel lathes. Since we designed
and made the improved drivers shown in Fig. 233 we
have been using a set of them for two years. They can
be adjusted easily to any size tire which is to be
turned. The driving arm can swing backward and be
locked in the spring clips when the wheels are being
changed. The grips are made of tool steel aad are
hardened; they are held in position against the tire by
a screw clamp, or jack, as shown. There are four drivers
to a machine, two on each face plate, set about quarter-
ing, so when tire is being turned they help steady the
driving wheel lathe under heavy duty. — D. P. Kellogg,
Master Mechanic; IV. F. Merry, General Foretnan, and
G. H. Goodzi-in, General Gang Foreman, Southern Pa-
ciHc, Los Angeles, Cal.

WHEEL LATHE TOOL HOLDER.

A wheel lathe tool holder, designed to use smaller and

i^cre efficient cutting tools than the old solid bar tool-:.

3EQ

Soff 3fMl.
Fig. 233— Wheel Lmthe Driver.

RAILWAY SHOP KINKS.

is shown in Fig. 234. The holders are made of cast steel
and take lj4-in, square high-speed roughing tools and
^'in. flat flanging and finishing tools. The holders and
tools are clamped in the tool posts in the ordinary man-
ner. With the old-style solid tools each machine was
equipped with a set of tools weighing from 125 to 150
lbs. By the use of the tool holder and smaller tools
the amount of tool steel per machine has been reduced

<s | I LUZUlJ^^ -^!^

Fig. 234— Whaal Lathe Tool Holder.

froni 150 to 20 lbs., or in cost from approximately $90
to $12. With 25 wheel lathes in operation the total sav-
ing in too! steel tied up for this purpose amounts to
$1,950 per year. In addition to the great economy of
the holder and smaller tools, the ease of forging and
grinding make them much more satisfactory and con-
venient. — E. J. McKernan, Supervisor of Tools, Atchi-
son, Topeka & Santa Fe, Topeka, Kan.

WHEELS, GAGES FOR MOUNTING I
TRUCK.

|.'GINE AND TENDER

The gages shown in Fig. 235 are intended for use in
the mounting of steel tires and steel wheels on engines

and tenders, and are for the purpose of securing accur-
acy in gage by regulating the point to which the wheels
are pressed on the axle and the location of the flange
when they are re-tumed. The long gage A is really for
the turning of the axles. Triangular holes are cut in
the bar, with the bases of the holes the same distance
apart as the ends of the wheel fits. This gage can be
laid on the axle, and a glance shows whether or not
it has been properly turned. The wheel is then pressed on
to the edge of the fit. The gages B are used when the
wheel is to have its tire turned. A straight edge is laid
against the back end of the hub of the wheel and the
gage is placed on the flange. The marking on the end
of it where it abuts against the straight et^e will show
whether the flange has been properly located or not.
With these it is possible to put the wheels on the axles
with the minimum of variation from the truly correct
position. — Delazvare, Lackauvnna S- Western, Scran-
ton^ Pa.

WHEELS, TURNING STEEL TIRED.

Some time ago we installed a 42-in. Putnam coach
wheel lathe in the Jackson Street shops. Great things
were expected of it, for the makers claimed a record of
something like 22 pairs of wheels in a 10-hour day.
We managed to turn out seven pair a day, and sometimes
eight, although this appeared to be the limit, owing to
the fact that too much time was required for pulling
the tailstock back and running it forward again after
the wheels had been put in place. Often as much as
10 or 15 minutes was required for doing this. To
remedy this difficulty we removed the hand rigging for
doing this work and fitted up an air cylinder, as shown
in Fig. 236. With this arrangement it was possible

^jrr

'<^ TendtrAilta A

,-t',s;.-

iH'-

■s'^'-

For Sngine Trvck Axlts.

fhtttofl^Sfml "%

Fig. 23S — Gages for Mounting Engine and Tender Truck Wheels.

MACHINE SHOP.

Cyfinder^
24' Shx>ftB

3-mtfCock

Sca/e,

^%'sfee/

Drivtr^
Gear

Phfe

lafhe B€€f

^/fCftcf TjnOOC/ OfOCk

f^ig. 236 — Application of Power Traverse to Tailstocic of Car

Wheel Lathe.

to make the change in from two to two and a half
muiutes, thus allowing an output of from 12 to 13 pairs
of wheels in nine hours. As may be seen, the air cyl-
inder is mounted on a hardwood block, which is placed
directly back of the base of the machine and is connected
to it by the Y/^Axi, steel plate. By means of the three-
way cock, air may be admitted to either end of the cyl-
inder, enabling it to operate in both directions. We
also made and applied a 4S-in. scale on the side of the
tailstock and in a location convenient to the operator.
The scale is graduated in 1/16-in. for a distance of 24
in., so that the operator can readily set his calipers ac-
curately. These appliances, from a practical standpoint,
help greatly to make the machine up-to-date and mod-
em. — Theodore Rowe, Foreman, Great Northern, Jack-
son Street Shops, St, Paul, Minn,

Erecting Shop Kinks

AfR PLMP, JIGS FOK SETTING.

The two photographs, Figs, 237 and 238, show a
set of jigs that are in use for setting air pumps on loco-
motives. The larger jig is used for marking and drill-
ing the holes in the boiler for the bracket studs, and the

troublesome and sometimes dangerous. In order to fa-
cilitate this work the portable air-jack illustrated in Fig.
239 has been designed. It consists of a three-wheel
truck, whose wheels are 10 in. in diameter, with the front
one pivoted and guided by a tongue or handle. The air
cylinder is vertical and is formed of a piece of S-in.
pipe, with heads bolted on. It is steadied by a triangu-

Fig. 237 — Jig for Air Pump Bracket Studs.

smaller one for drilling the holes in the bracket, so
that it will not only fit in place on the boiler, but will
take the pump. The general form can be seen from

Fig. 238 — Jig for Drilling Air Pump Brackat.

the photographs, but the dimensions and proportions will
depend, of course, on the boiler and the location of
the pump. — Delaware, Lackawanna & Western, Scran-
ton, Pa.

AIR RESERVOIR HOIST. , . , - r . , . ■ . . , ■ -

lated irammg of angles, and has a piston rod 1J4 m, m

Blocking and holding main air reservoirs up against diameter, the upper end of which carries a cradle adapted

the running-boards or other parts of the engine is always to hold a reservoir. Its use is evident. The reservoir

Fig. 239— Portable Air Holat for Main Reiervolr*.

ERECTING SHOP.

is put in the cradle; an air connection is made to the
piping, and by the admission of compressed air beneath
the piston the reservoir is lifted and held in place. In
addition to its use for the purpose intended, the men have
found it to be a handy tool for a great variety of
lifting purposes. — Delaware, Lackawanna & Western,
Scranton, Pa,

AIR RESERVOIR, JACKS FOR PLACING.

Where small tanks or boilers are handled, such as the
main reservoirs of locomotives, it will be found con-

Fig. 240 — Reservoir and Tank Jacks.

venient to have jacks with adjustable heights. Two of
these are shown in Fig. 240. The stem of the jack is

threaded to fit the nut in the stand, which nut operates
to raise or lower the jack. Where the arrangement is
to be used for hoisting main reservoirs into place, the
Y-shaped head is made separate and has a small stem
that drops down into the head of the screw, as shown
by the dotted lines in the drawing. With this jack, a
reservoir may be raised and held in position while the
fastenings are being adjusted.

AIR reservoir/ JACK FOR PLACING.

A screw jack for raising locomotive air reservoirs into
position is shown in Fig. 241. Close inspection reveals
a large amount of necessarily accurate machine work,
increasing the jack's first cost over one of simpler design,
but the points of decided advantage which result would
seem to offset the cost. The jack is mounted on four
cast-iron wheels, the forward pair of which are mounted
on a swiveling axle. The radius of the wrought iron
stirrup on which the reservoir rests is 7 in., which pro-
vides for taking any reservoir in use. The 16-in. hand
wheel rests on 17 ball bearings, J^-in. in diameter. These
balls run on a j4-in. steel liner, shaped to conform to the
runway. The 2-in. diameter vertical steel screw is single
square threaded, J^-in. pitch, for about 3 ft. 5 in. The
screw permits a maximum lift of 2 ft. 9>4 in., which is
ample. The 1-in. diameter, horizontal steel screw is
double square threaded, >l-in. pitch and is used for side
adjustment, so that the reservoir can be shifted hori-
zontally. The additional advantage which the ball bear-
ings give in elevating a reservoir is emphasized by the
fact that the weight of the screw and its stirrup is suffi-
cient to cause the hand wheel to revolve and the screw to

7AfS endriv^ttd aittr
hofly sojtof miltfvm

\\\ Sf^Hni* p^m'Jt

-St

■ \^^*

2Jf

Fig. 241 — Screw Jack for Placing Air Reservoirs.

RAILWAY SHOP KINKS.

descend. The collar plate, which holds the base flange of
the hand wheel against the balls, is made in two halves. —
Baltimore &■ Ohio, Mt. Clare Shops, Baltimore, Md.

BELL FRAME, BORING BAR FOR.

It is the practice in many shops to remove the bell
frames from the locomotive when they require re-boring
and do the work on a drill press or a lathe. The details
of a portable boring bar for this purpose, by which the
frame may be re-bored without removing it from the
locomotive, and which has been used to splendid ad-
vantage in a large locomotive repair shi^, are illustrated
in Fig. 242. A fourth-year apprentice can usually re-
bore a frame in 1 hour and 15 minutes, including the
time for setting up and taking down the boring bar;
a first-class machinist can ordinarily do it in much less
time. The caps shown in the upper left-hand corner of
the illustration fit over the bosses on the frame, and
may be adjusted for the proper alinement of the boring
bar by means of the set screws. The caps are made of
S/I6-in. boiler steel with J^-in. plates brazed in the ends,
to carry the bar bushings, which are of brass and are
shown in the lower right hand comer of the drawing.
The small handle is fastened to the top of the gear-case
plates in order to steady the gear frame with one hand
while the boring bar is being operated with the other.
Just above the general view, showing the device ap-
plied to a bell frame, is a steel stud, a brass feed nut
and, to the right of the nut, a peculiarly shaped piece

of J4-™- steel. The stud is screwed into the cap oa
the bell frame at the left and holds the piece of 34-in-

steel, which fits down c

the slot in the feed nut on the
end of the boring bar,
thus providing for the
feed while the bar is in
operation. The three
driving gears are of
steel and have 16, 28
and 36 teeth, respec-
tively.— .V7. H. West-
brook, Battle Creek t
Mich.

BOILER CHECK, RE-

An effective device
for reseating boiler
checks is show in Fig.
243, The brace, made
of lj4-in. X Ij^-in.
soft steel, is clamped
in a bench vise. The
boiler check body,
shown clotted, is then
fastened to the brace
through holes in the
casting and the slots in the brace. The tool steel
reamer is put in position and adjusted by the screw,
which is later clamped in position by the lock-nut. The

Fig. 243 — RsMatlng Boilar Check.

Fig. 242 — Details of Portable Boring B«r for Re-borIng Locomotive Bell Frames In Place.

ERECTING SHOP.

slotted hole in the top of the brace allows for the vertical
adjustment of the reamer which is revolved by using an
ordinary wrench. — C C. Leech, Foremen, Pennsylvania
Railroad, Buffalo, N. Y.

BOLTS, GUN FOR DRIVING OUT.

The gun, shown in F^. 244, is convenient for driving
out broken frame bolts, or bolts in any other part of
the locomotive which cannot be driven out with a ham-
mer and would otherwise have to be drilled out. For
instance, consider the taking out of broken equalizer
bolts. These are often broken and are so located that it
is impossible to get at them with a hammer. On some
classes of locomotives the brackets which support the
driving brakes are so placed that it is impossible to drill

useful tools in the shc^. It is made of an old crank
pin machined as shown in the sketch. The barrel is
filled with thick oil, the plunger being withdrawn to its
full back position before filling. The 3-in. ram is se-
curely placed under the bolt to be removed. The screw
forces the oil in the cylinder against the ram. A smalt

k ^l'.

Fig. 245— Bolt Extnctor.

hole is provided near the top of the plunger to prevent
its being moved beyond the bore. — A. D. Porter, Shop
Efficiency Foreman, Canadian Pacific, West Toronto,
Canada.

BOLTS, PNEUMATIC HAMMER FOR DRIVING OUT.

The air hammer for driving out bolts, Fig. 246, is
giving good satisfaction at our engine house. It con-
sists of a piece of pipe, Z% in. inside diameter, with a
cap at its lower end. The plunger can be projected with
considerable force by properly manipulating the }i-\n.
three-way cut-out cock. It is short and can therefore be

r-4-

Fig. 244 — Gun for Shooting Out Frame and Equalizer Bolti.

the bolts out without removing the driving brakes and
bracket. If the gun is given a small charge of powder,
and is placed fairly under the broken bolt, it can easily
be driven out. The gun is loaded much the same as
one of the old muzzle-loading shotguns, the fuse be-
ing placed in the 3/16-in. hole near the bottom. It is
advisable to get out of the way while it is exploding.
It saves more time than any device I know of, as engines
often arrive with broken equalizer bolts which can be
knocked out with the gun and put back into service in-
side of two hours, whereas from 15 to 20 hours would be
required to take down the driver brake and drill out the
hole. — F. Nowell, Locomotive Foreman, Canadian Pa-
cific, Ottarva, Ont., Canada.

BOLT EXTRACTOR.

The extractor shown in Fig. 245 is used for removing
bolts from locomotive frames, and is one of the most

5 T^ree-HfHf
^Cuf-Ovf Seek

Fig. 246 — Pneumatic Hammer for Driving Out Bolts.

used in restricted places. It also has the advantage of
being safer than guns using powder. — Richard Beeson,
Roundhouse Foreman. Pittsburgh &■ Lake Erie, McKees
Rocks, Pa.

RAILWAY SHOP KINKS.

BOLTS, PNEUMATIC HAMMER FOR DRIVING OUT.

work the cock. The weight of the hammer is 24

_. . . I J ■ ■ .1 1. 1. ■ 1- ■"=- — i^- P- ^^llogg. Master Mechanic; W. F. Merry,

The air hammer for dnvme out bolts, shown m Fig. _ , ^ "" , ^ „ ^ , . ^ , ^

,. . . ^ , . , General Foreman, and G. H. Goodwin, General Gang
diameter, rato which „ c- ., n-^r^i^-t

roreman, Southern Pa-ctnc Los Angeles, Cat.

247, consists of a cylinder 6 in.

is fitted a piston with packing grooves and

3j^-in.

BOLTS, PNEUMATIC HAMMER FOR DRIVING OUT.

The pneumatic hammer shown in Fig. 249 is especially
useful for removing main rod and frame bolts. Air is
admitted through the valve A, under the telescopic pis-
ton, forcing the head against the bolt. By alternately
opening and closing the valve B air is admitted and

Fig. 247 — Air Hammer for Driving Out Boita.

piston rod. Air is admitted to the bottom b\' suddenly
opening the air cock in the pipe connection, thereby giv-
ing the piston the necessary impulse. — A. Loicc, Can-
adian Pacific Railway, Glen Yard, Westmount, Montreal.

BOLTS, PNEUMATIC HAMMER FOR DRIVING OUT,

A telescopic pneumatic hammer which has given most
satisfactory results is shown in Fig. 248. This hammer
has proved a time-saver, not only for knocking out bolts
from the frames of locomotives, but for knocking out
crown-bar bolts, effecting a saving alone on this one job
of 200 per cent. To operate the hammer after the air
hose has been connected and the hammer has been
mounted on substantial blocks, open the lower cock.
This admits air under the telescopic cylinder and holds
the punch on the object to be knocked out. Then open
the top cock quickly. This will admit air through the

o:\

Fig, 249 — Pneumatic Hammer for Removing Frame Boltt.

exhausted from the cylinder C, projecting the hammer
against the anvil, which is in contact with the bolt. This
hammer will strike a blow varying from 800 to 1,000 lbs.
A great saving is made in both time and material, as a
bolt is very seldom damaged when removed in this
way. — A. S. ll-'illard. Foreman, Norfolk 6r Western,
Crewe, Va.

BY-PASS VALVE SEAT REAMER.

A built-up reamer for trucing up the bevel seats of
by-pass valves is shown in Fig. 250. The spindle, which
receives the cutters, thimbles, guides and nuts, is made of

Fig, 248 — Pneumatic Hammer for Driytng Out Bolte.

%-\n. holes in the telescopic cylinder, causing the ham-
mer in that cylinder to lift and hit a very hard blow.
Shut off the cock and release the air, which exhausts
through the holes in the sides of the cock. The ham-
mer will then drop on the rubber seat which acts as a
cushion. The hammer will hit as fast as the operator

Fig, 290— By-Pau Vaiv« Seat Reamer.

soft steel. The lower end of the spindle has a washer, ma-
chined in place, against which the lower cutter rests. The

ERECTING SHOP.

lower guide is separated from the reamer by a thimble, this work satisfactorily two reamers are required, one
and the three are secured in position by the ring nut of which is called the reseating reamer, which provides
which bears against the guide. The upper cutter and guide the correct width, while the other reamer is a finishti^
are similarly clamped in position, there being two ring tool. Care should be taken that the width of the seat

in the casting is smaller than the cutting edge of the
valve. A slow running motor may be applied for power,
but a good ratchet is satisfactory, especially when a
workman has but one engine on which to do this work. —
D. P. Kellogg, Master Mechanic; W. F. Merry, General
Foreman, and C. H. Goodwin, General Gang Foreman,
Southern PaciHc, Los Angeles, Cat.

CRANK AXLE TURNING MACHINE.

A crank axle turning machine for truing up the in-
side crank axle bearings of balanced compound loco-

U sit

Aanytr Air TftMing Staf. Ittamtr for litfaHng.

Fig. 2B1 — By-Paai Valva Saat R«am«ra.

nuts which allow for adjustment of the cutters. The tool
is designed for use with an air motor, the t<^ of the
spindle having a standard Morse taper. — Erie Railroad,
Meadviile, Pa.

BY-PASS VALVE SEAT REAMERS.

Two styles of reamers and their application in ream-
ing by-pass valve seats are shown in Fig. 251. To do

Fig. 2G3 — Crank fMt Turning Machine.

motives is shown in Figs. 252 and 253. These bear-
ings wear out or round more rapidly than the outside

Fig. 252 — Crank Axle Turning Machine.

RAILWAY SHOP KINKS.

piijs and must be maintained in good condition to pre-
yent overheating and failure. Maintaining the bearings
by h^nd is costly and unsatisfactory. It requires a
sjkilled mechanic from 25 to 30 hours to true up a crank
axle bearing by hand, and when finished the crank is
liable to .be out of quarter and the original throw
fh^ged. The crank axle turning machine will fiinish
^b^^ipg in from five to six hours, turning the pin ex-
a^cfJy. round and in exact , quarter and throw. The draw-
ings show the construction of the machine. It consists
of a two-piece annular worm gear enclosed in an outer
' case. -An air motor drives this gear by means of a worm.
Two cutting tools are mounted in the gear body and
are fed automatically. The machine has a positive cen-

CRANK PIN TURNING MACHINE.

The machine shown in Fig. 254 is designed for re-
turning side and main rod crank pins which have become
untrue in service. It consists of an outer frame with an
interior mechanism for driving two turning tools. The
frame has points for adjusting the machine to. the cen-
ters of the axle and pin, in order to correctly establish
its position. The tools are driven by an air motor
through gearing independently of eacli other, and are
fed automatically. The machine is adjustable to all
sizes of pins, With the machine one man can turn
up and finish a crank pin in about Zj'i hours, at an av-
erage cost of $1.14. By hand, with chisel and file, it
requires a skilled mechanic on an average of 9 hours

' /

Fig. 264 — Crank Pin Turning Machine

taring device, making adjustment on the crank correct to true up a pin, at a cost of $3.60. With the machine

for quarter and throw. The inside cranks of about 150 the pins are round and in correct throw and quarter,

balanced compounds are overhauled per year, so the which is not usually the case when finished by hand.

saving made by the use of the machine over the hand About 300 pins are turned up each year, and at_ the rate

method is quite large. The costs of the two methods are of $2.46 per pin a considerabe saving is effected by the

as follows: machine, and the quality of work is far superior. —

„ , , „,,„£./. McKernan, Tool Supervisor, Atchison, ToPeka &

By hand, per engine $11.10 ^ r- t- r i--

By machine, per engine 2.S9 S<mta be, Topeka, Kan.

Saving by machine, per engine 8.51

Saving by machine, per 150 engines 1,276.51 CABS, HANDLING.

In addition to this large saving per year the delays to Steel cabs are conveniently handled about the shop

power for crank axle work are reduced 75 per cent, by the crane and the device shown in Fig, 255. The

through the use of the machine. — E. J. McKernan, Su- cross-piece is made of a T-bar, the vertical flange of

pervisor of Tools, Atchison, Topeka & Santa Fe, To- which is cut off at the ends and the bottom web is turned

feka Shops. up for the chain connections. The triangular arms hook

ERECTING SiiOP.

in the end of the cylinder, with the templet T pivoted to
it at the center B. The templet is then adjusted so that
there is stock outside of it at all points where the cast-

Fig. 25S — Device for Handling Steel Cabi.

in the windows and provide for handling a cab without
injury to the newly painted and varnished surfaces. —
Lehigh Valley, Sayre, Pa.

CYLINDER BORING BAR.

The boring bar shown in Fig. 256 may be used for
either cylinders or piston valve chambers. It is oper-
ated by an air motor, the spindle being geared to the
main shaft of the motor. The feed is operated through
the 15/16-in. diameter lead screw, actuated by the star
wheel. The bar is held in positicm by the two heads
which have shoulders to fit the bore of the piston valve
chamber or cylinder. These heads are clamped to the
cylinder, — K. J. Lamcool and J. S. Naery, Jr., Special
Apprentices, Chicago, Indiana &■ Louisville, Lafayette,
Ind.

CYLINDER CASTINGS, LAYING OUT.

A templet for laying out cyhnder castings for plan-
ing is shown in Fig, 257. The false center A is placed

Pig. 287— Templet for Laying Out Cylinder Caetlnge.

ing is to be machined. This being done, the cylinder
casting is laid off according to the outline C, D. E, F,
G, H and I. — Chicago & North Western, Chicago.

CYLINDER HEJ^D GRINDING.

The tool or jig for grinding cylinder heads, shown in
Fig. 258, can he made for $2.25, labor and material.
In »ome of the larger shops air motors are used for
grinding cylinder heads, but this device has been found
far superior and much cheaper, A 4-in. pipe is screwed
into a casting V/^-m, thick (something similar to i
follower plate) with an air inlet at the bottom. The
piston is made of hard wood. The admission of air to
the cylinder is controlled by the three-way cock. A

Fig. 2B6 — Boring Bar for Cyllndere or Pliton Valve Chambers.

RAILWAY SHOP KINKS.

rod connects the handle of this cock with the arm at-
tached to the cylinder head. AH that is necessary is to
turn on the air, which will start the piston upward until
such a time as the connecting rod shuts off the admis-

CYLINKER SARDLE BOLT HOLES, JIG FOR.

A full set of cylinder saddle bolt holes may be drilled
in three hours by means of the jig shown in Hg. 260.
As indicated, they are drilled from the inside, the for-
mer practice at Silvis being to do it from the outside.
The frame of the jig is constructed of four piece:

Fig. 25S — Davlu for Grinding Cylinder Headi.

sion of the air, when the weight on the end of the lever
quickly forces the piston downward. The device is thus
automatic in action. — C. j. Drury, General Roundhouse
Foreman, Atchison, Topeka & Santa Fe,' Albuquerque,

New Mex.

CRANK PIN WEAR INDICATOR.

A Special tool that readily indicates whether or not
a crank pin is out of round is shown in Fig. 259. The

Fig. aeo-^lg for Boring Cylinder Saddle Bolt Hole*.

J4 X Z'/i-m. common iron and a 22j/^ x 35^ x yi-'va.
plate, the plate being fastened to the base by long bolts
and pipe spacers, as shown. Hardened steel bushings,
1>2 in. outside diameter, are provided to guide the drill.
— G. IV. Seidel, Shop Superintendent, Rock Island Lines,
Silvis, III.

CYLINDER, REPAIRING CRACKED,

When a cylinder casting cracks in the live steam pas-
sage between the steam pipe jbint and the valve cham-
ber, allowing the steam to escape- from the live steam
passage, the half cylinder saddle is useless. The ac-
companying drawing. Fig. 261, illustrates a method of

Fig, 269 — Device for Locating Wear on Crank PIna.

device is fastened in the crank pin center of a (juarter-
ing machine, with the three fingers D, C and D in con-
tact with the pin, as shown. .A.s it is revolved about the
pin E the high and low spots are noted. The fingers
are adjustable and may be used on crank pins of any
size. — Clikage & \arlh Western, Chicago.

Fig. 261 — Sectlona of Cylinder Saddle and Bushings.

reclaiming such cracked cylinder castings. The first ap-
plication was made by G, L. Van Doren, superintendent.
Elizabethport shops, in February, 1907, and this was
probably the first application of its kind. Since that

ERECTING SHOP.

time 61 pairs of cylinders have been repaired in this
way at Elizabethport, none of which have given any
trouble. The saddle casting shown is that of an inside
admission valve, with two short valve bushings. When
the crack occurs in the live steam passage between these
bushings, the steam must be carried direct from the
steam pipe to the valve chamber, relieving the cracked
cylinder of all steam pressure. The short bushings are
removed, the valve chamber is rebored to receive a
^-in. thick bushing which extends over the outside
edges of both steam ports. Steam ports are cut in this
long bushing and the short bushings are replaced. A
5-in. diameter hole is bored in the long bushing, in
which the 5-in. seamless steel tube is rolled with a spe-
cially made roll expander. The upper end of the tube
has a ring brazed to it, which fits snugly in the steam
pipe casting as shown. — Centrai Railroad of New Jer-
sey, Elisabethport. N. J.

/iii'sfrip^

Til

k'lii'llt'ttif/i/rBft
Fig. 203 — Rack for Driver Brake Rloginfl.

I Fig. 263. The frame is constructed of 2^ x
-in. angle iron. — Rock Island Lines, Silvis, III.

CYLINDERS, HANDLING.

A pair of locomotive cylinders being handled by an
overhead traveling crane is shown in Fig. 262. Ad-
vantage is taken of the cylinder design which permits

Fig. 202 — Traniporting Cylindera by a Trav«llng Crane.

the use of the hooks. There is a heavy crossarm above
to which the crane block is attached. Cylinders are
easily handled to and from the frames with this device.
—rLehigh Valley, Sayc, Pa.

DRIVING ,\XLE, KEY-WAY MILLER.

The tool shown in Fig. 264 is designed to greatly fa-
cilitate the cutting of. key seats in driving axles. The
standard Morse taper shank is provided for attaching an
air motor directly above the milling cutter. Steel ball
races and bearings prevent any loss of power due to
friction. The tool is fastened to the axle by means of
two chains and tightening screws, which latter bear
against the underside of the axle. The V-shaped sur-
face of the device provides for bringing the cutter on
the center line of the axle. The depth of the key-way
is governed by the horizontal star wheels and is main-
tained by setting the lock nut. The feed is governed by
the screw at the opposite end of the device. Provision
is made for taking up all possible wear in the guides.

Fig. 2S4— Portable Key Seat Mliter.

there being two adjustable gibs which are adjusted by
the set-screws shown in the side elevation — Erie Railroad,
Mcadi'ille, Pa.

DRIVER BRAKE RIGGING, B.\CK FOR.

nRIVIKG AXLES, TOOL FOR SCRIBING CIRCLE ON END OF.

An inexpensive rack, which keeps'the driver brake There is an advantage in having the circles, which are
rioting off the floor and economizes floor spac^, is scribed on the ends of driving axles, from which the

RAILWAY SHOP KINKS.

prick punch marks are made when tramming the wheels
for the side wds, of a standard size. These circles are
usually cut in new axles on the lathe, but they become
partly obliterated after the axle has been in service for

as the cylinder foundation when removing the opposite
box. — James Stez-ensoii, foreman, Pennsylvania 'Rail-
read, Olean, N. ¥.

A truck that has been very helpful in moving driving
boxes from place to place about the shops, while being
handled by the different departments, is illustrated in
Fig. 267. Anyone who has tried to handle a driving box
on the ordinary shop truck knows what a hard job it is.

Pig. 2(8 — Ramoving Drivlng4ox Cellar*.

first rolled over on the axles. The apparatus is swung
above the axle from a traveling air hoist and the ful-
crum of the lever, made in the form of a double clamp
■ and bolted at the bottom, is fastened to the axle. The
U-shaped piece of metal is then placed in position, bear-
ing against the box only, after which the cellar bolts are
removed. The other box is used for a foundation for
the air cylinder. When the air is applied the box is
forced down and off of the cellar, which latter is used

r.-^-"

Fig. 2BS — Tool for Scribing Circlea on Driving Axlaa.

some time. The tool illustrated, Fig. 265, is used for
truing up an old circle or for making one on an axle
that has not been so marked. The body of the tool is
made of wrought iron and the ball center and the scriber
are of steel. The ball is placed in the large center in
the axle and the tool is used as a pair of dividers. —
Baltimore & Ohio, ^ft. Clare Shops, Baltimore, Md.

I>RIV!NG TiOX CELLARS, REMOVING.

A method of removing tight-fitting driving-box cellars
without damaging them, as is the case when using a
sledge hammer, is shown in Fig. 266. The boxes are

Fig. 2S7~-Drlving Box Carrier.

and will appreciate the use of a catrier of this kind. It
has another advantage, in that it can always be found,
for it cannot be used for any other kind of trucking. —
D. P. Kcllogji, Master Mechanic: IV. F. Merry, General
Foreman, and C H. Goodwin, Genera} Gang Foreman,
Southern PnciHc. J.os Anj^cles, Cat.

DRV. PIPE JOINT IN TL'BE SHEET.

A special rigging for grinding the dry pipe into the
front tube sheet is shown in Fig. 268, The device con-

Fig. 268 — Grinding Dry Pipe Joint In Tube Sheet.

ERECTING SHOP.

handling them with a crane. One of these is shown in
use in the photograph, Fig. 269, and in detail in tlie
drawing, Fig. 270. There are two loose shoes, which
slide on the edges of the wedge-shaped centerpiece,

guided by two pins and the slots shown. The weight of
the box serves to bind the shoes against the flanges. —
Lehigh Valley, Sayre, Pa.

ECCENTRIC BL.ADE BEXDER.

A simple eccentric blade bender. Fig. 271, can be
made at a cost of $2.25. Instead of employing the old
method of twisting and bending with heavj- apparatus

Fig. 269 — Expanding Wedgfl D«vlce Uied for Handling
Driving Boxea.

sists of an air motor A connected to a crank B, which
oscillates the handle C attached to the dry pipe D, as
shown in the photograph. — Chicago & North Western,
Chicago.

NO BOXES, n.\NDLING.

DRIVING BOXES, n.\NDLING.

An ingenious device, consisting of a pair of expand-
ing wedges, is used for grasping the driving boxes while

Fig. 271 — Eccentric Blade Bender.

and using heavy wrenches, this simple kink can be op-
erated with a 12-in. wrench. Special attention is called
to the short bends possible and the close places in which
the bender can be operated. The slip yoke is moved
along the blade so that an adjustment can be quickly
made for a bend at any point. It is a cheap and handy
kink for use on eccentric blades, reach rods, lifting arms,
etc. — C. J. Drury, General Roundhouse Foreman, Atchi-
.wn, Topeka & Santa Fe, Albuquerque, New Mex.

ECCENTRIC BLADE BENDER.

It is often necessary to adjust eccentric blades after
they have been bolted to the eccentric strap. The de-
vice for bending the blades shown in Fig, 272 is light

iPlg. 27t^— Expanding Wedge Uaed li

Handling Driving Boxea.

Fig. 272— Device for Bending Eccentric BladaaJ

and may be easily applied to either side of the blade. A
number of shims to suit the different blades should be
carried in stock. After the device has been adjusted by

RAILWAY SHOP KINKS.

putting the 1-in. pin through the strap and the bar A,
the blade may easily be bent to any position by turning
the screw B. — P. F. Smith, Chief Draftsman; Thomas
Marshall, Master Mechanic, and Henry Holder, Gen-
eral Foreman, Chicago, St. Paai, Minneapolis & Omaha,
St. Paul, Minn.

ECCENTRIC BU^DE BENDER.

A device for bending or straightening eccentric blades,
brake levers, etc., is shown in Fig. 273. It can be used
without taking these members dcwn, and does not re-
quire the use of heavy or unwieldly bars such as are so
often used for this work. It is only necessary to slip
the strap over the bar, adjtfst'it, and .drive the key into
place. The 1^-in. screw can l hen be turned by the use

the block. The key is detachable. A particular point of
merit in this kink is in the fact that it may be used with-
out disconnecting the eccentric blade, and in case of
emergency it can be used as a blade twister by placing a
chisel or piece of iron under one edge of the block. —
D. P. Kellogg, Master Mechanic; W. F. Merry, Gen'
eral Foreman, and G. H. Goodwin, General Gang Fore-
tnan. Southern Paciiic, Los Angeles, Col.

EXHAUST NOZZLE, CLAMP FOR TESTING STEAM PIPES.

A clamp for exhaust nozzles, when the steam pipes
are being tested, is shown in Fig, 275. The cap A fits
in the top of the nozzle after the tip has been removed.
A steam-tight joint is secured by placing a rubber gasket
over the top of fhe nozzle. The clamps B are moved in-

I .^'-.--.j.

|./4<f3

of an ordinary wrench. The key can be backed off
slightly and the strap slipped along the blade or lever,
if more than one operation is required to properly ben<l
or straighten it. With this arrangement it is possible to
make short bends and to operate in restricted spaces. —
Richard Becson, Roundhouse Foreman, Pittsburgh &
Lake Erie, McKees Rocks, Pa.

ECCENTRIC BLADE BENDER,

A light and effective ectfb'ntric blade bender is shown
in Fig. 274. If, is capable of bending a plate 1% in.
thick and 4 in. wide and is easily adjusted for bend-
ing in either direction, it being only necessary to reverse

Fig. 27S — Clamp for Exhaust Nozzle When Teeting Steam
PI pee.

ward along the bar C and fit under the edges of the
flange of the nozzle casting. When these have been
properly adjusted they are secured by the ?4-in. set^-
screws, and the cap A is forced securely over the top
of the nozzle by turning the screw £. — C. C. Leech,
Foreman, Pennsylvania Railroad, Buffalo, N.'Y.

GUIDE BLOCK, TRUING NUT BEARING SURFACE OF,

It is often advantageous to have a tool for truing up
the bearing surfaces for the nuts which secure two-bar
guide blocks on the cylinder head. These surfaces, be-
ing on the inside of the disc, which is cast integral with

Fig. 274 — Eccentric Blade Bander.

Fig. 276 — Back Facing Tool.

the back head, are inaccessible, save with a tool designed
along the lines of the one shown in Fig. 276. In using,
the cutter is removed from the spindle of the tool and
replaced after the spindle is inserted through the bolt
hole. The nut and washer shown are then screwed

ERECTING SHOP.

against the face of the disc on the head ; the feed of
the cutter is regulated by this nut. A single cutter tool
is often used for this work, but not so successfully as
the cutter shown. — Fred Bents, Tool Room Foreman,
Southern Pacific, BakersAeld, Cal.

. GUIDF, BOLT HOLES^ REAMING.

A convenient apparatus for reaming guide bolt holei
is shown in Fig. 277. The rigging may be quickly set

GUIDES, GAGE FOR LINING TWO-BAR,

The lower bar of two-bar guides is usually lined up
with the aid of inside calipers. It is necessary, in this
instance, however, to use a square or straight-edge in
truing the guide bar in the lateral direction, and a me-
chanic's caHpers are often disturbed by being knocked
on the floor by other men who may be working about
the locomotive. The gage here shown. Fig. 278, was
made especially for lining the lower bar. It is of brass,
is light, easily handled and easily made. The upright
may be fastened to the base in any convenient way. The
pointer is arranged for adjustment in two directions by
sliding in the slot of the upright and moving hori-
zontally through the thumb-screw and lock nut shown.
The height of the pointer is set at }^-m. less than half
the distance between the crosshead bearing surfaces,
this J^-in. being the thickness of the base. The shoulder
guides the gage along the bar and the pointer is set out
to the line through the center of the cylinder. — Balti-
more & Ohio, Mt. Clare Shops, Baltimore, Md.

GUIDES, UNING.

A kink used in lining up guides is shown in Fig. 279.
It is constructed with the arms A notched at the ends to

Fig. 277 — Reaming Guide Bolt Hole*.

up and is operated as follows : The reamer A is in-
serted in the guide bolt hole and the lever C, with. a ful-
crum at D in the adjustable jack E, is placed under the
motor. Pressure is applied by the workman at the left,
thus feeding the reamer into the hole as the workman on
the right operates the motor. — Chicago & North West-
ern, Chicago.

l.._..4-_._J

Fig. 27ft~-Qaga tw Lining Two-Bar Ouldoa.

Ftg. 279 — Adjuatable Device for Llnli^ Up Guldei.

fit cylinders whose diameters range from 16 in. to 21 in.
It is placed at the front of the cylinder, as shown, with
a similar but smaller device in the back cylinder head
supporting the bar B. The bar is thus held in the cen-
ter of the cylinder and Is free to slide backward and

RAILWAY SHOP KINKS.

forward, affording a means for lining up the guides.-

Chicago & North Western, Chicago.

GUIDES, LINING.

For many years and in many shops it has been the
practice to set the guides of a locomotive by means of

-s==i»:

Fig. 280 — Spider and Gland for Setting Guidi

a string stretched along the axis of the cylinder and ex-
tending back to a point opposite one of the pedestals.
It was held at either end by rather frail supports, which.

if ihey happened to be struck, would throw the line out
of center and might, if unnoticed, make a mess of the
Job, In order to obviate this difficulty and provide a
solid point from which to take measurements the spider
and gland shown in Fig. 280 are used. The spider A
is made of various diameters and has a tapered rim 2^
in. wide that fits into the bore of the cylinder at the
front, where it is held by nnts on the cylinder head studs.
The taper of the rim causes the hole at the center to be
drawn truly central with the bore. The gland B fits
into the stuffing box at the back, so that its hole is also
central with the cylinder. The bar C is then slipped
through the holes in the gland and the spider which are
in line with each other. As the bar is 8 ft. long and 2j4
in. in diameter, it is long enough to reach to the end of
[he guides, and stiff enough to hold without bending,
and thus furnishes a rigid point from which the guides
can be set and lined. — Delazvarc, Lacjiauvnna & West-
ern. Scraiitoii, Pa.

The easiest and quickest method of cleaning the brake
rigging, eccentric straps, link motion, driving boxes,
shoes and wedges, binders, etc., is to put them in a cage
which may be lowered into a lye vat, such as is shown
in Fig. 281. As the Lehigh Valley shops have two erect-

Fifl. 281^Lye Vat for Cleaning Greaay Locomotiva Part*.

ERECTING SHOP.

ing floors, one on each side of the building, there are
two of these lye vats. Each is 10 ft. wide, 30 ft. long
and 14 ft. deep. There are several coils of pipe arranged
along the walls of the vat near the bottom. Live steam
is passed through these coils for heating the solution. ,
It will be noticed that the crate held suspended above
the vat is handled by the shop crane and that the cover
sheet is lifted with the crate. Locomotive parts are low-
ered into ihe vats and left there for about twelve hours,
when they are taken out and flushed with cold water.
One of the gang checking boards and a time clock
are shown at the left side of the photograph. Each
gang checks separately, so that there are several of
these boards and clocks about the shop. — Lehigh Valley,
Sayrc, Pa.

KEYIVAY SLOTTING TOOL.

A tool for slotting keyways, used in a hydraulic press,
is shown in Fig. 282. The cutting part consists of a
number of teetji of different heights, the lowest being

around the motor shaft. The grinder can thus be swung
over to a second jaw without changing the position of

Fig. 283 — Pedeatal Jaw Grinder.

the motor. The latter operates at 900 r. p. m. and the
emery wheel at 1,200 r. p. m. It is also proposed to use
the devices for light truing of slide valve seats. — Great
Northern, Dale Street Shops, St. Paul, Minn.

PETTICOAT PIPE ADJUSTER,

A device that is convenient for properly setting the
petticoat pipe and holding it in position while the hang-

Fig. 282 — Tool for Slotting Keyways.

at the right and the highest at the left. As the tool ad-
vances each tooth removes a little more metal than the
preceding one. If necessary it may be used by driving
it with a sledge. — Chicago & North Western, Chicago.

PEDESTAL JAW GRINDER.

A simple and successful grinder for facing off pedes-
tal jaws over the erecting pit is shown in Fig. 283, It
is motor driven, the motor being under cover on the
hand truck in the foreground. The device has an an-
gle-bracket which is held to the locomotive frame by
two clamps. The grinder frame is bolted to this bracket
and is adjustable sideways for grinding the vertical
and sloping legs, A crosshead moves vertically in a
slot in the frame, and the emery wheel is driven by bevel
gearing on the rear side of the crosshead. The cross-
head and wheel are moved up and down by the hand
crank below the wheel, the adjacent edge of the grinder ■
frame being toothed to form a rack. The emery wheel
is an 8-in. cup type, and is swung around in a half circle
back of the frame to grind the other leg. It is held in
position by dowel pins. The knuckle-joint pulley-and- ers are being fastened is shown in Fig. 284, It may be
belt frame has arms 2 ft. 8 in. on centers and revolves adjusted to any size of petticoat pipe. The t<^gle joints

Fig. 284— Petticoat Pipe Adjuster.

RAILWAY SHOP KINKS.

which fit on the long bar are forced outward and fast-
ened by the set-screws, thus holding the petticoat pipe
securely in place and central with the bar. The lower
end of the bar has a plug which fits in the exhaust noz-
zle; the upper end may be adjusted to a central posi-
tion in the smoke stack by calipering. The pipe may
then easily be held in position while the hangers are be-
ing fastened. This is much more convenient than the
old way of using a string and a plum bob. — William G.
Reyer, General Foreman, Nashville, Chattanooga & St.
Louis, Nashville, Tenn.

PISTON, REMOVING FOIXOWER FROM.

A tool of great advantage in removing the follower
from the piston is shown in Fig. 285. The dogs A and

size ring does not (juite fit the cylinder. In order to
make a perfect fit the ring may be altered by the use of
this device. Three hardened rollers, 3 in. in diameter,
are arranged as shown. The uiq)er roller can be ad-
justed vertically by a thumb-screw, and it is also keyed
to a shaft with a square head, so that it can be turned
with a crank. If the ring is too large it is placed in the
device with the rollers in the position indicated and by
adjusting and rotating the upper roller the circumfer-
ence of the ring may be reduced in a manner similar to
that of a boiler sheet in the rolls. Adjustment of the
screw gives the proper curvature. If the ring is too
small, it is placed between the rollers in the reverse po-
sition and its diameter is enlarged. — 5". S. Lighlfool, Bo-
nus Demonstrator. Atchison, Topeka & Santo Fe, San
Bernardino, Cal.

PISTON RING, COMPRESSlNt;.

A handy device for compressing the packing rings on
a solid piston head while applying it to the cylinder is
shown in Fig. 287. Ordinary wedges, the tang of a file,
etc., are often used for this work. This device is placed
around the piston head and over the rings and is tight-
ened up by the small pinion arid latch, which tatter acts
as a ratchet to mesh in the rack and hold the band
tightly. The band is made of No. 16 sheet iron, 3 in,
wide. The lugs or projections at its edge prevent it from

Fig. 285 — Tool for Removing Bull Ring from Pliton.

B, attached to the cross piece C, are inserted in the bull
ring D, and the screw F. is forced against the piston F;
the dogs A and B pull the spider off. — Chicago &■ North
Western, Chicago,

PISTON RING EXPANDER AND CONTRACTOR.

A device for expanding or contracting piston pack-
ing rings is shown in Fig. 286. They are turned to
standard sizes and it frequently happens that the nearest

f— .3J'-

•-'

-i

"vl -.

\ I ^ Boiler /ron

njj\

h^"'"i

Fig. 286 — Pacldng Ring Expander and Contractor.

Fig. 2S7 — Device for CompreMing Piston Padcing Ringa.

slipping into the cylinder. In using, the band is tight-
ened until the rings are flush with the piston head, and
as it passes into the cylinder the band is forced off by
the lugs. — W. H. Snyder, Assistant General Foreman,
New York, Susquehanna & Western, Stroudsburg, Pa.

PISTON ROD EXTRACTOR.

The accompanying illustration, Fig. 288, shows a pis-
ton rod puller which can be made complete for 80 cents,
labor and material. The method of pulling is the re-

ERECTING SHOP.

verse of that when the piston rod is keyed up. It is a
cheap, handy and sure device. — C. J. Drury, General

rod, forcing the latter out of the crosshead. This is a
very handy tool for both shops and roundhouses. — A. D.
Porter, Shop Efficiency Foreman, Canadian PaciHe,
West Toronto, Canada.

PISTON ROD EXTRACTOR.

A simple but effective piston rod puller is shown in
Fig, 290. The main block is made to conform to the
taper of the pin fit in the crosshead, and has a tapered slot
planed through it, as shown, to receive a key. The

f^ T

}

1 C-/£^i i*

Vj^y i_

Fig. 288— Devlea f^r Pulllnv PItton Rods.

Roundhouse Foreman, Atchison, Topek/f & Santa Fe,
Albuquerque, Nno M ex. 'i ■•''

PISTON ROEfj EXTBACTDR.

The separator. Fig. 289, is made on the same principle
as the bolt extractor shown in Fig. 245, and is used for
separating the crosshead and piston rod. It is made of
wrought iron. The J^-in. holes and the space behind the
ram are filled with thick oil. The separator is applied
to the crosshead, taking the place of the end of the

Fig. 290— Piiton Rod Pulier.

block, which bears against the end of the piston rod, has
a round boss in the center on one end and a tapered
tongue, on the other. This tongue extends into the slot
of the pin portion of the device and is tapered to corre-
spond to the key. — C. C. Leech, Foreman, Pennsylvania
Railroad. Buffalo, K. F.

'u~>i'~\M^

PISTON ROD EXTRACTOR,

A piston rod extractor of unusual strength and one
which will draw piston rods without damaging the cross-
head is illustrated in Fig. 291. The piston is first drawn
back to its striking point. The long two-piece sleeve is
applied to the rod, bearing against the packing gland.

Fig. 289— Platon Rod Extractor.

connecting rod, and the wrist pin is put in place. The
wrought iron ram forces the oil against the plunger,
which is shown in detail at the upper part of the draw-
ing. The center of the ram engages that of the piston

Platan Rod Extractor.

The two collars are then applied at the crosshead end
of the rod. The halves of the collars are held together
by bolts. Taper keys are driven in the ways between the
collars to draw the piston. — James Stevenson. Foreman,
Pennsylvania Railrond. Olcan, N. Y.

RAILWAY SHOP KIXKS.

PISTON ROD EXTRACTOR.

A piston rod extractor, which was designed some
years ago and has performed good service, is shown in
Fig. 292. Two straps, A, A, are set over the piston
rod and the apparatus respectively, and are held in posi-
tion .by the bolts B. The apparatus consists of a cylin-
der C, in which there is a piston, the stem D of which
projects and is brought to a bearing against the end of
the piston rod. The strap prevents the cylinder from

PISTON VALVE CHAMBER, BORING.

A simple and efficient device for boring piston valve
chambers is shown in Figs. 293 and 294. It consists of
heads with tapered shoulders on the inner faces to fit the

Fifl. 292— Platon Rod Extractor.

backing oil when pressure is applied. The projecting
end of the cylinder at E is fitted with a coarsely threaded
screw F, whose head receives a turning bar through a
drilled hole. The end of the screw works through a
leather packing, the space between it and the piston be-
ing filled with white lead, which acts as a -pressure me-
dium. In using, the device is adjusted so that the stem
of the plunger bears against the piston rod, after which counterbores of the steam chest. This, together with the
the screw is run in. This displaces the white lead, the holes which fit over the steam chest cover studs, nuke
thrust of the screw being multiplied in proportion to the it self centering. The heads are fitted with bushings at
square of its diameter and that of the piston. their outer ends in which the boring bar fits ; collars are

Fig. 2S3 — Application of Devlc« for Boring Piaton Valve
Chambers.

Pig. 2B4 — Detaila of Device for Boring Platon Valve Chambera.

ERECTING SHOP.

so placed as to prevent the boring bar from moving end-
ways. At the front end of the bar and clearly shown in
the photograph is a worm gear which meshes with a
worm. An air motor fits on the taper shank on this
worm. The feed mechanism is placed at the other end
of the boring bar and may be regulated to give either a
fine or a coarse feed. Different heads are provided for
the different size valve chambers. — P. F. Smith, Chief
Draftsman; Thos. Marshall, Master Mechanic; Henry
Holder, General Foreman, and James Fiiidlay, Machine
Shop Foreman, Chicago, Si. Paul, Minneapolis &■ Omaha,
SI. Paul, Minn.

The parallel strip, shown in Fig. 295, is used to con-
siderable advantage in lining up dowel pins on piston

3}s-^n. nuts. The cylinder is inverted and is bolted to
the lower face of the upper plate. It is 6 in. in diameter
and is fitted with a plunger. The lower end of the
plunger sets in a hole in a plate or crosshead, to the ends
of which lifting chains are attached as shown. These
chains pass over sheaves set on the uprights at the top

Fig. 295— Parallal Strip for Lining Up Dowel Pins on Piston
, Valv« 8p)d«ra,

valve spiders. For the proper laying off of keyways on
piston valve spiders the device shown in Fig. 296 is used.
The spider A is placed in the countersunk hole in the
plate B, and the parallel strip C is inserted in the slots of
the tool posts D and E, as shown. The keyway'is then
scribed at F. It is thus located in the correct position

Fig. 296 — Laying Off KeyWaya on Platon Vatve Spidera.

and there is no danger of the valve binding in the steam
chamber when it is connected to the valve motion. —
Chicago Sr North Western, Chicago.

PRESS, HYDRALLia

The hydraulic press for rod bushings shown in Fig,
297 has a table which stands on four substantial legs that
are embedded in a concrete base and extend up to and
through the upper plate, which is held in position by the

Fig. 297— Hydraulic Pr«a« for Rod Buahlnga.

and carry counter-weights at their ends which serve to
draw the plunger up after it has done its work and the
pressure has been removed. The plunger is 6 in. in
diameter inside and 9 in. in diameter outside. Pipe spacers
are used over the uprights for holding the base and top
plates the proper distance apart. — Delanvare, Lackav.-an»a
&■ Western, Scranton, Pa.

RAILWAY SHOP KINKS.

PRESS FOR DRIVING BOX BRASSES, ETC.

Long ago, when we first learned that compressed air
was adaptable to many uses, someone designed a pneu-
matic press with an inverted cylinder for pressing bush-
ings in rods, brasses in driving boxes and doing similar
work. A press of this kind is shown in Fig. 298. It has

almost 4,000 lbs. The base is a stiff- iron casting, tied to
the cylinder by four 2^-in. columns, which are, how-
ever, turned down at the ends to Ijii in., thus forming a
bearing shoulder of % in, at each end. The three-way
cock, whicb is shown in detail, can be made to exhaust
from one end of the cylinder while admitting air to the
other, or can blank all ports. — Delaware, Lackawanna &
Western, Scran ton. Pa.

PRESS, PORTABLE.

The portable straightening press, which is shown in
Fig, 299, is used largely for straightening main and side
rods and in applying or removing bushings from them.
The base of the trgck is an iron casting and is mounted
on lOj-^-in. wheels with 3-in, treads so that it may easily
be moved from one part of the shop to another. The up-
rights and the top cross piece are forgings ; the screw,
which is 3^ in. in diameter, is threaded for a distance of
about 20 in, — C. C. Leech, Foreman, Pennsylvania Rail-
road, Buffalo, N. r.

The 30-ton press for rod bushings and link work,
which is shown in Fig. 300, consists of a frame work of
wrought iron, resting on. an oak plank, and a standard
hydraulic 30-ton jack. The jack is mounted in the frame-
work as shown, the top fitting in the top crosspiece. The
yoke or crosspiece on which the jack rfsts is supported
by the springs at either side. As the jack is operated it
is forced downward and the springs are compressed.

Fig, 298 — Pneumatic Prea*.

a cast-iron cylinder 21 in. in diameter in which there is
a piston with double-cup leather packings, so that there
is no leakage in either direction. The plunger is 6 in. in
diameter and is given a stroke of 8 in. With 90 lbs, air
pressure the press is capable of exerting a pressure of

ft.

- rr

Ti, ,

Il'i

1—

(_ ..^.^.. ^

-l^

-L, — |-l — ^

•a.

pfl 1

Fig, 299 — Straightening Presi for Rod Work.

s±-1l

ERECTING SHOP.

i nfB»

a-—

'o o
to Oj

1.- -^-

— J

l 'H-

-; '

Fig. 300— Pkm for Light Work.

§i m^ t^fzt^.

When the pressure is released the springs return the
jack to its normal position, as shown on the drawing.
The frame work is simple and inexpensive, and may be
constructed to suit any special requirements. The capac-
ity of the press may of course be made greater by select-
ing a jack of a capacity suitable to the class of work
which is to be done. If it is desired to make the press
portable, it may be mounted on a small four-wheel truck.
It may be use<l to equal advantage in either the erecting
shop or the engine house. — C. C. Leech, Foreman, Penn-
sylvania Railroad. Buffalo, N. V. ,

PRESS, HYDRAULIC.

A hydraulic press for driving box brasses and rod
ttushings is shown in Fig. 301. Hydraulic pressure is
supplied to the 8 in. cylinder on the press by replacing
the air end of an air pump with a small cylinder which is
supplied with water' from the water line, the necessary
automatic check valves being provided for the proper

Fig. 301— Hydraulic PreM.

98 RAILWAY SHOP KINKS.

operation of the device. — A. L. Bauer, Foreman Machine 3/16-in, pin, extending through both sides of the head,
Shop, Terminal Railroad Assn. of St. Louis. and is held in contact with the ratchet wheel by pressure

PRESS, PORTADLE HYDRAULIC. [" ^" ^

A hydrauhc press for applying and removing driving
box -brasses is shown in Fig. 302. This press is used in
both the machine shop and the engine house with satisfac-
tory results. ■ The entire outfit is mounted on a four-
wheel truck. The pump, operated by aif pressure from a
hose connection to the shop air line, consists of an 8-in. •
air pump with the air cylinder removed aod a piece of
pipe fitted with a piston substituted for it.' This piston
forces the water into the 14-in. cylinder to operate the
pressure piston. Water is supplied to the pump and press
from a tank located on the truck and is controlled by
four check valves and two cut-out cocks. After the
water is used it is returned to the tank. The side view
shows a driving box brass being applied and the end yiew
a rod brass. In applying driving box brasses, it is neces-
sary to use the extension piece, which, however, is easily
removed when handling rod brasses. The press is
equipped with a gage showing the number of tons' pres-
sure exerted. On several occasions the pressure was run
up to 40 tons without any leak or apparent damage to the
press. — E. G. Gr^ss, Master Mechanic, Central of
Georgia, Columbus, Ga.

RATCHET, CI.OSE-QUABTER.

A 3l^-in. close-quarter ratchet is shown in detail in
Fig. 303. ■ The Morse taper socket, the ratchet and the
feed screw are seen to be in one piece. The tang of
the drill extends through a slot into a counterbore to pro-
vide for removing the drill. The hardened center in the
feed sleeve has a left-hand thread and a hexagon nut
which seats on top of the sleeve. This centei fits freely
in the sleeve as it is necessary to remove the i-enter when
knocking out a drill. The ratchet dc^ is fulcrumed on a

Fig. 303 — Clote Quarter Ratchet.

from a ?^-in. coil spring, as indicated. — Baltimore &
Ohio, Mt. Clare Shops, Baltimore, Md.

ROCKER BOX BORING BAR.

A simple bar for boring rocker boxes without remov-
ing them from the locomotive is shown in Ftg. 304. It
consists of a piece of hollow tubing, with a taper shank
fastened in one end to take the air motor. Brackets or
bearings to support the bar are bolted to the guide yoke,
aiid an L-shaped brace is clamped to one of the rocker
boxes to support the feed screw at the end of the shaft
opposite the motor. The feed may be operated either by
hand or by fastening a wrench to the square end of the
feed screw to hold it stationary. — P. F. Smith, Chief

Fig. 302— Portable Hydraulic Preie.

ERECTING SHOP.

the head, as shown, or it inay be clamped against the
head with a stirrup bolt, the desigti shown, however, be-
ing preferable. For use the scale is set to the length de-
sired and the head is hfld against the shoe face, as in
the plan view. By lightly tapping the hardened steel
pointer the desired pop mark may be made on the wedge.
.This method is much quicker than using a small pair of
trams to locate the point and then using a prick punch for
making the pop mark. The scale may be laid off to suit
any conditions, and in both directions if desired. This
tool may also be used in a variety of cases as a depth
gage or for laying off frame holes, but it was designed
especially for the purpose above described. — Baltimore S-
Ohio, Ml. Clare Shops, Baltimore, Md.

STEAM PIPES

-INC. HOLES IN FLANGES.

A convenient apparatus for drilling holes in steam pipe
flanges is shown in Fig. 306. The steam pipe is held
rigidly with the face to be drilled in a horizontal position,

Pig. 304 — Rocker Box Boring Bar.

Draftsman; Thomas Marshall, Master Mechanic, and
Henry Holder, General Foreman. Chicago, St. Paul,
Minneapolis &■ Omaha, St. Paul, Minn.

SHOES AND WEDGES, LAVING OFF.

In laying off shoes and wedges it is necessary to do
a large amount of work with trams, straight-edges, par-
allel strips, etc. The shoe pop marks must be layed off

[iZQC

7*\

— jii--

Fig. 30S~-Tooi for Malclng Wedge Pop Marie*.

with long, adjustable trams. The wedge pop marks,
however, being layed off from their respective shoe pop
marks, require only a short tram, and again, as these
points do not affect the rod lengths, absolute accuracy
is not necessary. The tool here illustrated. Fig. 305, is de-

Fig. 306^Drlltlng Hole* in Steam Pipe Flange*.

by means of the two pairs of legs B and C, the upper

signed for this latter work. The main part of the tool is parts of which are inserted through the two holes in the

made either of wrought iron or soft steel, though the lat- steam pipe and are keyed down to the frame D. At the

ter is preferable as there is less chance of its being af- top of /> is a flat piece of iron £, which supports the top

fected by rough usage. The scale may be run through of the motor F. This support extends out sufficiently to

RAILWAY SHOP KINKS.

allow the proper adjustment to the motor in locating the
center of tlie hole to be drilled, — Chicago & Xorth West-
ern, Chicago.

STEAM PIPE JOINT ifl \G GRINDER.

One of the most undesirable jobs in overhauling a loco-
motive is thai which has to do with the removing and
replacing of steam pipes. The insuring of .neam-tight

Fig. 307 — Steam Pipe Joint Ring Grinder.

joints between the several sections of the piping is most
important and any tool or device which will assist in
grinding the joint ring is a welcome one. The tool
shown in Fig. 307 is intended for use with an air motor,
the shank having the standard Morse taper. It is ad-
justable and the three self-adjusting shoes accommodate
themselves to the inner rough surface of the ring, grip-
ping it tightly as the nut is adjusted on the screw, forcing
the arms outwartl. — Eric Railroad. Meadi'iUe. Pa.

SMOKECOX, DHILLINC; HOLES IN.

The apparatus shown in Fig. 308 is especially useful
for drilling holes of small diameter when it is not con-

venient to use an "old man." The long piece A is hooked
over a stud or bolt at its lower end and is held at the
upper end b> the workman's right hand. The crosspiece
B is pivoted to A at C and is pressed down on the slotted

Fig. 310 — Extension Ball for Supporting Air Motor.

top of the motor by tlie weight of the workman's body.
The "old mdn" with the ball-shaped head shown in Fig.
309 is used for drilhng the saddle bolt holes in the front
end. An exten.sion bar for supporting an air motor in
<lrilling holes in the boiler at any angle is shown in Fig.

ERECTING SHOP.

310. This extension is adjustable and may be used in any
size boiler. — Chicago &■ North tVesteni, Chicago.

STUD WRENCH.

used for handling boiler i)latc. The hook, which grasps
the door, is assisted by the lever action of the central
piece. The third piece is not necessary. The chain may

.'^n iffeclive form of wrench for removing studs is
shown in Fig. 311, It is made of steel, the stirrup and
the indicated portion of the bar being finished. The stir-

Fig. 311 — Wrench for Removing Stud*.

nip here shown will take studs up to 1^ in. in diameter.
The adjustment is rapid and the tool is exceedingly use-
ful.— Ba//iHi on? & Ohio, Mt. Clare Shops, Baltimore, Md.

STtnj WRENCH.'

A steel tool for applying and removing studs is shown
in Fig. 312. A l/'S-in. hole is drilled in the center of the
hinged portion, and teeth are filed along half of the cir-
cle opposite the hinge pin. The swinging portion is
slotted to receive the lever, which also has teeth filed on
its rounded end. The swinging part and the end of the

Fig. 313 — Clamp* for Uftlng Tlrea and Front Ends.

be attached direct to the lever, which is supplied with
teeth on the other end that grip the metal. — Lehigh
Valley, Sayrc, Pa.

A simple tire carrying wagon is partially shown in
Fig. 314. The wagon is pushed over the tire, straddling
it, and the handle is elevated, thus lowering the upright
and allowing a pin to be passed through the two parts

Fig. 312— Stud Wrench.

lever which engages the stud are case hardened. The
ease with which this tool can be adjusted, its simple con-
struction and great strength as compared to the ordinary
alligator or Stilson, make it an eflkient and useful
tool.— ^. i". WiUard, Foreman, Sorfolk & Western.
Creuv, Va.

TIRE AND FRONT END CLAMPS.

Simple clamps used in handling tires and front ends
with the shop crane are shown in Fig. 313. The tire
clamps have hooks that grip the flange. The arm which
bears against the inside of the tire has an extension end
which, being bent outward, provides pressure when the
tire is lifted sn both the flange and inside of the tire.
The clamp used on the front end is similar to those often

Fig. 314— Driving Wheel Tire Cart.

of the upright and below the inner side of the tire. By
lowering the handle the tire is raised a short distance
above the floor. The wheels of the wagon are 56 in. in
diameter. The upright is constructed of 4 by 1 in. iron;

102

RAILWAY SHOP KINKS.

the handle bars are 3 in., by ^ in., and are forged round
at the outer ends as shown. The uprights are braced to
the handle bars by the ^-in, iron rods. — T, E. Freeman,
General Foreman, and A. G. Wright, Master Mechanic,
Chicago, St. Paul, Minneapolis & Omaha, Sioux City.
Iowa.

TIRE TRUCK.

A driving-wheel tire carrier is shown in Fig. 315. This
carrier and a tire of the largest size can be handled with
ease by three or four men, while the old method of rolling
the tires required six or seven men, with the ever-present
danger of injuring some one. As will be seen, the
wheels are built up and can be made in any shop. Our
carrier has been in service over a year, and the wheels
arc in just as good shape as when built. The tire is hung
on pin A which is placed through holes in the upright
and underneath the rim where the handle of the truck
is raised, which lowers the upright. Pin B is placed
through the holes in the handle bars to keep the tire from
Swinging as it is being moved about, — D. P. Kellogg,
Master Mechanic; W. F. Merry, General Foreman, and
C. H. Goodwin, General Gang Foreman, Southern Pa-
cific, Los Angeles, Cal.

TRUCK FOR LONG MATERIAL.

Those who are familiar with the work in an erecting
shop or engine house will at once realize the advantage

of having at the disposal of the workmen a steel cart
adapted for carrying long material such as tubes, pipes,
rods, etc. The body of the cart, shown in Fig. 316, is
made of j4-in. steel, reinforced at the top of the side

Fig. 316 — Steel Cart for Transporting Long Material.

by pieces of bar iron. The handle is constructed of
%-m. round iron and is formed so that long material
can extend out over it and at the same time leave a por-
tion at the sides unobstructed. The material from which
the handle is made is flattened out and riveted to the
body of the cart as shown, in order to add to its stiffness
and strength. The cast iron wheels are 18 in. in diameter

■y. ,iL

Detai/ofAxle.

t/fth

Fig. 315— Drlvina Wheel Tire Truck.

ERECTING SHOP.

and have a tread 3 in. wide, thus making^ the cart easy
to move over roug^ floors, or on the ground outside the
building. — A. G. Pancost, Elkhart, Ind.

VALVE CHAMBER BUSHINGS, HYDRAULIC PRESS FOR.

A hydraulic press for pressing in or removing valve
chamber bushings is shown in Fig. 317, The piston of
the ram is forced out by hydraulic pressure suppHed from
a portable accumulator. The cylinder of the ram is con-
nected to the hand-operated accumulator by a copper
pipe. This gives a high, even pressure that applies or
removes bushings quickly. It formerly required a me-
chanic and helper 6 hours to apply a bushing with the
old methods in vogue. The cost of this operation was
■$3.24, or $6.48 per engine when 2 bushings were applied.
By the use of the hydraulic press the time of applying
a bushing was reduced from 6 to 2 hours, making a sav-
ing of $2.16 per bushing, or $4.32 per engine. An aver-
age of 240 bushings are applied per year, which, at a
saving of $2.16 apiece, makes a total saving of $518.40
by the use of this device. — E. J. McKernan, Supervisor
of Tools, Atchison, Topeka &■ Santa Fe, Topeka, Kan.

VALVE-FACING MACHINE, AIR MOTOR HOLDER FOR.

In setting up a rotary valve-facing machine the me-
chanic usually has no particular method for holding the

Fig. 31S~-Alr Motor Holder for Valve-Facins Machine. .

•^^k^^^-^

Fig. 317 — Hydraulic Press for Valve Chamber Bushlngt.

104

RAILWAY SHOP KINKS.

air motor. A common method is to rest the motor on a
wooden strip extending from the floor, and to prevent side
motion by guying the feed screw heuidle with a couple of
ropes. This method answers the purpose, but it takes
time to arrange it. The illustration, Fig. 318, shows a
holding device which is made of rough strips of iron
shaped to the general outline of the air motor. It is se-
cured in place by being bolted to the steam chest stud
holes. Arrangement is also provided for a* stop against
which the feed screw bears. This device is a time saver
a'rid is kept in the tool room. — Baltimore & Ohio, Mt,
Clare Shops, Baltimore, Md.

VALVE SETTING APPARATUS.

A simple but efficient machine for turning the drivers
in setting valves is shown in Fig. 319. It is driven by
an air motor, and the reducing gears are similar to those
used on a portable cylinder boring machine. The effi-
ciency of the valve setting apparatus can be very greatly
increased by taking proper care of it. In many erecting
shops and engine houses the practice is to toss it to one
side after it has been used. The result is that when it
is necessary to place it under another engine, more or
less time is lost in locating it." Then again, the different
parts of the apparatus may have become separated and the
trams and other tools may have been misplaced or lost.
To overcome this a portable double steel box has been
built, as shown in Fig. 320. This is arranged so that
the apparatus can be quickly packed away, and provision
has been made for placing all of the tools and instruments

used in connection with valve setting in it. When this
has been done the boxes are locked and the portable truck

j::^^

'40

•at ^

Ro/fer
Beorfnff

k-V2 — X

t2S l^fh •

Fig. 319 — Valve Setting Machine.

is returned to the tool room. The box is constructed
of J^-in. steel plate, reinforced by wrought iron bands,
as shown. The wheels are 10 in. in diameter, with a 2j4-

<■ ■

K-—

-^i--

4 zY.

-ti'

i'stttf P/ah

.2SL,,

f< ^ o >^

Fig. 320— Portable Steel Box for Valve Setting Machine and Tools.

ERECTING SHOP.

105

in, tread. — Richard Beeson, Roundhouse Foreman, Pitts-
burgh & Lake Erie, McKees Rocks, Pa.

VALVE SETTING MACHINE.

An arrangement for rotating driving wheels of loco-
motives while setting the valves is shown in Fig. 321.
An air motor drives a set of spur and bevel gears which
rotate the shaft carrying the rollers. The wheels may be
rotated in either direction by shifting the gears, provision

shaft loosen the set screw collar A located at the end of
the shaft. This being done, the gear box can be re-
moved by sliding it out along the shaft. The gears are
covered with a neat case made from No. 14 iron. Power

AppHcafion and Arrangement a/ Ht/tv
Setting tiacfiine.

I — jg

ill

Fig. 321— Valv« Setting Machine.

for which is provided as illustrated. The weight of the
engine should be taken off the main drivers by blocking be-
tween the saddles and frame in the usual manner. —
E. J. McKernan, Tool Supervisor, Atchison, Topeka &
Santa Fe, Topeka, Kan,

VALVE SETTING MACHINE.

A unique valve setting machine is illustrated in Fig.
322. There are several different kinds of valve setting
machines, but we have never seen one applied so readily
as this one. The important feature of the machine is the
gear box. It is light in construction, but very effective.
It is geared six to one, allowing the driving-wheel to
travel about 15 ft. per minute. To detach it from the

Fig. 322— Valve Setting Machine.

is transmitted from an air motor which is attached at C. —
D. P. Kellogg, Master Mechanic; IV. F. Merry, General
Foreman and G. H. Good'Ann, General Gang Foreman,
Southern Pacific, Los Angeles, Cal.

VALVE SETTING MACHINE.

An exceedingly simple arrangement for revolving the
driving wheels during the process of valve setting is

106 RAILWAY SHOP KINKS.

shown in the accompanying diagram, Fig. 323, The shaft and B on the ends of the adjustable rod eliminate the
is extended out on one side and is fitted with a worm gear, necessity of having to find the centers each time. The
into which a worm meshes. The stem of the latter is proper lengths being obtained, the original rods are made

Fig. 323— Valve S«tlina Machine.

made to iit an air motor, which may be attached and
used as a driver. — Delaware, Lackaivanna &■ Western,
Scranton, Pa.

VALVE SETTING, WALSCHAERT VALVE GEAR.

The usual practice of setting valves on locomotives
equipped with Walschaert valve gear is to change the
length of the eccentric rod three-quarters of the amount
the valve is shown to be out of square.- The rod is then
removed and a cut and try method used, which takes
considerable time and labor. This may be eliminated
by using the device shown in the illustration. Fig. 324,
It consists of an adjustable eccentric rod and an adjust-
able union link. The original eccentric rod and union
link are removed and the adjustable devices are put in
their places. These are adjusted to the proper lengths
for the correct position of the valve. The centers A

Adjvsfable fcctnfric Hod.

i m si^xam

MJusfab/e Union link.

Fig. 324 — Device for Setting Watechaert Valve Gear.

to correspond. — H. F. Grewe, General Foreman, IVabask-
Pittsburg Terminal Railway, Rook, Pa.

V,\LVES, G.\GES FOR FINISHING AND INSPECTING SLIDE.

For each size of slide valve in use there is a gage that
contains all the essential measurements of the valve for

Fig. 326 — Application of Gage for inspecting Slide Valves.

ERECTING SHOP.

107

which it is intended. Two examples of these gages are
shown in Figs, 325 and 326, In one case the application
of the gage to the valve is shown, and in the other the
gage is shown on a larger scale, and the measurements on
it are indicated by letters corresponding to those on the
valve itself. From this it will be seen that the length,
width and location, with the width of the groove for

when the jack is not in use, so as not to obstruct the
floor or track. The air cyHnder has an inside diameter
of 14 in. The stroke of the piston is 16 in,, although
the admission of air to the cylinder may be regulated
by the air valve so that the wheels are only lifted a
short distance above the floor. Tbe piston rod is made;
of 5-in. pipe. — T. E. Freeman, General Foreman: A. G,:

F)g, 326 — Gage for Inapvctlng Slide Valves.

the packing ring in the back, the width and the exhaust
opening in the face and the width of the flange at the
end are given. Where there is a flange at the side, this
is also put on the gage. These gages are made of steel
about y^ in. thick. — Delaware, Lackazeanna &■ Western,
Scranton, Pa.

WHEEL AND AXLE JACK.

An air jack for raising and turning mounted driving
wheels at track intersections is shown in Fig. 327. It
is simple and inexpensive. The top section of the ram
and the fork on which the axle rests may be removed

Wright, Master Mechanie, Ckieago, St. Paul, Minneap-
olis S- Oniaha, Siou.x City, [o-m-a.

WHEEL AND AXLE JACK.

A small track jack, used for lifting heavy tender truck
and engine wheels and axles, so that they may be turned
and run from one track to another when the tracks stand
at right angles to each other is shown in Fig. 328. The
jack is low, so that a wheel with its axle can be rolled

CJ^

Fig. 328— Wheel Swinging Jack.

over it when it is down. The cap of the jack has been
removed and a semi-circular yoke riveted in its place.
This yoke is of such size as to accommodate the center
of the axle and may be made of 1-in. by 4-in. iron. The
wheels and axle are rolled over it and the jack is raised
lifting the wheels from the rails, when they may easily be
turned to the proper position. — A. S. Dazis, Slw(> Fore-
man, Northern Pacific, Jamcslozvn, N. D.

WHEELS, DRIVING, MOUNTING PROPEBLV,

Fig, 327— Air Jack for Turning Mounted Driving Wheel* at A shop kink which is used to great advantage in test-

Track Interiectlon*. ing the proper location of crank pins in relation to the

!U8

RAILWAY SHOP KINKS.

Chicago,

keyway when pressing a wheel on an axle is shown in the point ^ is on the center line of the keyway.-
Fig. 329. The lower inside center A is placed on the &• North Western, Chicago.
center line of the kevwa\'. The upper point B is in the

WHEELS, LATERAL MOTION GACE5 FOR DRIVING.

The end play or allowance which is made for tlie lat-
eral motion of locomotive drivers is usually measured
with a stick and a rule. This method may be accurate,
but it will bear close watching. It is almost compulsory
that two men hold the stick, one at either end, as it is
necessary to hold a straight-edge against the outside of
the frame or shoe on one side. The tool here shown.
Fig, 330, is in reality merely a specially designed scale for

HiV—

Fig. 329 — Tool for Checking Proper Location of Driving
Wheel on Axle.

same vertical plane and furnishes a guiding point in
pressing the wheel to its correct position on the axle.
The point B should be in the center of the crank pin when

Fig. 330— End Play or Lateral Motion Gage.

making this measurement. The square shoulder makes
the second man with the straight-edge unnecessary. The
outside adjustable head is set to the distance between
the hub plates. In case the finished shoe castings are
in place, the gage, when held with the inside of the
square shoulder against the shoe casting, indicates the
exact amount which must be taken up by the two box
flanges, plus the side play or lateral motion allowance.
Two sliding heads are provided, as there are a variety of
ways by which a man may get the desired lateral motion
allowance. — Baltimore & Ohio, Mt. Clare Shops, Balti-
. more, M_d.

Boiler Shop Kinks

VIR MOTOR STAND OR SUPPORT.

BENDING CLAMl'.

A Spring stand used in connection with air motors for A convenient bending clamp for use in the boiler shop

bard work, such as reaming and tapping for crown bolts is shown in Fig. 332. It consists of a cast iron base,

is shown in Fig. 331. It always takes a powerful ma- supported at its ends on substantial wooden blocks. The

chine to do this work, especially when the crown bolt is clamp is a 12-m. steel I-beam, reinforced on either sid^

tapered. These machines weigh 60 lbs. and it requires along the web by 5^-in. steel plates, which are riveted

Fig. 331 — Air Motor Stand or Support.

one boilermaker and two helpers to support one of them.
Every time they change position from one hole to an-
other they have to lay the motor down and lift it up again.
The drawing shows where the motor is connected to the
stand. The springs are made with enough tension to hold
up the motor, and can be pulled down to transfer the
motor to another hole. The spring tension also allows
the motor to follow a tap without crowding it. The 4 in.
^sing in which the spiral spring, about 24 in. long, as
contained is screwed into the base plate, which is 8J4 in-
in diameter, and into the sleeve at the other end. With
this stand we do the work with one less man. It is light
in construction ; one man can carry it, and it does not take
up much room. It can be regulated to any height by
applying different length extensions. — D. P. Kellogg,
Master Mechanic; IV. F. Merry, General Foreman, and
G. H. Goodxiin. General Gang Foreman, Southern Fa-
cile, Los Ant^cles, Cal.

to the web. It is operated by the hand screws at each end,
and is especially valuable where there is not work enough
to warrant the purchase of a power clamp. — C. C. Leech,

Foreman, Pennsylvania Railroad, Buffalo, K. Y.

BLUEPRINT FILING CASE.

A blueprint filing case in the boiler shop, in which are
filed all the working blueprints required in the shop is

¥^.

Fig. 332 — Hand-operated Bending Clamp.

RAILWAY SHOP KINKS.

shown in Fig. 333. The case is substantially made of
wood, with four partitions, which act also to strengthen
it; the thin vertical partitions are made of light sheet
iron. It will be noticed that the partitions are numbered
serially from 1 to 46. When made it was the intention to
keep a card index of the prints, but this was later found
unnecessary, as the men very soon got to know the sizes

Fig. 333— Blueprint Piling Cast.

of the various drawings and could locate a print easily
in less time than they could refer to the index. Each
print is mounted on heavy cardboard and varnished. —
Central Railroad of New Jersey, Eihabethport, N. J.

BOILER TESTINC;.

An alteration in the method of testing boilers was re-
cently made at our shop. This work had been done by
using a Philadelphia Rue injector, coupled to the branch
pipe, making the test through the boiler check, and using
a strong hose to supply the steam. The results were not
satisfactory, however, as it was not possible to get more
than 100 lbs. pressure, and the inconvenience and loss of
time in moving the apparatus from one engine to another
were considerable. There was also the ever present
danger of a man being scalded by a bursting of the
steam line.

The sketch, Fig. 334, shows the Rue injector and
piping as rearranged for boiler testing. The injector was
secured to the wall of the machine shop, on the pit side.
The 2-in. service pipe extends to the shop water main.
The steam pipe is 1}^ in. From this steam line a 1-in.

pipe is run into the enlargement of the main piping to
the boiler, for use only when filling the boiler. It is
used in conjunction with the by-pass from the service
pipe to heat the water for testing. The enlargement of
the pressure line pipe where the 1-in. pipe enters allows
the cold water and the steam an opportunity to mix be-
fore entering the boiler. After the boiler is filled the
valves in the by-pass and in the 1-in. steam line are closed,
and the injector is 6perated to force water and steam into
the boiler, by which the pressure can be increased to 200
or 300 lbs. An ordinary pump could be used instead of
an injector, although not so conveniently. A 2-in. pipe,
to which the pressure line of the injector is connected,
was then run along the ends of the pits, with short

Z/W Sfmam Ybi~

Fig. 334 — Piping Arrangement for Testing Bollera.

branches and 2-in. foot cocks into the end of each pit.
Xine-ply, wire-woven, 300-1 b. -pressure hose is used be-
tween the fool cock and the blow-off valve of the engine
to be tested. The water used for testing may later be
used for another test by connecting the blow-ofF valve
of the second engine back to the 2-in. line running along
the ends of the pits, thus filling up another engine. By
this method it is possible to test a boiler, after it is filled,
in 15 minutes, one man doing the work; formerly it re-
quired at least two men and three hours' time. — Theodore
Rcnvc. General Foreman, Great Northern, Jackson Street
Shof'S, St. Paul, Minn.

■BOILER, PORTABLE PUMP FOR TESTINtl.

A portable hydraulic pump used in the erecting shop
for testing boilers and in the roundhouse for testing steam
pipes, valves, cylinder packing, etc., is shown in Fig. 335.
The pump is mounted on a two-wheel truck and is made
from an 8-in. air pump, the air cylinder of which is re-
moved and a pipe substituted. Water is supplied to the
pump from any convenient shop water line and the pump
is operated by air pressure from the shop air line. Water

BOILER SHOP.

pressure is controlled by four check valves and the
amount of pressure is registered on a gage located in
the water line to the boiler or steam chest. In testing
steam pipes, valves, cylinder packing, etc., the pump is
connected to the relief valve in the steam chest ; it is con-

Fig. 33G — Portable Hydraulic Tcatlng Pump.

nected, when testing boilers, to one of the washout plugs
or blow-off cocks in the firebox. This pump has peid for
itself many times in locating defects on engines giving
unsatisfactory service. — E. G. Gross, Master Mechanic,
Central of Georgia, Columbus, Ga.

MOIST, AlR-ELECTRlC AT 1

For use over the large flange fire in the boiler depart-
ment, and swinging from one of the building columns,
is a 25-ft. crane girder, from which is suspended a 6- ft,
air hoist, for handling the various boiler sheets to be
Hanged. This air hoist />perates satisfactorily on sheets
that are only required to be raised from the fire and
dropped on the flanging form, but when flanging the
upper half of a large throat sheet, it must be suspended
and held in a vertical position, which necessitates one
corner of the sheet being held 12 to 14 ft. from the floor.
This is impossible with the use of the air hoist, as is
clearly shown in Fig. 336. It was the custom to use
the overhead traveling shop crane which is in constant
demand in the machine bay, to hold a throat sheet until
the entire upper half could be flanged, which required
from one to two days. The handicap in the machine bay
due to the holding up of this crane may readily be
realized, as the output of the shop depends upon prompt
crane service.

To eliminate this trouble the electric hoist shown in
Fig. 336 was designed. It consists of a drum, W, geared
to a 5-h. p. electric motor, operated by the controller A,
by which the load is raised or lowered by means of
the ^-in. chain, one end of which is anchored at the
extreme end of the girder, and passes back over the
carriage pulleys X, X, and block Y, over pulley Z and
down to drum W. The carriage is moved in or out on the
girder by a '^-in, chain connection with the reversible air
motor j^. This motor is geared to a pulley that carries

Fig. 336 — Alr-El«ctrlc Holat Uaed In Connoctlon with the Flanging of Boiler Sheeta.

RAILWAY SHOP KINKS.

FLANGING, POWER ROLLS FOR.

A method of off-setting the flange of the conical con- ■
nection sheet of boiler shells by the use of the power rolls
instead of by the usual method of flanging by hand is
shown in Fig. 338, A short piece of an old driving axle
about 8 in. in d-ameter and 10 in. long is placed on the
two lower rolls near the flange end of the sheet and
another piece, smaller in diameter, is placed near the
other end. The difference in the diameter of these pieces
is made suflicient to flange out the end of the sheet for
a short distance when it is desired to have a horizontal
s'eam for the rivets. We believe this is entirely original
with A. \. Lucas, the boilermaker at West Milwaukee,
and have the impression that it is not used at other boiler
shops. It requires three hours to flange this conical con-
nection on the rolls, while the old method of flanging re-
quired about eight hours. — Chicago, Milwaukee & St.
Paul, West Mihtmikee, IVis.

Fig. 337— Magnetic Brak* for Elsctric Hoitt,

the chain which is fastened to the carriage 0, and passes
over a pulley on the extreme end of the girder. A light
chain is fastened to the reversing attachment on the motor
and is dropped to a convenient height so that the operator
may control the motor with his left hand, leaving the
right one free to operate the controller A. In order that
the load may be slopped and held at any desired height,
a magnetic brake was devised, as shown in Fig. 337; this
allows perfect control of the load at all times. The brake
is applied instantly upon the current being shut off from
the motor, — H. G. Becker, Shop Demonstrator, Lehigh
I'allcy, Sayre, Pa.

HOLDER-ON, PNEUM.^TIC.

A pneumatic holder-on for use in driving rivets and
staybolts is shown in Fig. 339. The cylinder is made
from a 4-in. pipe, 10 in. long, and is provided with a
piston, on the rod of which snaps can be adjusted, depend-
ing on the size and kind of rivet. The piston head is
fitted with a leather gasket. A ^-in, air pipe is tapped
through the back head and has suitable valves for regu-

Flg. 339 — Pneumatic Holder-On.

lating the air supply. The back head is provided with 9
socket for receiving centers of different lengths. The
piston receives the impact of the air haminer through the
rivet and compresses the air in the cylinder. This causes
a reaction of the piston for each stroke of the hammer,
and the tool serves the double purpose of holder-on and
hammer. — S. S. Lightfoot, Bonus Demonstrator, Atchir
son, Topcka & Santa Fe, San Bernardino, Cat.

HOLDER-ON, PNEUMATIC.

A neat and effective contrivance for holding long^
stroke hammers for overhead work is shown in Fig. 340.
The weight of these hammers averages from 25 to 30 lbs.
each, making it a hard job to hold them up. After com-
pleting one of these devices it proved so satisfactory that
we made two more. Note the range that can be cov-
ered without changing position. We find this very use-
ful for crown-bar bolts. Instead of hammering the bolts
down ^yith hand hammers, we have a shallow snap to
fit the hammer, and worlt them down with the device
shown. There is tension enough in the spring to hold the

BOILER SHOP.

hammer and yoke up to the sheet. The operator swings
the hammer around in a circle. The ball on the hammer
allows the operator to work on an angle when ctrcum-

usual manner. This work is handled by two men, one
inside the boiler doing the riveting, while the man on the
outside shifts the holderon as the bolts are riveted.
While riveting is going on, during which time he is not -
engaged in handling the holding device, he places the caps
on the bolts. — Central RaUroad of New Jersey, Elisabeth-
port, N. I.

MUD RINGS, REMOVING.

A method of using two heavy bars of iron, a round iron
link and a jack for removing a mud ring is shown in Fig.
342. Although the rivets may all be removed the ring
is far from being released, as it is held by the clamping

Fig. 340 — Pn«uiiiatic Hammer Holder.

stances require it. This device saves much hard work.
— D. P. Kellogg, Master Mechanic; W. E. Merry,
General Foreman, and G. H. Goodwin, General Gang
Foreman, Southern Pacific, Los Angeles, Cal.

HOLDER-ON FOR TATE STAYBOLTS.

The regular Boyer holder-on, as designed for these
bolts, la used, with the addition of a stirrup. Fig. 341,
which passes around the holder-on, one end of which is
rigid with it while the other end makes a loose fit over
the collared bushing. This bushing is threaded for
screwing on the staybolt in place of its cap. When air

Fig. 341— HolderOn for Tate Staybolta.

is admitted to the holder-on, the ball end of the plunger
moves to a solid bearing on the round head of the bolt
and forces the holder-on away from the bolt, resulting
in a self-supporting holder-on against which the staybolt
may be riveted over on the inside of the firebox in the

FIfl. 342— Device for Removing Mud Rlnga.

action of the side sheets as well as by the rust and scale
which has accumulated. Unless some continuous strain
device, such as the one here shown, is used it is necessary
to drive the ring down with hammer blows, but this
usually results in damaging the comers of the ring and
partially closing the rivet holes. After the rivets are re-
moved and sections of the box are cut out at the comers,
as shown, the lower 3-in. x 4-in. x 36-in. bar of iron is put
in position, one end resting on the mud-ring and the other
on a block of wood. A hydraulic or screw jack is then
placed near the mud-ring end, and the top bar of iron
with the downward extending arm is put in place, the
hooked end gripping the sheet and the other end being
run through the lot^. The mud-ring may then easily be
jacked down about i^-in., and when each comer is han-
dled in a similar manner, the ring may easily be removed.
The device is simple but effective. — Central RaUroad of
Ne^v Jersey, Elieabcthporl. N. J.

RAILWAY SHOP KINKS.

The old man shown in Fig. "343 was designed by H.
Weeks, a gang foreman at Elizabethport. It is intended
particularly for work on boilers, but is applicable to

Fig. 343— Old Man for Boiler Work.

equal advantage in other cases. The base is made of
boiler plate, 1}/^ in. x'lO'in. x 10 in. A side elevation of
this base plate would show four feet formed by cutting
out the center portion of metal in the vertical members.
This provides for clearing rivets, etc. This old man h
easily and quickly placed and by passing the chain
around the boiler and catching a link in the hook the
device may be fastened tightly by the use of the threaded
bolt which has a swivel connection with the upright. —
Central Railroad of Xc^i- Jersey, Eli^abethporl, jV, /.

OLD MAN.

A serviceable drilling knee or "old man" which is in-
tended for use in the boiler shop, but has been found

useful in repairing steel cars and also in the locomotive
erecting shop is shown in Fig, 344. The upright or sup-
port is made of 2-in. steel tubing or heavy pipe about 30
in. long with a rod running through the center; the knee
or arm may be adjusted on the tubing by a set screw.
When once the upright is set a number of holes may
often be drilled without changing the base. Another
good point is that on a rounding surface the base may
be blocked with wood allowing the drilling knee to be
set at almost any angle. By bending the rod at its lower
end and blocking the base in this way it is possible to
set the drilling knee at an exceptionally large angle from
the position it would normally occupy. The device is es-
pecially useful in drilling mud ring comers. — H. L.
Burrhiis, Assistant General Foreman, Erie Railroad, Sus-
quehanna, Pa.

OLD MAN.

A useful tool for staybolt drilling is shown in Fig.
345. It may be very successfully used in wide fireboxes.
Two motors may be used at the same time, as two arms
are provided. It is easily possible to drill over a wide
range without readjusting the device. The shaft, made to
suit any size firebox, is of 1^-in. double strength pipe.
The double point end is welded in the pipe. The other
end screws into the pipe and when adjusted may be

Fig. 344— Drilling Knee or Old Man.

Pig. 346— Old Man for Boiler Shop.

securely clamped by the use of a jam nut. Wrought
iron arms are slipped on the shaft and secured by set
screws. In ihe case of a locomotive which went into
the roundhouse with 27 broken staybolts in the firebox,
this old man was used and the bolts drilled out in an
hour and 50 minutes. — JViUiam G. Reyer, General Fore-
man. Xashz'ifle, Chattanooga &■ St. Louis, Xashville,
Tenn.

PATCH BOI.T COUNTERSINK.

A useful patch bolt counter-sink for boiler work, and
one which has been successfully used in the New York,
Susquehanna & Western shops at Stroudsburg, Pa., for
a number of years is shown in Fig. 346. The stud, which
acts as a guide, is screwed into the tapped hole in the
boiler sheet. The cutter is then slipped over the stud
and the counter-sink for the patch bolt is thus made
square with the tapped hole. The cutters are forced into
the sheet by tightening' the winged nut. TJie cutter is
driven by a ratchet wheel which fits over a square section
of the countersink. Several different sizes of studs, to

TiOILER SHOP,

suit the various patch bolts, are carried in stock, such
as 13/16-in., '-^-iii., 15/16-in. and 1-iii. After using this
tool the counter-sink of the patch bolt will make a per-

is taken off the crane chains.—
Pennsylvania Railroad. Rcnovt

F: S. Robbins, Inspector,

RiVET FORGE, PORTABLE,

A handy, portable rivet forge, used in the erecting
shop, is shown in Fig. 348. The hood is made of light

L-.r-J

mi)

]

.-2!-*

...r-J

-,a-—

i
— ^

Fig. 34< — Patch Bolt Counter-sink.

feet fit and will draw down square with the tapped hole.
— (f. H. Snyder, Assistant General Foreman, Xew
York, Susquehanna & Western, Stroudsbnrg^ Pa.

PLATES, HOOK FOR HANDLING.

The hook for handling sheet metal, shown in Fig. 347.
is primarily a safety device, although it is a decided time-
saver when it is necessary to fasten the sheet firmly to

ti-r

1! rH

i 1 H ,4

.4: j

Fig. 347— Hook for Handling Shoot Metal.

the supports when punching or shearing. The eccentric
action of the hook plate gives a firm hold on the sheet
and is instantly released when the weight of the sheet

Fig. 348— Portable Rivet Forge.
heet iron and rests on a framework, having three cast
ron wheels, the small one being a guiding wheel. Coal
s carried in the box and air pressure is supplied from
the shop air line. — Lehigh Valley, Sayrc, Pa.

RIVtT FORCE, PORTABLE.

An efficient design of portable oil rivet forge is shown
in Fig. 349. The frame work is made of sheet steel and

Pig. 349— Portable Oil Rivet Forgt.

116

RAILWAY SHOP KINKS.

angle iron and is mounted on three wheels, the leading
one of which swivels and carries a tongue for hauling the
forge about the shop. A tank, 16>^ in. in diameter and 33
in. high, is mounted at the rear for storing the crude oil.
The oil is forced to the burner by air pressure,' and the oil
and air are mixed at the burner In proper proportions for
complete combustion. The interior of the furnace is 17
in. wide by 21 in. long, has an 8-in. opening and is lined
with fire brick. An intense heat can be obtained in a
short time, and provision is made for close regulation.
This forge will heat rivets for several gangs at the same
time. — E. J. McKertian, ToolSiifcn-isor, Atchison, To-
Pcka &■ Santa Fe, Topeka, Kan.

RIVETER, YOKE,

While a yoke riveter is not a new thing, the way we
use the one shown in Fig 350 in the boiler shop is of in-
terest. After the staybolts are all broken down with the
staybolt breaker, the firebox is taken out, the backhead.

RUNNING BOARDS, STAMPING STEEL.

A special set of dies for stamping the projections on
.steel running boards, or steps, to prevent slipping, is
shown in Fig. 351. The dies are made of mild steel
blocks, 15 in. x 19 in. x lyit in. in size, and are fitted

u ^:. ^

©ooooooo®

'~ >€■

ooooooo

>■

ooooooo ,

mm^

>■

©ooooooo©

o ooooooo O

ooooooo
ooooooo

OO OO (M)^

o o o o o^e^

ooooooo

o ooooooo O

Y%1

I l_i.J

pig. 351 — DIM for Stamping Steel Running Boards and 8t*pa.

with forty-nine ^-in, pins, as shown. The four springs,
one at each corner, raise the top die after the sheet is
stamped. The dies are used in a hydraulic sectional
danger. — Rock Island Lines, Silvis, III.

SHEARS, FLANGING ATTACHMENT FOR.

A useful device for flanging light work in the boiler
shop, as shown in Fig. 352, is applicable to any heavj'
shear in place of the regular blades. This tool has flanged
444 ft. of K-'"- tat'k steel in two hours and five min-

Flg. 350— Voice Riveter.

of course, being taken off first. Then we have the broken
bolts left in the outside of the sheet. It used to be the
custom to drill or split the bolts with an air hammer, but
we found this slow work ; hence the reason for the yoke
riveter. A jam riveter is applied as shown. We have a
portable crane that can be transferred to any part of the
shop by means of a large electric crane. This portable
crane holds the yoke riveter in any position we want to
work in. We take a radial staybolt boiler and knock out
every piece of staybolt left in the sheet by the breaker in
nine hours, working one man only. This job used to
take one man six days. The device thus paid for itself in
a very short time. — D. P. Kellog^i, Master Mechanic:
W. F. Merry, General Foreman, and G. H. Goodwin.
General Gang ■ Foreman, Southern Pacific, Los An-
geles, Cal.

Fig. 362 — Flanging Attachment for Shears.

BOILER SHOP.

utes. It may be made to flange at any angle, working
metal up to 7/16 in. thick. It is made of hardened tool
steel and may be adjusted to suit any angle or thickness
of plate by slipping liners under the lower former. This
tool was used on 146 drop-bottom ash pans, requiring
flanges top and bottom the full length of the pan. This
work was done with a saving of $4.85 on each pan. It
has also been used in flanging several straight crown
sheets and a large amount of car work. The work flanged
with this tool is all handled cold. — William G. Rcycr, Gen-
eral Foreman, S'ash7-ille, Chattanooga &■ St. Louis, Xash-
ville, Tenn.

STAYBOLT BREAKER.

At first glance, one would say that the staybolt breaker
shown in Figs. 354 and 355 was too large and heavy, but
as it is intended to be handled by a crane and suspended
on chains when being used, its weight is of no great mo-
ment. This breaker differs from the general run of such
tools, which remove the staybolts by striking a blow, as

SCARFING HAMMER.

A pneumatic scarfing hammer for making tube ferrules
is shown in Fig. 353. Previous to having this machine
the work was done by the use of a hammer, anvil and
tool. Strips of galvanized iron were cut of a width equal
to the circumference of the tube hole and about 24 in.

Fifl. 354— Application of Staybolt Breaker.

Fig. 3B3 — Pneumatic Scarfing Hammer.

long, and the edges were then hammered down by hand.
after which the strips were cut into widths to suit the
tube sheet. With the pneumatic hammer, which is bolted
to a substantial bench, the strips are cut as mentioned
above, but are fed through the hammer at a very rapid
rate. The air is controlled by a foot treadle. — D. P. Kel-
logg, Master Mechanic; W. F. Merry, General Foreman,
and G. H. Goodwin, General Gang Foreman, Southern
Pacific, Los Angeles, Cat.

it breaks the bolts by exerting a pulling strain until the
metal shears. The pulling rod, sliown in the upper left
hand corner of the sketch, is made in several lengths, in-
including 4 ft., 6 ft., 9 ft.. 12 ft. and 15 ft., and is made
in rights and lefts. The main part of the puller rod is
made of wrought iron with a tool steel end welded on,
which latter forms the hook for taking hold of the bolts.
The rough wrought iron sleeve slides on the puller rod.
With the wrought iron steel pin, this sleeve is quickly
made fast at any desired point along the rod, and the pull
is effected by the fork-shaped end of the lever bearing
against the sides of this sleeve.

In using, the breaker assumes about the position shown
in photograph. The rod is then run through the fork
at the end of the lever and the hook is placed over a stay
bolt. The sleeve and pin are then slipped into position
and air is admitted to the cylinder. When used on the
short bolts in the water leg, the hook is placed at about
the middle of the bolt, which bends a little and then
shears off at both sheets. In the case of the long radial
stays, however, the hook is placed as near as possible to
the outside sheet and the bolt shears at this sheet only.
The bolt, therefore, remains in the firebox sheet, but as
the box is to be removed and usually scrapped, this makes
no difference. The ends of the bolts remain as plugs
in the, holes of the outside sheets, but these are easily
knocked out afterward. It will be noted on the drawing
that the 7s-in. eye bolts, by which the breaker is handled.

118

RAILWAY SHOP KINKS.

are cast in, making tliem permanent with no danger of
loosening due to the heavy strains which come on them.
The wrought iron lever fits loosely in the end of the
piston rod. The breaker is made for using on either
side of the boiler, it being only necessary to remove th€
fulcrum bolt and shift the lever to the other side. The
air-controlling valve, shown in the photograph, is a three-
way valve, moving 60 deg. on either side of the central
or lap position. These two extreme positions open com-
munication with opposite ends of the cylinder. With this
breaker, a box having 1,800 bolts may be cut out in 14
hours. — Baltiinorc & Ohio, Aft. Clare Shops, Baltimore,
Md.

ST.WUOI-T BRKAKKH.

The staybolt breaker, shown in Fig. 356, does not differ
greatly from other breakers of this'general design. The
barrel is made of steel tubing. 4-in. inside diameter. The
ram or plunger is 12 in., long and is made loose running
in the cylinder bore. The J4-in, thick packing leathers
are used with the flanges turned in opposite directions.
These leathers are held between two thick washers, 3 in.
in diameter and 5/16 in. thick, the whole being held in
position on the back head of the plunger by a y^-m. tap
bolt. The hammer end is 9 in. long over all, and is
screwed to the barrel by a spanner wrench. In using, the
breaker is swung in position, a block and fall being used
to hold it against the chisel. After a blow, the handle of
the 3-way cock is drawn back to the position shown.
When the valve is first moved, air enters the forward end
of the cylinder to return the plunger preparatory for an-
other blow. The backward movement of the«valve handle

also causes a collar to move backward and expose eight
y^-m. drilled holes which release the air in the front end
of the cylinder, while that at the rear end exhausts

Fig. ase—Staybolt Breaker.

through the 3-way valve. — Central Railroad of New

Jersey, Elisabeth port. A', /.

ST.WBOLT BRkAKER.

The air hammer, shown in Fig. 3S7, is made of 2j/^-in.
pipe, and was designed by E. C. Schoen, Chicago, Bur-
lington & Quincy shops, St. Joseph, Mo. It is intended
for cutting rivets up to y in. in diameter. By actual test

Ftg. 365— Staybolt Breaker.

BOILER SHOP. 119

it will ciit i^-'"- rivets with six strokes and >^-in. rivets into the valve and to the atmosphere tlirough the exhaust
with one or two strokes. It is operated by a push button . holes H. — John Hmve, Draftsman, Chicago, Burlington
valve which controls the delivery of the blow; the piston & Ouincy. St. Joseph. Mo.

Fig. 367— Long Stroks Aii

returns automatically. Section AB (Fig. 358) shows the
valve in the position for returning the piston to the back
end of the hammer ; the live air passes in the inlet £ and
through the 1/32 in. space at the top of the piston valve
and the outlet F to the front end of the hammer. The ex-

STAYBOLT BREAKER.

The staybolt breaker in Fig, 359 is shown, not to illus-
trate the ram action which corresponds very closely to
that of other breakers, but to emphasize a feature not
found in the others. The metal framework forms a

Stt/Hb/rr.

Fig. 3S8 — Automatic Vilv« for Long 8trolc« Air

Fig. 359— Staybolt 'BreclcM-..

hatist air passes through the outlet G into the atmosphere carriage, or double A-frame, which is mounted on four

at M ; the coil spring holding the valve in this position, small wheels. The ram is elevated and lowered by a

For the driving stroke the operator pushes down the block and fall fastened to the top cross arm connecting

valve and air enters the inlet E and passes through the the two A-frames, Susjiended below the ram cylinder, is

outlet G into the back end of the hammer, driving the an air cylinder, the piston of which is supplied with a

piston forward. The exhaust passes through the outlet F hook. This arrangement provides for holding the breaker

120 RAILWAY SHOP KINKS.

ram agaj^t the staybolt and for moving the carriage on end. The hook or chisel end is placed against the stay-
after a bolt is broken. One man stands upon a platform bolt and air is admitted to the back end of the cylinder,
on the carriage and operates the two air valves, one of which throws the plunger violently forward. The blow

4x1 / Helta. . T — ^ i j '

* O O O Cf O O O C O I \ 6 6 ^

Fig. 300— Staybolt Br«aker.

wjiich controls the carriage while the other applies air for
the ram. — Lehigh Valley, Sayre, Pa.

STAYBOLT BREAKER.

The Staybolt breaker, shown in Fig. 360, will break
three 1-in. staybolts at a single stroke. It consists of a
5-in. pipe, into which a 12-in, plunger is fitted. The two
ends of the pipe are connected byilj4-'n- P'ping with a
three-way cock, to the handle of which a connection
reaches to a second three-vay cock near the other end of
the cylinder. The device is suspended outside the i^ater
leg, and the chisel with a 12-ft. stem, is inserted at the

of the plunger is cushioned by the air and a rubber pad
placed at the delivering end of the 5-in. pipe. — F. C.

Pickard, Assistant Master Mechanic, Cinciitnati, Hamil-
ton & Dayton, Indianapolis, Ind.

STAYBOLT CUTTER TAPER ATTACHMEXT.

\n attacliment applied to an Acme staybolt cutter for
cutting taper threads on crown or radial staybolts is
shown in detail in Fig. 361 and as it is applied to the ma-
chine in Fig. 362, It was designed as a shop kink, but
it proved so valuable, especially where there was a lai^e
number of taper bolts to be cut, that it was patented by

Fig. 3S1 — Taper Attachment for Staybolt Cutttr.

BOILER SHOP.

121

H. Neville, tool room foremanof the Southern Pacific shows the arrangement of the live air and the exhaust

at Los Angeles, Cal., and is now being handled by the valves, and the 16-in. x 3j4-in. machinery steel ram.

Acme Machinery Co., Cleveland, Ohio. The device con- which has a packing ring at either end and a 2-in. x 4-in.

fines the work on the bolts to one machine, where they piece of hard steel in the striking end. The ^-in. x

are finished with both straight and taper threads.

23^-in. X I4-ft. 3-in, long track on which the breaker runs
is bolte<l fast to the firebox. One man operates the cam
which locks the breaker in position, and also the air valve.

A second man places the breaker bar end on the staybolts.
— Long Island Railroad, Morris Park. X. Y.

ST.WBOLT TELL-T.\LE HOLES, DRILLING.

A breast drill with an attachment for spraying water
on the drill in drilling detector holes in staybolts is shown

Fig.' 3S2 — Tiper Attachment In Poaitlon.

Previous to having this attachment, two machines were
used for the work. By the use of this attachment the
cost of cutting threads on staybolts has been reduced 60
per cent. A novel feature is that it can be adjusted to
cut any taper from K-'n. to 2-in. in 12-in. It can be
operated automatically and may be adapted to other
machines in cutting both brass and iron. — D. P. Kellogg.
Master Mechanic; W. F. Merry, General Foreman, and
G. H. Gooduin. General Gang Foreman, Southern
Pacific, Los Angeles, Cal.

STAYEOLT BREAKER.

A pneumatic staybolt breaker is shown in Fig. 363. It
is a rather highly-developed design. The cross section

Fig. 364— Water Attachment for Breaat Drill.

in Fig, 364. The rubber tubing B is placed in a water
tank. The water is siphoned from the tank through this

Eltirafion

Fig. 363 — Staybolt Breaker.

122

RAILWAY SHOP KINKS.

tube, the part A and out through the nozzle C. The air
for operating the drill enters the motor through D. Some
of it goes through the pipe A, rushing across the end of
the tube B, thus causing a partial vacuum in B and
siphoning the water through it. — Clika,^o & Xorth
Western. Chicago.

STAVBOLT DRILL, MULTIPLE.

A multiple staybolt drill in use at the Dale Street shops
of the Great Xorthern at St. Paul, Minn., is shown in
Figs. 365, 366 and 367. It was designed and built at
these shops and is, so far as we know, the most elaborate
device of the sort in use in any shop in the country. It
has a total of 11 drills — three on each side and on top,
and two at the back — and is operated by four men. One
of the side drills was removed at the time the photograph
was taken. The saving in time possible with this number
of drills and men, all working together, is obvious, the
staybolts in a boiler now being drilled out in one-fourth
the time possible b\' any method previously used in these
shops.

As appears from the illustrations, the frame is formed
of 5-in. pipe columns and 8-in. double channel transverse
top members, with latticed diagonal braces. The frame
is 13 ft 2% in. x 15 ft. 9 in, on column centres, and the
pipe columns are 16 ft. 4^ in. long. The top set of drills
is carried on a rail, supported by a double -channel frame,
the side members of which are secured to heads sur-
rounding and sliding vertically on the main frame
columns. This drill frame is raised and lowered by means
of four power-driven screws mounted on the frame

Fig. 3flS— Multiple Staybolt Drill.

columns and about half the length of the columns. The
side and end drill carriages are mounted on vertical guide
bars, 2^3 in, x 7 in,, upon which they slide, being moved

Fig. 300— Side and End Elevation of Multiple Staybolt Drin.

BOILER SHOP.

123

by a power-driven worm mechanism, as indicated in the
carriage details. Fig, 367. The side bars are adjustable
laterally for different widths of fireboxes, by top and
bottom adjusting screws. This adjustment is secured by
a hand-wheel on the bottom screw, a vertical shaft inside
the column, and bevel gearing, imparting the motion to
the top screw. At the top the guide bar travels between

tell-tale holes was a hard job, because tlie operator had
to push the drill in I'/i in. on each stayboh, and a little
movement either way when the drill was in the bolt would
break it. Any man who has had to drill staybolts in the
boiler will concur in this statement. Our method of drill-
ing holes with this machine is very simple. Use two high
horses, and tie with pieces of wire from some convenient

Pig. 387— Drill-Head and Carrlag* Details of Multiple Staybolt Drill.

the two frame channels and is carried on four small place at the top of the horses to the boiler. Then set a

wheels, a pair rolling on each channel, board perpendicular, and it can be moved along the line

Details of the drill carriage are included in the draw- of bolts to be drilled. The operator can sit down and

ings. As will be seen from these and the photograph, the drill a staybolt in 20 seconds. Our cost of drills has been
drills are driven from a horizontal shaft under the car-

riage, which is driven by bevel gearing from a vertical
shaft at one end. The drill is adjusted to drill at dif-
ferent angles by a centering screw between the head
and the stock, plainly shown in the photograph. The
drill is fed by air pressure,* the hose connections to the
small 4-in. x 4-in. air cylinder on the back of each drill

_L^

o J] «^~

pig. 3Sa— Punch for Staybolt Te1l-Tal« Hole*.

stock being for this purpose. Power for the machine is reduced 50 per cent, and labor reduced 40 per cent., be-
sides making it easier for the driller. — D. P. KeUos^g,
Master Afcchaiiic; W. F. Merry,' General Foretnan, and
G. H. Good^vin. General Gang Foreman, Southern

Pacific, Los Angeles, Col.

furnished by a 10 h.p., a. c, motor, running at 865 r.p.m.
under load. — Great Northern, Dale Street Shops, St.
Paul, Minn.

ST.WBOLT TELL-T.^LE HOLES, IJKILLING.

A handy machine for drilling tell-tale holes in staybolts
is illustrated in Fig. 368. By applying an air cylinder to
the end of a small motor and admitting air after it has
been placed ready to drill a hole, it acts as an air feed
and keeps the drill

ST.WBOLT TELL-T.ALE HOLES, PUNCH FOR.

A punch used in a bolt heading machine for punching
and countersinking tell-tale holes 1 ^^ in. deep in stay-'
bolts at one operation is shown in Fig. 369. The body

line. The old method of drilling of the punch may be made any size to suit the machine; a

\t/r/f7/ef
Fifl. 36S— Pneumatic Attachment for Feeding Air Motor In Drilling Staybolte.

124

RAILWAY SHOP KIXKS.

tool of this kind will punch from 2,000 to 4,000 bolts
without bending or breaking. It should be made of tool
steel and in tempering care should be taken not to make
it too hard. If tempered to a light blue it will give the
best results. — H. L. Burrhus, Assistant General Foreman,
Erie Railroad, Susquehanna, Pa.

STAYBOLTS, APPLYING FLEXIBLE.

A device for applying flexible stajbolts is shown in
Figs. 370 and 371. It consists of a sleeve A which screws

driver D in the square recess in the head of the staybolt.
The driver D is revolved by a small crank, which is not
shown, making the application of the staybolt a com-
paratively easy job. After it has been screwed into place,
sleeve E with anvil F, Fig. 371, is applied to hold the
head of the bolt while it is being riveted over on the other
end. — M. H. H'eslbrook, Grand Trunk, Battle Creek,
Mich.

STAYKOLTS, APPLYING.

A chuck for applying and removing slaybolts with an
air motor or wrench is shown in Fig. 372. The chuck is
made of machine steel, with a hardened tool-steel jaw, or
grip, and is designed to handle staybolts up to 1_'4 in. in
diameter. The jaw is set tangent to the center hole, as

-P — ^l- — I

tH I ^

Smcfion Shoming BoH and Drivtr
Fig. 370— Orivsr for Flexible Btaybolti.

on the socket B. The sleeve C is threaded to the same
pitch as the staybolts and holds the end of the square steel

•- — Li-^

cAwj Through Anvil.
Fig. 371— Anvil for Applying Flexible Staybolt*.

^■i-1

—

jjt-^-

Maehint Sfrt/

Fig. 372-^Stayboit Chuck.

indicated by the sketch, and is provided with both right
and left-hand teeth for gripping the bolt in either direc-
tion. The jaw is made tapering, with the thick end at
the bottom, to take different size bohs. The thickness
through the center section is varied, according to the
diameter of the bolt. A 5/16-in. washer attached by two
y^-va. setscrews holds the jaw in place. This chuck is
simple, strong and efficient. Its action is positive in
either direction and there are no moving parts to break
or get out of order. The jaws are interchangeable and
are quickly removed and replaced. — S. S. Light foot,
Bonus Demonstrator, Atchison, Topeka & Santa Fe, San
Bernardino. Cal.

STAYBOLTS, THREADING R.^DIAL.

Radial stayboUs are ordinarily threaded on a small
engine lathe, especially at the head end of the bolt. At
the Sayre shops this work is done entirely on bolt ma-
chines. The bolts are stripped and the taper fit and fac-
ing •f the head are done nn a horizontal bolt machine,
the dies having extensions for making the nick under the
head. The bolts are threaded on a vertical machine. The
lower head carries the bolt, gripping it on the square end ;
the movable head carries the chasers, and is let down
from above. In cutting threads close to the head, it is
necessary to provide a device for tripping the dies. This
device is shown, as it is about to operate, in Fig. 37i. It

BOILER SHOP.

125

arranged. A 6-in. air cylinder feeds the cutter, which
is mounted on a IjA-ln. shaft. On ihie end of this shaft
is placed a high speed reamer, used for removing the
burrs or for tapering the ends of the tube for welding.

Fig. 37»— Threading Radial Staybolti.

allows the dies to approach within 1/32-in. of the head
of the bolt, when thej- are opened. — Lehigh Valley, Sayre,
Pa.

TUBE CUTTER.

A machine for cutting off the ends of tubes is shown in
Fig. 374. It does not differ greatly from other machines
used for this work, although it is compactly and efficiently

Fig. 374— Tubs Cutting Machine.

The belt shifter is placed in a handy position, the handle
being located as shown in the sketch. — £, /. McKernan,
Tool Supervisor, Atchison, Topeka &■ Santa Fe, Topeka,

Kan.

TUBE CUTTER.

The tube cutter illustrated in Fig. 375 does not differ
essentially in design from a number of others used else-
where, but is shown as a matter of record and suggestion
to others who may wish to build one. The bed is formed
of a piece of timber 3 in. by 12 in. by 16 ft. and is carried
by eight legs made in pairs of 3-in. by 5^-in. iron. The
shaft carrying the cutter has a total length of 5 ft. V/i in.
and is carried at the back end in a bearing hung in '
trunnions. Near the cutting end it is carried in a sliding
box A which can be forced down by the screw and hand-
wheel above. The cutter is 3^ in. in diameter and ^ in.
thick and of the usual form. A pair of idle rollers are
placed directly beneath the cutter for supporting the end
of the tube. There is also another pair of idle rollers at
B. The length is gaged by an adjustable stop C. The
tube is then simply laid on the rollers with one end against
the stop and the running cutter is forced down on it
The cutter is run at a speed of 430 revolutions per minute,
— Delaware, Lackawanna & Western, Scranton, Pa.

Fig. 37S — Tube Cutter.

RAILWAY SHOP KIXKS.

TUBE CUTTER.

A most efficient tube cutter has been designed by B.
Hendrikson, foreman of the tool room. This tool, which
is shown in Fig. 376, is so constructed that an air whistle
is blown the instant the cntter wheel has made its way

TUBE CUTTER.

The apparatus for driving a tube cutter and the way in
which it is applied are shown in Figs. 378 and 379. The

Fig. 376 — Tube Cutter.

through the tube, thus notifying the operator that the cut
is finished. Another important feature of the tool is the
air feed. The tool is driven by a pneumatic motor and
air is pumped into the cylinder B through the driving
shaft A, thus affording a means of expanding the cutter
disks out against the tube. The tube cutter in operation
is shown in Fig. 377. The following test, which wcs
made at the Chicago shops, will give some idea of thj

Fig. 376 — Gear Box for Tube Cutter.

gears for reducing the motor speed are in a sheet iron;
case which is attached to the slotted bar. The bar which:
transmits the motion to the tube cutter is in three parts,:

Fig. 377— Tube Cutter In Operatlor

rapiditv with

vhich the tubes can be cut. The device is

patented :

No. Time .Air .Aver,
of tubes (min- pres- per tube
cut. utes). sure. (seconds).

Engine No. 294. .

—Chicdfio & .\'orth li'cslcrn, Chicago.

Fig. 379 — Apparatus Adjusted for Cutting Out Tubea.

connected by knuckle joints, thus making it flexible and
allowing the cutter tp be changed from one tube to an-
other without adjusting the gear box. The machine is
operated by an apprentice. — K. }. Laauool and J. S.

BOILER SHOP.

127

Naery, Jr., Special Apprentices, Chicago, Indiana &
J.omsiille, Lafayette, Ind.

TUBE CUTTER.

■ The assembled and detailed drawings of the tube cutter;
Fig. 380, illustrate a most efficient tool for cutting tubes
out of a boiler. Removing a set of tubes, -using an air

Fig. 380 — Tube Cutter.

hammer and chisel to cut loose the rolling at the front
tube sheet, not only takes from 15 to 20 hours' time, but
is a laborious task, as the mechanic is compelled to work
in a cramped position, especially in small diameter arches.
The simplicity of this tool at once recommends it to the
tool maker as well as the user. The outside portion is
made of machine steel and the center cylindrical portion
of tool steel. This latter part carries a tool steel pin.

which fits in the high-speed steel cutter. Reference to
the drawing shows that when the inner cylinder is in its
extreme position toward the left, the eccentric action of
the tool steel pin which engages the cutter, draws the
cutting blade inside the tool. When power is applied in
the right-hand direction, the eccentric action of the pin
forces the cutter out and through the walls of the tube
just behind the flue sheet. By completing the circle a
band of metal the width of the blade face is cut out of the
tube. The power is then reversed, which throws the blade
back into the tool and permits its withdrawal from the
tube. This tool is intended for use with an air motor, the
toggle permitting a universal joint connection to a bar,
one end of which has a Morse taper end for inserting in
the motor socket. The air motor is swung in the arch on
the center line of the boiler, and the universal joint
permits cutting out the entire set of tubes without chang-
ing the position of the motor. The motor should have a
quick reversing arrangement, as the tool makes but one
revolution in cutting and one in the opposite direction for
removing. The tool foreman at Meadville, John Hessler,
who designed this tool is authority for the statement that
it will cut a set of 326 tubes in five hours, which, with an
air hammer and chisel, would take about three times a^
long. — Erie Railroad, Meadville, Pa.

. TUBE CUTTER.

The machine for cutting out boiler tubes, shown in Fig.
381, was invented by John T. Fuhrman, foreman of the
too! room of the Great Northern shops at St. Paul, Minn.
There are three U/16-in. circular cutters, which are
forced out to the cutting position by a three-sided, tapered
spindle, actuated by the pneumatic cylinder. The cutters
are held to their normal position by a coil spring at each
end, shown in the longitudinal section and the cross-sec-
tion on line B. The cutter is driven by an end-spindle air
motor, also the invention of Mr. Fuhrman. These motors
have been in use on the Great Northern for a long time,
there being about 190 in service at present. They are de-
signed for close-quarter work and are, therefore, especi-

Fig. 381 — Pneumatic Tube Cutter.

128

RAILWAY SHOP KINKS.

ally adapted for use with this flue cutter, enabling the flues
to be cut out at both ends without trouble. The device
is easily handled by one man, motor and cutter together
weighing only 36 lbs. It will cut as high as 18 flues a
minute, and do it smoothly, without burring the ends,
leaving them in shape for welding. A set of cutters has
a life of more than 3,000 cuts. The device has been in
use more than a year and the inventor has applied for a
patent on it — Great Northern, Dale Street Shops, St.
Paul, Minit.

and this one feature should recommend it as a simple and
rapid tube cutting too!. — IV. H. Snyder, Assistant Gen-

A device for cutting out tubes is shown in the photo-
graph. Fig. 382, and the drawing, Fig. 383. The tool
holder B is first inserted in the tube, after .which the
cutting tool is placed and the point driven through the
tube wall. Only one revolution is necessary for the cut-
off. The photo shows clearly the assembled device and
the method of hanging it with the block and fall. The
large gear wheel U is mounted on the spindle which
carries the cutting tool, and the power of the motor is
transmitted through the gears V and IV. This arrange-
ment greatly increases the power and at the same time
reduces the speed. The flexibihty of the device in adjust-
ing it to the different tubes is shown in the illustration,

Fig. 382— Tube Cutting Tool In Poaltlon.

eral Foreman, Neiv York, Susquehanna & Western,
Stroudsburg, Pa.

TUBE, DIES FOR FORMING BRICK ARCH.

- A device for forming brick arch tubes to the proper
shape is located in the boiler shop near an oil furnace in
which they are heated. The power is supplied by a 14-in,
X lO-in. driver brake cylinder, the air being controlled

^^ r^

h-'f--*

!'■*

-»---

- — J

-I S.-tw i-^ >

I^H 1— I k,^i -Mr- ■'i'/'---^-vj<=-r*-[-*f',f-

Fig. 3S3 — Tube Cutting Toot Detail*.

BOILER SHOP.

Mechanic, and Henry Holdcn, General Foreman, Chi-
cago, Si. Paul, Minneapolis & Omaha, St. Paul, Minn.

Flfl. 384 — Pr«M for Forming Brick Arch Tubei.

by a foot valve. The construction of the press and of
the formers is clearly shown in Figs. 384 and 385. — P. F.
SmUh, Chief Draftsman; Thomas Marshall. Master

"^'- -»I

—/tj: —
Bo/hm Die CJ

kzjy

Fig. 385— Diet for Formlnfl Brick Arch TubM.

An efficient tool for expanding tnbes and one which is
used in all the shops of the Krie, is shown in Fig. 386.
This tool differs from the well-known expander of this
general type, in that the three jS-in. cold rolled steel
rollers are set at an angle of Z'/^ deg.. as shown, instead

r-!^ iH

d— ^ 3

Fig. 388 — Flue Expander.

of being parallel to the center line. In using an expander
in which the rolls are set parallel to the center line it is
necessary to expand the rolls by striking the end of the
spindle. This not only tends to strain the fibers of the
tnbe metal but makes a more or less uneven roll, and also
shortens the life of the spindle by battering its end. With
the rolls set at an angle the feed is automatic, as is also
the withdrawal of the tool when revolving the spindle in
the opposite direction. — Erie Railroad. Mcadrillc, Pa.

Tl'CK-SHEET CUTTER.

A special too! for drilling tube-sheets is shown in Fig.
387. The rose bit A is inserted in the small hole in the
sheet and the drill B cuts the tnbe hole to the proper size.

Fig. 387— Tool for Drilling Tube-SheeU.

A hole can be drilled in from 32 to 35 seconds with this
tod. — Chicago & i\'orth Western, Chicago.

TUnE-SHEET CUTTER.

.A high-speed tube-sheet cutter with a soft steel arbor,
for driUing holes in tnbe-sheets on a drill press, is illus-
trated in Fig, 388. The cutter has two cutting faces

130

RAILWAY SHOP KINKS.

similar to a twist drill. A carbon steel rose bit cutter
serves as a nut to hold the cutter on the arbor. The
cutter reams out the punched holes to 1 3/16 in. in
diameter and it is properly centered. The use of the
cutter has greatly increased the efficiency of this class
of work. With the old-stvle cutter 15 holes were
drilled per hour at a cost of 1.33 cents per hole on the
basis of labor at 20 cents per hour. With the new cutter
the same operator drills 60 holes per hour, at a cost of
,33 cents per hole. This is a reduction in cost of 1 cent
per hole, or 75 per cent. The total saving per year by
the use of this cutter in our shop over the old methods is
$522. — E. J, McKcrnan, S)ipenisor of Tools, Atchison,
Topeka & Santa Fe, Topcka, Kan.

TUBE-SHEET CUTTER.

The tube-sheet cutter shown in Fig. 389 drills, reams
and removes the burrs at one operation, making a perfect
hole. It is possible to cut 247 2^4 -in. holes in eight hours.
The shank and body are made of soft steel and the center
is of tool steel. The cutter, reamer and burr remover are
made of high-speed steel. This tool, with reamer at-

tached, makes tight and perfect application of the tubes
possible. It is used on a drill press. The spring in the

Sfml Pffrt ,^trin^

'^BurrR^mwtr

Fig. 389 — Tube-Sheet Cutter.

tool holds the tit in the small hole, guiding the cutter.
— William G. Reycr, General Foreman, Nashville, Chat-
tanooga & St, Louis, Nashville, Tenn.

TUBE-SHEET CUTTER.

A tool for cutting holes in tube-sheets is shown in Fig.
390. The particular feature of this holder is the small
amount of high-speed steel required — only two pieces
j^-in. X ^-in. x 2;5^-in. The cutters are sawed to their
proper length and are then placed in a special jig in the
lathe, four at a time, turned to the proper diameter with
clearance, and bored with clearance on the inside. An-

/Vo4 Morse Taper

I I '

^ A

Soff Steel

% IIThds

High Speed Sfeet

I
I
I
I
I
I

I
I

I iOThds,

Soft Steel

High Speed
Steel

->i^|<-

^/t

'^f

]

2/2

/^^

2'ir

I's

'^3

i'%

zla

''"8

I'i

'•t

Fig. 388 — High-Speed Fiue-Sheet Cutter.

BOILER SHOP. 131

other special feature is the provision for breaking the screwed the formers, either the one shown for sweiiging
sharp corners on the lube hole. This is clone by leaving down the firebox end of the tube, or the pin former for
a fillet on the cutter. The cutters are held rigid in the expanding the ends of tubes for large holes rather than

to use a ferrule. An oil furnace is placed near the ma-
chine for heating the tube ends. When the tube is placed
V-r on the V-block the air is turned on. The piston in the
]'^ vertical cylinder responds first, clamping the tube in posi-

Ulngahivnkon '^ s*

Fig. 390 — Tool for Cuttlno Tube-Sheet Hole*.

holder, which is provided with thrust screws by which
accurate adjustment of the cutters can be obtained. With
this tool the tube holes are cut and the corners chamfered
in one operation at the rate of 60 holes per hour. — D. P.
Kdhgg, Master .\fechaitic: iV. F. Merry. General Fore-
man, and C. H. Good-ivin, General Gang Foreman,
Southern Pacific, Los Angeles, Cat.

Ti.-nu-sHF.riT

A tool for cutting tube-sheet holes is shown in Fig.
391. The taper shank is made to fit the socket of a drill
press. The cutter C slips over tlie end of the bar, to
which it is secured by a pin or key. The bottom of the
cutter is fluted similar to a milling cutter and operates in
the same way. This tool will drill 200 holes in a Vi-m.

t±z:

1^ s- -H

Ui -4

.rrk

(JJ)

si'-.

-«

V-Ji'-

Fiff. 392— Tube Swedging Machine.

tion, after which the piston of the second cylinder acts
to move the forming die against the end of the tube. —
Central Railroad of Keiv Jersey, EHzabcthport, X. J.

TUBE TESTING MACHINE.

An arrangement for testing tubes with cold water which
have had new safe ends welded on is shown in Fig. 393,
The set of tubes on the buggy shows 24-in. safe-ends that
have just been welded on. At the extreme left of the

Fig. 391 — Tube-Sheet Cutter.

flue-sheet in about one hour and forty-five minutes.—
F. C. Pickard, .-issistant Master Mechanic, Cincinnati,
Hamilton & Dayton, Indianapolis, Ind.

TUBi; SWEDCIKG MAtinXE.

The tube swedging machine, shown in Fig. 392. is
easily and cheaply made from old material. The bed is
a 13-in. channel, about 10 ft. long. To one end of this
channel is bolted the upright which holds the air cylinder
used for clamping the tube. The second cyhnder is
mounted horizontally at the opposite end of the bed plate.
On the end of the piston rod of this second cylinder are

Fig. 3S3 — Tube Testing Machine.

illustration is seen the plunger against which one end of
the flue is held, while the near view- of the right han<l end
of the machine. Fig. 394, gives a good idea of the plunger

RAILWAY SHOP KINKS.

cylinder arrangement and the water supply. The bed
of the machine is made of two metal plates, riveted to
the feet. The semi-circular bottom binds the vertical

TUBE SWEDGIN'G MACHINE.

A tube swedging machine, which is made from a 10-in.
brake cylinder with an 8-in. stroke is shown in Fig. 395.
The piston is returned to its normal position by the
spring in the cylinder. The machine has two sets of dies.
The scale is blown off the tube by the exhaust air. The
foot pedal operates a three-way cock, which controls the
flow of air, — P. C. Pickard, Assistant Master Mechanic,.
Cincinnati. Hamilton &• Dayton, IndiaiuiftoHs, Itid.

Fig. 394 — Operating End of Tube Testing Machim

plates together, making a tank into which the waste water
falls. The tubes are handled from buggy to buggy, one
being placed on each side of the machine. A set of tubes
can be tested in a comparatively short time. — Central
Railroad of A'nc Jersey. FJi::(ihelhport, X. J.

TUBE WELDER.

A novel arrangement is used in the flue shop for weld-
ing and swedging tubes. The shop originally possessed a
single fiue-welder of the usual roller type. In order to
do the swedging at the same heat as the welding, another
machine of exactly the same type was bought and placed
alongside. The two are now on the same base and are
strongly tied together and are driven by a common driv-
ing pinion set between their gears. This pinion was the
original drive of the first machine. It drives the two
heads in the same direction, and as soon as a safe end Is
welded on it is pushed into the swedger and finished.
This, in combination with the oil furnace, enables the
work to be turned out with great rapidity. — Delaware,
LackaziKimia & IVestern, Scranton, Pa.

TUBES, APPLICATION' AND MAISTEXAXCE.

In common with other railways the Pennsylvania has
experienced much trouble from leaky tubes, and while
on most roads this is attributed to bad water or improper
methods of feeding, filling and cooling boilers, on the
Pennsylvania, where there is a good water supply and
proper methods of handling water are employed, it was
found that a large part of the tube leakage was caused
by irregular methods of setting and tightening tubes.
The practice at different shops and roundhouses was not

■MX

,■■•'

■k

toULml

r 1

■

^■-

Fig. 39»— Tube Swedging Machine.

Fig. 39fl.

uniform, and when a passenger locomotive passed over
several divisions and required tube repairs, the work was
not always done in such a manner as to prevent leakage.
In other words, tube repairs were not sufficiently stand-
ardized to obtain the desired results. After careful in-
vestigation, the best practice for setting tubes at shops
and engine houses, the best method of maintaining tubes
at engine houses, the best method of preventing leaky

BOILER SHOP.

tubes when engines arrive at terminals, and the proper tools \o. 5, Fig. 401, must be maintained within the limits

tools for tube work, were all standardized and printed i
a circular which was approved in June, 1909, by the lines
East and West. Since the adoption of this standard tube
practice the number of leaky tubes on the Pennsylvania
Lines has been materially reduced.

Tubes must be in accordance with standard specifica-
tions and must be ordered .120 in. thick. Material for
safe ends must be in accordance with standard specifica-
tions and must be ordered .134 in. thick. Ferrules must

|_^„.^ \ [ I \

...:UO'

of standard gages and tools Xo. 4, Fig, 399, must be

—t

iu i

j_ i

mmmz^X,

Fig. 399.

taken out of service when worn hollow 1/32-in. between
the fillets.

Application of Tubes in Shops and Engine Houses, —
Operation No. 1, — Ferrules must be placed in the tube

Fig 397.

be made of soft copper and 1/32 in. longer than the thick-
ness of the tube sheet, and must be ordered .075 in. thick.
The outside diameter must be the same as the outside
diameter of the tube. Tube holes in the firebox tube
sheet must be the same diameter as the outside of the
tube and a 1/16 in. radius fillet must be provided on each
edge of the tube holes.

When the tube hole in the firebox tube sheet becomes
J^-in. out of round it must be reamed. Tube holes in the
smoke box tube sheets must be 1/16-in. larger in diameter

FIfl. 400.

holes in the firebox sheet, as shown in Fig, 396, and
rolled tight with tool No. 1.

Operation No. 2. — Tubes must be placed in the tube
holes in the firebox tube sheet neatly fitted, as shown in

Fig. 398.

than the outside diameter of the tube and sharp edges of
the tube holes must be removed. The firebox end of the
tubes must be swedged down with a slight taper towards
the end of the tube to a diameter sufficiently small to
allow the end of the tube to neatly fit the ferrule after
it has been rolled in the tube hole. The swedged end of
the tube must not be less than l/^-in. long, as shown in
Fig. 397.

All tools for working tubes in locomotive boilers must
be in accordance with standard tracings and the tool
numbers must be stamped on each tool with %-\n. figures.
Each tool must be used for the operation specified. All

Fig 401

Fig. 397, and tightened with tool Xo. 2. (Operations
Nos. 7 and 8, respectively, must be performed after opera-
tion Xo. 2 is completed and prior to commencing opera-
tion No. 3.)

134 RAILWAY SHOP KINKS.

(Operation No. 3. — Firebox ends of tubes, as shown in not stand rescuing: with tool No, 4, tlicy may be
Fig. 398. must l>e opened with tool No. 3, using either a with tool No. 1, after which the beads must be

rolled
t with

pneumatic or a hand hammer.

Operation No. 4, — Firebox ends of tubes, as shown in
Fig. 399, must be expanded with tool No. 4. This opera-
tion should be done on the tubes along the lines E-F and
G~H respectively, as shown in Fig. 400, and then sections
A, B, C and D should be worked out by performing this
operation in each section commencing at the outer edge
of the sheet in working the tubes in these sections in cir-
cumferential rows toward the center.

Operation No. 5. — Firebox ends of tubes, as shown in

tool No. 5. (Tool No. 1 mitsl not be used except \
1 the judgment of the foreman it is necessary.)
Pmeiilioii of Leaking Tubes. — In order to reduct

Fig. 402.

Fig. 401, must be beaded with tool No. 5, using cither a
pneumatic or a hand hammer.

Operation No. 6 — Firebox ends of the tubes, as shown
in Fig. 402, may be slightly rolled with tool No. 1, if
necessary.

Operation No. 7. — Smoke box ends of tubes, as shown
in Fig. 403, must be tightened with tool No. C.

Operation No. 8. — Smoke box ends of tubes, as shown
in Fig. 404, must be rolled with too! No. 1.

Maintenance of Tubes at Engine Houses. — Tubes which
are slightly leaking at the firebox end of the locomotive

iT.

..„

i i

J4J

f.^

-■ ^

.„.u..

Fig. 404.

tube leakage to a minimum the following practice must
be followed : When fires are being cleaned or drawn the
blower should be used only sufficiently hard to prevent
smoke einitting from the fire door. All fires must be
banked at the tube sheet except in the fire boxes having
front grates bricked off, in which caSe the fire should be
banked over the adjoining grates. Unless absolutely
necessary injectors should not be used while the fires are
being cleaned, also when no fire is in fireboxes, nor while
locomotive? are being moved under their own steam in
the engine yards without first brightening up the fire. —
Pcniisxhviiiti Railroad Standard Practice.

ii<<<^y-ff^-^-^-^y;-y-l^y^^^

W.^ ^ ^ r . <gj ^^^ ^ ;w ^<v^k^^^^^^

Fig. 403.

boilers in service must be lightened with tool No. 4 if
necessary, after which beads must be reset with tool No.
5. Tubes which are slightly leaking at the smoke box
must be tightened with tool No. 1. When a locomotive
arrives at an engine house with the tubes leaking so
badly at the firebox end that it must be taken out of
service, the boiler must be drained, after which the fire-
box ends of tubes must be reset with tool No. 4 and the
beads then reset with tool No, 5. When the tubes will

Fig. 405 — Crate for Handling Boiler Tubei.

BOILER SHOP.

TUBES, CRATE FOR HANDLING, p'u?f i" o"^ Operation. After the dies have been closed

T, . f , t L ■ t r .1 1 ... the taper kev is removed and the 2-in. pin is forced clear

Ihe crate of tubes shown m front of the locomotive in "^

Fig. 405 ilUistrates the method of handling boiler tubes

to and from the flue shop. When they are removed from

the boiler, they are dropped into the crate, as shown. It

is then lifted and transferred by the traveling crane, the

rings at the top of the crate being connected to the crane

hook by chains. — Lettish Valley, Sayrc, Pa.

WASHOUT PLUfiS, CORNER PATCH FOR.

A set of dies for making corner patches for washout
phigs is Hsed in the hydraulic sectional Hanger. The
male die is 5 63/64 in. in diameter and fits in the vertical
ram of the machine; the lower die is 11 in. long, shaped
at the top with a 5''^-in. radius, as shown in the drawing.
Fig. 4C6. A I'-ii-in. hole is drilled in the bottom end of
the upper die and a taper keyway is cut through the die
to hold the punch, which is 2 in. in diameter, in place.
A -^-in. hole is punched in the sheet which is to form the
patch, after which it is heated and placed between the through the hole in the patch. — Rack Island Lines, Silvis,
dies. It is bent and the hole is flanged for the washout III.

Fig. 40fr— Dl«a for Forming Cornor Patch for Waahout Plug.

:;/

Oxy-Acetylene Welding and Cutting

TOPEKA shops; ATCHISON, TOPEKA

The oxy-acetylene method of autogenous welding of
metals -has been in use in this country, to a very hmited

and although the possibilities of the oxy-acetylene process-
are very great, railways have been slow to take advantage
of the savings to be made by this method. The reason is
that the apparatus now on the market is very expensive
and too small for railway needs. Most of the plants are
unable to run over five hours with two burners without
stopping to recharge.

The application to a large shop seems to have been lost

Fig. 408— Burner for Work

a Horizon tat Position.

sight of by the manufacturers of oxygen and acetylene,
and it lias been left to the railways and large manufactur-
ing companies to develop the details. Preliminary in-
vestigations covering several years were made by a west-
ern railway, and it became convinced that the oxy-
extent, for a number of years. The feasibility of welding acetylene process of welding metals would be both prac-
steel or iron by this method has been fully demonstrated, tical and economical to- use in railway repair shops. It

Fig. 407 — Ho» Connection*

I Plpo Line to the Burner.

Fig. 409 — Welding Tubes In a Jacobs Superheater by the Oxy-Acetyle

OXY-ACETYLEXE WELDING AND CUTTING. 137

was discovered that there was but little expert knowledge loss from leakage, as well as danger from explosions,
that could be obtained and the development was carried Taking everything into consideration, it was decided to
on by shop employees. build a central plant and equipment has been installed at

Portable plants were considered undesirable, as each
one would require expert attention and would neces-
sarily be intermittent in its action, due to the charging
of the gas tanks. It is necessary to purchase the oxygen

Fig. 410— Burner for Work in a Vertical Poiltion.

in drums from a manufacturing company and, as it often
conies from a great distance, delays in shipment of the
drums wotild result in the entire stoppage of the weldinjj
plant. The oxygen is kept at a very high pressure, often
as high as 1,800 lbs. per s(iuare inch, which would mean
great difficulty in keeping the joints tight and consequent

; shop consisting of a stationary central generating

Fig. 412— Rolled and Beaded Boiler Tubes Pulled from Sheet.

plant, the oxygen and acetylene being distributed among
the different shops through pipe lines.

Oxygen and Acctylene.—The ox\'gen is generated
from calcium oxy-chloride, iron sulphate and copper sul-
phate, as it was found that this was cheaper than the
usual chlorate of potash method and could be done with
much less complicated apparatus. The oxygen passes
into an ordinary gasometer where it is stored until drawn
out by the compressor. Slorage tanks are provided and
are so arranged that any one of them may be charged or

-Boiler Tubea Welded tn Flu
Shupert Firebox.

Sheet of Jacobe-

Fig. 413— Welded Tube Pulled from Sheet.

discharged independently, A pressure of from 60 to 70
lbs. per square inch is maintained in the storage tanks
while the plant is in operation. This pressure is reduced
to 20 lbs. as the oxygen leaves the storage tanks, in order
to minimize the loss due to leakage. A separate pipe
line, carrying the full storage tank pressure, is used to
take care of the burner when used for the cutting process.
The acetylene is generated by an automatic water-to-
carhide feed generator designed by employees of the rail-
way. .A pressure of 2'/^ lbs. is maintained in the acetylene
pijie line.

158

RAILWAY SHOP KINKS.

Advantages of This System. — This system of generat-
ing oxygen and acetylene gives a constant supply of the
gases at a constant and at the same time a minimum
pressure. The great advantage is that there are no in-
terruptions in the pressure due to shutting down the
plant when a fresh charge is put in. It is also unneces-
sary to huy and maintain expensive high pressure re-

burner, and which, when once adjusted to deliver gas at
any desired pressure, will Automatically maintain that
pressure in the discharge line regardless of variations in
the pipe line pressure. A pressure of about 10 lbs. has
been found to give the best results in the burner.

Burners. — There are two general styles of burners
used in connection with the oxy-acetylene welding pro-
cess, one, as shown in Fig. 408, for work in a horizontal
position, and the other, as shown in Fig. 410, for work
in a vertical position. The burner receives the acetylene
gas from the main pipe line through a combined flash
back trap and water column pressure indicator. The flash
jback trap operates in such a way as to prevent the oxygen
from backing up into the acetylene line, or any pressure
in excess of 3 lbs. from accumulating in any part of the
acetylene system.

Development of the 0.vy-.4cetylene Method. — The
oxy-acetylene method of welding is a trade in itself and
can only be mastered by gradual development. This must
be carried on in an intelligent and thorough manner, and
in such a way that the workman can see and know the
result of his work. It is impossible to see the water side

Flfl, 414 — Dttfectivtt Part

ceivers and fittings. There are no fluctuations due to
recharging, as the plant is absolutely continuous in its
operation. A sufficient stock of the necessary ingredients
can be kept on hand to cover any emergency so that there
is no danger of the stoppage of the plant which might
result if the gases were purchased from a manufacturing
company.

Shop Plant. — The plant above referred to generates
about 2.0CO cu. ft. of oxygen per 10-hour day, at a cost
of 2 cents per cu. ft. This is less than one-half the cost
if purchased in drums from a manufacturing company.
This supply is sufficient to operate four burners, which
makes the cost 98 cents per burner per hour, including
material, labor and the expense of compressing the ga.s.
The cost of the acetylene is 13 cents per burner per hour,
thus making the total cost of the gases $1.11 per burner
per hour.

The burner or blow pipe is connected to the oxygen
and acetylene pipe lines by means of rubber tubes, as
shown in Fig. 407. Between the opening in the oxygen
pipe line and tiie rubber tube which connects with the
oxygen pipe of the burner or blowpipe, is placed a
pressure reducing valve by means of which the blowpipe
operator can readily vary the pressure of oxygen in the

of the weld in a firebox, and we must depend on the
skill of the workman in making a perfect weld. To train
the workmen so that they may know the result of their
work, they are provided with test pieces which are welded
together and then pulled in a testing machine, which
shows them the exact condition of the weld.

The oxy-acetylene process of welding is adapted to
wide application in railway shops and its use is being
cxten<led every day. One of the first jobs performed at

OXV-ACETYLENE WELDING A\D CL'TTIXG.

139

Topeka was the welding of tubes in a Jacobs superUeatcr.
This has proved so satisfactory that in the past year over
20,000 tube ends have been welded with excellent results.
Fig. 409 shows the tubes being welded in a superheater
for a tandem compound locomotive. The butt joint in
the wrapper sheet has also been welded. This was done
before the joint was riveted.

Welding of Boiler Tubes. — Boiler tubes have been
welded in the Hue sheet for a locomotive boiler with the
Jacob s-Shupert firebox, as shown in Fig. 411. This is
undoubtedly an innovation, but the excellent results ob-
tained from welding superheater tubes have shown that
it is not only entirely feasible for welding boiler tubes in
the sheet, but will mean an immense saving in the counse
of ^ year in the repairs of flue leakages. The actual cost
of removing, repairing and replacing 2-in. boiler flues
by the usual method of rolling and beading compared to

one-half when the tubes arc placed in a vertical position,
such as welding the superheater tubes as shown in Fig.
409. Sample tubes were welded into the sheet and pulled
in a testing machine and compared with the usual method
of rolling and beading. The results of these tests are
shown in Figs, 412 and 413. The welded tubes offered

Fig. 416— Patch Wflld«d In Firebox.

the cost of welding flues by the oxy-acetylcne process is

as follows :

' —Per 100 .

Rolling Oxy-acety-

and Xent.

beading. welding.

Remove complete $2,640 $2,640

ClMii 105 .105

Cut tor safe end .525 .525

Cnt lo length 315 .315

Spliced or st.irfed .335 .335

Weld ( safe end) 560 560

Swedge 210 .210

-Anneal 030 .030

Make safe ends 210 .210

File holes 100 .100

Apply copper ferrulte .430

Cost of copper ferrules 2.720 ....

Measure for leiiglli 220 .220

Applv and set 890 .890

Expa'nd. roll and bead 1.540

Roll and pin .750

Oxv-aeetylene weld 4.500

Roll and shim front end 600 ,600

Test 325 .325

Totals $11,725 $12,325

The actual cost by the welding process is about B per
cent, higher than the usual method of rolling and ex-
panding, but the life of the tubes is extended almost in-
definitely, or at least imtil they must be removed for
some other cause than leaking at the tube sheet joint.
The above cost is for welding when the tubes are in a
horizontal position. The welding cost is reduced about

Fig. 417— Patch Welded on Outilde of Firebox.

an average resistance during the test of 34,330 lbs. as
compared to 30.980 lbs, for the rolled and beaded tubes,
or 10.8 per cent, in favor of the welded tubes. The photo-
graph of the welded tube, Fig. 413, shows the weld was
stronger than the tube, as the metal was ruptured and
part of it left in the sheet.

In welding some parts it is advisable to pre-heat the
metal in an ordinary forge, or with an oil burner. With
a view of reducing the cost of welding tubes this was
tried, but it was found that it so disorted the tube sheet

Fig. 418— Pieton Rod Showing Metal Welded on End.

that nothing was gained by the practice and it was dis-
continued.

Firebox Welding. — This method has been successfully
used in repairing locomotive firelKixes by welding in
patches when it was impossible to repair the firebox in
any other way. This has been done repeatedly, when it
would otherwise have been necessary to put in a new-
firebox. Fig. 414 shows a patch in place ready to be

140

RAILWAY SHOP KINKS.

welded and Fig. 415 shows the same patch in the process
of being welded. Fig. 416 shows a large patch in a wide
firebox locomotive. This patch has been in service about
nine months and has given no trouble whatever. Patches
are easily welded on the outside of fireboxes, as shown

Ftfl. 419 — Trailer Truck Hangera t
Locomotive.

Removed from

in Fig. 417. It is estimated that a saving in firebox re-
newals for a year will amount to over $35,000 iii a sh<^
which repairs locomotives at the rate of 30 per month. ..'
The following tabulated statement shows a few ex-
amples of the savings that have been effected in fireboxes
by the welding on of patches :

r— — — COSI

No. Operation. Repair. N'ew part.

1087 Crack 18 in. long in door sheet and

several cracks in tube sheet welded $18,00

Door sheet and tnbe sheet saved $172.00

1108 Patch 15 X 15 in. on right side sheet. . 1

12 X 22 in. on right side sheet. . 1 7- (ui

■■ 12 X 14 in. on fire door sheet . . { '^'^

" 12 X 18 in. on fire door sheet. . J

Engine needed new firebox 800.00

2264 Patch 12 in. high around entire firebox

above mud ring 90.00

Engine needed new firetjox 450.00

169 Patch 26 X 24 In. on right side sheet,
mud ring corners patched, several
other small cracks on various parts

of firebox 70.00

Engine needed new firebox 47000

604 Patch 12 X 14 in, on both fire doors,
several patches on side sheets, and

mud ring corners patched 65,00

Engine needed new firebox "00,00

345 Two patches 24 x 48 in. on side sheets

and several small cracks welded,.. ?0,00

Engine needed new firebox 530,00

when it would be impossible to repair the old part in
any other way. The list of such parts is a long one, but
a few of the more important ones are rocker arms, side

Fig. 421 — Burner Used In Cutting.

rods, links, frame braces, eccentric blades, crossheads.
piston rods, trailer hangers, valve stems, reverse lever
quadrants, etc.

Fig. 418 shows a piston rod for a tandem compound
locomotive that has had metal welded around the end
which fits into the crosshead. This had become worn so
that the rod could no longer be used. In this case the
rod was put in a forge and preheated before the oxy-
acetylene torch was applied. After about l^ in. of stock

Fig. 420— Hangers Shown In Fig. 419 with Metal Welded On.

Miscellaneous Welding. — Locomotive parts arc welded
nd saved at a trifling expense and made as good as new,

Fig. 422 — Oxy-Acetylene Torch Cutting Up Scrap Firebox.

had been added on. the rod was turned to fit the cross-
head without disturbing the location of the key-way, and
tlie crosshead was put on as it was originally. The actual
costs were as follows:

Liihor welding on metal $0.38

Oxygen and acetylene 1,67

Labor turning taper 0,20

Tual $2.25

OXY-ACETYLEXE WELDING AND CUTTIXG. 141

The cost of a new rod is $15, which leaves a saving of sary repairs are made. Often small cracks appear in the

$12.75 by the expenditure of $2.25, steel castings which, if allowed to spread, would soon

Trailer truck bolster hangers are removed on account cause a rupture. An illustration of a truck bolster that

of the pins becoming badly worn, as shown in Fig. 419. has been repaired and saved is shown in Fig. 423.

It would cost nearlv as much to repair them in the black-

. , , ■ ' t , 1 . r ■ I'le bolster cost new $21.70

smith shop as it would to make new ones, and alter they Cosi of welding 1.50

were repaired in this way, they would require as much — — ■ -
machining as new hangers. The metal that has been

worn away on the pin or in the block is replaced by the Comparative Tests of Electric and Oxy-Acciyicne

oxy-acetylene torch, as shown by Fig. 420, and the cost Welds. — Tests were made of electric and oxy-acetylene

of machining is small because the original centers are welds to show the comparative strength. Tlie electrically

preserved. welded bars came from a locomotive manufacturing

Cutting liuriier.—A special burner, Fig. 421, is used in company, and the oxy-acetylene welds were made by the

the cutting process and consists of the usual burner with railway company. The results were as follows :

an additional oxygen pipe placed alongside. The tip of Oxv-

the pipe is pointed so as to direct the flow of oxygen to- Description. Electric. acetylene.

ward the hottest part of the flame. The metal to be cut Te^sik s^enRth,' "lbs: "per "sq.'in", ",:;:'. '^37.«lo" ^''^48.]0o"'

is first heated to tht melting point by the regular burner. Elongation in 4 in., per cent 2 4

These residts show a decided advantage in favor of
the oxy-acetyiene process.

Conclusions, — The oxy-acetylene process of welding
metals has now reached a practical stage of development
and is worthy of a place in large manufacturing plants or
railway shops. The equipment should be such that the
gases are generated at a central plant and distributed in
pipe lines to the various shops. A railway shop, over-
hauling 30 engines a month, should have a plant of suf-
ficient size to generate 6,C0O cu. ft. of oxygen per 10-
hour day, which would be siiflficient to operate 10 or 12
burners. If the oxygen were bought from a manufactur-
ing company in drimis containing 100 cu. ft. per drum, it
would mean the handling of CO drums a day, at a cost of .
more than double what it would cost in a central plant,
aside from the inconvenience of handling so many drums.
There is no doubt but that a great saving can be made
by the use of this process, and development should be
Fig. 423— Cract* Welded in Car Truck Bolster. aiu,ig the lines of reducing the cost of manufacture of

the gases for use in large central plants. — H. il'. Jacobs,

then the additional oxygen is turned on by pressing the ^.j^j,-^,^,,, Si^pcrinteiidcnt Motive Po-.i-er, Atchison,

.sprmg valve. _ j^^,^^,^^ ^^ ^^^^^ p^_

Scrap fireboxes are considered practically worthless

unless they are cut up in sheets that can be put un<ler the ^. ,s,ivn.i.E sHOi-s ; n-.\shville, ch.att.xn'oog.v & st. louis.

shears. The cost of handling and shipping fireboxes is

about as much as they will bring when sold. The oxy- ^"'e sheets can be successfully welded in a locomotive

acetvlene process has proved to be a money saver in firebox in a comparatively short time and with very little

cutting up fireboxes into sheets. An illustration of this trouble, if the work is properly done. Provision must

method is shown in Fig. 422. The price of scrap steel in be made for contraction when the weld cools off. The

imcut fireboxes is S6.05 per ton. and the same firebox cutting of the opening for the patch in the firebox .should

cut into sheets wdl bring $10.75 per ton, a difference

of $4.70. The firebox shown in Fig. 422 weighs about _________^_,<^^^^

two tons and the saving would therefore amount to $'>.40 wmmifmfii^in^^ !^^

if it were cut up into sheets. The entire cost of cutting p,j_ 424_partlal view of Patch About to Be Welded to the

by the oxy-acetylene process would amount to about Side Sheet.

$3.50. The .saving thus made is exclusive of the cost of

handhng and shipping. be done with a pneumatic hammer and not with the blow-

Car Truck Repairs.— The use of the oxy-acetylene pipe, as in the latter case the steel will oxidize where it

process has been confined entirely to the locomotive shop, is cut and il will be difficult to make a successful weld.

wtih the exception of repairs to truck bolsters, which are The sheet and the patch should \e trimmed with a bevel

collected and brought to the boiler shop where the neces- such that when the patch is set up ready for welding the

142

RAILWAY SHOP KIXKS.

two sharp pointed edges will touch and an opening or V
will appear leaving an angle of 45 deg. between the two
edges of the sheets (Fig. 424). To allow for contraction
of the patch a U should be formed near its edge, as shown
in Figs, 424 and 425, and projecting on the same side
as the open side of the \' formed between the edges of
the two sheets. This can be made on a press, or under

clamps or with a fuller. On a 5/i6-in. sheet, for instance,
the U depression should be about 3^ in. deep with a
radius of about ^ in. While the weld is cooling off the
U should be hammered down with a pneumatic hammer.
The U must, of course, project toward the fire side so
that it may be hammered. In putting on a patch it is
best to apply the staybolts before welding. Splendid re-
sults have been obtained in making a large number of
wdds in this way. some of them directly under the arch
on high pressure boilers.

Fig, 428— End of Eecentri

; Blade Repair
Welding,

I by Oxy-Acetylene

The welding torch must be kept clean. If too much
oxygen is used the metal will oxidize and will not weld.
To get a perfect weld in applying a half side sheet form
a U along the top of the sheet. In welding a fire door
flange where the sheet is cracked in the knuckle of the
flange, do not cut out any more of the door sheet than
is necessary, keeping the weld as near the turn of the

flange as possible, thus leaving it free to contract without
putting much stress on the weld. If this cannot be done
it will be necessary to use a U, as described above. It
is good practice to hammer on the heel of the flange
after welding.

Cracks develop in the firebox that can be welded per-
fectly and, again, there are cracks that cannot be welded
satisfactorily. For instance, if a crack in the knuckle of
the flange runs the long way of the flange, it can be
cut with a diamond point chisel and a good weld can be
made. If the crack is around the knuckle of the flange
it is useless to try to weld it, as there is no way to pro-
vide for contraction, and nine times out of ten the weld
will pull apart. Where the crack is in the center of a
side sheet, we have never been able to make a success-
ful weld ; the first effort to weld a crack in a side sheet
cau.sed no end of trouble; the crack extended 12 in, from
one sta\bolt to another, taking in three staybolts. It
was cut out with 1 diamond point tool and apparently

Broken Jaw flglded ortd Reclaimed.
Fig. 427 — Damaged Jaw* on Roda Which May Be Repaired by
Oxy-Acetylene Welding,

welded very satisfactorily, but after the weld cooled off
it was found that the next row of staybolts had de-
veloped a similar crack — the contraction had pulled the
sheet apart in the weakest place. The new crack was
cut out and welded and after cooling a similar crack
developed which opened 3/32 in. We continued to weld
(ine crack after another nntil the first weld made had
broken. We tried to weld it again but found it im-
possible to make a successful weld because of oxidization.
We cut out the bad place in the sheet and applied a
patch, which proved entirely satisfactorj'.

This process is not only convenient and reliable, but
is economical for welding links, link lifters, link blades,
intermediate ends on side rods, crossheads. driving
boxes, reverse levers, quadrants, guide yokes, driving
wheels, driving wheel tire flanges, Leeds couplers, chan-
nels on tank truck frames, lubricators and frame braces.
For cutting purposes it cannot be excelled. When en-
gines come into the roundhouse with badly cut eccentric
blades at the pin hole, it is the practice to ream the hole

OXY-ACETYLEXE WELDIXG AXD CUTTIXG.

143

out, countersinking it on both sides and to place a bush-
ing in position, as shown in Fig. 426, and weld with the
oxy-acetylene torch. The V's indicated by the dotted
lines are 45 deg. and about % in. deep. The hole is then
reamed to standard size. Before we installed the oxv-

Showing Scores af A and S,

Showing Depth Scored.

Fig. 428 — Scored Connecting Rod Repaired by Oxy-Acetylene

Welding.

acetylene plant it was necessary to apply a new end to
the eccentric blade, which, under the best conditions,
would consume eight to ten hours, whereas this work is
now done in one hour.

We experienced trouble with our knuckle bushings and
washers wearing into the rods, thereby weakening
them. We now weld these worn places, restoring them
to the original thickness. The jaws, in one case, were
worn at A and B (Fig. 427) and cracked at the point in-
dicated by the arrow. Rods scored, as shown in Fig. 428,
are also easily repaired by welding on material.

The top of the flanges were cut on the tires of a de-
railed engine, as shown in Fig. 429. Under former
practice it would necessitate reducing the tire ^ in. in
diameter. With the oxy-acetylene process the tire, which
was practically new, was repaired and put in first class

Fig. 429 — Steel Tire Cut by Skidding and Reclaimed by Oxy-
Acetylene Welding.

condition at a cost of $1. To have re-turned the tire, re-
ducing it y^ in. in diameter, would have cost $7.06, and
i|n addition we would have lost y% in. of tire wear. We
reclaim any number of quadrants and latches by build-
ing up the worn teeth, thus effecting a large saving. On
steel driving boxes where the cellar bolt wears the hole
oblong we drill a larger size hole and countersink it.
A plug is driven in and welded. The hole is then drilled
to the original size. We build up reverse levers to proper
size when thev become worn from the latch. Where we

find guide yokes cracked we chip out the crack and weld
it with oxy-acetylene, thereby economizing in both labor
and material. Front end couplers on locomotives crack
in different places and are condemned by the inspectors.
We weld these cracks successfully. We have likewise
reclaimed a number of fractured channel beams. We
have also welded tool holders, staybolt taps, shafts, car-
penter chisels, bits, hammers, adz., and iron pipe, includ-
ing branch pipes, dry pipes and air pipes of all sizes.

A piece of shafting 122 in. long and 4^ in. in
diameter, used in connection with the hoisting engine
of a yard crane, was badly worn, as indicated in Fig.
430. A new shaft would have cost $25. The shaft was
turned down at the worn part and a sleeve was made
with the inside diameter corresponding to the diameter

Worn Shaft

Prepared for lYe/d/n^ on S/eeve,

Fig. 430— Worn Shaft Which Was Repaired by Oxy-Acetylene

Welding.

of the part turned down and the outside diameter to the
full diameter of the shaft. The sleeve was cut to proper
length to fit between the shoulders and then split in two
halves and welded on the shaft. A little filing finished
the job. The cost of repairs did not exceed $1.50. The
success of the w^ork lies in the skill of the operator, and
this can only be acquired by practice and careful study. —
William G. Reyer, General Foreman, and R. IV. Clark,
Boiler Shop Foreman, Nashznlle, Chattanooga and St,
Louis, Xashzille, Tenn.

BUFFALO CAR SHOPS; ERIE RAILROAD.

In looking over the Erie car shops at Buffalo, X. Y.,
in search of labor and time saving methods and devices,
the most striking feature encountered was the use of
oxy-acetylene cutting apparatus in connection with the
repairs to steel cars and the cutting off of the rivets con-
necting the coupler and coupler yoke. The center sills
on steel hopper and gondola cars, especially the older
equipment, are often cracked or broken near the bolster,
and it is necessary to cut the sill off and splice on a new
• end. In doing this the practice on most roads is to drill
a number of holes in the sill with a pneumatic drill and
cut it off with a pneumatic chipping hammer. This is
a rather difficult task, as it is hard to set the brace, or
"old man," for the air drill, and after the holes are
drilled it is not an easy matter to cut the sill, as the work-
man must work in an awkward position. With the port-

144

RAILWAY SHOP KINKS.

able oxy-acetyiene apparatus it is a comparatively simple
matter to cut the sill. Tlie apparatus is placed alongside
the car, and the operator can easily go under the car
and direct the flame on a chalk mark showing where the
sill is to be cut. A center sill cut in this manner is
shown in Fig. 431. It was practically impossible to take
a photograph while this operation was being performed,
but the way in which the operator handles the torch is
plainly shown in Fig. 432. A 12-in. or I4-in. channel,
such as used for center sills, can be cut through in from
two to two and a half minutes at a cost, including labor

Fig. 432 — Cutting a Sleel Channel with an Oxy-Acetylene

by ordinary methods. With the oxy-acetylene appa-
ratus the rivet heads can easily be cut off in a very short
time, /\t first thought it would seem impossible to cut
oft" the rivet by melting through the head without injur-
ing the sheet, but that it may be done without doing
so is indicated by Fig. 433, which shows two 5^-in.
rivets whose heads have been cut off. The molten metal,
which is blown to one side by the force of the flame, has

Fig. 431 — Steel Center Slli Cut with Oxy-Acetylene.

and material, of about one-sixth of what it would be by
the method formerly emplo\'ed and described above.
This cost, however, presupposes that the oxy-acetylene
apparatus is in more or less constant use and does not
have to be specially prepared for each operation. Where
it is only used occasionally the expense would, of course,
be higher.

Even after the center sill is cut, where the car is
equipped with a built-up bolster, the most difiicult part of
the job remains, and that is cutting the rivets which
connect the center sill to the bolster. These rivets are
.difficult to get at and it is a tedious job to remove them

Fig. 433 — Rivet Heads Are Cut Off Flueh, but the Plate le
Not Injured by the Oxy-Acetylene Flame.

OXy-ACETYLENE WELDIN'G AND CUTTING.

Fig. 435— Cutttng off Rivet Head on Coupler Yoke with Oxy- '" fi^^ minutes.

Acetylene Torch. A general view of that part of the machine that i

146

RAILWAY SHOP KINKS.

used for generating the acetylene, and which is carried
on a truck, is shown in Fig. 436. It is a comparatively
simple matter to charge this generator. It was designed
for stationary use but was placed on a truck by the rail-
way company to make it portable. The manufacturer
now makes a portable outfit which is more conveniently
and compactly arranged. The rest of the apparatus is
shown in Fig. 437. The vessel or tube, which is sup-

principal joints are transversse, extending clear across.
At either end of tlie car is a longitudinal joint several
feet in length where the right and left hood plates meet.
The metal of the roof is 1/16 in. or 3/32 in. thick. A
difficulty that has been met in such work is a tendency
of the plates to bend downward and fonn a groove with
the joint at the bottom. This tendency is successfully
dealt with by using a small T-bar, to the arms of which
the edges of the plates are riveted. The web of the T
lies immediately underneath the joint. The T-bar so
increases the capacity for the absorption of heat that
a heavy wire, 54 inch thick, is employed as a welding
stick, A flat rate of 4 cents per lineal foot is paid for
the labor; the gas expense is estimated at about Ij/^
cents per ft. The welding of the entire roof thus costs
about $12.75. It is not necessary to chamfer the edges
in butt-welding such thin sheets. The roof plates are
about 7 ft, across. The T-bars have a metal thickness
of J^ in.; the arms are about 1 in. wide, and the web
about lyi in. deep. The acetylene is supplied through
flexible tubing from an overhead }i-m. pipe.

Fig. 437 — Oxygen Tank, Torch, Etc., Used with Oxy-Acetylene
Cutting Apparatus.

ported by tl)c tripod, is filled with water and the acety-
lene gas passes through it ; all danger of air backing up
into the generator or of back fire is thus eliminated.
The oxygen is contained in small tanks, as shown at the
right. These tanks are filled by the manufacturer and
contain 100 cu. ft. of oxygen under 1.800 lbs. pressure
per square inch. The oxygen is mixed with the acety-
lene and ignited, the burner for this purpose being
shown in the illustration. This particular apparatus was
furnished by the Linde Air Products Co., of Buffalo.

OXy-.\CETYLENE WELDINfi IN STEEL PASSENGER C.-VR
CONSTRUCTION.

Oxy-acetylene welding ts being used to splendid ad-
vantage in the building of steel passenger cars for mak-
ing strong, and at the same time invisible joints, which
have an efficiency of from 80 to 85 per cent. The great
strength of the riveted joint has made it a favorite for
many locations on the steel car. But even where the
rivets are countersunk and the heads are filed or ground
flush it is not an invisible one. Soldering is sometimes
used, and at times with success. There are, however,
two objections to it; it is weak, having only about 40
or 45 per cent, of the strength of the metal united, and
it has a different co-efficient of expansion from that of
steel.

On the coaches for one road the joints of the roof
plates are closed by the oxy-acetylene torch. The roof
joints on a standard car total about 232 lineal feet. The

Fig. 438 — Door Frame for Ste«l Coach Made In One Piece by
Oxy-Acatylene Welding.

Another example of welding relates to the joints of the
panel frieze. This is a flat, longitudinal panel with a
molding above and below. There are three sections on
one side of a car. The pieces are straight, but the joints
must be such that there will be a difference when in place

OXY-ACETYLENE WELDIXG AND CUTTING.

147

of }i in. between the level of the center and the ends,
which are 60 ft. apart, to provide the proper camber.
Formerly,- soldering was employed. It was, however,
quite expensive, costing about $9 per car, and is not so
satisfactory because of the weakness of the joint. By
the oxy-acetylene process, the work is being done for
$4,50 and makes a much better job. The plates are
1/16 in. thick. In making the weld, work is begun at a
point distant one-third of the total width from the side
which is to be uppermost when the frieze is in final posi-
tion. Beginning at this point, the upper third is welded.
The camber will now be in the wrong direction. How-
ever, by beginning at the same point as before and weld-
ing the remaining two-thirds, this camber is eliminated
and the correct one introduced. There are no supporting

strips riveted to the frieze, the plates being held to-
gether by the weld alone. So perfectly is the joint made
and the excess metal removed that it would require con-
siderable examination to find the joints in the finished
car.

Another interesting piece of work is the joints of door
frames. It is necessary that this shall be a perfect piece
of work, but it is easily and satisfactorily done by the
oxy-acetyiene process, as shown in Fig. 438.

Ten door-headers for five cars were each made ^ in.
too narrow. The old remedy would have been to tear
out the frames, involving an expense estimated at $5 per
door. However, a strip was successfully welded on,
correcting the defect. The cost of welding and subse-
quent filing was estimated at 20 cents per door.

The diamond shaped window frames used on some

coaches are made of 3/32-in. plate, and have four mor-
tised joints each. Oxy-acetylene welding is employed
for this purpose and similar joints in the rectangular
deck frames are also welded by the same process. In
a single car, there are upwards of 176 such joints, or
about 30 lineal feet of welding.

Another example of the employment of welding as a
finishing procedure is in connection with the grab
handles. These consist of three parts, a steel tube and
two fittings. The fitting when in position has a vertical
projection which is enveloped by the tube end. A
counter-sunk pin is employed to hold the two firmly to-
gether. The welding process is used to efface the joint
where the end of the tube comes in contact with the
shoulder on the fitting. The labor cost of setting and
welding these fittings is Ij/j cents each, or 3 cents for
each grab handle.

On certain cars, the roof sheets and the steel head
lining are about IJi in. apart, along the top of the roof.
There are ten chandeliers per car, and the double cover-
ing made of thin material has to be strengthened at ten
points. This is accomplished by inserting a box-like
support in two sections in the space between the head
lining and llie roof at each chandelier. Each of the
twenty pieces is a rather complicated sheet metal form.
The upper and lower bases are shaped somewhat like
the letter C in Gothic type, only they are not precisely
(lupiicales. These are connected by a strip between the
convex sides of the C's, Formerly this entire piece was
formed by pressing. There were, however, a large per-
centage of failures through radial cracks at the bends
of the C's, Moreover, it required six operations on the
press. At the present time, these pieces are formed of
three pieces of 3/32-in. sheeting welded together by the
oxy-acetylene process. It is estimated that a saving of
50 per cent, has been accomplished by the change in
method, and there are practically no failures.

In some steel cars there is a recess or alcove for the
water cooler. At the bottom of the alcove, a somewhat
complicated depression is made for the reception of the
drinking glass. It seems to be practically impossible
to form this bottom together with the depression from
one piece by the use of the press. The oxy-acetylene
welding process permits the pressed piece and the bot-
tom to be united into a single piece. The bottom is
also welded to the vertical part of the alcove.

Perhaps the most interesting piece of work being per-
formed in steel car construction is the welding together
of sheets to form units of head lining. The units re-
quired are about 7 ft. square. The requirements call
for the use of patent level stock. Apparently this is the
only steel sheeting that is absolutely flat; but it is not ob-
tainable of sufficient width. By the use of the oxy-
acetyiene welding process, two strips are so united, edge
to edge, that a piece of the desired width is produced
without destroying the required flatness. The stock
used is quite thin (about 1/16 in. thick) and no re-
inforcing strip is employed. It is a butt weld. In
carrying out the operation, the two Half-sheets are se-

148

RAILWAY SHOP KINKS.

cured edge to edge on a suitable table by heavy bars
properly clamped. The edges of the sheets are not pre-
pared, but are placed in contact on one sides and perhaps
^-in. apart on the other. The operator begins on the
side where there is contact, using a Xo. 4 tip and 1/16-
in. wire. At first, the separation of the edges opposite
tends to increase. But as the work advances, they press
towards each other. Two or three times during the
operation the clamps on the open side are loosened and
the edges permitted to approach a little. As the operator
works across the 82-in. seam, a buckle follows. But

this disappears as he finishes the weld. The ends of the
lengths which have been joined may not form a line that
is quite straight, but this is readily corrected by trim-
ming. The surface of the weld will not be smooth, and
this is remedied by filing. The expense for the labor, in-
cluding the filing, is 4 cents per lineal foot. The gas
expense may be taken at Ij/^ cents, so that the weld costs,
altogether, about 38.5 cents. The major portion of the
welding aparatus used in the shop in which these opera-
tions were performed was obtained from the Davis-
Bournonville Company.

Blacksmith Shop Kinks ; Locomotive Department

ASH PAN HOES.

Dies for welding the blades on ash pan hoes are
shown in Figs. 440 and 441, Die A is cut away to the
depth of the hoe blade and is grooved to conform to the
rods used. Die B is cut to the depth of one-half the
diameter of the rod and is grooved to match A, The
face of plunger C is made the full width and length of
the hoe blade, and is grooved with a radius of 13/16 in.,
which is one-half the diameter of the rod plus the thick-

blades are cut from scrap boiler plate. One hundred
and fifty of these hoe;- may be welded in nine hours.
The eyes in the handles are bent in an eve-bolt machine.

O ! ^ I

-r

ffam or Plvnger.

Aistmbltd View.
Fig. 440— Di«« for Welding Bladea on Aih Pan Hoer

Fig. 441— Olea for Welding Blades on Ath Pan Ho«».

—\V. H. FeUier. Master Mcchmik. and C. L. Dickert,
General Foreman, Central of Georgia, Afacoii, Ga.

RULLDOZER FOR LICHT WORK.

While no air press that has come under my observa-
tion can succes^^fully compete with the modern manu-
factured machines, they do help materially in increas-
ing the output and making it of a uniform quality; the
cheapness in building an air press, as compared with the
price of a modern forging machine, is the principal thing
that furnishes an argument in its favor. Such an air
press is shown in Figs. 442 and 443. This I have re-

A,A- Thrttway Cgett, \
tf- OylOt. ^^

ncss of the hoe blade. The groove laps the blade half
way around the hoe back, making a strong and neat
looking weld. The dies are used in a 2|^-in, bolt ma-
chine. Before using these dies a cross-rod must be
welded to the end of the handle similar to that used for
the clinker rakes, the same dies. Figs. 452 and 4.^3, being
used. After the desired number of crosspieces have been
welded to the handles the dies are replaced in the ma-
chine by those for welding on the hoe blade. The rods
used are 1-in. round iron taken from scrap and the

Fig. 442— Air Prew for Bolt Work and Light Forging.

cently made, and on some work it will compete with a
forging machine or bolt header ; as a gerieral proposi-
tion, however, it will not. It was built partly during

150

RAILWAY SHOP KIXKS.

spare time, partly with stolen time, and chiefly from
scrap material. With an air pressure of about KX) lbs.
we have an approximate pressure on the grip or vise of
21,500 lbs., and a pressure from the main cylinder or
plunger of approximately 40,000 lbs. The dimensions
given furnish 4'/i in. travel to the plunger, which so far
has proven to be suflficient. This press has been of so
much assistance that I am seriously contemplating
building a larger one, to be used only on large work, as
doing small work on a large machine would be an ex-

Flg, 443— Air Prew for Light Forging.

travagant waste of air. As may be seen from both the
sketch and the photo, there is plenty of room for im-
provement or changes. — J, F. Perritt, Blacksmith Fore-
man, Seaboard Air Line, Jacksomille, Fla.

BENDING RIGHT ANGLES, MACHINE FOR.

In using the machine for bending right angles, shown
in Fig. 444, the material is heated at the point where
it is desired to make the bend, and is then placed in the
slot G in a vertical position and clamped. The 8-in. by
10-in. air cylinder actuates the arms A through the rods
R at each side of the machine, which are 1 in. in di-
ameter. The arms or levers A are keyed to the heavy
casting B, which moves far enough to bend the iron.

which projects above the slot (7, down to the table F.,
thus forming a right angle. The frame of the machine
is constructed of steel plates, castings and forgings, as

Fig. 444 — Machine for Bending Right Anglei.

shown. Iron up to 5-in. x l}4-i"- '" section may be
bent in this machine. — 'C. C. Leech, Foreman, Pennsyl-
vania Railroad, Buffalo, A'. Y.

BULLDOZER, PORTABLE.

The portable bending and upsetting machine shown
in Fig. 44.T has for its base a 12-in. x 4;-2-in. I-beam,

Fig. 44S — Portable Bending and Upsetting Machii

BLACKSMITH SHOP.

151

which is reinforced at the sides on one end by ^-in.
steel plates. The 14-in. air cylinder is bolted and
strapped to the bed. as shown. The machine is es-
pecially useful in the blacksmith shop for upsetting
brake shafts, making brake hangers, bending uncoupling
rods, etc. The adjustable hinged die near the middle
of the machine is shown in detail in Fig. 446, and is used
for holding the shaft at the point where it is to be upset
to make the shaft large enough to form the square part
on which the ratchet wheel fits. The square portion is

•[L*m

Fig. 448— Hlnfled Die Uwd on the Portable Bendtng and Up-
Betting Machine.

formed under a steam hammer or in a bulldozer. The
bracket or stop near the other end of the machine is used
for backing up the stock that is to be bent, and may be
adjusted for various lengths of work by using the dif-
ferent sets of holes in the web of the I-beam. The ma-
chine was originally built for brake shaft work, but
was afterwards modified to do the other classes of work
mentioned above. — C. C. Leech, Foreman, Pcnnsyli-ania
Railroad, Buffalo. K. Y.

A tool for making claw bars under a steam hammer
is shown in Fig. 447. It consists of male and female
dies, to which the spring steel handle is welded. The

f^^ 1^

"SG

J/.

^"ES

<^S

14^

Punch and Cuff»r.

steel for the claw bar is first drawn to the desired shape,
after which it is placed between the dies at C. This
form completed, the metal is placed between the dies at
D and is punched and cut off in one operation. — /. F.

Pcrritt, Blacksmith Foreman, Seaboard Air Line, Jack-
sonville, Fla.

CLTTIXG STEEL I

i L'KDER STEAM II.AMMER.

A device for cutting iron and steel bars which are too
heavj' for the light and medium size shears which are
found in many of the smaller repair shops is shown in
Fig. 448, and is used under a steam hammer. It con-
sists of three parts, which are held togther by the ?^-in.
bolt, and the steel knife. K. The device illustrated is

Fig. 447— Steam

Fig. 448 — Die* for Cutting Steel Bars Under Steam Hammer.

used for shearing 2-in, round bars. The block has a
semi-circular channel of 1 l/16-in. radius, in which the
bar rests. One blow of the hammer on the knife shears
the bar. Similar blocks and knives are used for shear-
ing 4 X ^-in. and 4 x J^-in. spring steel. — H. P. Riley,
Master Mechanic, Untied Railways of Havana, Cienaga,
Cuba.

CYLIXOEB COCK TOP PIECE,

The dies, plungers, etc., for making top pieces of loco-
motive cylinder cocks are shown at the right in Fig. 449
The stock, Ij^-'"- round iron, is first upset, using the
lower impressions and the right-hand plunger ; it is then
moved to the top impressions, where the hole is punched
with the left-hand plunger.

Cylinder cock lower pieces are also made on this forg-
ing machine, and a great saving results, not alone in that
iron is much cheaper than brass, but because there is
not the loss by stealing, as is the case of the brass cocks.
— 1.011^ Island Railroad, Morris Park, X. V.

RAILWAY SHOP KINKS.

l.VSULATING PIN DIES.

A pair of dies for making insulator pins, usetl on the
high tension lines of the electric zone of the Long Is-
land, is shown at the left in Fig. 449. The porcelain in-
sulators are cemented to the end of the pin. the corruga-
tions providing a permanent bond, Tiie stock, ^-in. round.
is fir5t partly npset in either the upper or tower impres-
sions, then reheated and the corrugations formed in thv

heating. The dies, plunger and final shape explain the
third operation, which is the result of a single blow. —
George W. Kelly. Foreman Blacksmith, Central Railroad
of Ne-,x- Jersey, EHzabethport, N. J.

EYE-BOLT BENDING MACHINE.

An air operated eye-bolt bending machine is shown in
Fig. 45 L The rack P is forced upward by the air cylin-
der 0, thus revolving the arm A, on the end of which is
a pin over which a roller, whose size depends on the size
of the eye and the stock, is slipped. The heated iron is
placed in the machine just above this roller and is
clamped by operating the foot lever B. This forces the
large pin upward clamping the stock between its head

Fifl. 449 — Insulator Pin and Cylinder Cock Top Piece DIei.

center impressions. The finished pin in place illustrates
this operation. In making these pins five pieces of stock
are placed in the furnace at a time. Each is upset and re-
turned to the furnace, after which they are forged to
shape. Previous to making the dies, these pins were
made by having a cast iron threaded bushing instead of
the upset end. They can be made on the forging ma-
chine at less than half of the cost by the former melhod.
— Long Island Railroad, Morris Park Sliof's.

ECCENTRIC BL.\DE J.\W DIES.

The dies used and the three successive stages of mak-
ing the jaw ends of eccentric blades is shown in Fig. 450.
These dies are used in a 3-in. machine and are of cast
iron ; the plunger is soft steel. Ranged along the top of
the dies are three pieces, showing the stages of manu-
facture. The first shape is roughed out under a ham-

Fig. 451 — Eye-bolt Bending Machine.

Fig. 450— Eccentric Blade Jaw Dies.

mer. The second stage is that of punching the jaw.
This is done on any forging machine, after which the
jaws are sprea<l suflicientfy to allow the entrance of the
plunger when put in the dies for the final operation.
The chalk mark on the upper half of the jaw' indicates
that portion which is cut off just previous to the final

and an adjustable lug or stop above. A pin whose diam-
eter is the same as that required for the eye of the eye-
boh. is forced inward by means of the lever D. Air is
admitted to the cylinder and the arm A describes a circle
about this pin, the roller forming a perfect eye on the
stock. Pressure is then removed from the foot lever
and the stock is automatically released by the action of
the spring. The machine may be adjusted for any size
oye-bolt or diameter of stock. It does not, of course.
form a welded eye. — C. C. Leech, Foreman, PennsyU
vania Railroad, Buffalo, N. Y.

BLACKSMITH SHOP.

FIRE RAKK, FOK<;iNG.

The dies shown in Figs. 452 and 453 are used to weld
the forks of clinker rakes to the handles. They were
designed for use on a 2;^-in. bolt heading machine, but
this work may also be done in a forging machine or a
bulldozer. Fig. 452 shows the fork and handle in posi-
tion for welding. After being welded the fork is bent

FIRE RAKE, FORCING.

Dies and tools for making fire rakes in three opera-
tions, after the iron is cut to shape, are shown in Fig.
454, The machine for bending the handle is shown at
the lower part of the illustration. A roller A is fastened
to the wheel under the bed plate, which is turned by
admitting air to the cylinder C. causing the pin roller A

Rtghf and Ltft Dies.

Ran

7 or Plunder

Fig. 452— Dies for Welding Pork on Clinker Rake*.

to shape in the bending machine. Hy this method the
operator may weld and bend the rakes in one heat ; 300
rakes have been*welded and bent in nine hours. The
fork is made of 1-in. round iron taken from scrap ma-
terial and is cut to length and pointed in a bolt header
or under a steam hammer. The handle is made of J^-in.

to travel around in the groove B. A rod is placed be-
tween A and D and is bent into proper shape for the
handle when the above operation takes place. A stop.

Fig. 453— Ole« for Welding Fork on CJinker Rakes.

round iron and is cut to the required length. The
handles are bent in an eye-bendtng machine, ,^00 being
bent in nine hours. The total labor cost of making the
rakes complete is 4yj cents per rake. — W . H. Fclncr,
Master Mechanic, and C. L. Dickert, General Foreman.
Cettlral of Georgia, .Macon, Ga.

Fig. 464— Toola for Making Fl

not shown on the drawing, is placed just beyond the
letter B to gage the proi>er length of stock for the

154

RAILWAY SHOP KINKS.

handle. The hot iron must first be bent shghtly so that
the bar will fit between the two parallel bars that are
riveted to the top of the tablt, while the hot end extends
between J and D and rests against the stop. A spring at-
tached to the wheel under the bed plate quickly brings
the roller .-j back to the initial position after the handle
is bent.

The hook or fork part of the rake is sheared to the re-
quired length with the ends pointed as shown. It is then
bent in the dies, the point Z on the male die making the
proper scarf in the center of the fork to weld the handle
to. These dies can be made for a bulldozer or for use
under a steam hammer. The handle and fork are welded
together with the spring tool shown in the upper right
hand corner of the illustration. The weld can also be
made in an up-setting machine. The end of the handle
is first cut at the necessary angle for properly welding ,
to the fork. These tools are inexpensive and may be
made of old material usually to be found about a rail-
way repair shop. — H. L. Biirrhiis, Assistant General
Foreman, Erie Railroad, Susquehanna, Pa.

FIRE R.\KE HAN'ni.ES, BENDINC.

A set of dies for bending clinker bar handles on a
forging machine is shown in Fig. 455. The part A is
bolted to the crosshead, and the base B to the bed of the
machine. When A travels backward the spring H pulls
the die C open as it moves backward away from the
roller G. At the same time the plunger D starts back-
ward, and as it clears the end of the die £, the spring L
pulls £ to the left. The clinker bar heated to a red heat
is thrust in to the left of the center piece M until it
strikes the stop F, which allows just enough material

in the erecting shop, such as setting running board
brackels. Otherwise it is necessary to heat these pieces
in the blacksmith shop and carry them hot to the erecting

Fig. 456 — Portable Forge.

shop. An anvil is carried on the bracket shown, but is
placed on the floor when being used. Provision is made
for an air hose connection, as shown, — Elmo W Owen,
General Foreman, Southern PaciHe, BakersHeld, Cal.

RlkGI NCS, C()MP.\R.\-

VF. COST OF M.\CHINE
MADE.

Fig. 45S — Die* for Forming Clinker Bar Handlei.

for bending. The crosshead then comes forward and
the plunger D strikes the curved side of the die £ and
forces it toward the center, bending the iron about the
left side of .1/. The die C then comes in contact with the
iron and bends it downward until the die strikes the
roller G, when it is swept inward and around the center
piece M. One of the handles is shown in the foreground
in the photograph. — Chicago & Northivestern, Chicago.

FORGR, PORTABLE.

The portable forge shown in Fig. 456 is designed for
the use of a blacksmith when working on small parts

Samples of the standard forgings used on locomotives
and cars and made at the Mt. Clare shops are shown
in Fig. 457. A collection of the actual forgings in a case
which is accessible to every blacksmith in the shop, is
certainly far better than a file of blue prints of the pieces,
as a mechanic can more easily make a forging from a
sample than he can from a blueprint. Each forging is
numbered and these numbers correspond to the names
of the pieces given on the accompanying list. The hst
shows a comparison between the cost of making these
forgings by hand and the cost when making them by
machine. .As the actual amount of money involved in
each case is not necessary for this comparison, we have
expressed the machine forged cost saving in per cent.
of the hand-forged cost, the latter being considered 100
per cent, in each case. In those cases of pieces which are
still hand-forged or always have been machine forged, no
cost savings are. of course, given. Small forgings are
listed in lots of 100 pieces, — Baltimore •&• Ohio, Mt. Clare
Shops. Baltimore, Md.

BLACKSMITH SHOP.

PIfl 457 — Machine and Hand Mada Forginga.
WITH Per Cfnt. Saving when Machine-Made, I
Mach.-
frgd..

ND-FoRGED Cost Being 100 Per Cent,
Mach.-
frgd.,

Name of parts. Pieces.

Uncoupling lever for engine and tender 1

Boiler brace crow toot !

Tender draw-bar yoke 1

Collar nut. Class E-24 1

Brake-shaft stands, Class M-8 cars 1

Knuckle-pin and cross-head pin nuts 100

Top bolster piece, Class 3-A 5-6 1

Miner draft-gear yoke, Class M-II I

Carrier iron, Miner drafi-gear I

Boiler sling brace 1

Radial yoke end

Pilot band 1

Socket wrench 1

Crank-pill bolt 100

Truck and body lever connection— B. P. 12458 1

6-in. and 12-in. jack screws 100

Radial drawbar yoke end

3-in. hexagonal head bolts 100

Dead lever guides— B. P. 6911 100

Boiler plug 1

Flexible staybolt spuds 100

Crown bar, Class E-16 I

Compression grease cup I

Westinghouse draft-gear yoke 1

Radial staybolls 100

Round lever guide for tender 1

J^-in, brake-hanger eyes, bent & welded 1 heat 100

Ji-in. grab iron for all freight cars 100

Flexible staybolls forged instead of turned.. 100

1 machine. .

No. Name of parts.

32. Knuckle-pin

33. Flue-welding job oi

34. Tail -pins punched .

35. 3-in. square head bolts

36. Blow-off cock handle

37. Follower plate

38. Fulcrum jaw for caboose car

39. Hand-rail column

40. Steel car spring hanger, Class N-8 9

41. Live lever guide with collar

42. Live lever guide without collar

43. Drawbar loop

44. ^-in. brake-beam hanger output, increased

from 900 to 2,150 per day, the loop of
hanger increased from 450 to 1,000 per day

45. Brake-hanger key bolt punched

46. Flexible staybolt cap nut

47. Flexible staybolt spud

48. Radial staybolt cap nut

49. Westinghouse air pump valve

50. Welded eye bolt

51. Bent eye bolt

52. Boiler safety cap

53. Boile

Crown-bar bolls 100

55. Center plate liners 100

56. ?4-in., J^-in. and 1-in, patch bolts 100

57. Fire rakes 1

FRAME TRUCK.

A re!ic of the days before the advent of traveling
cranes is shown in the photograph, Fig. 458. Long loco-
motive frames are difficidt to handle without crane ser-
vice or when being taken to or from the blacksmith shop.

The common method is that of using a hand car, but
such a car is so wide that it is difHcult to get it around
the shop and between the pits; besides, it requires some
ten or twelve men to handle a large frame in this way.
The truck shown is made in two pieces and is heid to-
gether by the rough bolt seen between the spokes of thi*

156 RAILWAY SHOP KINKS.

wheel. It so happened that the balancing point in thii- men may easily handle the largest ones. This truck will
frame fell in the center of one jaw, in which case it be found especially useful in a small shop not having

traveling crane service. — Lehigh Valley, Sayrc, Fa.

FRAMF, WELDINT., OIL BUKNEl: WIR.

Two oil tanks, 12 in. x 33 in., set on two- w'.ieekd
trucks, are used in welding frames in position. Pour to
five pals, of oil per tank with 180 lbs. air pressure are
required to make the average weld. A frame 5 in. x 5

Fig, 468 — Truck for Transporting Locomotive Frame*.

was necessary to use a block between the upper ends of
the uprights, otherwise the lower frame rail would occupy
that position. By balancing a frame on this truck, si-:

Fig, 459— Oil Bi

in. and one 2j^ in. x 12 in. have been successfully welded
in these shops by this method. The drawing, Fig. 459,
shows the general design of the burnei used.— K. J.
Lamcool and }. S. Kaery, Jr. . Special Apprentices,
Chici'go, Indiana & Louisville. Lafayette, lud.

FRAME, WELniXG.

The photograph. Fig. 460, illustrates a recent job of
frame welding at the Fort Wa\'ne shop of the Wabash.

Fig. 460— Welding a Frame with Crude Oil,

BLACKSMITH SHOP.

157

This method of welding frames is in use at all the main the backs of the adjacent frame legs, is put in place and

shops on the Wabash system, in addition t:> bciiijj used held by a wedge during the preheating of the section to

in taking care of broken frames at roundhouses. To be welcle<l. This preheating takes from an hour to an

weld the top or bottom rail of a frame without taking it hour and a half, according to the size of the frame,

down is not difficult and is quite frequently done by which must be brought to a white or fusing heat. A

simply dropping one pair of wheels. In this case, how- 75-lb. crucible with a W-in. tapping hole is swung above

ever, practically an entire new leg was welded on, as the frame and directly above the pouring gate of the

shown, without taking the frame down. Tin: piece foini- mold. When the frame is sufficiently heated, the fire

ing the new leg was first forged and finished, then held is turned off, the jet pipe removed and the ignition pow-

in -ilace by applying the pedestal binder anu a jack be- der lighted. .-Vfter the Thermit has become set, the

Fig. 461— Cruda Oil Burn«r Uted for Welding Locomotive Frames.

twecn the jaws. A home made crude oil burner, shown
in Fig. 461, was used and the weld in the bottom rail
was made first in order to take care of the longitudinal
expansion. The photograph shows the manner in which
the welds were made : the ends of the frame were tapered
and the ends of the new jaw were made \' shaped, with
sufficient metal to form the weld. The total expense was
$57.43, including labor for forging and finishing the new
pieces, and the cost of the firebrick, clay and crude oil. —
Fort Wayiic, Iiid.. Wabash Railroad.

FRA^t^, WELOIXG WITH THERMIT.

The use of Thermit for locomotive frame welding
during the past few years has demonstrated the fact that
a frame can be permanently welded in place on a loco-
motive, and that the section thus welded is easily as
strong as. and in most cases stronger than, the original
section. The ilhistration, Fig. 462, shows a steel frame
section Thennit- welded to the frame in place under the
locomotive when it was in the back shop for light re-
pairs on March 7. 1907. This locomotive is at present
in service with the same frame in perfect condition.
These steel sections are now being applied to all of this
class engine when ihey are shopped; 31 engines have
these Thermit-welded sections, 15 of which are thus
equipped on both sides. The weld is made in the fol-
lowing manner: After the old section is cut away the
steel section is brjlted in position, with from ^-in. to 1-in.
open space between the abutting ends to allow for a free
flow of the Thermit. The frame is trammed for its final
position and then jacked long of the tram marks from
7/32-in to .'j-in.. which is later taken up when the Ther-
mit contracts on cooling. Short steel wedges are driven
between the adjoining ends of both rails to hold them in
position, after which the jacks are removed. A wax
collar, from ^'^-in. to 1-in. thick, and overlapping from
ly^-m. to 2-in. on each side of the opening, is then ap-
plied to the top rail. The bottom half of the mold box
is then adjusted and a si)rea<ling bar, extending between

spreading bar is removed and the low^er rail is welded in
the same manner as the upper one.

Thermit welding, to be a success, must be properly
handled, and it is also important that due allowance be
made for shrinkage and releasing of the strains which
are set up in the frame. To relieve these strains, the
forward leg of the second jaw is heated after the weld
ha; cooled. Thermit frame welding was begun at
Elizabethport in January, 1905, and up to the present
time about 300 welds of all kinds have been made, with
no failures of welds, although failures have occurred in
lx)th old frames and new steel sections adjacent to the

Fig. 462— Steel Section Welded to Frame with Thermit.

Thermit welds. Previous to .August, 19C6. all welds
were made without preheating, as the 5,400-deg, Fahr.
heat of the reaction was considered sufficient to pcrfectly
amalgamale the metals. Since that time, however, pre-
heating has always been resorted to and the result has
been nuich more satisfactory. There are at present sev-
eral locomotive frames in service having as many as five
and six welds.— Geo rt'c JV. Kelly, Foreman Black-
sii'ilh. Cailm! Railroad of Xczi- Jersey, Elizabeth fort,
X. L

R AI L\V A Y SHOP KI\ KS.

TKA.MK WKLDIXG. WODP COLl-AR FOR THERMIT.

A method of using wliite pine wood, instead of wax.
for fonning the collar around a locomoiive frame when
making a Thermit weld is shown in Fig. 463. This
method is used entirely in the Jacksonville shops of the
Seaboard Air Line. The wood is not only much cheapei"
than the wax which would be required, but the frame 's

-l

4h-

;
1

[

*i —

•

/y /

IK /

Fig. 464 — Hook Bending Machitt« In Open Po*ition.

tiie hook by the groove in the formers. — /. F . Pcrritl,
Blacksiitilh Foreman. Seaboard Air Line, Jacksonville,
Fla.

PATCH BOLT DIES.

The patch bolt dies shown in Fig. 466 are interesting
as illustrating a method of making a small forging in one

Fig. 463— Wood Collar for Thermit Weld.

heated in about two-thirds the time required when wax
is used. The interior face of the wood mold is changed
to a heated band, which aids in heating the frame. The
inside surface of the collar is checked as shown. This
reduces its thickness and allows the collar to burn out
more quickly. -After the mold has been packed and the
plugs removed. .!^-in. holes are drilled through the collar
at the points marked .-I, This method has given good
satisfaction at our shops. — /. F. Pcrritf, Blacksmith Fore-
man, Seaboard Air Line, Jacksonville, Fla.

HOOK BENDING M.\CHIN'E.

The two photos, Figs. 464 and 465, show a machine or
tool for bending hooks, especially for train chains. The
open position is shown in Fig. 464 and the closed, or
forming position, in Fig. 46.S. The two parts of the
die about which the hook is formed and which are hinged
together so that the finished hook can easily be removed
are beveled at the edges. These bevels, when the hinge
is closed, provide a mold which gives the proper section
to the hook. The same eflect is gotten on the outside of

i<- — ■«'-— .] f-ifi

Fig. 46fr— Hook Bending Machine at Cloae of Operation.

combined movement. The assembled view at the right
of the drawing, showing the position of the dies, the
knife and the plunger when the bolt is finished, is almost
self explanatory. The metal is passed through the die
plate and the cast steel knife shears off sufficient metal
for the finished bolt and continues the movement which
places the stock in line with the cast steel plunger which
forms the bolt. The bolt is thrown from the dies by
a kicker pin which passes through the ^-in. hole in the
knife. The knife is made of cast steel and is circular in

Dit Platm.

iT^l

'"'""'

(®H

V_^._t

i 4 .!

MtScnw

.-^,if-..

■•»

Fig. 466— Patch Boil DIee.

BLACKSMITH SHOP.

shape, being successively revolved into a new position
as the cutting edge becomes worn. The set screw shown
in the die plate holds the knife in position. The drawing
shows the original design, which has been changed some-
what by bohing high speed steel strips on the top of the
dies, providing a counterbore which the plunger enters
rather than merely meeting the flat surface as shown in
the drawing. These dies are used on a lyi-in. Acme
heading and forging machine. It is important that stock
of the correct diameter be used with such dies. Use
15-16-in, round iron for making a bolt to be sized for
a 1 3-16-in. diameter tap and having a 13-16-in. square
end, and use I 1-16-in. round iron for bolts to be sized

pig. 4«7— Steat

PilB Band Tool.

,..-

i( <

>))

\'---

-.-',/

■-H

h--

- -U: J

Fig. 4«8— DIei for Making Platon Swab Holdar.

so that the necessary hammer blows may be struck. The
several parts, A and B, are described in the notations on
the drawing. — /. F. Perritt, Blacksmith Foreman, Sea-
board Air Line, Jacksonville, Fla.

PISTON SWAB HOLDER, DIES FOR.

Dies for making piston swab holders are illustrated
in Fig. 468; similar ones are used for the swab holder
for valve stems. The 1/16-in. sheet steel has a hole
punched in its center and is slipped over the ,'8-in. stud
in the lower die. The upper die is then placed over it
and the swab holder is formed to shape under a steam
hammer. — Richard Bccson, Roiitidhoiisc Foreman, Pitis-
burg/t &■ Lake Eric, McKees Rocks, Pa.

ROD GREASE CUPS, TOOLS FOR WELDIN'G ON.

The tools shown in Fig. 469 are used successfully in
welding finished grease and oil cups on main and side
rods. An inside and an outside welding too! are used

for I 3-16-in. to 1^-in. diameter taps and having 15-16-
in, square ends. — George IV. Kelly, Foreman Black-
smilh. Central Railroad of \'et\' Jersey, Elizabeth port,
N.J.

PILE BAND, TOOL FOR WELDING.

A tool for welding pile bands under a steam hammer
is shown in Fig. 467. The block C rests on the anvil
of the hammer and the band takes a diagonal position,

Fig. M9 — Greaaa Cup and Toola for Welding It to Connact-

and a few light taps on each with a small 6 or 8-lb.
hammer will make the weld. Sand or some other weld-
ing compound should be used to insure a good weld; it
is important that the heated end of the rod extend over
the side of the anvil during welding to avoid damage
to the rod. The grease cup is made of soft steel from

160

RAILWAY SHOP KINKS.

bar stock and is finished in a turret lathe. In making
the weld, the inside tool should always be used first and
the outside one should follow it as quickly as possible.
After a few trials any blacksmith can successfully handle
these tools and weld oil cups to rods at the rate of five
per hour without damaging the threads in the cup or
disfiguring the cups or rods. These tools have been in
use at the Columbus shops for several years with splen-
did results. The parts are heated to a welding heat in
a common forge using a good grade of coal. — E. G.
Gross, Master Mechanic, Central of Georgia, Columbus,
Ga.

ROD STRAPS, BENDI.N'G.

A main rod strap, with the former that is used in bend-
ing it under a steam hammer, is shown at the left of the
photograph. Fig. 470. A template for the stock is shown
back of the former and to the right. The former is
placed on the anvil of the hammer and the heated metal
is placed across it, w'ith the oil cup boss against the
shoulder on the left side of the die. The block shown
in front of the die is then placed on the stock and it is
finally formed by a succession of hammer blows, it being
necessary to use additional blocks as the strap forms.

arms are pushed forward to make square bends on the
two lips. These carrier irons are made in rights and
lefts, and the arms and small blocks, B-B, are exchanged
when making a change from right to left. The blocks,
B-B, are made loose, as they have to be removed after
the carrier iron is formed, so that it may be gotten out
of the machine, due to the slanted side. — Lehigh Valley,

Savi

. Pa.

ROD STRAPS

Dies for forging rod straps are shown in Fig. 471.
The strap is first blocked out in the ordinary manner and
is then reheated and bent in the block shown to the left

HOPPER CARRIER IRON FORMER, COAL CAR.

Dies for bending coal bar hopper carrier irons, a
finished one of which is shown resting on top of the
formers, are shown at the right in the photograph. Fig.
470. The upper former fastens to the crosshead of the
bulldozer and the lower one to the bed of the machine.

Fig. 471 — Tool* for Forging Rod Straps Under a Staam
Hammer.

in the photograph. After both bends have been made, the
block for straightening and forming the inside of the
strap is inserted ; the clamp is then put on and the block
is driven down into place. The various tools for hand-
ling the strap in the different stages of its construction
are shown near the middle of the photograph. — P. F.
Smith, Chief Draftsman; Thomas Marshall, Master
Mrchamc; Henry Holder, General Foreman, and James
Lynch, Blacksmith Sho/^ Foreman, Chica:^o, St. Paul,
Minneapolis & Omaha, St. Paul, Minn.

Fig. 470 — Dies for Bending Main Rod Strap* under a Steam
Hammer and for Forging Coal Car Hopper Carrier Irons.

When it is at full back stroke, the swinging arms. .l-.l.
are drawn back parallel to the crosshead by coil springs.
That portion of the carrier iron which is horizontal
lengthwise when it is in use, slants downward toward
the outside and the part of the former which forms it
is therefore made accordingly, as close inspection will
show. The two arms, .-l-.i. have slotted holes which
allow the bending of the lips without breaking the metal ;
when the machine reaches its full forward stroke, the

SMOKEliOX KRACE, FORGING.

The dies for forging both ends of a smokebox brace
under a steam hammer are shown in Fig. 472. The
bottom foot of the brace is first blocked oiii. as shown
at the extreme right ; it is then reheated and finished to
tlie proper shape by the dies shown at the left. The pad
for the smoke arch at the other end of the brace is
blocked out in the form of a ball, as shown near the

BLACKSMITH SHOP.

161

center of the photograph, and is then reheated and
formed to the proper shape under the steam hammer in
the larger round die. The disk tool with the handle is
then used to offset the pad and complete it, — P. F. Smith,
Chief Draftsman; Thomas Marshall, Master Mechanic;
Henry Holder, General Foreman, and Jmnes Lynch.
Blacksmith Shop Foreman, Chicago, St. Paul, Miniiea-
polis & Omaha, St. Paul, Minn.

.SPLIT KEVS, T<X1L FOR MAKING.

A Stamp and die for making split keys imder a steam
hammer are shown in Fig. 473. The die has a hole cut
through it corresponding to the shape of the key and has
welded to it a long handle for manipulating it. The

on the hammer anvi! by the %-m. boiler plate sheets
which are fastened to the die by J-i-in, through bolts.
The top die is held by a handle tapped into it near its
center. Spring clips of the sliape shown are made of
Ji-in X 4-in. spring steel. The stock is cut to the proper

a Staam

punch, A, is made to fit into the die, and by laying the
iron to be cut over the hole and driving down the punch,
the key B may be made. — /, F. Perritt, Blacksmith Fore-
man, Seaboard Air Line, JacksoHville, Fla.

SPRING Cl-rP DIES.

.\ device for facilitating the work of making spring
clips is shown in Fig. 474. The lower block or die is held

=^--^^™

...^^--'iU^

c oiW* o

---- "i-

length, heated and then placed across the lower die. The
upper die is forced down by one or two blows of the
steam hammer. This device was designed by T. F. Mc-
Donald, blacksmith foreman at Stroudsburg. — W. H.
Snyder, Assistant General Foreman, Nezv York, Sus-
quehxnna & Western, Stroudsburg, Pa.

SPRING HANGER GIB DIES.

The pair of dies at the extreme left in the photograph.
Fig. 475, is used for making locomotive spring hanger
gibs, one of which is shown. The stock is drawn out
from scrap tires into strips %-m. x 2^-in. The heated
metal is fed into the dies from the top and when the
plunger enters, it forces the metal against the knife edges

Fig. 475 — Diaa for Forming Spring Hanger Qlba, Welding Bottom Brake Rods, and Punching Them, and a Device for Bend-
ing 8- Hooka.

162

RAILWAY SHOP KINKS.

of the steel inlays, cutting off and carrying a portion on
into the forms. This then becomes a closed die, and it is
necessary to make provision for the air which would be
confined. The small grooves machined from the center
of the impressions answer this purpose. The gibs are
afterward put in a rattler, thus removing the burrs. —
Lehigh Valley, Sayre, Pa.

BRAKE RODS, WELDING BOTTOM.

The dies in the center of the photograph, Fig. 475, are
used in welding the jaw ends of bottom brake rods. The
completed rod is shown in front of the dies. The
plunger has a central rib, which enters between the two
forks of the jaw, so that pressure is exerted over the
entire welding surface. The drawings used in making
these dies were furnished by John Roach, master black-
smith of the Philadelphia & Reading. — Lehigh Valley,
Sayre, Pa,

BRAKE ROD ENDS, PUNCHING DIES FOR.

The dies at the extreme right in the photograph. Fig.
475, are used on a power punch for punching the three
pin holes in the jaws of brake rods, as shown. The
upper die with the three punches, is carried by the mov-
able head, while the lower die is fastened to the bed of
the machine. This punching work is done after the weld-
ing, the end of the rod being inserted in the die as shown
at the edge of the photograph. A wedge is then driven
in alongside of the stock to force it against the guiding
side of the die and thus insure the centering of the holes.
This wedge is loosened after the holes are punched, thus
relieving the metal and allowing it to be easily removed.
The jaw is then turned over for punching the other side.
It is necessary in this case to run a strip of thin metal in
on the under side of the central portion of the die to
prevent the second punchings from dropping partly into
the punched holes of the lower half of the jaw, thus
preventing its removal. The dies were designed for
punching four holes at a time, but this particular job
requires only three holes. — Lehigh Valley, Sayre, Pa,

HOOKS, BENDING.

A device for bending S-hooks rapidly by hand is also
shown in Fig. 475. The stock used is yi-in. in diameter
and is heated in a small furnace near the anvil, to which
the device is fastened. — Lehigh Valley, Sayre, Pa,

STAYBOLT, PUNCHING TELL-TALE HOLES.

The Erie uses solid staybolt iron, but instead of drill-
ing tell-tale holes they are hot punched before the bolt is
threaded. This is done in a bulldozer, using the die and
punch shown, Fig. 476. Provision is made for 15/16-in.,
l}i'in, and 1 3/16-in. iron. The dies are made accord-,
ing to the bulldozer which will receive them. The
3/16-in. steel pin is inserted in the steel plug, which in
turn is screwed into the holder. The hole through the
plug is drilled of the same diameter as the pin and the

plug is then sawed into halves. This provides for clamp-
ing the pin firmly when the plug is screwed in place. The
small head on the pin is peened cold, the end being pre-

I
I
I

... I

I
-JL-

! 1

-J

_1_

K- 2 H

.^'.._L_^

Fig. 476 — ^Tell-Tale Hole Punching Dies.

viously annealed. The iron, after being cut into proper
lengths, is heated in a furnace. One blow of the steel pin
is sufficient to pierce the required tell-tale hole, and the
bolts are threaded after cooling. — Erie Railroad, Mead-
ville. Pa,

SPRING SHOP OIL TANK.

A handy oil tank for the spring shop is shown in Fig.
477. It is made of yi-in, steel and is so constructed that

e^!L J

/i'/Vfeh

k 23^ —

29=- M

Fig. 477 — Oil Tanic in Spring Shop.

a man can work both sides at one time. It has two com-
partments, the middle one for water and the outside one
for the oil bath. A constant flow of water is maintained

BLACKSMITH SHOP.

163

in the water compartment in order to keep the oil as cool
as possible, the water entering through a 1-in, pipe coil
and going out at one end through the 2-in, overflow pipe.
A netting is suspended in the oil on each side to hold the
plates while submerged. — Rock Island Lines, Silvis, III.

STEAM HAMMER, FORCINGS.

The 3,500-lb. steam hammer in the blacksmith shop is
made to do a wide variety of work that it was not de-
signed to perform, by the foreman, T. F. Buckley. This
is along the line of making die forgings of intricate

and true. As a molder can make two sets of these dies
complete in a day, and as the iron goes directly back to
the cupola again when the die is worn out, the cost is
very low, since the only other labor required is that of
fitting dowel pins and holes so that the two parts will
come together truly, and to planing to fit the hammer
head and anvil In the use of the dies, the operation does
not differ essentially from that of making drop forgings.
The metal is heated to a welding temperature and is laid

Pig. 478 — Samples of Steam Hammer Forglnga and Dies.

shapes and designs, such as are usually made by the drop
press. Three of these dies are shown in Fig. 478 with
the forgings made from them resting on top of the respec-
tive dies. The dies are of cast iron and are used just as
they come from the sand, with the exception of the plan-
ing required to fit them to the anvil and the hammer
head. In short, there is no die-cutting whatever either
in the metal or in the pattern. The method of making
the dies is to first make a wooden model of the piece to

Fig. 480 — Die Forgings Made Under Steam Hammer.

dripping on the dies. The head then strikes good heavy
blows until the two faces are together and the work is
done.

The average life of such dies runs from 80 to 100
pieces. As to form, they run the whole range of what
may be required for locomotive work. The illustrations,
Figs. 479 and 480 and 481, show better, perhaps, than
any description what that range and variety is. Here

Ftg. 479 — Die Forging* Made Under Steam Hammer.

be forged. This is used as a pattern for the formation
of a plaster-of-paris matrix, which is attached to the
face of the standard pattern body. It is from this com-
bination that the sand mold is made, the only care being
that the face and the matrix of the die shall be smooth

Fig. 481 — Die Forging* Made Under Steam Hammer.

will be found a variety of pins headed in many ways,
jaws for transmission rods, coupler yokes, guide yoke
brackets, fire hoes and hooks. There seems to be hardly
anything of too complicated a form to be made in this
way, and it is evident that even for the small quantity of
some of these forgings that are used, economy realized
by this method of making, in comparison with the regu-
lar hammer and anvil work, is very great. Add to this
the fact that parts are made in what is practically exact

164

RAILWAY SHOP KINKS.

duplicates, with tiie iiiiniimini of allowances for machine
finishing, and the saving is stilt further increased. This,
it will be borne in mind, is just the contrary to what is
done in regular forge work, under the modern regime
of rapid and heavy machine work, where it is cheaper to
cut away and waste the metal than it is to pay for close
forging. Bui when, as in this case, it is as cheap to forge
close as it is to forge with big finishing allowances, we
have three economies combined: that of rapid blacksmith
work ; that of close forging, with the decrease of waste
metal, and of saving of labor in the machine shop, all of
which go far to recommei.d this method of die forging
for all kinds of duplicate work. — Delan-arc. Lackaiiaima
& Western, Scrautoii. Fa.

STEAM IIAMMF.R TCN)L RACK.

One of our tool racks and the method of keeping
formers used under steam hammers, so that they can be
found easily when needed, is shown in Fig. 482, the piece
of work hanging on the same hook with the former with
which it is made. This enables the smith, particularly a
new man, to find the former without any waste of time.
The steam hammer swages, not shown in the photo, but
on another rack, are kept in like manner, arranged in
rotation from the smallest to the largest sizes; eaclt
swage has the size marked on it. This arrangement also
saves considerable time. On another rack we keep

such tools rust quickly. — /. F. Perritt, Blacksmith Fore-
man, Seaboard Air Line, Jacksonville, Fla.

TOOt. RACK AND BENCH.

A convenient tool rack used in the blacksmith shop is
shown in Fig. 483. The top of it, on which tools may be
laid, revolves on four ball bearing casters. The tool.'!
may also be hung on the hooks or between the dowel pins

ilaekimlth'i Tool Rack or Bsnch.

on the circumference of the revolving table. The com-
partments underneath may be used for the storage of

tools or material. — William H. Wolfgang, Draftsman,
Wheeling & Lake Erie, Toledo, Ohio.

.,.- WBENCHES, FORGING.

.\. set of dies and holders for punching and forming
flat wrenches in a bulldozer is shown in Fig. 484. The
first operation in making these wrenches is to cut the
blank, and .f!fe dies for this operation are shown at the
left of the drawing. The second operation is the bending

Fig. 482 — Rack for the Storage of Steam Hammar Formert.

various tools for steam hammer use, each tool being
placed so that it can be found the minute it is wanted.
Of course, if the task of keeping these tools in order is
left to any and every one. they will not remain in order
long; in our case an old helper is assigned to the task of
keeping the shop clean and these tools in order. .About
once a month he oils the working parts of the tools, usin^
a piece of cotton waste and some cheap black oil. This
is particularly necessary in a heavy, damp climate, where

Pig. 464 — Wrench Punching and Forming Dies.

BLACKSMITH SHOP.

1()5

of the blank to the desired shape, and the forming dies
for this process are shown at the right of the sketch. The
third and final operation is the cutting out of the opening
for the jaws. All three operations are done with one
heating. This device will make wrenches for J^-in. to
1-in. nuts at a rate of 250 an hour with two men. — £. /.
McKernan, Tool Supervisor, Atchison, Topeka & Santa
Fe, Topeka, Kan,

WEDGE BOLT KEEPERS, FORGING.

The tool for forging wedge bolt keepers, shown in
Fig. 485, may be used on a bulldozer or air press. It
consists of a head, A, and a crosshead, to which the con-
nections D are pinned. These in turn are attached by pins
to the forming pieces, C, the other ends of which are con-
nected to the piece B. When the head is drawn back the
forming pieces are in the position shown by the dotted
lines. The piece to be shaped is straight and is placed
between B and the anvil. Pressure is then applied, and
the first move is to clamp the piece solidly. Then, as the
head moves on, the forming pieces, C, are turned about
the pins in the crosshead and come down against the
work. When the stroke is completed the piece has been
bent to the shape shown on the drawing. The same

device can be used for coupler carri:r irons. — /. F.
Pcrritt, Blacksmith Foreman, Seaboard Air Line, Jack-
soninlle, Fla.

Fig. 48&— Tool for Making Wedge Bolt Keepers, or Coupler

Carrier Irons.

Brass Foundry Kinks

CROSSHEAD GIB, CASTING BRASS LINERS ON.

Instead of riveting brass liners on cast iron or steel
crossheads or driving boxes, we cast the brass directly
on them. The clamp shown in Fig. 486 may be easily
and quickly adjusted for any thickness of liner that may
be desired. It has not been found necessary to heat the
gib before pouring the metal. This does away with all
drilling and riveting, and effects a considerable saving
both in time and material. — William G, Reyer, General
Foreman^ Nashville, Chattanooga & St. Louis, Nashville,
Tenn,

DRIVING BOX BRASS ANCHOR PINS.

Brass anchor pins, when turned tapering from stick
brass, are expensive, and the process also requires the
time of a mechanic and a machine w'hich can be used to
better advantage for other purposes. If it is possible to
mold these anchor pins in a metal chill and have them
sufficiently true for use without machining, a consider-
able saving can be made. The chill shown in the accom-
panying sketch, Fig. 487, was designed with this end in
view. The chill is made of cast iron, having six holes
tapered down from 1 7/16 in. to 1^ in. in diameter.
A polished metal face plate is used with the chill, the
larger end of the tapered holes being closed by the face
plate. The metal is poured into the small ends. This
precaution is taken so that if there is any piping in

the metal during cooling, this piping, with the dirt which
it may contain, will not be on the end which comes in con-

I^Jl

T — r

I
I

Fig. 487 — Chill for Molding Anchor Pins for Driving Box

Brasses

tact with the journal. — Baltimore & Ohio, Mt, Clare
Shops, Baltimore, Md,

DRIVING BOX BRASS, CASTING ON BOX.

A. O. Berry, superintendent of the Elkhart, Ind.,
shops of the Lake Shore & Michigan Southern, gave a
description at the meeting of the International Railway
General Foremen's Association of the method used at
that shop. for pouring the brass bearing of driving boxes
on the steel boxes, thus saving the necessity of slotting

o o o o

Fig. 486 — Clamp Used for Casting BraM Liner on CroMhead Gib.

166

BRASS FOUNDRY.

167

the boxes and turning the bearings. This method is as
follows: After the old shell is pressed out, the box is
sent to the slotter, where five dove-tailed grooves are cut
in the old shell bearing, as shown on Fig. i (Fig, 488.)
If the box is too thin on top, the upper groove may be
done away with, and only four grooves applied, bringing
the two middle ones a little closer to the top. Likewise,
if it is found that the two extreme lower grooves will cut
through into the shoe or wedge face, they can be brought
upward or not be made as deep as the other grooves.
These grooves are lj4 i"- to 2 in. in length, and ^-in. to
^-in. deep.

The box is then taken to the boring mill and a groove
is cut in the hub face about !.^-in. deep and J^-in. wide at

termined with the mandrel in place, the mandrel being
then removed during the process of heating. After the
box is sufficiently heated, and the mandrel is dropped in
place, the space between it and the box is lined up with
long sheet iron strips dropped in place. Oil holes or
other holes in the top of the box are stopped up by means
of fire-clay.

Fig. 6 shows the box after it is heated, and with riser
and mandrel in place. It also shows the hood in place.
The hood, however, must be removed during the process
of pouring, and is simply shown in this sketch to give an
idea of its appearance. Fig. 7 is a plan view of the box,
with mandrel and riser in place ready to be poured. The
mandrels used are always of a smaller diameter than the
driving journal, and all boxes are bored after leaving the
brass foundry. — A. 0. Berry, Lake Shore & Michigan
Southern, Elkhart, htd.

DRIVING BOX, CASTING BRASS LINERS ON,

We cast the brass on the shoe and wedge fits of both
steel and cast iron driving boxes and also on the hubs.
The boxes are not heated before the brass is poured.
The arrangement for preparing the driving boxes for
pouring the brass is shown in Fig. 489. The block D is
placed in the box and the ring E, which forms the hub
liner and which is 1 in. wide, ^ in. thick and of a di-
ameter, to suit the box, is placed in position, the block D
projecting J4 in. above it, as shown in the illustration.

Fig. 488 — Casting Bearings tn Driving Box.

the edge of the old crown bearing as shown in Fig. 2.
This groove is shown also in Fig. i, and may be called a
"retaining groove," inasmuch as it will retain the shell
in the box, even if it becomes slightly loose. If the de-
sign of the box calls for a hub-liner and the hub-face on
the box is not already grooved for retaining some soft
metal, then the box is left on the boring mill until dove-
tailed grooves are cut in the hub-face for retaining the
brass liner.

Fig. 4 shows a cross-section through A~B of Fig. $,
with the brass poured and the hub-liner and crown brass
in one solid piece. After the machine operations are
completed on the box, it is taken to the brass foundry,
where the operations are as follows: The box is set on
a face plate with the inside face down and the hub face
up, and a cast iron riser is placed over the top of the box,
care being taken that all places where the brass is liable
to run out are stopped with fire-clay, and a sheet iron
hood is placed over the box for retaining the heat thrown
out by the oil-burner. A fuel oil torch is then applied
between the lower ends of the box ; that is, in the cellar
space, and the box is heated in this manner until it is dark
red. The burner is then taken away, the hood removed
and the proper size mandrel dropped in place. The exact
position of the box on the face plate is originally de-

Fig 489 — Driving Box Ready for Pouring Bra».

The box is dove-tailed to hold the brass securely, the
grooves H H, crossing in the center and extending to
within ,'4 i". of the flange. Strips G are then clamped
at the ends and the joints are luted with clay or asbestos.
-Attention is directed to our method of reclaming old driv-
ing boxes. Before we started applying the brass liners
on the shoe and wedge fit we would scrap the box when
it had been planed down to a certain limit. Now we
plane the box to the limit and then pour a brass liner on
it and use it again. This refers to cast iron boxes. The
practice of casting liners on the steel driving boxes, in-

RAILWAY SHOP KINKS.

stead of riveting, saves about $1.50 in labor on each box.
— William G. Keycr, General Foreman, Nashville, Chat-
tanooga & St. Louis, Nashville, Tetin.

DRIVING BOX HUB LINER LUBRICATING HOLES.

It is generally accepted as necessary thai the hub bear-
ings of driving boxes should be lubricated. Holes are
drilled in the box casting from the oil cavity to the bear-
ing, but to maintain these holes after a new bearing has
been cast on, although it seems a simple proposition, is
really a difficult task, for with the hole covered with the
liner and plugged up with the brass the machinist has no
means of locating exactly where it should be, and when
he attempts to drill it the chances are that he will hit
the hole in the casting a little off the center, which
usually breaks the drill. This operation of drilling
through the liner and redrilling the holes in the box re-
quires, on the average, about one hour. A device shown
in Fig. 490 has been provided to do away with this diffi-

hes cooled the boxes are taken to a planer for correcting
the box size and then to a drill press, where the oil ways
are cut. Three circular oi! ways are cut on each face,
the tool used being so set that these circular ways inter-
sect at one point each. By this arrangement the oil may
pass from the top to the bottom of the box face, but by
circular paths. The oil, therefore, does not run down
the box face as rapidly as it would with vertical, or even
with slanting oil ways, and the circular ways prevent the
formation of shoulders on the wearing faces of the shoe
or wedge. — Baltimore &■ Ohio, Mt. Clare Shops, Balti-
more, Md.

FURNACE FOR MELTING BRASS.

An oil-burning crucible furnace for melting brass, for
casting driving wheel hub liners, faces on driving and
truck boxes, bushings for lift shaft bearings and rocker
boxes, etc., is shown in Figs. 491 and 492, The furnace
proper is 40 in. in diameter, 36 in, high, and is set 18 in.
below the ground level and in a concrete foundation. It
is fire-brick lined and has a 9-in. x 9^i-in, base in the
center, on which the crucible rests. The center line of
the blast and oil piping is at about mid-height of the base
holding the crucible. The plan view on the drawing
shows that the flame is directed into a space between the

t'cepper

"^a'jiffKam.

Fig. 490 — Device for Preserving Lubricating Hoiei When
Pouring New Hub Liners on Driving Boxes.

culty. After the old brass has been stripped off and the
box is ready for its new bearing, a small piece of round
iron about 5/16 in. in diameter and 3 in. long is placed in
the holes previously drilled in the box, and over these
pieces are placed ^-in. copper pipes, about IJ^ in. long,
resting squarely against the face of the box. The brass
liner may then be poured on and when it has cooled the
round iron may be withdrawn, leaving the lubricating
holes clear. Care must be taken when pouring the brass
to make sure that the copper pipe is of sufficient length
so that the brass will not pour over the top, thereby pre-
venting the removing of the round iron. This device
costs about one cent per box and saves about 25 cents per
box when the cost of broken drills is considered. — John
V. Le Compie, Assistant Foreman, Baltimore & Ohio,
Garrett, Ind.

DRIVING BOX REPAIRS.

The parallel rails that are used in babbitting the hub
faces of driving boxes at the Mt. Clare shops, page 173,
are also used for pouring brass on the shoe and wedge
wearing faces. The leveled rails provide for setting the
boxes in position, and it is only necessary to provide the
barriers at the ends of the box to retain the molten brass.
The brass, and babbitt also, is heated in a vertical, cylin-
drical, brick lined furnace, using ml. After the brass

Fig. -491— OirOrncfbie' Pumaee for Metting Braae.

base and the brick lining, so that it takes a circular course
around the crucible. The furnace was designed along the
general lines of a furnace seen during a visit to another
shop, with one particular alteration, that of directing the
circular flame as shown in the drawing, rather than

BRASS FOUNDRY.

169

directing it squarely against the base of the cyhndrical
pillar.

A detail of the burner, which was designed by E. H.
Sweeley, general foreman, is shown in Fig. 493. The
air blast, piped from the blacksmith shop, enters through
the li^-i"- pipe and also through the 3-in. gas pipe. The
smaller pipe is held concentric with the 3-in. wrought

Fig. 492— Detail! of 01

iron pipe by three }^-m. set screws. Each of these pipes
has an individual gate by which the air is regulated and a
proper adjustment of these gives the required air supply.

The oil supply is piped to the ^-in. copper pipe, and
jetted through the J-^-in. hole in its end against the ^-in.
ball near the mouth of the l^-in, pipe, forming a spray.
This acts to atomize the crude oil so that it mixes with
the air blast.

When this furnace was first installed, it was found that
the brass, after being cast for a hub liner, for instance,
would crack, showing that the metal was being oxidized
in the furnace. It was, naturally, the custom to regulate
the oil and air supply to give a smokeless fire, but ex-

Flg. 493— Section Through Oil Burner.

periments with a slightly smoking fire gave a much better
metal and one which would not crack when cold. The
crucible will hold just enough metal to pour two hub
liners at one heat. It requires Ij^ hours to heat a charge
in a cold crucible and 50 minutes in a hot crucible.
When sufficiently heated, the top of the furnace is thrown
back, as shown in the photograph ; the crucible is lifted
out with tongs and placed in a double handle loop, by
which it is carried into the shop where the pouring is to
be done. — Long Island Railroad, Morris Park, N. Y.

Tia and Copper Shop Kinks

BABBITT FURNACE.

The furnace shown in Fig, 494 is used for melting
babbitt from the faces of driving boxes and other loco-
motive parts that are brought into the shop for repairs.
The parts may be hoisted by a wall crane into the cast
iron ladle, under which is an 8-in. Good Luck burner.

taken from two old engine house stoves. Crude oil is
used and each stove has a separate burner. The crucibles
may be lifted in and out of the tops of the furnaces by
means of the lugs. An extra crucible is shown in the
foreground. — P. F. Smith, Chief Draftsman; Thomas
Marshall, Master Mechanic, and Henry Holder, General

Side View.
Fjg. 494— Babbitt Furnaca.

Section Throvffh fheffi^/e.

Gas is supplied to the burner through a ^-in. pipe and
air through a J^-in. pipe. The furnace is a sheet iron
box lined with fire brick and having a door on one side.
This device does away with the machining or chipping
off of the old babbitt from the box, and the melted babbitt
thus obtained may be used again. — R. G. Bennett, Motive
Pozver Inspector, Pennsytvaimia Railroad, Pittsburgh,
Pa.

B.^BBITT FL'RNACE,

A double furnace for melting two kinds of babbitt is
shown in Fig. 495. The bases and the fire pots were

Fig. 49S — Double Furnace for Melting Babbit.

Foreman, Chicago, St. Paul, Minneapolis & Omaha, St.
Paul, Minn.

CROSSHEAD, BABBITTING.

A device for babbitting crosshead shoes, after which
planing is not necessary, is shown in Fig. 496. A material
reduction is also made in the cost of babbitting the
shoes, and the operation is performed in one-fourtli
the time required by the old method. Two tapered cast-
ings are arranged with grooves on their inside faces to
receive a central wedge, the three parts constituting the
core. By adjusting the wedge the width of the core is
increased or decreased to correspond to the size of the
shoe and the thickness of babUtt desired. An adjusting
screw is provided for this purpose. The end plates are
hinged and close up the ends to retain the babbitt, and
are clamped in position by the rods. Strips are also
clamped to the core above the crosshead shoe, closing the
mold and forming the upper babbitt edge along the flange
of the shoe. All parts are arranged to be handled easily
and adjusted quickly. As soon as the molten babbitt
hardens the device is removed and the crosshead shoe is
ready to be applied. The time required for finishing one
shoe of a large crosshead with this device is 10 minutes.
Under the old methods 42 minutes were required to
babbitt and plane up one shoe. As about 4 lbs. of babbitt
were removed in the planer, the total saving accomplished
hy using the device is $1.13, of which $0.88 is material
and $0.25 labor. On 1936 crossheads babbitted last year

h— -

iffi_

TIN AND COPPER SHOP.

-\ — ■<-~H

Secf/'an yf-3.

Fig. 496— Croiihead Shoe Bmbblttinfl Device.

on the .\tcliison, Topeka & Santa Fe, a total saving of
$2,191.55 was made by the use of this device. — E. J. Mc-
Keman, Tool Siipcn-isor, Atchison, Topeka & Santa fe,
Topeka, Ka».

CROSSIIEAD, BADBITTING.

In accordance with what is now common practice, the
crossheads are babbitted to a finished fit and without re-
quiring any machine work. For this purpose there is a cast
base (Fig. 498) in the center of which a plug is set that
is made to enter the piston-rod fit. This holds the flanges
vertical. After the crosshead has been heated the U-

it will leave the faces the proper distance apart. In using
this arrangement, one side is babbitted at a time and two
ladles are used in the pouring, so that the metal runs
down either side and fills in at the center. This is done
because if an attempt were made to pour in at the center
and let the metal spread from there to the sides it would

yu\

^ .

- B

■■'

Fig. 497 — Clamp Ueed In Babbitting CroHheadi.

clamps A, Fig. 497, are set over the flanges. In order
that this method may be efficient, it is necessary that the
flanges .should be planed accurately to a standard height,
so that the distance between the faces of the wearing sur-
faces may be exact. The U-clamp has a filler strip B,
doweled on the inside, the thickness of which is such that,
if subtracted from the height of the flange on each side.

i-r--T-i

—

Fig. 498 — Device for Babbitting Croaeheada.

chill and be defective. The thickness of the babbitt liner
is from y% in. to Yn in., and the men become so skillful
in pouring into this narrow opening that not a spoon-
ful is spilled. Of course, the metal is tinned before the
babbitt is poured in order to secure a proper adherence
to the crosshead gib.-— Df/aii'drr, Lacka'dmnna & West-
ern, Scranton, Pa.

RAILWAY SHOP KINKS.

CROSSUE.AD. BABHITTING.

A device for babbitting two-bar cross-head gibs, so that
they are ready for use without any finishing in the planer
is shown in Fig, 499. It is made from a piece of 2-in.
by 8-in. x 24-in. Iron, planed to fit the inside of the
gibs. Four set screws are placed in it, one at each corner,

!t^

"S"

-3-

Fig. 49»— Croiahead Babbitter.

for adjusting the thickness of the babbitt. The gib is
laid on, as shown, and raised by means of the set screws
so that the proper thickness of babbitt will be provided.
The babbitt is then poured into the open space, and when
it is cold the gib is ready for application without requir-
ing any machine work. — A. S. Davis, Shop Foreman.
Northern PaciHc, Jamestown, N. D.

CROSSIIEAD BABBITTING MACHINE.

A crosshead babbitting machine is used in the shops
of the Norfolk & Western by means of which the cross-
head is babbitted ready for the engine, and no planing is
required after the metal has been poured. It consists of
a heavy base A (Fig. 500) in the center of which a stiff
mandrel B is placed. The upper end of the mandrel is
turned to mate in the piston fit of the crosshead, and
serves to hold the crosshead firmly in place. On either
side there are uprights C, C, which are planed to cor-
respond to the guides and which slide to and fro on the
base and may be clamped in any position. On each side
of these are stops D, D, which are brought up against the
crosshead to prevent the molten metal from flowing out.
These are clamped in place by the cams E, E, and similar
cams at the bottcmi. The operation is exceedingly simple;
the crosshead is put in place on the mandrel, the guides
adjusted and the stops clamped in place after which the
metal is poured. The device was designed at the Roanoke

--ijiar*;

Fig. 500— CroHhead Babbitting Machlni

TIN AND COPPER SHOP.

173

shops, but duplicates have been made for other shops on
the road. — Xorfolk & Western, Roanoke, Va.

CROSSHEAD, BABBITTING.

With the device shown ill Fig. 501, the cro.sshead shoe,
after being removed from the crosshead, is clamped to
the mold. It is stood on one end and the babbitt is
poured. The shoe is then ready to be replaced on the
engine without any machine work, from 15 to 20 minutes
being required for the entire operation. This is much
more satisfactory than the former practice, which was to
fill the shoes with babbitt over blocks slightly smaller

Fia- 501 — Mold for Babbitting CroMh»ad Sho«*.

than the guide and plane them to size. At the smaller
engine houses, which were not equipped with planers, it
was necessary to replace the shoe with one which had
already been babbitted and was carried in stock. This
arrangement was not entirely satisfactory, for the reason
that the shoes usually required some fitting of the bolts
Ijecause of the holes not lining up properly. All of our
engine houses are equipped with these molds. — Richard
Beeson, Roundhouse Forettian, Pittsburgh & Lake Erie,
McKees Rocks, Pa.

DRIVING BOXES, BABBITTING.

The driving boxes are babbitted in shallow cast-iron
pans. The box is inverted in the pan and the latter,

which is the proper depth for the desired thickness of
the babbitt, is filled with the metal. It is said to save
about 7S per cent, in time as compared to the putty-and-
shcet-iron method which was formerly used. — Great
Xorlhcrii, Dale Street Shops, St. Paul, Minn.

DRIVING BOXKS, I1A1IBITT1NG.

The babbitting jig shown in Fig. 502 affords an easy
means for babbitting the faces of driving boxes to any
desired thickness. To apply the jig, first fasten the cross
piece A to the box by passing the cellar bolts through the
holes provided; then force the jig into the fop of the
journal bearing by means of the screw B. The cover
plate C will then extend over the face of the box and
may be adjusted by the screw F to give the required
thickness of babbitt. The clamp D holds this in a rigid
position. The babbitt is poured through the tap holes in
the plate and is prevented from flowing away by a gum
band £, which extends around the outside of the cover
plate, together with a little clay packed around the out-
side of the gum band. This device has lightened the
work on the boring machine on which it was formerly
necessary to face off the excess metal, — R. G. Bennett,
Motive Power Inspector, Pennsylvania Railroad, Pitts-
burgh, Pa.

DRIVING AND TRUCK BOXES, BABBITTING.

The former practice at Mt. Clare was to babbitt the
hub faces of driving and truck boxes in the machine shop.
No particular arrangement was provided for leveling up
the boxes, so that a large amount of time was consumed
in leveling up each individual box. This work is at
present handled on a platform just outside the erecting
shop. At the edge of the platform, between it and the
wall of the shop, two rails are laid about 10 in. apart on
a concrete foundation. The boxes are trucked from the
shop to this platform and placed directly on the parallel
rails. No further leveling up is necessary. Engine truck
boxes are handled in a similar way. This has caused a
considerable reduction in the time required for babbitting
boxes, — Baltimore & Ohio, Mt. Clare Shops, Balti-
more, Md.

/^==©^

//K^l3l\

®)}

' L . i %.^-

--^

' 1 5

Fig. 502 — Jig for Babbitting th« Fac«« of Driving Boxei.

RAILWAY SHOP KINKS.

FURNACE, GAS.

A simple and durable gas furnace used for pipe bend-
ing and brazing in tlie engine house is shown in Fig.
503. The box, which is 6^^ in. high and about 24 in. x 10
in. inside, may be made either of cast iron or of iron plates.
It is partially lined with fire bricks as shown. The gas
which enters the 1-in, tee through the l-in. pipe is mixed

at each stroke of the machine. The sheet copper is fed
in at one side ; the small hole is punched first and the

e. _ _ .__._***'— -.

♦

^'l .

- i

••r 1

1 ?

•^

*•■

l»- JO-' »

Fig. 503 — Gas Furnace for Pipe Bending and Brazing.

with air, which enters through the J/^-in. pipe ; this mix-
ture is forced into the furnace through the 1-in. pipe, the
opening in the fire brick increasing in diameter from
2 in., where the gas enters, to 4 in., where the fire brick
ends n*r the center of the furnace. That part of the
pipe which is to be heated is laid across the furnace in
the depression 0, where the heat is intense. Fire bricks
protect the back wall of the furnace. The gas is used
at a pressure of about 6 oz., and the air at about 70 lbs.
per sq. in. The furnace is placed on an iron plate ^ in.
thick. 16 in. wide and 30 in. long, which is supported on
four legs of 1-in. pipe. The device is comparatively light
and if desired may be moved about the engine house if
suitable air and gas connections are provided. — C. C.
Leech, Foretnan. Pennsylvania Railroad, Buifalo, N. Y.

GASKET PUNCH.

Copper gaskets are made with the punch shown in
Fig. 504, on a slotter in the tool room. The lower die
block is clamped to the bed of the machine, while the
upper one, carrying the two punches, is held in the slid-
ing head. The two punches provide for making a gasket

Fig. 504 — Punch for Copper Gaaketa, a* ijaed on a Slotter.

large one next, after which the gasket falls through to
the table. There is a small stop provided on the side
from which the sheet is fed, which acts as a guide to
punch the two holes concentric. — Lehigh Valley, Sayre,
Pa.

JACKET IRON ROLLS.

A set of rolls used to form the curved part of jackets
for boiler heads is shown in Fig. 505. All of the South-
em Pacific locomotives have their boiler heads covered
with lagging jackets. Ordinarily planished iron is used.

Fig. 505— Roil* for Jaelcet Ira

TIM AND COPPER SHOP.

175

and forming the round part by hand was a considerable C until the sleeve grips the pipe. Then, with tool D bend

job. The rolls are operated by an air motor, and a
variety of radii may be obtained by adjusting them. It
will be noticed that heavy gears are required. — D. P.

Kellogg, Master Mechanic; IV. F. Merry, General Fore-
man, and C H. Gcod'iMn, General Gang Foreman,
Southern Pacitic, Los Angeles, Cal.

JOURNAL BRASSES, EN'GINE TRUCK, BABBITTING.

Engine truck box brasses are babbitted by means of
the hollow mandrel shown in Fig. 506. The projection,
1 in. wide at the top, lays against the crown of the brass

yC^ ^>N

W/^< / \\

^^y\p

1 1

■* — ^^' — -''-1

over the pipe, as shown ; release the nut B, draw the
sleeve .} up to place and connect the new piece of pipe £

Mafhod of Holding Copper /^pe WMk nanging.

3
3

Fig. 506 — Jig for Babbitting Engine Truclc BraMft*.

and protects the oil groove. In the same manner the lip
at the side fits against the side of the brass at the point
where the babbitt slops. — Delavjare, Lackawanna &■
IV est em, Scranlon, Pa.

Oil, PIPE, KEI'AIRING WITHOUT BRAZI.VG.

The accompanying drawing, Fig. 507, shows the con-
nection and tools used for repairing broken oil pipes with-
out brazing in the engine house on the Rutland. The usual
procedure in such cases is to apply an outside oil pipe
until the engine is placed in the back shop, but this is
very unsatisfactory. To obviate this the following
method is used : The first operation is to raise the jacket
and cut-off the old pipe back of the break and slip the
sleeve A over the pipe. Then the split nut B is applied,
allowing the pipe to extend 3/32 in. beyond the end, as
shown in the upper view in the illustration. Tighten nut

Sfiot¥s Joint Comphh.

Fig.

Tool for Flanging Ct^per Kpe.
507 — Connection and Tooia for Rapairlng Brokan OH

Pipe* I

Engine Houee Without Brazing.

which has previously been made for stock. Repairs of
this kind have been made complete in 27 minutes. —
Thomas Moriarly. Pipe Fitter and Coppersmith, Rutland
Railroad, Rutland.

PACKI.MG RINGS, MOLDING.

The machine for molding packing rings, shown in Fig.
508, consists of a 3-in, air cylinder which is controlled by

Fig. 506 — Machine for Molding Pacltlng Ringa.

176

RAILWAY SHOP KINKS.

A three-way cock. The cylinder is bolted to a frame
constructed of angle iron ; a )oke at the end of the piston
rod is attached to the female former, the niale die being
fastened to the frame. The rings when removed from
the mold are finished except that it is necessary to clip
oif and file down the lug formed by the gate for pouring.
Finished packing rings are shown at the left. The outfit
is equipped with a complete set of dies for the different
sizes of piston, valve and air pump packing. The photo-
graph shows the device tilted on one side to better illus-
trate its construction and operation. — P. F. Stnilli, Chief
Draftsman; Thomas Marshall, Master Mechanic, and
Henry Holder, General Foreman, Chicago, St. Paul,
Minneapolis &■ Omaha, St. Paul, Minn.

MOOFl.NX ROLLS -VND CUTTER.

Pneumatically operated rolls and a cutter used for
shaping and cutting freight car roofing material are
shown in Fig. 509. The form at the extreme right of
the roll cylinder is used for shaping the ridge pole sheet.
The other four are used as one form in shaping the roof
sheets. The roofing sheet cutter at the left has an air
cylinder mounted on a metal cross-piece that is bolted to
the two uprights, which also act as guides for the cross-
head carrying the blade. The contour of the blade edge
is shown, as is the shape of the cut sheet, one of these
being placed on edge below the lower knife.— Z-Wii^/i
Valley, Sayrc, Pa.

STAMPING PRESS, DIES FOR.

A set of dies for stamping gaskets for the top, bottom
and center heads of a y>4-in. air pump is shown in Fig.
510. The dogs, A, B and C in the male die are remov-
able, thus allowing the stamping of three different types
of gasket with these dies. Another set of dies for stamp-

Fig. 510 — Dies for Stamping Gaskstt for Air Pump H«adi>

ing the copper water strainer for feed water pipes is
shown in Fig. 511. These dies are made of tool steel and
are used in a No. 2,'-^ double stripper machine manufac-

Flg. S11 — DJa* for Stamping Coppar Water Strainere for Feed
Water Pipe*.

tured by the E, W. BHss Company, Brooklyn, N. Y. —

Chicago & North Western, Chicago.

TOOLS AND MATERIAL, CHECKING.

The system of material and tool checking used in the
tin and pipe shop at Ml. Clare is a departure from that

Fig. G09— Cutter and Roll* for Roofing Material.

TIN AND COPPER SHOP.

'\77

ordinarily used. A case is provided containing 200
pigeon holes, each 2 in. x 2 in. x 4^ in. When a man
desires a tool, he writes its name on a 1^-in. x 4^-in.
ticket and signs it. Before delivering the tool, the at-
tendant gives the mechanic its number and this^ as well
as the date, is marked on the ticket. Each tool is also
stamped "Pipe Shop" in large letters. This prevents its
being turned in at other tool rooms by mechanics, with
whose tools it may have been gathered up in other shops.
The lower portion of the case is alphabetically arranged,
and the ticket is deposited in a pigeon hole under the
letter of the mechanic's name. When the tool is returned
to the tool room the card is given to the mechanic,
who destroys it and places the pieces in a box inside
the tool room window placed there for that purpose.
All tools are returned at closing time each day,
and if needed again are drawn out on the following
morning.

With this system there is no chance for exchanging
tools among the workmen as all are numbered and when
returned must correspond to the number and kind of
tool drawn. For instance, a man drawing a 14-in Stillson
wrench, No. 41, must return the same tool, and is pre-
vented from substituting another wrench*, although it be
of the same kind. This rule, of course, also applies to
stocks, dies, cutters, monkey wrenches, screw drivers,
chisels, hammers, chain tongs, and all tools used in the
pipe shop.

Another good feature of this system is that when
tools are lost or mislaid the mechanic can get the tool's

number at the tool room, and make a systematic search
for it, at the same time notifying the tool room attendant
that he has lost or mislaid the tool. It is then listed on
the "lost tool sheet," and the tool room attendant watches
for it. The result is that but very few tools are lost.

The case is also used to record all material charges
to locomotives, cars and general shop orders and ef-
fectually prevents wrong charges being made. An in-
stance in point was illustrated when a man gave a loco-
motive number which did not correspond to any loco-
motive in the shop at that time. He had transposed the
figures, but his mistake was immediately noticed by the
tool room attendant. The upper portion of the case is
reserved for orders of this kind. When it is desired to
get material from the storehouse the man writes a list of
the material required on a ticket with the proper designa-
tion number. The tool room attendant compares this
designation with the numbers in the case, and if it does
not appear, the man asking for material is required to
correct it. An order is written on the storehouse ma-
terial card by the tool room attendant, who gives this
order to the workman wanting the material, and files the
original ticket in the case. By this method charges are
correctly kept, no improper charges being permitted to
pass the tool room window. When the shop, locomotive
or car order is closed, the tickets are placed on file for
future reference. This system was devised by Wm.
Magee, foreman pipe shop, who supplied the description
given above. — Baltimore & Ohio, Mt Clare Shops, Balti*
more, Md,

Engine House Kinks

AIR PUMP HOIST.

A simple hoist for removing and applying air pumps is
shown in Fig. 512. It consists of the strut B of 1-in.
round iron, a }i-m. chain C with a hook at each end, and
a J^-ton differential block. To remove an air pump, the
strut B is placed on top of the pump bracket, as shown,
and its upper end is connected to the handrail by means
of the ."^-in. chain C The length of this chain may be
adjusted by means of the hooks at each end. The J^-ton
differential block is then attached to the upper end of the
strut; the reverse valve chamber cap is replaced by the
lifting eye A, and the hoist is ready for use. While the
parts are of sufficient strength, the weight is a minimum,
and one man can carry the apparatus from the tool room
to the engine in one trip, which takes on an average about

a clamp when flanging a baffle plate, is shown in Fig.
513. Not being located near the main shops, where we
could have access to the rolls in the boiler or tank shop.
we find it indispensable. The top roll is made of standard

!--a.i:.

Fig. S13— Bending Roiii for Light Work.

4-in. wrought iron pipe, and the lower ones of 3,^-in
pipe. The rolls rest on Ay-i-'m. x 5j/^-in. oak blocks,
which are fastened to the floor by lag screws. They are
revolved by using an ordinarj' bar in the holes at the end
of the pipes. — B. N. Letvis, Roundhouse Foreman,
Minneapolis, St. Paul & Saull Ste. Marie, Enderlin, N. D.

BOILER CHECK REAMER.

A hand reamer for truing worn seats of boiler check
valves is shown in Fig. 514. The check, outlined in the
illustration, for which this reamer was designed, has a
flat seat, the outside diameter of which is the same as the
diameter of the hole in the check body through which the
cutter must be inserted. It is necessary, therefore to

Fig. 512 — Hoist for Removing and Applying Air Pump*.

four minutes; after arriving at the engine he can set it
up in half a minute, making a total of 4j4 minutes to
have it ready for use after leaving the tool room. The
same amount of time is required for removing and re-
turning it. Where a hoist of this kind is not used, the
ordinary method is to remove the pumps by means of a
timber about 20 ft, long, clamped to the back edge of the
roof of the cab. Two men are required to handle the
timber, and it usually requires about 38 minutes to trans-
port it to the engine and apply it, and 20 minutes to
remove and return it. The new device is, therefore, about
ten times as efficient as the ordinary method. — C. J.
Lindgren, Roundhouse Foreman, Chicago, Burlington &
Quincy, Aurora, 111.

BENDING ROLLS FOR LIGHT WORK.

A simple bending rolls for light work in an engine
house, such as forming the petticoat pipes or for use as

Fig. 514 — Boiler Check Reamer.

have an offset cutter so as to provide a sweep, when the
tool is in operation, sufficient to extend over the entire
seat face. The brass nut screws into the threads of the
valve body and acts as a guide for the spindle. There
are two cutting tools, both of which are used at the same
time. The 2^2-in., or main seat cutter, is offset 3/32-in.
The 2-in. cutter, which removes the scale from the bore

ENGINE HOUSE.

179

of the valve below the seat, also acts as a g^ide for the simplicity of this device is at once noticeable, both as to

spindle. The reamer is operated with a ratchet or single its design and its use. The branch pipe is disconnected,

end wrench. — Fred Bentz, Tool Room Foreman, South- the device placed as shown and the handle operated until

ern Pacific, BakersHeld, Cal. the scale or other foreign matter, which holds the check

BOILER CHECK REAMER.

A device for reaming the joints of a branch pipe or
injector check ball joints is shown in Figs, 515 and 516.

Fig. 515^Deta)li of Check and Branch Pipe Joint Reamer.

These joints often become so damaged that it is necessary
to machine them, and this device was designed by Fred
Bentz, tool room foreman at Bakersfield, so that the

Fig. 517 — Device for Reaeatlng Check Valves.

valve from its seat, is released and blown out. It often
saves the expense of knocking the fires and blowing off
boilers to repair the check. — C. /. Drury, General Roiind-
hottse Foreman, Atchison, Topeka & Sanla Fe, Al-
buquerque, Ne^r Mex.

BOILER CHECK VALVE LIFTER.

A very handy check valve lifter is shown in Fig. 518.
The drawing shows the lifter as used on a consohdation
engine check valve with a flat seat. Often after the
engine is steamed up a chip or piece of scale lodges under
the valve and prevents its closing. The check lifter is
then used allowing Ihe obstruction to be blown off the

Fig. 61fl — Assembled View of Check and Branch Pipe Joint

joints could be repaired without removing the check or
pipes from the locomotive. The assembled view shows
the device in place on a branch pipe. — Elmo N. Owen,
General Foreman, Southern Pacific, Bakersfield, Cal.

SOILER CHECK VALVE LIFTER,

The device for reseating check valves shown in Fig.
517 can be made at an expense of about $1,50. The
sticking of boiler checks is one of the chief troubles in a
roundhouse, and is especially annoying and expensive if
it happens when a locomotive is ready to go out. The

I Orrcli a effilgtinf point

Fig. 518— Check Valve Lifter.

seat. It is applied by merely disconnecting the branch
pipe. With this lifter it is possible to open a check
against 200 lbs. steam pressure. — D. P. Kellogg, Master
Mechanic; W. F. Merry, General Foreman, and C. H.
Goodzvin, General Gang Foreman, Southern Pacific, Los
Angeles, Cal.

BOILER TE,ST HOSE, SAFETY CLAMP FOR.

A strong safety clamp for the hose which is used for
testing locomotive boilers in the engine house, is shown

180

RAILWAY SHOP KIXKS.

in Fig. 519. The large end of the clamp, which is made
of wrought iron, fits over the huse, while the small end
clanips over the nipple. Two of these double clamps are
used — one where the hose is connected to the engine

■1 ' , p.l

T ^-^ J

Fig. 519— Safety Clamp for Boiler Teat Hoh.

house test line, and the other where it is connected to the
boiler. — C. C. Leech, Foreman, Peiinsyh>ania I^Hroad,
Buifalo. A', v.

((oilers have to be washed after every trip. A Hght plat-
form for this purpose, which may be easily adjusted, is
shown in Fig. 520. It is 3 ft. wide and 5 ft. long, and is
made of two strips of J^-in. x I'/^-in. iron, to which a
i^-in. X 5-in. matched pine floor is secured with holts.
Loops are formed at the outer ends of the iron strips,
which may be connected to the hand rail by two ^-in.
round iron rods made with a hook at each end, and the
two pieces of chain each having four links, as shown in
the illustration. The chain allows the platform to be
properly adjusted for the different classes of locomotives.
At the other end of the platform the iron strips are oflfset
to catch the edge of the running board. — B. jV. Lewis,
Roundhouse Foreman, Minneapolis, St. Paul S- Sault
Ste. Marie, F.udcr'.{n, A'. D.

IIOTLKR washer's CART,

A cart for boiler washers in the engine house is shown
in Fig. 521. It is made of steel and is arranged to hold
all the necessary tools and equipment for boiler washing.
The hose is carried on the reel at the rear, and the boxes.

BOILER WASHER, PL.M

A large amount of time and labor are ordinarily ex-
pended in arranging temporary platforms for washing
over the crown sheets and tubes of locomotive boilers.
This is especially true in bad water districts, where the

Fig. 520 — Platform for Boiler Washer.

Fig. 521— Cart fer Boiler WMhers.

arranged along the inner sides of the cart, carry the va-
rious wrenches, nozzles, etc. Locks are provided for the
boxes so that the equipment is kept in the cart rather than
in various cupboards or the tool room. — E. J. McKeman,
Tool Supervisor, Atchison, Topeka & Santa Fe, To-
peka, Kan,

BOILER WASHING.

We use the Miller boiler washing system. The steam
and hot water are blown into a heater and the boiler is
washed out with water at about 130 deg. Fahr., after
which it is refilled with water at 180 deg. Fahr. The
washout hose remains connected to the washout line at
all times, unless it is desirable to change it from one pit
to another. Formerly we used a hose for connecting the
blow-off and the filling up lines to the boiler, but we had
so much trouble in maintaining it that we applied the ball
joint pipe, shown in Fig. 522. This has given good satis-
faction; in changing it is only necessary to loosen up the
nut and change the connection from one pipe to another.
\\'e have several of these connections to suit the blow-off

ENGINE HOUSE.

181

cocks on the different classes of engines. It takes 14 wood. The box ts 54 in. long. ,30 in. high, and 22 in.
minutes to blow out a wide firebox boiler of a loconiotive wide at the bottom and 32 in. at the top. The door at the
having 21-in. x 28-in, cylinders, through the 2-in, blow- front facilitates imloading. The wheels are 21 in. in
off cock, and about seven minutes to refill it. We blow diameter. — C. P. Wilkiiisoii. A I' prentice Ui'strucior, Micli-

ii'«'i Centra!, Jackson, Mich.

CRANE. PORTABLE Ij-^ TUN.

A portable 3.000-lb. crane, which may be used to-
advantage in either the engine house or the erecting shop,
for such work as handling steam chests and covers, cyl-
inder heads, guide?, crossheads and bumper beams, is
shown in Fig, 524. The base of the crane, which is
mounted on the wheels, is a heavy iron casting, the gen-
eral design of which is shown in Pig. 525. The front

Fig. B22— Ball Joint Pipe to Connect Blow Out and Filling
Up Lines of Boiler Changing System.

off the boiler, wash, refill, start the fire and have up 40
lbs. of steam in about one hour and 10 minutes. — H'illiam
G. Rcyer, General Foreman, XasliTillc, Chattanooga &
St. Louis, \asl)vi!lc, Tom.

A cart for cinders and rubbish is shown in Fig. 523.
The box is constnictetl of Xo. 10 tank steel and lJ4-in.

Fig. 524 — Portable I'/z-Ton Crane.

axle is pivoted at the center and is offset : the handle is
rigidly fastened to this axle and when it is raised the
front of the bed drops until the lugs A rest on the floor,
thus steadying the crane. The upper frames, B. of cast
iron, are securely bolted to the base and are reinforced

Fig 523 — Steel Cart for Cindera and Rubblih,

X 1^i-in. X 5/16-in angles with f^-in. half round at the
top on the outside- The frame and the handles are of

ti: ^

______\jcz.-::3i

?'?

T/'"

. - — I'eoib

i '1

4' (.& 4

•f — *'- — 1

Fig. 525— Caat Iron Base of Portable ll/j-Ton Crane.

by the '/j-in, x 2-in. iron straps which pass through the
lugs, S, at the upper and lower part of the frame. The
chain runs on the drum, D, and passes over the sheave C.
A ratchet and pawl are provided for locking the drum anti
thus holding the load at any height. — C. C. Leech, Fore-
man, Pennsylvania Railroad, Buffalo, N. Y.

RAILWAY SHOP KINKS.

CINDER PIT HOIST.

The efficient operation of an engine house depends to
quite an extent on the facilities that are provided for
handling ashes and cinders at the ash pits. An admirable
arrangement for doing this is shown in Fig. 526. The
framework for the hoist is supported on a substantia]
concrete foundation, and consists of 12-in. channels, 20
lbs. per ft., at the sides, securely braced by angle irons
and straps as shown. The fop cross members of the
framework are 12-in. I-beams, 32 lbs. per ft. The frame-
work extends over two tracks ; one at the ash pit and one
for the cinder cars. The construction of the ash pit is
clearly shown on the drawing. The number of ash
buckets, B, which are supported on the four-wheel trucks,
C, depends on the length of the ash pit and the service
which is required of it. When one of the buckets, B, has
been filled and run underneath the framework the over-
head hoist, which is supported from the small truck which
operates on top of the 12-in. I-beams, is placed directly
over the ash pit by manipulating the handle of the valve
on the column at the side of the pit. Valve V controls

the admission of air into the cylinder D, which is fastened
to the side of the framework. By the system of pulley-
wheels T, one of which is fastened to the end of the piston
rod of cylinder D, and by means of a wire cable which
passes over these pulleys, and which is fastened to the
truck, H, the latter may readily be moved back and forth
over the two tracks at will. To steady the piston rod it
has a crosshead at its end which runs in guides fastened
to the side of the framework.

The 9-in. hoisting cylinder which is supported by the
truck, H, is operated by the three-way valve, and the
piston rod may be allowed to drop to such a position that
a hook at its end may be engaged with a link on the ash
pit bucket. The bucket may then be lifted from the truck,
and by operating the valve which controls the cylinder, D,
may be transferred directly over the ash car. Then by
raising and lowering the bucket slightly and allowing the
upper end of arm A to strike the heavy iron ring R,
which is rigidly fastened to the bottom of the cylinder
head, the two halves of the bucket may be made to open
outward, allowing the ashes to fall in the car. Allowing

Fig. 52«— Pneumatic Holat at Cindtr Pit.

ENGINE HOUSE.

183

the piston to drop slightly closes the bucket again and it
may then be moved over and dropped onto its truck, and
another truck with a full bucket may be run under the
hoist and be dumped in a similar manner. The carriage
of the truck H is fitted with a cast iron yoke which allows
the cylinder to swing a considerable distance in any direc-
tion. The ash bucket trucks are constructed of 2j^-in. x
2j^-in. angle iron, and have heavy forged axles with cast
iron flanged wheels. — C. C. Leech, Foreman, Pennsyl-
vania RaUroad, Buffalo, N. Y.

CRANE, SMOKE STACK.

The smoke stack crane, shown in Fig. 527, does not
di£Eer greatly from what has become everyday practice
in the large majority of shops, but at the same time is a
design which has proved very efficient. It is made of
wrought iron and is very light and easily handled. When
applied to the stack it may be easily swung around in any

which may be required of it. In removing the crane, the
screw is slacked off and the I-beam is taken out. The
clamp is then lowered sufficiently so that with the use of
a long stick the piece X can be tipped and be drawn up
through the stack. An important feature of the crane is

/t'r»mm

Fig. 928— Simple Crane for Front End Work.

that the beam is placed high enough above the work, so
that the tackle blocks do not, come tt^ether. — H. L,
Burrhus, Assistant to Genera! Foreman, Erie Railroad,
Susquehanna, Pa,

CRANE, SMOKE STACK.

The light stack crane. Fig. 529, is made of wrought
iron, the trolley rail being ^-va. x 2'/^-in. bar iron,
to which is welded a rod 1 in. in diameter that ex-
tends back to and down the top of the stack. The
trolley rail has a forked end to fit the base of the stack

Fig. 5Z7 — Locomotive Stacic Crane.

position. The arm or beam is forged from a 3-in, x
J^-in, wrought iron bar and is stayed by the J^-in. iron
rod which is connected by a pin to the 2j/^-in x l/i-m.
collar at the top of the stack. — A. D. Porter, Shop
Efficiency Foreman, Canadian Pacific, West Toronto,
Canada.

CRANE, SMOKE STACK.

A handy and inexpensive crane for lifting steam chests
and covers, cylinder heads, pistons and front end work is
shown in Fig. 528. The arm is made of a 6-in. I-beam
taken from an old brake beam. The upper part of the
beam forms a runway for a roller from which the hoist
is suspended. The inner end is clamped to the top of the
smokestack, as shown. The clamp may be made of any
length to suit the height of the stack. In adjusting it,
the crossbar, X, is tipped up and dropped down through
the stack. As it is evenly balanced, it takes a horizontal
position after it has dropped through the stack. The beam
can then be applied and be clamped in any position by the
screw at the top. While the device is light enough to
be handled easily, it is sufficiently strong for the work

Fig. 529 — stack Crane.

and carries a trolley wheel with a suitable hook for attach-
ing a block and fall. This device is used for lifting steam
chests, pistons, cylinder heads, etc. It is handled by one
man, who can thus do the work formerly done by three
men. — A. S. Willard, Foreman, Norfolk & Western,
Crewe, Va.

CROSSHEAD LINER, APPLYING.

A simple method of applying a lost liner to a crosshead
without taking down the main rod and crosshead is shown
in Fig. 530. The liner is slipped into position between
the guide and the crosshead, and the holes are marked off-
It is then removed and the holes are drilled and tapped,
after which the liner is replaced and a copper rod with
threads on one end is screwed into the hole and is cut off

184

RAILWAY SHOP KINKS.

to allow }i in. for riveting over on the outside of the
crosshead. In performing this latter operation the cross-
head is wedged on the other side of the guide, so as to
draw the liner, which is being riveted, close to the guide.
Liners may be applied in this way in about an hour, and
I have often seen them run until the engine went to the

Oukk

-JidbSMfn r

in to foy (ffraomm.

SEES

4s iakftf off. /kfxfy hhepuftnasakK

Fig. 530 — Applying a Liner Without Talcing Down the

Crosshead.

shop for overhauling. A liner that has become loose, and
in which the rivet holes are elongated, may easily be used
by removing it and cutting it into two pieces, as indicated
on the illustration, and redrilling it as shown. — Thomas
Naylor, Roundhouse Foreynmi, Chicago, St. Paul, Min-
neapolis & Omaha, St James, Minn,

CYLINDER HEAD LIFTER.

A simple device for handling cylinder heads when they
are removed or replaced with the aid of a portable crane,
or by one suspended from the smoke stack, is shown in

J
I

•fk

Fig. 531— Cylinder Head Lifter.

Fig. S3L It is made of soft steel, the end A fitting over
the stud at the center of the cylinder head. The other
end is formed into a 2-in. eye to fit the crane hook. — C. C.
Leech, Foreman, Pennsylvania Railroad, Btiffalo, N. Y.

CYLINDER HEAD LIFTER.

Cylinder heads of locomotives equipped with a foot-
board extending over the steam chest, are difficult to

wu ./5-/..

.<.»

'/^

^i^^

Holt

I/'

£s:

I
«•

Fig. 532 — Device for Handling Cylinder Heads on Locomotives.

handle. The jib crane used for removing steam chest lids,
cylinder heads, etc., cannot be used unless the foot plate

is taken off. To overcome the difficulty the bar shown in
Fig. 532 is used. One end of it is put over the cylinder
head casing stud, the hanger near the end is hooked into
the jib crane chain and a man handles the tee handle on
the long end. This device, while exceedingly simple, is
a great convenience. — Charles Maier, Engine House
Foreman, West Jersey & Seashore, Atlantic City, N. /.

DRIVING BOX CELLARS, REMOVING.

A handy tool for removing driving box cellars is shown
in Fig. 533. Often a cellar sticks tightly and it is a diffi-

«' - v

.^-^

gb ^

j^Ofam.

U'-^

^ 1

kv-'-J

gOnfTi,,

iJ^rrrl „-.

Fig. 533 — ^Tool for Removing Driving Box Cellars.

cult job to get it out. By hooking the lug X into the
cellar bolt hole and using the points A and B on the tool
as fulcrums for a small bar, the cellar can be pulled out
quite easily. The tool may also be used to advantage for
stirring up or pulling the old packing out of the cellar
after it has been removed. It is made of soft steel and
the handle can be of any convenient size. — H. L. Burrhus,
Assistant to General Foreman, Erie Railroad, Sus-
quehanna, Pa,

CYLINDER HEAD TRUCK.

A handy truck for handling front cylinder heads and
placing them in position on the cylinder is shown in Fig,
534. The cylinder head is placed on the truck with the

J J ^^bctf //t hcks shown in
-^^pkrfB for odjusfin^ htfshf

n of head.

^•^ /found

Shffhr

Cos find"

Sfvd,

£:::

o
o

a^p

O
O

^ JZ ^

o
o
o
o

"Oit

-±

^^Boiier/ron
n¥€r€d fo nvifff^m.

Fig. 534— Cylinder Head Truck.

ENGINE HOUSE.

stud for the cylinder head casing projecting through the
slot in the ^s-in. plate. A washer and nut are placed on
the stud to hold the head on the truck. The head is then
adjusted so that when the truck is raised the studs will
enter it correctly. The truck is lifted to the position
shown in the drawing. The head may then be raised to
the proper height and held there by placing one of the U
pieces in the holes underneath it and using a bar in the
slot. By moving the truck forward the head can then be
slipped over the studs. — James Stei-ensoti, Foreman.
Pennsylvania Railroad, Olean, W Y.

At the Omaha, Neb., shops of- the Union Pacific is a
small roundhouse for storing locomotives while breaking
them in and also for making hght repairs. This building
is being extended so as to be available for making more
light repairs to engines which would ordinarily occupy
valuable space on the erecting shop tracks. Such repairs
usually involve the removal of engine or tender truck
wheels and driving wheels, and large drop pit jacks, as
shown in Fig. 536, are provided for this purpose. The
jacks are to be operated by water pressure from the shop
mains at 120 lbs, A new design has been devised for the
drop pit and its mechanism (Fig. 535), which includes
an improved method of removing the rails and locking
them. Ordinarily the rails are removed by hand or by
overhead jib cranes, but with the new design the rails
with their supporting beams are dropped with the wheels.
They are locked in position at regular rail level by a slid-
ing beam operated by a rack and a geared quadrant. The
hydraulic piston is 15 in. in diameter, and the cylinder is
supported on the pit truck by a cast iron housing in the
usual way. The piston is provided at the top with a cast
head 3 ft. wide, having brackets for the two 8-in. I-beams

Fig. 536— Drop Pit Jack.

Pig. 535— Drop Pit for Engine Houitt.

186

RAILWAY SHOP KINKS.

under each supporting rail. These beams are bedded on
2-in. oak planks and are bolted to the cast head, and
together with the rail are dropped with the wheels.

Along the pit walls near the top are bolted heavy cast
iron brackets that are fitted with guides through which
move the 12-in. I-beams that support the rail in normal
position. On the outer top ftange of the 12-in. beam a

drawings illustrate the design as worked out for large
driving wheels.

DROP PIT JACK, TELESCOPIC.

A telescopic air jack in a drop pit in the engine house
permits the use of a comparatively shallow pit, which is
of considerable advantage in that it is more handy to
work about and is also less dangerous. A jack which has
been used for this purpose is shown in detail in Fig. 537.
The wheels of the truck on which it is supported are 18
in. in diameter, the general arrangement of the truck
being clearly shown on the drawing. The piston is 17
in. in diameter. After it has reached the top of the cyl-
inder the inner cylinder starts to rise and the stroke of the
piston is thus practically doubled. — H. L. Burrhus, As-
sistant to Getu^ral Foreman, Erie Railroad, Susquehanna,
Pa.

DROP PIT RAIL REMOVER.

A handy and easily made device for moving the heavy
I-beams on which the rails are laid alongside of drop pits
is shown in Fig. 538. It consists of a piece of 8-in. pipe,
about 2 ft. long, capped at each end and fitted with an
ordinary piston packed with leather, the rod of which
extends out through one head, which is bored and fitted
with a gland and stuffing-box. At the end of the piston
rod is a bent piece of wrought iron which is riveted to

Fl«. 637— Teleacoplc Drop Pit Air Jack.

rack is bolted, and on the top of the pit wall are bearings
for the shaft which carries the geared quadrant. The
latter is operated by a lever and meshes with the rack.
When it is desired to drop wheels, the large I-beams are
withdrawn from contact with the wheel beams and the
space is clear for the latter to drop with the wheels. In
this way loose rails are kept out of the way, and the work
of handling them is performed by hydraulic power. The

Fig. 538— Drop Pit Rali Remover.

the web of the I-beam. The air connection is made, as
shown, with a three-way cock by which air can be ad-
mitted to either end of the cylinder and exhausted there-
from. When the rails are in place the piston stands with
the rod out, as shown in the drawing. After the wheels
have been raised from the rail, air is admitted to the head
and the rails are drawn to one side, thus permitting the
wheels to be dropped into the pit and removed. — A. S.
Davis, Shop Foreman, Nor them PaciHc, Jamestown,
N. D.

ECCENTRIC CRANK ARM REMOVER.

A device for quickly removing the eccentric crank arms
of the Walschaert valve gear is a necessity in the engine
house. A block and wedges for doing this are shown in
Fig. 539. The block B is of wrought iron, 9^ in. long,
6 in. wide and 6 in. high, and is cut out to fit over the
main rod bearing on the crank pin. After the main rod
strap and the rear brass have been removed, and the rod
has been pushed forward out of the way, the block is
slipped in in its place and fits easily between the inside of
the crank arm and the side rod bearing. The key-ways
in the block have a taper of % in. in 6 in., and the crank

ENGINE HOUSE.

187

arm is wedged off by driving the two soft steel keys in
them. This kink will easily start the most obstinate crank

^: —

T
I

^fi^ — 4- — ny

A..

n^ r^J

1 ft' -^

Fig. 539 — Block and Wedges for Removing Eccentric Crank
Arm of Walechaert Valve Gear.

arm without defacing it. — C. C, Leech, Foreman, Penn-
sylvania Railroad, Buffalo, N. Y,

ENGINES, CONDITION OF.

In large engine houses it is necessary to have some sys-
tem by which the condition of any engine in the house
may be determined at any time. A large board, a partial
view of which is shown in Fig. 540, is hung up in a con-
spicuous place, most convenient to all concerned. It is
made of matched lumber, painted black, and is spaced off
and lettered with yellow paint. Engineers and hostlers
bringing the engine into the house report the engine num-
ber, stall number and the repairs required. This informa-
tion, with the date received and the time called, is placed
on the board. When extensive repairs are required, or it
is necessary to give the engine a general overhauling, the
"cut out for repairs" column is used. The foreman and
workmen by consulting this board, and knowing the
nature of the repairs and the time the engine is called,
can work to better advantage. — A, G. Pancost, Elkhart,
Ind,

ECCENTRIC CRANK ARM REMOVER.

The device shown in Fig. 541 is as useful on the road
as in the shops, for when carried by the wreck crews or
kept at telegraph towers it immediately proves its worth
when an engine must be disconnected. The shell is laid

Mxh Sf9€/

i, si'- 4^^

7 —

1
1

1 Ajt/t SUtl

1
1

Fig. 641 — Eccentric Crank Arm Remover.

on the crank pin and the wedge inserted between the
eccentric crank arm and the shell. A few blows of the
hammer will loosen the tightest fitting crank arm. — F, S,
Robbins, Inspector, Pennsylvania Railroad, Renova, Pa.

ENGINES IN HOUSE^ RECORD. OF.

A good arrangement for keeping track of the exact
location of an engine after it is placed in the engine house
is shown on the accompanying form. It should have the
same number of horizontal spaces as theije are stalls in the
house. When the hostler brings an engine in the house
he must write the engine number, the time in and the
date on the blackboard on the line oppq^te the stall num-
ber where the engine is placed. The forman can then
fill in the time that the engine is to be called, or under
the column headed "Remarks," can show any special
work that is to be done on it. If all the work is completed

V - ■ ■■ ...

FREIGHT

PASSENGER

ENGINE
MO.

STALL
NO.

DATE
IN

TIME
CALLED

REPAIRS

CUT OUT
FOR REPAIRS

ENGIXE
KG.

STALL
NO.

DATE
IN

TIHE
CALLED

REPAIRS

CUT OUT
FOR REPAIRS

■

•

Fig. 540 — Partial View of Board Showing the Condition of Engines in the Engine House.

RAILWAY SHOP KIXKS.

before tlie engine is called, he marks it O. K. Any person
interested can readily see the condition of every engine
in the house by looking over the board. It also enables
the workmen to find the engine on which they are to work
quickly. If the engine nnmher is not shown on the board,
the)' will know positively that it has not yet been placed

No.
1.

IN.

1 OUT.

REM.^RKS.

No, Date. | Tim

E. 1 Date. | Time.

""T" 1

1 1

; i 1

1 1

FULCRUM FOR BAR, ADJV.STAHLB.

An adjustable foot to be used with a bar as indicated
in the drawing is shown in Fig. 543. This device is very
convenient for roundliouse work, and is used con-
tinually by the man who works on brake rigging. It
overcomes the necessity of, and loss of time in, hunting

in the house, and that it will be useless for them to waste
time in looking for it. .\s soon as the engine has left the
house, the foreman or some person with the proper author-
ity can erase the information, indicating that the stall is
empty and ready for another locomotive. — H. L. Burrhiis,
Assistant to General Foreman, Erie Railroad, Susque-
hanna, Pa.

FULCRUM FOR n.AR, ADJU.STABLE,

The step bracket in Fig. 542 is especially handy as a
fulcrum for puttiirg up shoes, wedges and binders. It is

C ^ I

^^3

Fig. 543— Adjustable Foot for Bar.

for blocks. Being adjustable for different heights, it is
particularly advantageous for a great variety of work,
snch as putting up shoes and wedges, etc. — Elmo N.
Oivcn, General Foreman, Southern Pacific, BakersHeld,
Cal.

GASKET CUTTER.

A portable pneumatic machine for cutting gaskets from
old hose is shown in Fig. 544. The former practice was
to cut such gaskets with a knife, but this took consider-

Fig. 542 — Stsp Bracket for Putting up Pedestal Binder*.

used with the vertical side placed against the outside of
the wheel. A bar is fulcrumed on one of the steps, as A,
and with one end extending through the wheel and under
the part to be raised. A sufficiently wide range is
afforded by the five steps or points of support for putting
up a binder.^CftiVo^tfo & North Western, Chicago.

Fig. 544 — Portable Pneumatic Gasket Cutter.

able time and the gaskets did not prove satisfactory.
With the new device, it is possible to keep a good stock
of different sizes on hand by having the machine placed

ENGINE HOL"SE.

in the tool room so that the man in charge can cut them
out during liis spare time. The ^-in. copper plate
against which the hose is held prevents the tool steel
cutter from being injured. Although a rather large air
cylinder is used (12 in. x 14 in.), the stroke is limited by
a bar, which passes through the slot in the piston rod, to
about S'/i in., so that only a comparatively small amount
of air is used. This bar also assists in driving out the
gasket after it has been cut, for as the piston rod drops
downward three pins which pass through the cutter come
in contact with the cross bar and force the gasket and
center upward. \'o trouble is experienced with the break-
age of cutters, as is the case when a hammer is used, —
Richard Beeson, Roundbottse Foreman, Piltsburgh &
Lake Erie, McKees Rocks, Pa.

gasket. As this is automatic, gaskets can be cut very
rapidly. — S. S. Li^htfoot, Bonus Demonstrator, Atchison,
Topcka & Santa Fc, San Bernardino, Cat.

HOIST, rXEUM.VTlC.

A pneumatic hoist with a trolley and an overhead track
is a most convenient means of handling heavy material
about the pits in an engine house. If the trolley tracks
are arranged in U shape, the legs of the U extending along
each side of a pit, each one of them will serve three pits.

G.VSKET CUTTER.

A gasket cutter of special design is shown in Fig. 545.
It is turned from tool steel and may be used either by
hand, with a special machine, or with an air hammer.
The cutting edges are turned to size and carefully hard-
ened. A coil spring operates the steel plug in the center,
and also the four ^^-in. pins in the annular space between
the cutting edges, for removing the center piece and the
completed gasket. A ring with four set screws, having

a^'^

-^i^ir-/--^

tr Sprint
CofU

Pig. 545 — Gasket Cutter.

1/16-in. ends bearing on the ends of the J^-in. pins, is
fitted to the cutter, as shown. A steel plug 21/32 in. in
diameter, is mounted on a J-i-in. pin extending diagonally
through the cutter and the ring. Slots are made in the
cutter to allow movement of the plug on the pin. When
pressure is applied to the tool and the gasket is cut, the
plug is forced back against the coi! spring. Upon releas-
ing the pressure, the coil spring forces out the plug, the
collar and the pins, which in turn push out the center and

Fig. 54«— Pneumatic Hoist

thus requiring a minimum number of hoists. An air hose
expending from above the center of the middle pit can be
made to follow either leg of the U, The hoist, which is
shown in detail in Fig. 546, has a capacity of from 1,200
to 1,500 lbs., and can be made any desired length. The
cyhndrical portion is made of brass, but heavy iron pipe
may be used after it has been properly smoothed inside,
or cast iron may be used. In the latter case, the wail
should be not less than y'l in. thick. The construction of
the hoist is clearly shown on the drawing. — C. C. Leech,
Foreman, Pennsylvania Railroad, Buffalo, N. Y.

OLD MAX FOR BOILER WORK.

Probably one of the simplest substitutes for an old man
in drilling holes in a boiler shell is the device shown in
Fig, 547, It is always a matter of difficulty to place an

190

RAILWAY SHOP KINKS.

ordinary old man for drilling holes in the boiler shell, work is being done in the roundhouse under a hot engine,
This device consists merely of a metal plate and sufficient is a most difficult job. A light, portable jack designed
chain attached to it to extend around the boiler. After for this work and which is quite efficient is shown in Fig.
passing the chain around the boiler and allowing for the 548. The cross-pieces are made of light sheet metal,

made angular to provide stiffness. The air cylinder is
mounted at one end and its piston carries a shoe — made
from an ordinary engine step — on which the binder rests.
In using, the binder is placed on the shoe, air is applied
and the binder is carried up and held in place until the
nuts are placed. — Lehigh Valley, Sayre, Pa.

rlSTON FOLLOWER BOLTS, CH.\SING.

A considerable saving of time results from the use of

the small pneumatic bench lathe, shown in Fig, 549, for

_, ^., ^. .... «.j .. chasinET follower bolts. It consists of an air motor A

Fig. 547— Flexible Old Man. *>, ,, . „. , ....^

mounted on the base plate B ; also of a special chuck C

air motor and drill, links are slipped into the openings for holding the follower bolt, a tailstock £ and a tool

shown. The feed center of the motor operates against

the center mark in the plate. This device is especially

handy in roundhouse work, saving a large amount of

time which is usually consumed in arranging for the

ordinary old man. For the want of a better name we have

termed this tool a flexible old man, as it so effectively

overcomes the many difficulties which are met in using

the ordinary old man, due in great part to its limits as to

flexibility and adjustment. — Baltimore & Ohio, Mt. Clare

Shops, Baltimore, Md.

PEDESTAL BINDER, JACK FOR.

Raising and lowering heavy pedestal binders, especially
when the wheels are under the locomotive, or when the

Fig. 549 — Pneumatic Lathe for Chaiing Follower Bolt*.

carriage F, which carries the chaser to G. This pro-
vides a simple and easy means of chasing follower bolts
at the bench and is especially useful in connection whh
roundhouse work. — Chicago & North Western, Chicago.

PISTON RING TOOLS. ■

Two handy tools for applying snap rings to a piston
head are shown in Fig. S50. The tool A spreads the ring

Fig, 548 — Jack for Handling Heavy Pedeatal Binder

Fig. 5S0— Tools for Applying Snap Ringi to Pliton HOMl.

and B is used as a lever for pulling it down into place. —
Chicago S- North Western, Chicago.

ENGINE HOUSE.

191

PISTON ROD PACKING, CHANGING.

A time and labor-saving device for use in connection
with the changing of piston rod and valve stem packing
is shown in Fig. 551. Unless a special device of this kind
is used for holding the gland in place while the nuts are
being removed or put on, the machinist doing the work
must have a helper to assist him. In that case the helper
would hold the gland in place with a bar, but when the
nuts are removed and he starts to ease up on the pressure
on the gland in order to allow it to back off, the bar is
liable to slip and allow the gland to be thrown back
against the crosshead, often knocking off the copper ring
that forms the joint. It then becomes necessary to draw
the piston rod from the crosshead to put in a new joint.
With the use of the device illustrated one man can change
the packing, and there is no possibility of the copper ring
being injured or of the machinist bruising his hand, due
to the slipping of the gland.

The ram or pusher B is 1 in. in diameter, the end A

•"-^ ^_rT2fJ\.ruy,j\j\j\^ru\j\j\jyj\J\^^

To Jifif /arf9»fpisfon rod.

5cnw

rrrtg^er

Cfamp.

4p- 2i- — ^>i<- — si' — -►

A^z'

- a

Fig. 551 — Device to Facilitate the Changing of Piston Rod

Packing.

butting against the gland. D is made of a piece of 1-in.
pipe and forms a sleeve for B to work in. To remove a
gland, the pipe D is clamped to the rod. As may be seen
from the illustration, the bottom of the pipe is trimmed
for its full length so as to fit snugly on the rod. D is
adjusted so that the pusher B is extended as far outward
as it will go and still mesh with the teeth on gear £. The
clutch F is then dropped down, engaging the teeth in B.
The nuts on the gland are removed, after which a wrench
is placed on the end of the j4-in. shaft to which E is
keyed, the clutch F is thrown backward, and the gland is
backed off slowly. New packing is put on the rod, after
which the gland is forced back into position and held by
the clutch F while the nuts are being replaced. — F.
Nowell, Locomotive Foreman, Canadian Pacific, Ottawa,
Ont,, Can.

PISTON VALVE PORT OPENINGS, DEVICE TO FACILITATE

TAKING.

when steam is up. The device shown in Fig. 552, which
can be made for 75 cents, greatly assists in this work.
Ati indicator plug is removed and the small end of the

Fig. 552— Device to Facilitate Taking Piston Valve Port

Openings.

device inserted. It is provided with an electric light and
the opening can be plainly seen, regardless of the steam.
No guesswork is necessary, as is the case when using
pieces of tin or wire to catch the opening. — C. /. Drury,
General Roundhouse Foreman, Atchison, Topeka &
Santa Fe, Albuquerque, New Mex.

SAND BOXES, REPAIRING.

The problem of repairing sand boxes in the engine
house is complicated by the need of having some means

Emptying Sand From 5anti
Box /nfo Tank.

fbrcfnff Sand Back /nio Janef Boat.

Fig. 553 — Handy Device Used In Connection With the Re-
pairing of Sand Boxes.

Many machinists know what trouble is experienced in of emptying the sand from the box and replacing it after
taking the port openings on a piston valve locomotive the repairs have been made. The usual practice, when

192

RAILWAY SHOP KINKS.

it is known in advance that repairs must be made to the
sand box, is not to take sand before going into the house.
Such sand as remains in the box at the end of the trip
is rini out on the engine house floor or in the pit and is
carted to the sandhouse or the refuse dump by a laborer.
It is then necessary for the engine to take sand on its
way from the house, which is not always a convenient
operation, particularly if special provision has not been
made for sanding on the outgoing track and the operat-
ing department is in a hurry to get the engine. To over-
come this the portable tank shown in Fig. 553 has been
constructed. It is wheeled alongside the engine, the
sand pipe is disconnected, and tlie sand is run into the
tank through the rubber hose, connected as shown in
the left-hand view in the illustration. When repairs
have been completed, the portable tank is connected to
the sand box, as shown in the right-hand view, and air
is atUnitted to the tank by connecting the air hose to
the air line and opening the }i-m. cut-out cock. The
l.^-in. cut-out cock is opened and the air pressure forces
the sand back into the sand box. This method makes it
possible to fill defective sand boxes before they come into
the house and thus prevents any delay on leaving the
house. The portable sand tank is 26 in, x 40 in. in size
and is constructed of 5/16-in. steel. — Richard Beeson,
Roundhouse Foreman, Pitlsbitrgh &■ Lake Erie, McKees
Rocks. Pa.

SAND BOX REPAIRS,

The apparatus shown in Fig. 554 is used for tem-
poriarly holding the sand when repairing locomotive sand
boxes. Two holes are drilled near the top of the barrel
and an iron rod is run through them. Another hole is
bored in the bottom, as shown, and a sheet iron valve is

box by opening the valve at the bottom. — lames Steven-
son, Foreman, Pennsylvania Railroad, Olean, K. Y.

SAND DRYER.

A steam sand dryer, which is simple and does the
work of two stoves, is shown in Fig, 555. The hopper
is about 58 in. x 97 in. and has a nest of steam pipes in the
bottom. These pipes are placed close together and will
not allow the sand to pass through while wet or damp,

p- -^ ^ i

l******S

ow<

. „r J

Fig. 555 — Steam Sand Dryer.

but when dry it falls through readily without any shaking
or sifting. All of the joints of the piping are made out-
side, and, in case of a leak, the sand in the hopper is not
moistened. — C. I. Drury, General Roundhouse Foreman,
Atchison, Topeka & Santa Fe, Albuquerque, Nezv Mex.

SAW FOR LOCOMOTIVE FRAMES.

A convenient device for sawing a locomotive frame in
order to insert a piece for a new weld is shown in Fig.
556. It consists of a portable rail saw, as manufactured
by the Vandyck Churchill Company, so arranged that
it may be operated by an air motor connected to shaft A,

F<B> BS4 — Temporary Receptacle for Sard.

provided for closing it. When it is necessary to draw
the sand from the box it is run into the barrel and the
necessary repairs are made. The barrel is then lifted np
over the sand box and the sand is allowed to run into the

Fig* S56 — Locomotive Frame Cotd Saw.

and fed by hand or automatically by the pawl and feed
mechanism shown in the illustration. Two adjustable
legs support one end of the machine while the other end
is clamped to the locomotive frame. — R. G. Bennett,

ENGINE HOUSE.

193

Motive Power Inspector, Pennsylvania Railroad, Pitts-
btirgh, Pa.

SAW, PORTABLE HACK.

The portable air motor-driven hack saw, shown in Fig.
557, is used principally for cutting out sections of broken
frames which it is desired to weld without removing from
the engine. The angle iron is clamped to th^ engine
frame and the rear end of the saw frame is supported on

ffofor i20 fi.P.M,

Nofti Saws phced Ao cuf
ffi ofiposifg ef/recf/on.

y /^^! ^

Fig. 557 — Portable Hack Saw Driven by an Air Motor.

blocking. The two saw blades are placed to cut in
opposite directions and are spaced apart by blocking, to
suit the thickness of the piece which it is desired to re-
move. — Richard Bceson, Roundhouse Foreman, Pitts-
burgh & Lake Erie, McKees Rocks, Pa,

SPRING COMPRESSOR.

An apparatus for compressing the spring so that the
driving or truck spring hangers can be put in position is

*>«

Fig. 558 — Spring Compressor.

shown in Fig. 558. It consists of a flat bar A with a
series of holes drilled at one end and a hinge hook C at

the other. It is placed against the inside of the frame
and a key B inserted in one of the upper holes. The
chain is drawn down and looped into the hook (the draw-
ing does not show this quite as clearly as it should) . BV
operating the screw at the bottom the spring can then be
compressed the desired amount. — A. Lowe, Canadian
Pacific Raikvay, Glen Yard, Westmount, Montreal,

SPRINGS, DEVICE FOR REMOVING AND APPLYING.

The lever and the clamp, shown in Fig. 559 afford a
most convenient means for removing and applying driv-
ing springs in the engine house.' With the driving wheels
in place, the springs are usually quite inaccessible and
ordinarily four or five men are required to move a spring
by the obstructions, and in so doing they often crush their
fingers. The clamp of the new device, by which the
spring is lifted, consists of two hooks which engage the
ends of the spring. These are connected by a turn-
buckle, so that adjustment can readily be made for dif-
ferent lengths of springs. By means of the I-bolt at-
tached to gne side of the turnbuckle, connection is made

Zrll 4 Sfef.TumbuckM

-HK-I

» _-r

%\3

-- ^i — ^ ^^A///*-— H

"tni— ,—

%S^i

# ^»

y'%

J If

^ _ s/J^-

-H / V
•ct I Isf 1 J I /^ If^^ CAa/n ciroanef

'Rurtn/ng 0oa/tt

Fig. 559 — Lever and Clamp for Removing or Applying Driv-
ing Springe.

to the clevis on the end of the iron lever. This lever is
suspended from the running board by means of a ^-in.
chain, which engages one of the six notches in the lever
to prevent its slipping. In removing a spring, two men
press down on the handle of the lever and lift the spring ;
then by pushing it sideways it may be lowered on to one
of the side rods, from which point it is handled in the
usual manner. It takes half as manv men and half the
time to do the work in this way as compared to the old
method; it is also much safer. — C. /. Lindgren, Round-
house Foreman, Chicago, Burlington & Quincy, Aurora,
III

SPRING PULLER.

There is probably more temper lost, especially in the
roundhouse when the locomotive is fired up and due out,

194

RAILWAY SHOP KINKS.

in connection with spring pulling than with any other
job on the locomotive. Various spring pullers have been
devised, using chains or plates or a combination of both,
but the block here shown, Fig. 560. is probably one of
the most effective ones which can be devised. This block

valves are located on each side of the pit to which hose
is attached for cooling off hot journals. The cylinders
are piped together, but are so arranged that they may
be used independently if desired ; the piping may be
connected either to the shop air line or to the train
tine hose back of the tank. The plungers of the
cylinders are provided with removable pieces E, which
fit between the tops of the cylinders and the under sides of
the journal boxes. — Charles Maier, Engine House Fore-
man, West Jersey & Seashore, Atlanlic City, -V. 7.

SrRlNG PULLER.

A toot which is very useful for rapidly removing
broken or defective locomotive springs in the round-
house is shown in Fig. 562. Being light, the device is
easily handled and quickly adjusted. The hardened point

Pig. B60 — Spring Puller.

is used with two plates which extend up to the top of the

spring. A bolt is placed across the spring an3 through
the plates and the hooks of the block are inserted in slots
in the lower ends of the plates, which are sufficiently
long to permit the screw working against the under side
of the lower frame rail. The tool's lightness, simplicity
and effectiveness are the points which particularly recom-
mend it— Baltimore & Ohio, Mt. Clare Shops, Balti-
more, Md.

TENDER TRUCK BEARINGS, CHANGING.

An arrangement for sponging journal boxes and re-
moving brasses is shown in Fig. 561. The track is
equipped with air jacks in a pit and the necessary tools
and blocking are kept in a tool chest near by. Two air
cylinders are used for removing tender truck brasses
and two for removing trailer and engine truck brasses.

.#.

J —

.1-

1..

._:!__.

.4..

Fig. 561 — Pit* and Jack* for Removing Journal Bsarlnga.

These cylinders are 14 in. in diameter and have a 12-in.
lift, using air pressure from 100 to 135 lbs. per sq. in.
Two chains are provided with each pair of cylinders,
which go under an iron bar, that passes under both rails,
and over the axle, holding the wheel to the rail while the
journal box is raised to remove the bearing. Two water

Fig. 562 — Spring Puller.

bears against the lower rail of the frame, and the hook
grips over the top of the spring. The two side bars
are fitted with a series of pin holes at each end in order
that the length may be varied to suit conditions. — A. D.
Porter, Shop EiRciency Foreman, Canadian Pacific, West
Toronto, C<i»ada.

TENDER TRUCK LEARINGS, RKMOVING.

In removing tender truck brasses two hydraulic jacks
are generally used and the wheel is often raised, pre-
venting the brass from being removed. In the latter case
it is necessary to use a pry on top of the wheel, which
requires extra help to remove a defective brass. By the

ENGINE HOUSE.

195

device here shown. Fig. 563, one man can readily remove 9 in. in diameter and 24 in. long, with a pipe and funnel
a brass in four or five minutes. A small screw or at the top for filling and one leading off from the bot-
hydratilic jack is placed about 4 ft. from the wheel and torn to the burner, which is shown at the right. Air is

admitted to the top of the reservoir, thereby putting a
pressure on the gasolene ; at the same time it comes down
to the burner through the pipe on the outside. The
mixture of air and gasolene is drawn out through the

Fig. 563 — Device for Removing Tender Truck Braseee.

a piece of rail is used as a lever. — C. /. Drury, General
Roundhouse Foreman, ^tchisoti, To/'eka & Santa Fe,
Albuquerque, N, Mex.

TENDER TKL-CK BEARINGS, REMOVING.

A special kink, which is useful in removing tender
truck brasses, is shown in the photograph. Fig. 564. It
not onlv saves the time which is required in looking for
blocking on which to place the jack, but also holds the
wheel to the rail, as the lip on its end fits over the tread
of the wheel. Occasionally the wheel will tip up if a

Pig. 5e&— Tire Heater.

Y connection into the circular burner that surrounds
the tire and is there ignited, heating the tire in the ordi-
nary way. — A. Loivc, Canadian Pacific Railway, Glen
Yard, Westmount, Montreal.

device of this kind is not used, due to the weight on the
other end of the axle. The tool has been used success-
fully on soft ground where ordinary blocking would sink
in. It can be made of any size iron, but for good results
it is best to use a piece of 1-in. x 5-in., about 14 in. long. —
H. L. Burrhus, Assistoiit to General Foreman, Erie Rail-
road, Susquehanna, Pa.

TIRE HE.\TElt.

The tire heater shown in Fig. 565 uses gasolene. It

is a simple cont;

consisting of a reservoir about

TIRE HEATER.

A portable oil tank and heater for use in connection
with a tire heating ring is shown in Fig. 566. It is a
simple and economical device for removing or applying
driving or truck wheel tires in an engine house. The
oil tank A is an old 12-in. x 33-in. auxiliary reservoir, -
A Ys-va, feed pipe extends from the tee just above the
top head down into the tank and to within one inch of
the bottom. One end of the tee is connected to the
54-in. supply pipe C, provided with a check valve, which
goes to the heater B. The other end of the tee is con-
nected to the air supply, which may be throttled down
to give the desired mixture for proper combustion. At
the side of the tank is an air pipe connected to the air
system through a reducing valve set to 20 lbs. This
gives the pressure necessary to drive the oil from the
tank A through the heater B to the ring. The heater B,
made from an old 12-in. air brake cylinder with 9 ft. of
^-in. pipe coiled inside of it, heats the oil, forming a

196

RAILWAY SHOP KINKS.

gas. This pipe comes out of the heater at D and is con- pipe which is concentric with the one shown, the outer
nected to the pipe extending to the heating ring by a pipe carrying the air for mixture with the oil at the
coupler at E. The heater is heated by wood, charcoal nosizlc. The oil is forced in both directions through the
or by a burner fed from the oil pipe. The tire heating circular pipe and, by proper regulation and after the
ring is made of 1-in. pipe, with openings J^ in. long and pipe has become heated, makes a steady blue flame all

around the circumference of the tire. There is an open
space of about 2 in. on each side of the T-end of the
delivery pipe. This allows for syphoning outside air
into the circular pipe. The tires are handled by the jaw
clamps with a block and fall from a wall crane. It re-
quires from 15 to 25 minutes to remove or replace a tire
by this method of heating. — Long Island Railroad,
Morris Park, N. Y.

The tire wear gage, shown in Fig. 568, is a simple and
effective tool. The sliding blade, which fits in the slot
and may be locked in place by the small bolt, is located
one inch from the throat of the flange. The gage is
placed in position over the flange, and the sliding blade

Fig. 56S— Tire Heater.

the width of the hack saw blade, which gives a good wide
flame. This arrangement comes in very handy where
driving tires are to be tightened at outlying points. —
W. H. Fetner, Master Mechanic, and C. L. Dickert,
General Foreman, Central of Georgia, Macon, Ga.

The method of heating tires at the Long Island shops
is illustrated in the photograph. Fig. 567. Wheels are
handled to the 'stationary stand by the shop crane. This
stand is made from an old axle, into which a cross frame

/" '^A

Ffg. 5W— Tlr« Wear Gafle.

is pressed down to the contact with the tire, the wear
being indicated on the scale. The straight side of the
gage is used for measuring the wear of plain tires
in a similar manner. — L. M. Granger, Assistant General
Foreman, and John Todd, Machinist Foreman, Erie Rail-
road, Gallon, 0.

1 Petition for Heating

In setting tires in the engine house, a pair of iron
wedges, 5 in. wide, 2j/. in. high and 28 in. long, are
placed on the track and the engine is moved over them
by means of a shop locomolive. The spring saddles are
then blocked from the frame by the use of old rod keys,
after which the engine is moved off of the wedges. The
wheels and axle, which now carry onl\' their own weight,
are jacked up. The brake shoes are removed, and a gas
burner, which is made of 1-in. pipe in two sections, is
slipped over the tire and heat is applied. By this method
one tire can be set in one hour, whereas by the old method
of jacking up the engine and taking down the rods it
required three hours. — C. /. Lindgren, Roundhouse Fore-
man, Chicago, Burlhi_gton & Qiiincy, Aurora, III.

^, . , . , ■ , .L .■ ■ TOOL BOX, PORT.\BLE.

brace is secured. The pipe which encircles the tire is

perforated with '/i-iuch holes. The cheapest grade of Each mechanic in the engine house has a standard

fuel oil is used with this heater. The oil is contained in portable tool box, as shown in Fig. 569. It is somewhat

the old air reservoir, and is forced to the jet by air pres- higher than similar boxes used on other roads, measuring

sure in the tank. The oil reaches the jet through a small 32j4 in. from the floor to the top of the box. The box

ENGINE HOUSE.

the box may easily be moved about the house. The tin
holder at the back is for work slips. — C. P. IVilkinson,
Apprentice Instructor, Michigan Central, Jackson, Mich.

TOOI. BOX, PORTABLE STEEL.

Portable tool boxes for the machinists are made of
steel. This construction, while more expensive than
wood, is practically indestructible, and the boxes cannot
be broken open. One -sixteenth -inch steel is used and
the boxes are 39 in. x 18 in. x lOj-i in. — Richard Beeson,
Roundhouse Foreman, Pittsburgh & Lake Erie, McKees
Rocks, Pa.

TUUE .\UGER.

A simple tube auger is shown in Fig. 570. The handle
is made of js-in. round iron, to which is welded the flat

■■■aff. **o. US'-

Fig. S70 — Tube Auger.

twisted J4-in. x 1'4-in. soft steel stock. This auger may
be made in any length, the three lengths used in our
engine house being shown on the drawing. — C. C. Leech,
Foreman, Pennsylvania Railroad, Buffalo, N. Y.

Fig. 569 — Portable Tool Box.

WHEEL PRESS, PORTABLE.

measures 42 in. x 18 in. x 14 in. inside and is made of A portable combined pneumatic and hydraulic wheel
yi-m. material. The wheels are 19 in. in diameter so that press with a capacity up to 190 tons is shown in Fig. 571,

Fig. 571— Portable Wheel Preee.

198

RAILWAY SHOP KINKS.

It is mounted on a 4-wheel truck so that it can be used
in the roundhouse or in any part of the shop. The
ordinary work of pressing a wheel on the axle is accom-
plished with this machine in three minutes. The 14-in.
piston in the air cylinder operates a 1 9/16 in. hydraulic
plunger, which forces water into the ram in the press.
The air cylinder is operated by a valve, shown in section,
and the operation of the various parts is as follows:
When the handle is in the center, air is cut off.
The handle in position R opens valve £ and closes
valve D, making connection to the 14-in. air cylinder
through F E B, as shown by arrows, also closing air
inlet in valve Z at G and making connection through H
and M to the atmosphere, as shown on section of valve
Z at G M II, raising the 14-in. air piston and the
1 9/16-in. water piston, forcing water into the ram.
The handle in position L closes valve £ and opens valve
D, making connection B D A from the 14-in. air cylinder
to the atmosphere ;. also opening the air connection on
valve Z through G H, as shown on the section of valve
Z, to the top of the water tank, forcing water through
the pipe at the bottom of the tank to the top of the
1 9/16-in. piston, forcing the piston down and filling the
hydraulic cylinder with water ready for another stroke.
Each stroke moves the ram }i in. To force the ram back,
put the handle in the center and open globe valves S T.
— John Home. Draftsman, Chicago, Burlington &
Qmncy, St. Joseph, Mo.

WHEELS, TRUCK FOR MOUNTED.

An important advantage of the wagon for mounted
wheels; which is shown in Fig. 572, is the fact that it
will turn in its own length, and can thus be used success-
fully in getting around sharp corners in a crowded

Fig. 572— Wagon for Mounted Whasla.

roundhouse. It is made of a 2-in. x 12-in. oak plank,
6 ft. long, which is hung at its center on the wrought
iron axle. The wheels are 10 in, in diameter and have
3-in, threads. The oak plank is stiffened and strength-
ened by the two trusses of J/^-in. x 2-in. iron, which lip
over the plank at its ends and are securely bolted to it by

the 5'8-in. bolts. A bracket of J^-in. x 2-in. iron, over
which the truss straps extend, is bolted over the axle. A
'/2-in. X 2-in. strap is also placed across the plank on the
under side at each end. The top of the wagon is only
a few inches above the floor, and the wheels can readily
be rolled on it by using a set of iron, or iron faced wooden
wedges, which may easily be carried on the wagon.
These are usually made 6 in, wide and 18 in. long, and
of the proper height to suit the wagon. As the wheels
are rolled on the wagon they drop into the recessed parts
C, which prevent them from rolling off. The wagon may
easily be moved about by placing a rope through the eye-
strap at the end. — C. C. Leech, Foreman, Pennsylvania
Railroad, Buffalo, N. }'.

A vise stand for engine house use is shown in Fig. 573.
It is made of cast iron and of a suitable size for placing
it between or at the ends of the pits and is much more

/?9v.,

Fig. 573— ViM SUnd.

convenient than a wooden bench placed against the wall.
It occupies very little space, and at the same time is very
rigid and more substantial than any form of wooden
bench. The top may be used for straightening bolts, rods,
etc., and the design of the base provides no place for scrap
material to accumulate. — E. J. McKernan, Tool Super-
lisoT, Atchison, Topcka &• Santa Fe, Topeka, Kan.

WORK BEN'Cn.

A small bench for a vise is shown in Fig, 574. One of
these is attached to the posts between every other pit.

EXGI.N'E HOUSE.

The top is 24 by 32 in. in size and is made of 3-in. oak,
resting on l)4-'i- angle irons and braced by 2 x j4-in.

the vise end,of the frame carries the axle for the wheels.
The weight of the vise at one end so balances the bench

Fiff. 575— Portable Work Bench.

that one man can easily wheel it about the house. — A. G.

Pancost, Elkhart, Ind.

WORK BENCH, PORTABLE.

Much time is saved by the portable work bench shown
in Fig. 576, as the workman can move it near the engine
and does not have to carry material back and forth, as is
necessary where a wall bench is used. The wheels are
of large diameter and the bench can readily be moved
from one engine to another. It is 28 in. x Z6 in. at the
top and stands 30 in. high. The construction is sub-
stantial, and the drawer is large enough to hold the nec-
essary tools. — WUHam G. Reyer, General Foreman,
Nashville, Chattanooga &■ Si. Louis, Nashville, Tenn.

F\q. 574— Vise Bench.

iron, as shown. The bench takes up very little room, is
rigid, and is conveniently placed. — C. P. Wilkinson, Ap-
prentice Instructor, Michigan Central, JacHson, Mich.

WORK BENCH, PORTABLE.

A portable work bench is a necessity in a roundhouse.
Two or three benches of this kind, .such as shown in Fig.
575, will take care of this class of work nicely in a 20 to
25-stall roundhouse. The bench is made of oak, well
braced and bolted together, and is fitted with a large
swivel vise, as shown. The handles at one end are so
attached that when they are not in use they drop down
alongside the legs out of the way. A special casting at

WORK BENCH, PORTABLE.

A portable bench, designed for use in the roundhouse
s shown in Fig. 577. The top is covered with a sheet of

Fig. B77 — Portable Roundhouse Worit Bench.

Fig. 576— Portable Woric Bench.

200

RAILWAY SHOP KINKS.

No. 16 iron and a vise is secured to the end as indicated.
The 20-in. x 20-in. x 5-in. drawer is sufficiently large to
carry all small tools required, while larger ones are placed
on the inside of the bench itself. This bench will be found
a handy and time-saving device by machinists in the
roundhouse.— ^£/ wo N. Owen, General Foreman, South-
ern Pacific, BakersHeld, Cat.

WORK BENCH, PORTABLE.

A portable work bench is shown in Fig. 578. By rais-
ing the end of the 1-in. handle and placing it in the hook,
the wheels are lowered to the floor, and one pair of bench

3* i

Fig. 578— Portable Work Bench.

legs is raised upward. The bench can then easily be
rolled to the most advantageous position for handling the
work for which it is to be used. By unhooking and
lowering the handle, the legs of the bench again come in
contact with the floor. The construction is simple and
inexpensive and provides the necessary rigidity. The
detail of the brackets in which the axle fits and of the
arm or handle at the center of the axle are shown on the
drawing. — H. S. Ranch, Apprentice Instructor, New
York Central &■ Hudson River, Oswego, N. Y.

WOKK BE PORTS,

An important feature of a good engine house organiza-
tion is the use of the individual engine work report book.
This should be kept in a small box or holder in the engine
cab, provided exclusively for the purpose, and should be
used only by the engineer who is running the engine.
The book should have duplicate or carbon sheets, and the
engineer should fill out his work report as soon as lie
discovers anything wrong. Quite often the train must be
stopped on the road, giving the engineer a good oppor-
tunity to inspect the engine. He may notice some repair
that should be made, but too often trusts to his memory
to report it on his arrival at the terminal, and sometimes
forgets it. If he immediately makes a note of it in the
report book there will be no trouble of this kind. Again,
if the engine is due at the terminal after dark, and the
engineer has an opportunity to inspect it on the road by
daylight late in the afternoon and to make out his report
at that time, he will make a much closer inspection and
his report will be more accurate.

Another advantage is that where engines are not as-
signed to regular engineers, any engineer that is called to
take an engine out can look over the report book and see
just what the troubles on the previous trips have been and
thus be forewarned. By always having the work report
book on the engine, any information concerning its per-
formance can be obtained quickly, thus saving the time
of checking over a great number of work reports. When
an engine arrives at the engine house, the work report
should be taken from the cab by the leading inspector or
the foreman of the ash pit, and be given to the round-
house foreman, thus enabling him to get a check on the
kind and amount of repairs that will be required, and also
assisting him' in assigning the engine to the pit in the
house where this work can be most advantageously done.
This one point alone is quite important and eliminates a
great deal of unnecessary transferring of engines after
they have been placed in the house. — H. L. Bitrrhus, As-
sistant to General Foreman, Erie Railroad, Susquehanna,
Fa.

Gar Department Kinks, General

AXLE TRUCK.

A car wheel axle truck, which, with the exception of
the wheel and chains, is made entirely of Ij^-in. iron pipe
and fittings is shown in Fig, 579, By raising the handle
and opening the rear hook by means of the rawhide cord
the axle may be gripped at one end by the hook and then
by lowering the handle the axle may be gripped at the'

battered ends. Instead of starting at the end of the boh,
as is done with the standard die, the two pieces are placed
over the threaded portion, the holder is slipped over them
and the die is screwed off the bolt. — F. Rattek, Brighton,
Mass.

BOLT SHEARS.

A serviceable device for a car repair yard is the bolt
shearing machine shown in Fig. 581. It consists of a
long lever £, pivoted at G, with a knife blade F bolted
to it. The lever is operated by a 10-in. air brake cylinder.
A piece of iron D, notched to receive ^-in,, %-m. or l-in,
bolts, is bolted to the crosspiece; when air is supplied to
the cylinder the knife shears the bolt. The whole
mechanism is mounted in a wooden frame support and

©^

Fig. 679— Axl« Truck.

other end in a similar manner. The truck is operated by
one man and will handle any size car axle. It is easily
made at a cost not to exceed $10. With a little practice
the axles may be easily balanced when they are picked up.

— E. /. McKcrimn, Tool Supen-isor, Atchison, Topeka
& Santa Fe, Topeka, Kan.

BOLTS, RE-THREADING.

any car repairer can operate the machine, thus relieving
To the car repairman the two-piece die and die holder, ^j,^ blacksmith shop of many small jobs.-^. G. Bennett.
shown in Fig, 580, are worth their weight in gold for

'^i'J'Kn'

Pig. B81— Bolt ahearinf Machine.

running over old bolts that have become rusted or have

MoHtc Power Inspector
burgh. Pa.

Pennsylvania Railroad, Pitts-

Flg. 580 — Die for Repairing Mutilated Threads on BolU.

BOX CAR DOOR TRUCK,

A simple and handy truck (Fig. 582) is used for hand-
Hng car doors about the yard. The door sets between
the metal guides on the truck and one end wedges between
the two parts of the wooden handle. The guides are
constructed of J^ by 2-in. iron, as shown, and are bolted

202 RAILWAY SHOP KINKS.

to the K-'n. plate at the bottom, which is 6 in. wide and table are a number of bins containing all the necessary
about 16^2 in. long. The wheels are 9^ in. in diameter, nails, castings, screws, etc. — Delaware, Lackawanna &

Western, East Buffalo, A'. Y.

BR.\KE CVLINTJiiR AND RESERVOIR WINDLASS.

.■\ simple device, which is a time-saver in putting up air
cylinders and reservoirs on new freight equipment, is
shown in Fig. 584. The drum consists of a piece of
lJ4-in. pipe, 10 ft. long, the end of which is provided
with an oak crossbar about 4 ft. long. This device is
applicable only on new cars and is used before the floor-

"4'

Fig. 582— Box Car Door Truck.

Car Shops, East

— A'«t' York Central & Hudson Rtvci
Buffalo, X. v.

BOX CAR DOOHS, MAKING.

Accuracy and rapidity in the building of box car doors
is secured by the use of a cast iron plate 3^ in. thick
and 7 ft. 3 in. wide by 8 ft. 6 in. long. On two sides,
at right angles to each other, are flanges 2 in. high, as
shown in Fig, 583. The door frame is laid on the plate,
as shown by the photograph, and the siding is placed on
it and nailed to it. Near the back of the plate will be
seen what appears to be a boss with a handle on it. This
is a cam which fits in a hole in the plate ; it was intended

Fig. 5W — Hand WIndlaia for Reaervoln and Braks Cylinder!.

ing is laid. It is placed across the sills, and a piece of
rope or chain is passed around the reservoir or cylinder,
lying on the ground, and fastened to the windlass drum
at the eye-bolts shown. By revolving the handle, the
cylinder, or reservoir, is elevated to position. Using this
device, two men can place the cylinders and reservoirs
on six cars in 30 minutes. — Guy A. Adams, Foreman,
Boston & Maine, Concord, N. H.

BRAKE CYLIN

. AND RESERVOIR WINDL.^SS.

A handy device for elevating and holding the air cyl-
inders and reservoirs of freight cars in place for bolting
is shown in Fig. 585, The frame consists of two oak
pieces, Ij^ in, x 6 in. x 4 ft. 6 in. They are spaced about
48 in. apart by pieces of l-in, pipe and are held rigidly

Fig. 583 — rron Table for Building Box Car Doora.

by turning the handle to force the siding boards tightly
against each other and hold them there while they were
being nailed on the frame. There were three of these
cams. This practice has been discontinued, however, as
it has been found that the dry lumber, when it becomes
exposed to the rain and moisture, swells, with resulting
injury to the appearance of the door. Underneath the

j IrBftSod^ /I ^M

Fig. 586 — Brake Cylinder and Reeervoir WIndlaa*.

together by .'-^-in, iron rods, which pass through the
pipes. The tops of the uprights are rounded off and
notched to grip the corner of the side sill. Metal points
in the feet of the uprights prevent shpping. The drum

CAR DEPARTMENT, GENERAL.

203

of the windlass consists of a Ij^-in. pipe, at the end of
which IS a ratchet and pawl. When using, the device is
set up at the side of the car, the notches gripping the
comers of the side sills. Two pieces of 1-in. rope, about
18 ft. long, are spliced to the two eye bolts on the l^^-in.
pipe. The loose ends of these ropes are fitted with hooks.
These ends are passed over the truss rod to the ground.
The cylinder, or reservoir, is then placed on the ropes,
the ends of which are passed up and hooked over a piece
of pipe placed parallel to the side sill to which the cyl-
inder, or reservoir, is to be bolted. This pipe extends
from one cross or needle beam to another. The slack in
the rope is taken up and the cylinder lifted to position by
using a bar in the holes in the drum. With this device it
is easily possible for two men to do the work, which
formerly required three. — Gtiy A. Adams, Foreman,
Boston & Maine, Concord, N. H.

CAR BODIES, LIFTING.

A quick method of removing car bodies from their
trucks at the repair track is the use of two air cylinders
suspended on either side of the track, of sufficient height
to permit the car being raised high enough to run the
truck out. . In this company's yard are two 14-in. air
cylinders, suspended from a rigid steel structure. A
car is run in on the repair tracks, the lifting hooks are
placed under the side sills and in less than one minute
from the time the rope is pulled, which is attached to the
air valve that admits air to the cylinders, the car body is
raised and the truck rolled out. This has been found to
be a very economical and safe method of raising car
bodies without the use of jacks. — /. E. Osmer, Master
Mechanic, A'ortlncesfern Elevated.

CENTER PLATE AND SIDE BEARING DEPTH GAGE.

A depth gage for adjusting center and side bearings on
trucks is shown in Fig. 586. It consists of a piece of
^8-in. material. 6 ft. long x 6 in. wide. The ends are
shaped as shown in the drawing. An adjustable scale is

auyy

SetScretK ■

joj

L--.

(V.

Fig. 586 — Center and Side Bearing Depth Gage.

located at the center of the gage. In using this device
the end<5 rest upon the side bearings. The scale is then
moved into contact with the center plate, indicating the
thickness of the liner required. — Guy A, Adams, Fore-
man, Boston & Maine, Concord, N. H,

COUPLER KNUCKLES, RACK FOR.

In car repair yards where a large amount of work is
done, including foreign cars, it is necessary to carry a

large number and variety of coupler knuckles. As
many of these knuckles do not differ greatly in construc-
tion, it is advisable to keep the different types piled
separately and have them properly labeled, so that no
time will be lost in finding the proper one. Because of
their shape, it is difficult to arrange them to advantage
without some means of support. The rack shown in Fig.

Fig. 587 — Rack for the Storage of Coupler Knuckles.

587 has been devised for this purpose. A piece of tin,
bent so that it will hold a card, is tacked about the top
of each space and contains the name of the knuckle stored
below. Resides adding to the neat appearance of the
yard, the stock of knuckles can readily be accurately
checked at any time without unnecessary handling. —
A. G. Pancost, Draftsman, Elkhart, Ind.

CRANE, PORTABLE.

A handy yard crane, operated by air and used in
handling heavy material in the repair yard and for un-

Fig. 588 — Portable Air Operated Crane.

loading lumber, is shown in Fig. 588. Details of the air
cylinder and boom are shown in Fig. 589. Our crane is
used on 6 ft. gage track, but a similar car could be used

204

RAILWAY SHOP KINKS.

equally well on standard gage, especially if outriggers or
clamps were used when very heavy loads were handled.
The car is of heavy wooflen construction, well braced,
and the mast is of oak, braced by a heavy bracket. The
casting C, to which the boom is fastened, swings freely
around the mast, operating on cast iron balls which fit
in a groove or runway. A rope is fastened to the top
of the boom for swinging it from side to side. The collar
at the top of the mast, to which the tie rod £ is attached,
is arranged to revolve easily about the mast. The air

crane. Fig. 590, is used for loading and unloading the
heavier material such as wheels, trucks, bolsters, etc. —
New York Central & Hudson River Car Shops, East
Buffalo, N. Y.

CRANE, REVOLVING.

Several types of cranes are used for handling material
about the car yard. In Fig. 591 is shown a revolving
crane on a truck; it is used for various purposes, includ-
ing the handling of wheels, axles, etc. In the back-

&SB — Boom and Air Cyllndsr Uaed on Portable Yard Derrick.

cylinder is constructed of wrought iron pipe and is ar-
ranged so that air may be admitted at either end by
means of the three-way valve F. The stroke of 7 ft. is
doubled by weaving the chain around the sheave which
is fastened to the end of the piston rod. As may be seen,
the end of the piston rod is fitted with a crosshead which
runs in giiidc;, thus preventing the rod from being bent
or distorted. — C. C. Leech, Foreman, Pennsylvania Rail-
road, Buffalo, N. Y.

CRANE, REVOLVING.

Several portable cranes are used for handling material
about the plant. A pneumatically operated revolving

ground of the same view is shown a gib crane with an
air hoist for handling wheels. A large air operated
crane placed on a flat car is used for loading and unload-

Fig. S91 — Cranea for Handling Wheel* and Axlee.

iijg heavy material. The division wrecking crane is
located at this point and is also available for handling
heavy material. — Delaware, Lackau-anna & Western,
East Buffalo, N. Y.

Fig. 690 — Pneumatic Revolving Crane.

DRAWBAR AIR LIFT.

A handy air lift, mounted on a low wagon and used to
remove defective drawheads and replace new ones on
tenders, cars, etc., is shown in Fig. 592. The wagon is
rolled under the ten<ler or car and the pistons are run up

CAR DEPARTMENT, GENERAL.

205

against the drawhead and yoke. Tlie nuts are then re-
moved and the drawhead lowered. The phanton illustra-
tion shows both the high and low positions of a drawbar

Fig. G92— Drawbar Air Dft.

on this Viit.—D. P. Kellogg, Master Mechanic; W. F.
Merry, General Foreman, and G. H. Goodwin, General
Gang Foreman, Southern PaciHc, Los Angeles, Col.

DRAWBAR, HOIST FOR B

riNG YOKE TO.

and the gear which meshes with the rack. At the lower
end of the rack is a wrought iron bracket B. The piece A,
which is fastened to the spindle S, is made of y^ in. boiler
plate and is so designed that it fits freely into the coupler
and knuckle, and may be turned by the handle B. At
the other end of the bracket B is suspended a piece of
;^-in. chain. In lifting the coupler from the ground this
chain is passed around the shank of the coupler, which
rests in the piece E, and the hook at the end of the chain
is slipped into the loop L. The coupler can be lifted to the
proper height for riveting by operating the hand wheel
and the rack R, and may easily be turned over or swung
into any position under the hammer. A lug consisting of
a piece of ^ in. by 2 in, iron is riveted on the inside of A
and is bent at one end, projecting beyond the edge of A.
On the other end it extends far enough beyond A to
allow a pin to be put in after the coupler has been
dropped into place. This prevents the coupler from
falling out when it is. turned over. An overhead trolley,
the details of which are shown in the drawing, may be
constructed, so that the coupler can readily be carried to
and from the hammer. — C C. Leech, Foreman, Penn-
sylvania Railroad. Buffalo, N. Y.

DRAWBAR YOKE RIVETS, SHE.\R1NG.

A hydraulic press, or shear, designed at the East
Buffalo shops, has recently been installed for shearing
off coupler yoke rivets and is giving satisfactory results.

When riveting yokes on couplers it is desirable to have
a special hoist by which the coupler may easily be handled
and turned over. The hoist for this work, shown in Fig.

DikaliAr Onr-
■taHTroThsl.

-.4

\-'e4-S

Fig &9^T-Hol«t Used for Riveting Yokes on Couplers.

593, consists of two J'a in. x 3 in. pieces of iron, between
which iron blocks are riveted at the top and bottom.
The rack gear R is raised and lowered by the hand wheel

Fig. 594— Hydra

206

RAILWAY SHOP KIXKS.

The rivets are sheared at both ends where the. yoke fits
against the coupler. The body of the rivet drops out of
the coupler end, and the two ends of the rivet either drop
out, or may be easily knocked out of the yoke. The dis-
advantage of most devices designed for doing this work
is that they cut the rivet head off at one end only, and
if both of the rivets are not headed up on the same side,
it is almost impossible to drive one of them out. With
this machine, although the work is done quickly, there
is no danger from flying parts as with a drop machine.

Fig. S96— Thrae-Way Valvs on Hydraulle Prau.

quired to increase the pressure in the cylinders sufficiently
to shear off the two lli-'in. rivets at both ends. The air
pump is then shut off and just enough water is drained
from the cyhnders to allow the yoke and coupler to be

Fig. 595 — Hydraulic Pre«s for Removing Yoke> from Couplers.

The apparatus is shown in detail in Figs. 594, 595, 596
and 597. The columns of the machine are forged from
old axles. The coupler is raised by an air hoist on a gib
crane and the yoke is slipped into place as shown in Fig.
597. Water is admitted to the cylinders by the three-way
cock (Fig. ,'^%) and the ram is raised so that the coupler
is forced against the top die, or former, as shown in Fig.
597. By means of the three-way valve the connection to
the main water supply line is then cut off and the pressure
in the cylinders is increased by starting up a 9-in, loco-
motive air pump, the lower part of which has been bushed
down to 15/16 in. and is connected by a T and two check
valves to the water supply line and the cylinders of the
press. From 10 to 14 strokes of the air pump are re-

Fig. 597 — Coupler Yoke Riveti About to be Sheared.

CAR DEPARTMENT, GENERAL.

207

reriioved and another one to be slipped into place. —
Del<r:vare, Lackmvanna & Western, East Buffalo, JV. V.

DR.\WBAR YOKE RIVETS, SHEARING.

A simple device for shearing yokes from couplers is
shown in Figs. ,S98 and 599. The machine consists of a
cast steel hammer, weighing 1,570 lbs., which may be
raised to any desired height by means of an 8-in. air
cylinder; it is tripped by a tripping attachment ccnning
in contract with a -J^-in. rod which is passed through two
eye bolts fastened to the guides of the hammer. The
movable block and spring near the tcq> of the guides ab-
sorbs the shock of the tripping device as it flies up after
releasing the hammer. The drop of the hammer is
regulated to 9 ft. in summer and 8 ft. in winter. One
blow shears the yoke from the coupler; occasionally a
malleable iron coupler is damaged, but never a cast steel
one. The time and labor saved by this machine, however,
compensate for any loss of this kind. The machine may
be operated by one man stationed at the cylinder, who.

the side of valve B permits the upper part of the cylinder
to drain, thus relieving the pressure ahead of the piston.
Exhaust valve C is used to exhaust the air from the cyl-
inder after the piston is moved to the starting position.
It is closed when lifting the hammer, to give the required
dash-pot action. Air is taken from an air reservoir
through the valve D, which should be closed when the

"1 t^'

Fig. 69ft-Trip Har

r for Shearing Yoke* from Couplers.

by operating the rod connecting the air cocks A and B,
and opening and closing the valve C in the exhaust pipe,
may raise and lower the hammer at will. To operate the
hammer move the connecting rod to close the valve A
and open the valve B, thus admitting air at the top of the
cylinder. When the hammer is tripped, move the con-
necting rod in the opposite direction, which opens valve
A and closes valve B at the same time. A hole drilled in

[• — /e^ :

Fig. B99 — Baae of Device for Removing Yolcea from Couplers.

machine is out of use. Air is used from the shop line at
about 100 lbs. pressure.

Fig. 599 shows a partial front elevation of the lower
part and base of the apparatus, including the blocks and
spring on which the yoke with its coupler is placed for
shearing. Before placing the coupler and yoke in the
apparatus the hammer is raised slightly and is then
lowered until it rests on a movable arm which may be
swung under it. The workmen are thus protected from
the accidental falling of the weight while they, are plac-
ing or removing couplers in or out of the device. When
air is admitted to the cylinder and the hammer is raised
the arm is automatically swung out of the way. This
device was first seen at the shops of the Union Rairoad.
— R. G. Bennett, Motive Power Inspector, Pennsylvania
Railroad, Pittsburgh, Pa.

DRILLINfi, Cr^SE QlV^RTER.

The device shown in Fig. 600 is used for doing close-
qtiarter drilling in connection with the work of splicing
sills. That porton of the sill which remains on the car
cannot be reached without some device of this kind. The
bevel gears are 1 in. in diameter and are enclosed in a

RAILWAY SHOP KINKS.

light casing. In using, the casing is held in the right
hand and the Little Giant motor in the left hand. A
short shank is welded on the bit, and is held in the socket

from an ordinary Dabber's adz, the blade of which is
dressed into the semi-circle, as shown, with about ^ in.
radius. This tool is very popular, doing the work which

-EEE;hS

<s—

Fig. 600— Clote Quarter Drilling Angle.

of one shaft, while the other shaft is tapered to fit the
socket of the motor. — Guy A. Adapts, Foreman, Boston
& Maine, Concord, N. H.

GANG, NUMBER OF MEN IN.

The men work in gangs of two men each and are
divided into two classes, truck men and carpenters. The
truck men do the work on the trucks, underframe and
draft rigging; the carpenters do all the work on the roof,
sides and floor of the car. Except in emergency, not
more than four men can work on one car at the same
time — a truck gang and two carpenters. — Delazvare,
Lackaivanna & Western, East Buffalo, N. Y.

HAMMER, CAR INSPECTOR'S.

A convenient form of car inspector's hammer, made
of low grade steel, with a hooked end for lifting journal

Fig. 602 — Handle Gouge.

formerly was performed with a mallet and hand gouge.

— Guy A. Adams, For.eman, Boston & Maine, Concord,

N. H.

JACK, PORTABLE.

A 12-ton portable air jack, with a 20 in. lift, which may
be used to advantage in the car repair yard, is shown in
Fig. 603. The cylinder is of cast iron, 18 in. in diameter
inside. The wheels are mounted on an axle that fits in
the wrought iron bracket, which is clamped to the cyl-
inder, A wooden- handle, 60 in. long, is flattened at one

Fig. 601 — Car Inapector't Hammer.

box lids, uncoupling steam hose, and useful for a variety
of purposes, is shown in Fig. 601. — C. C. Leech, Fore-
man, Pemrsyh-ama. Buffalo, N. Y.

GOL'GE, HANDLE.

A handle gouge for cutting channelways for truss rods,
on the under side of flooring and across body bolsters or
transoms of freight cars is shown in Fig. 602. It is made

Brackef fyr IV/tee/s Top Head.

Fig. 603 — Twelve-Ton Portable Pneumatic Jack.

end to fit loosely into the pocket A, the top flange and
cover of the cylinder* being cut away to clear the handle.
The jack can thus be readfly moved about the yard. An
air coupling is provided for connecting it to the air line.
— C. C. Leech, Foreman, Pennsvlvama Railroad, Buffalo,
N. Y.

JACK BUGGY.

An iron buggy used for handling a 290-lb. jack, is
illustrated in Figs. 604 and 605. The ends of the fork
or claws are turned up slightly to prevent the jack from
slipping. The wheels have wide treads, but are not

CAR. DEPARTMENT, GENERAL.

209

material that may be needed close at hand. A cart, which
contains an emergency equipment, used for making
speedy repairs to hot boxes, is shown in Fig. 606. This
is always kept near the station and contains dope cans.

Pfg. 606 — Car Inspector's Emsrganoy Rspair Cart

waste, oil, special packing tools, jacks, blocking, extra
journal brasses, etc. The use of this emergency cart has
made possible the prompt handling of repairs to hot
boxes. — A. G. Pancost, Draftsman, Elkhart, Ind.

Fig. 604— Lifting the Jack on the Buggy.

heavy. One man can easily handle a jack with this
buggy. It is made high to permit placing the jack on a

JACKS FOR LOADED FREIGHT CARS.

All of the jacking up and lowering of loaded cars is
done by two men with two air jacks ; these are shown in
position at one end of a loaded car in Fig. 607. The
inside diameter of the air cylinders is about 20 in. and the
stroke is 22 in. ; the piston rods are 4 in. in dameter. The
air supply for both cylinders is controlled by one valve,
so that the pressure is equalized and both jacks work to-

Flg. 605 — The Jack In Position on the Buggy.

16-in, block direct from the buggy. — F. J. Cook, Fore-
man, Car Department Smith Shop, St. Louis South-
•cvestern, Pine Bluff, Ark.

inspector's emergency repair cart,

-At terminals where all trains change engines and crews,
and the inspectors are allowed only from two to ten
minutes to thoroughly inspect the train, speed and ac-
curacy are required on the part of all concerned in order
that the train may leave the terminal on time and in safe
condition. It is neces<;ary to have any tools or repair

Fig. 607— Air Jacks for Loaded Cars.

gether. While the jacks are quite heavy, the men seem
to have no trouble in handling them about the yard. The
empty cars are jacked up by ratchet jacks by the gang of
men working on the car. — Delaware, Lackawanna &
Western, East Buffalo, N. Y.

JOURNAL BEARING, EMERGENCY.

The journal brass shown in Fig. 608 may often be
used to splendid advantage for curing or overcoming a

210

RAILWAY SHOP KINKS.

hot box without replacing the axle, provided the journal
is not too far gone. The repairman must, of course, use
good judgment. Instead of holding the car and removing
the wheels, it is often possible to save the journals for

In order to use the bearings again it is necessary to
refit them to the journal so that they will have a proper
hearing. The device shown in Fig. 610 has a number
of rollers of different diameters. The operator covers one
of these, which corresponds to the diameter of the journal

..> c

■''

t-,-f^

•:::> o

' * ■

■SkM

Fig. 608 — Emergency Journal Bearing.

several thousand miles additional service by applying the
brass shown. It has a babbitt lining, which is cast on
an arbor the same diameter as the journal on which it is
to be used. It mu.st not be bored, filed or fitted, and must
not be used on newly turned journals. — F. Raltck,
Brighton, Mass.

JOURN.AL BOX TACKiMC C.\KT.

A special cart, Fig. 609, is used in connection with-the
repacking of journal boxes. The wooden box is Uned
with galvanized iron. The old packing is pulled out of

Fig. 610 — Roller! Uied in Reflttlng Journal Brauet.

for which he wishes to use the brass, with black lead, after
which he pleaces the bearing on the roller and turns it by
means of the handle A. The bearing is then removed to
a convenient bench fitted with a clamp so it may be held
rigidly while it is being scraped. — C. C. Leech, Foreman,
Pcimsylraiiia Railroad. Buffalo, X. V.

'' jni'RXALS, POLISHING,

It is often necessary to re-turn the journals on car
axles and after doing this they should he polished with
emery. Fig. 611 shows a simple but efficient device for
this purpose. The two wooden pieces' are of well-
seasoned oak or hickory. The operator places the blocks
about the journal, as shown, and drops the leg which is

Fig. 609 — Cart for Journal Box Packing.

the journal box and dumped into one end of the cart;
fresh waste for repacking is taken from the other end. —
Srii' Ynrk Central & Hudson River Car Shops. East
Buffalo, .V. !'.

,101'RN.\L BKARINCS, RIlCT.AIM I \G.

Many car repair yards follow the practice of putting
new bearings in journal boxes when a pair of wheels is
changed. Wry often the old bearings are only .slightly
worn and are good for considerable more service.
Ordinarily the journnls from which they are removed arc
worn sniaiicr than the standard and the bearing, when
placed on anolher journal, will not fit down on the crown.

Fig. 611 — Device for Poliahing Newly Turned Joui

hinged to the lower block. Two sheets of fine, well-oiled
emery cloth are inserted between the blocks and the
journal; the lathe is started up and the operator places
his weight on the outer end of the top block. In a short
time a smooth, polished surface is obtained.—.-/. G.
Pcineosl. Draftsman. F.llfhart, bid.

.rOfRS.VF, ItOXKS, nRll.I.IXG.

In rebuilding old freight cars to a capacity greater than
that for which they were originally designed, it is neces-

CAR DEPARTMENT, GENKiAL.

sary to strengthen the trucks, using heavier arch bar
material, and heavier arch bar bolts. The rigging shown
in Fig. 612 is used in connection with drilling the bolt
holes in the journal boxes larger. The journal box is

held in position by a block wedged against one foot of the
upright. A guide, or template, is used in drilling, to
prevent the drill from running to one side in the hole as

MATERIAL, STORAGE.

Car inspectors in chat^e of the work in a large yard
must be prepared at any moment to shoulder their tools
and look over a train that is either entering the yard or
preparing to leave it. The inspector does not, of course,
know just what material he will need for repairs, and if
he did he would probably be unable to carry it for any
great distance. It is therefore desirable to provide some ar-
rangement for storing a limited supply of the parts which
are most often required convenient to the place where
repairs may have to be made. This is particularly true in
the case of such articles as air hose, knuckle locks, pins,
cotters, bolts, etc. A box, similar to the one she

Fig. 612 — Device Used for Drilling Journal Box Bolt Hole*;
alio Metal Scaffold Bracket U«ed In Freight. Car Shop.

it would be very apt to do otherwise, since the work is
practically reaming rather than drilling. Flat-twisted,
high speed drills are used.

Scaffold. — Hooked over one of the cross-ties of the
building column is shown an all-metal scaffold bracket
used in the freight car shop. The extension arm is shown
partly thrown up, to illustrate the fact that it may be
moved up out of the way to prevent its being struck hy
a passing car when not in use: this feature is quite im-
portant.— Z-c/ii',;'/! J'allcy. Soyrr. Pa.

An expanded metal locker is provided for each work-
man in the shops and the repair yard. These lockers are
placed in the freight car shop and are 1 ft. wide, 1 ft.
deep and 5 ft. high inside. They are examined three or
four times a week to see that no inflammable material is
allowed to accumulate in them. They were manufactured
and furnished by Merritt & Co. — Dcla;<.vrc, Lackawanna
&■ Western, East Buffalo, N. Y.

-^ii~ -

Fig. 613 — Box for Storage of Car Repair Material.

Fig. 61,1. may be used to good advantage for storing
such material. These boxes are placed on two ties partly
siuik in the groimd. and are located from 150 to 250 ft.
apart on the side of the yard that is most convenient to
the workmen and about 8 ft. frorti the track. In addi-
tion to these small boxes, others, about three times as
large, are placed from 500 to 600 ft. apart, alongside of
the yard, and are used for the storage of oil, waste and
heavy tools. These centers for supplies may also be used
as dumping places for scrap material which is gathered
up about the yard and is picked up by a work train at
regular intervals. This method of storing material in a
couvenient place for the repairmen not only enables them
to do more and better work, but prevents the material
from being scattered promiscuously through the yard
and being lost or destroyed by exposure to the weather.
— A. G. Pancnsl, Draftsman, Elkhart, hid.

NAIL PULLER AND COMBINATION BAR.

The combination steel bar and nail puller shown in
Fig. 614 is a most convenient tool for use in a car repair

s Round Spring ■Sfe«t.

I*— -^- *i

Fig. 614— Combination Steel Bar and Nail Puller.

yard ; it may also be used for removing small bolts. — C. C
Leech, Eoreman, Peiinsyh-ania Railroad, Buffalo, iV. V,

212

RAILWAY SHOP KINKS.

PINCHERS, CAR INSPECTOR S.

Few to6\s used by car inspectors can be. put to as many
uses as the pinchers shown in Fig. 615. The tool weighs
very little and may be carried in the pocket without in-
convenience. The two parts are forged from a good
grade of tool steel and may be polished if desired. The
end of one part of the handle is tapered to a sharp point,
while the other is flatened and shaped for use in pulling

Fig. 615 — Car Inspector's Pinchers.

tacks. The tool as it is used for removing a rubber
gasket from an air or steam hose is shown in Fig. 616.
Every inspector is familiar with the trouble that is ex-
perienced in removing these gaskets, especially old ones,
which often stick in the recess. Should any of the pieces
of gasket, dirt or scale remain in the recess, they can
easily be removed by inserting the sharpened end of the
handle and scraping them off. In placing a new gasket
in the coupling it is necessary to double it up and force
it through the opening, which is, of course, considerably
smaller than the overall diameter of the gasket. In some
instances the gasket does not fit properly in the recess and
kinks up. By placing the nose of the pinchers in the

Fig. 616 — Removing a Gasket from Air Hose Coupling.

opening in the gasket, as shown in Fig. 617, and turning
the tool around several times, pressing down at the same
time, the gasket may be spread and forced into the proper
position. In replacing broken glass on cars it is often
necessary to remove moldings. This can be done w'ithout
injury to the molding by the use of the pinchers, as
shown in Fig. 618. The tack puller end of the handle

can be used to pry up the molding and loosen the brads.
The latter can then easily be pulled out. The pinchers
are useful in breaking off rough edges of glass which

Fig. 617 — Forcing Gasket to Seat Properly.

fail to come off at the line made by the cutter. Car in-
spectors do not like to carry tacks with them. When
equipped with these pinchers it is not necessary to do so,
for they can easily remove a tack from the side of a car

Fig. 618 — Removing Brads from Molding.

at any time it is needed. Flat places are left on the
pinchers so that they can be used to advantage in driving
tacks. — A. G. Pancost, Draftsman, Elkhart, hid.

SCRAP, RECLAIMING.

All scrap material gathered on the division is shipped
to the East Buffalo shops and sorted into different classes.
It is carefully examined by an expert .and such parts as
are fit for use are transferred to what is known as a
second-hand platform. When material is taken from this
platform no charge is made against the car for it. At
one end of the platform is a shed containing a hydraulic
machine for cutting off the coupler yoke rivets ; beyond
this IS a small blacksmith shop where bent or broken

CAR DEPARTMENT, GENERAL.

parts are straiglitened and repaired, and yokes are riveted
to couplers. — Delaware, Lackav.<anna & Western, East
Buffalo, N. Y.

TIMBER noiST.

Large timbers are often loaded in gondola or hopper
cars and are difficult to unload unless some special provi-
sion is made for so doing. For this purpose a stationary

SIGNAL, CAR HIiPAIRMEX S.

Repairmen who are working on cars standing on tracks
which lead to other parts of the yard should be protected
by a conspicuous and substantial signal in order to cau-
tion trainmen against entering the repair track either with
other cars or with a switching locomotive. The ordinary
flag is unsatisfactory, as it soon becomes soHd and may
easily be lost, torn or blown away by the wind. To over-
come this, the signal shown in Fig. 620 has been con-
structed. The block which forms the base is heavy and
insures the signal remaining in an upright position. One
of these signals is left near each end of all entrance tracks
to the repair yard and is always at hand when required.
When in use it is placed in the center of the track. The
banner should be painted occasionally, but this is the only
attention which it will require. — A. G. Pancost, Drafts-
man, Elkhart, Ind.

TRESTLE FOR CAR REPAIR YARD.

A specially good trestle for supporting car bodies is
shown in Fig. 621. It is substantial, durable and may be
placed so that it will clear the trucks, allowing them to
be run out from under the car. The base is made in the
form of a T. the long member being placed nearest the
car and parallel to it. The trestle is constructed entirely

Fig. 619— Timber Holit.

hoist extending over two tracks is used, as shown in Fig.
619. The limber is unloaded from the cars and placed on
lorry trucks and transferred to any part of the yard!
The cylinder on the hoist is 12 in. in diameter and has a
stroke or lift of 8 ft. It is operated from the platform

ffTli='^

^ MfifBlut

k- -/ff-'- — -.

(. -is^. ,

•i

-.-"S^^-^

—

' \

-h-

r ''*"

^^ -

Fig. 620 — SubatantUI Signal for Uae of Car Repairr

Fig. 621— A Good Treatle for the Car R«palr Yard.

at the right by the use of an old engineer's valve. The of iJ^-in. x 6-in. timbers, except for a 1^-in. x 3-in,

cylinder is supported by a small carriage, which operates piece which ties the legs together at the front and about

on two sheaves on a track of bar iron. — Erie Railroad, half way up. The base plank at the front is 3 ft. long.

Buffalo, y. Y. ■ The rear leg extends back 2 ft. from the front of the

RAILWAY SHOP KINKS.

trestle. The flat surface at the top is 5^ in. x lOj^ in.
and the trestle stands 3 ft, 10 in. high — Delaware, Lacka-
wanna & Western. East Buffalo, N. Y.

! ■ TOOL BOXES^ CARE OF,

Considerahie friction developed at one time because of
the workmen steahng tools from each other's boxes.
These boxes are of the usual type, 12 in. x 7}/i in, x 24
in. over all, with half of the top and half of one side open.
To overcome the difficulty three compartments or closets
were built in one corner of the freight car shop, each
about 9 ft. long and containing two shelves, making three
divisions in each. Each workman's tool box is num-
bered and must be put in a certain place in one of the
compartments when he finishes his work in the evening.
The man in charge locks the compartments when the
boxes have been placed in them. If any of the men work
overtime, the night watchman sees that the boxes are
properly put away. In the morning the men take out
their boxes when they start to work and if any boxes
remain the compartment is locked so that the contents
cannot be tampered with. This scheme is giving splendid
results, — De!(Ki'are, Lackan'auna & Western, East Buf-
falo, N. Y.

WHEEL AND AXLE HOIST.

An overhead traveling hoist used for loading and un-
loading mounted car wheels is shown in Fig. 622. It
consists of two tripods, the legs of which are made of
3-in, gas pipe, and are fitted to cast iron shoes at the
bottom. These shoes rest on blocks of stone 20 in.
square, which are let into the ground and set in concrete.
The bolts which hold the shoes are let into the stone and

leaded. The castings at the top are made to hold the three
legs and the ends of the two I-beams, which are 5-in, high
and 30 ft. long. These I-beams are trussed on the under
side with %-in. rods. The trolley has four wheels, 12 in.
in diameter, and axles lj4 in. in diameter. A Y-shape
hanger is suspended from the trolley and between the
I-beams; it is made of 1,'4-i''' ^ 4l2-in. Iron. The air
cylinder is 10 in. in diameter and has a 5 ft, stroke. The
wheels are stored on a number of parallel tracks, which
run at right angles to the yard track over which the
wheels are brought to storage. A 20-in, gage track runs
from the macliine shop, tiirough the center of the storage
yard and parallel' to the yard track. This divides the '
storage space into two parts, one of which is used for
receiving and the other for shipping wheels. The wheels
are taken from the receiving side of the storage yard to
the machine shop and are returned to the shipping side
of the storage tracks on the small truck shown. With
this hoist two men can load or unload a car of from 14
to 18 pairs of wheels in from 15 to 20 min. — K. J.
Lamcool and J. S. Xaery. Jr., Special Apprentices, Clii-
eago, Indiana & Louisz-itle, Lafayette, Ind.

WHEFI, noiST.

.\ convenient hoist for loading and unloading wheels
from cars is shown in Figs. 623 and 624. As many as
16 wheels may be placed on the platform of the hoist at
one time. By admitting air to an 18-in. cylinder placed
in the pit underneath the platform it may quickly be
raised to a level with the floor of a flat or box car. To
guard against accident, due to a sudden fall in the air
pressure or other cause, the two hooks which are shown
attached to the uprights are slipped under iron rods at

Fig. 622 — Holit for Loading and Unloading Mounted Car Wheelt.

CAR DEPARTMENT, GENERAL.

215

the top of the side walls of the platform. The platform constructed of two IS-in. cylinders, qne on top, of the

is 6 ft. wide between the sides and 8 ft, long. To steady other, and connected to form a single cylinder. These

it, braces or brackets are attached to the under side and were at one time used on portable air jacks for raising

bear against tfae nprights, the sides of which are covered loaded freight cars or passenger cars, but proved to be

Fl(). 623 — Sixteen Car Wheels c

Hoist Ready to Be Raised.

Fig. tZ^ — Wheel ^

i Raised to Level of Car Floor.

Avith steel plates. There are three of thfse brackets lo
each upright, and there are also smaller brackets at about
the middle of each end of the pit, these latter brackets
bearing against plates which are attached to the walls of
the pit. The uprights or columns are of timber, about
7 in. X r in. in section. A portable loading platform
extends from the car tS the hoist. The air cylinder is

too lieav}- and Ijidky to be used advantageously for that
purpose.— /iriV Railroad, Buffalo, -V. I'.

WHEEL AND PL.\TE TRfCK.

A truck for carrying car wheels or boiler plates, and
arranged so that the plate may be swung between the
wheels and the handle is shown in Fig. 625. The wheels
are .^0 in. in diameter, and the yoke over the top is high
enough to take boiler sheets' of moderate size. — F. C. Pick-
aril, .-hsistaiH Master Mechanic, Cinciiiiiati, Hamilton &
Dayton, hictiana/'olis. hid.

Fig. 625— Wheel and Plate Truck.

WinCKl-S, DISMOrNTINO.

.\ scheme used in connection with a car wheel press,
so that car wheels may be applie<l or remove<I without
changing the heavy movable head on the press, is shown
in Fig. 626. It is simple and inexpensive, and saves con-
siderable time ordinarily required for changing the press.
The bar X may he made of art old piston rod, and when
not in use may be unhooked from the supporting chains
and placed to one side out of the way. To remove the
wheels from the axle, hang the bar on the chains and

216

RAILWAY SHOP KINKS. ■

roll the wheels in the press so that the inside face of one made of S-in. pipe. The cylinder is set in a bed of con-
wheel rests against the surface Y. The bar is hung on crete. — T. E. Freeman, General Foreman, and A. G.
rollers, as shown in the drawing, so that it may easily

Fig. 626 — Slmplft Device for Removing Car Wheel

be moved back and forth with the plunger. — H. L. Burr-
hus. Assistant General Foreman, Erie Railroad, Susque-
hanna, Pa.

WHEELS, LOADING MOUNTED,

An efficient device for loading car wheels is shown in
Fig 627, As the hoist raises a pair of wheels, the skids
move up also, and when sufficiently high the wheels roll
out of the head and onto the car without any handling.

Fi{). 62S — Jack for Loading Car Whe«l«.

iVrij^hl, Master Mechanic, Chicago, St. Paul, Minneapolis
& Omaha, Sioux City, Iowa.

WHEELS, TRUCK FOR MOUNTED.

A truck for moving mounted wheels is shown in Fig.
629. Two of these trucks are operated together. The

Fig. 627 — Device for Loading Mounted Car Wheeii.

By this method it is only necessary to roll the wheels in
position over the hoist and apply the air. — C. J. Drury,
General Roundhouse Foreman, Atchison, Topeka 6r
Santa Fe, Albuquerque, N. Mex.

WHEELS, LOADING MOUNTED.

A novel method of loading and unloading car wheels
to and from flat cars is shown in Fig. 628. The cylinder
of the air jack has an inside diameter of 8 in., and the
piston a stroke of 5 ft., or sufficient to raise the wheel to
the level of the floor of a flat car. The wheel is kept in
an upright position by the two pieces of 3/16 in. boiler
plate through which a bolt is placed, as shown, to prevent
the wheel from rolling off endwise. The piston rod is

Fig. 629 — ^Tranafer Carrlagt

S4t 4^30'-

for Mounted Car Wheela.

yoke which rests in the bracket or support above the axle
is grooved to receive the collar on the journal. When the
handle of the truck is raised the yoke is lowered and

CAR DEPARTMENT, GENERAL.

may be pushed underaeath the journal; by bringing the
handle down again the wheel is raised from the floor. By
using one of these trucks at each end of the axle, wheels
and axle may be transferred to any convenient place.
The trucks can be run under a car or across the track to
bring the wheels into proper position. — F. C. Pickard.
Assistant Master Mechanic, Cincinnati, Hatmlton & Day-
ton, Indianapolis, Ind.

WHEELS, TRUCK FOR MOUNTED.

A convenient cart for moving mounted wheels about
the yard is shown in Fig. 630. To pick up a pair of
wheels the cart is tipped over to one side enough to allow
the wheels and axle to be run under it. The hook is
placed under the center of the axle, and then by bearing
down on the handle of the cart the front wheel is raised
off the ground, the fork at the same time coming down
over the axle near the rear wheel. A bolt or rod is slipped

WHEELS, TKUCK FOR MOUNTED,

A 10-in. channel forms the floor of the truck for
handling mounted wheels shown in Fig, 631, the flanges
of the channel projecting upward. The wheels are
loaded on the truck by placing the ends of the wheel
sticks over the flange of the channel and under the jour-
nal ; the flanges of the channel keep the wheels from roll-
ing off. The large wheels are 10 in. in diameter and the
treads are 2 in. wide. The two small wheels at either end
of the truck keep it from tipping and catching when the
load is not evenly balanced. The truck has been used
successfully over soft ground and on uneven floors, and,
in addition to handling mounted wheels, may also be used
to advantage for transporting other heavy parts. — H. L.
Burrhus, Assistant to General Fdreman, Erie Railroad,
Susquehanna, Pa.

WHEELS, TRUCK FOR MOUNTED.

In most car repair yards narrow gage Icfrry tracks are
provided between every other pair of repair tracks for
the transportation of supplies and material. One of these
tracks at our shop starts near the wheel storage tracks.
The truck shown in Fig. 632 may be placed on the nar-
row gage track and a pair of wheels rolled on it; the

^'le'Am

^b-T ^^J-

Fig. 630— Truck for Transporting Mounted Wheels.

through the holes in the jaws of the fork underneath the
axle, and by raising the handle of the cart both wheels
are lifted clear of the ground. As the axle is hung from
near the center the weight may be very evenly balanced.
To unload the wheels the operation as described is re-
versed. The wheels on the cart are 42 in. in diameter
and have steel tires 2 in. wide. A spring which supports
the upper end of the bolt, from which the hook that car-
ries the axle is suspended, makes the cart ride more
easily. Mounted wheels can easily be moved about the
yard by its use. — Erie Railroad, Buffalo, N. Y.

Fig. 632 — Truck for Transporting Mounted Wheels.

wheels drop in the cavities A, which are 5j/^ in. wide,
and are thus held from rolling off while the truck is
moved about the yard. Mounted wheels, which are re-
moved from the cars, may be transported about the yard
in the same way. — C. C. Leech, Foreman, Pennsylvania^
Buffalo, N. Y.

"TT"

'WT

Fig. 631— Truck for Mounted Wheels.

RAILWAY SHOP KINKS.

WHEELS, THL'CK FOR MOUNTED.

The advantage of the tnick shown in Fig. 633 for
handhng heavy material, such as wheels, axles and
couplers, is that it js very low and the material may
easily be loaded on it. The truck will nin much easier if
the journals are provided with 7/16-in. roller bearings.

run is protected by a steel plate, except for a space at
the middle, which is scooped out slightly to prevent the
wheels from rolling off. When these trucks cannot be
used, or where it is necessary to have trucks tor pulling

Fig. 633 — Truck for Handling H«avy MatsHal.

The floor is constructed of lYi-\\\. oak planks; the ,'4-i"-
X 3-in. iron plates at the ends prevent the floor from
beinp damaged in loading material on the truck. —
U'ilHam H. H'olf'^an^si, Draftsman, IVbceliuii & Lake
Eric. Toledo. Ohio.

WHKELS, TRUCKS TOR MOUN'TliP.

Between each pair of standard gage tracks in the car
repair yard is a lorry track. I!y the use of the truck
shown in Fig. 634 mounted wheels may be transferred

Pig. 635— Trucks for Mounted Wheeli.

the mounted wheds under the ear, the two small trucks,
shown in Fig. 635. are used. To lift the mounted wheels
it is only necessary to back these trucks underneath the
journals and bear down on the truck handles. The 10-in.
wheels are 3 in. wide. The Z'/^-m. x 12-in. wooden block,
on which the journal rests, is supported on a 1-in. x
2;'j-in. piece of iron, which is turned at each end to pro-
vide journals. The wooden block is covered with a
cqiqjer plate where it comes in contact with the journal.
The. truck handle is made of 1-in. iron rod. One man
pulls the forward truck and another pushes the rear one.
— Dda'a-are. Lacba;i.-anna & Western, East Buffalo, A'. V.

WRENCH TOR OPER.>iTI\f; HOPPER DOOBS.

The wrench shown in Fig. 636 is convenient for operat-
ing' the winding bar for closing the hopper doors on

about the yard over these tracks. The wheels of the
truck are 15 in. in diameter and the axles have Ij^-in.
journals. The body is made of two pieces of 3-in. x 10-in.
plank, 5 ft. 9 in. long. That part on which the wheels N. Y.

>^ ■ ^

\^ 4S- »|

Fig. 636 — Wrench for Operating Hopper Doors,

freight cars. The square ends on the winding shafts vary
in size on the different classes of equipment, and such a
wrench is necessary unless a number of different size
wrenches are available at different points throughout the
yard. — C. C. Leech, Foreman, Pennsylvania, Buffalo,

Steel Freight Gar Kinks

CENTER SILLS OF STEEL TANK CARS^ STRAIGHTENING.

Steel tank cars are often sent to the repair yard with
about 6 in. of clearance at the truck bearings on one side
of the car, while the bearings on the opposite side are
tight together. This is, of course, due to twisting of the
center sills because of a derailment, rolling down an
embankment, rough handling by the wrecker, or all com-
bined. Were it necessary- to remove the center sills it
would require holding the car out of service about a
W'Cek. At Mt. Clare such a job of repair work requires
only about five hours' time. The two high corners of
the car are chained to the rails. The low corners are then
jacked up until they are on a level with the high corners,
all measurements being made at the side bearing. A
wood fire is then built under the section of the center
sills where the twist occurs, and when sufficiently heated
the metal responds to the strain put on it by the chains
and jacks. An oil burner may also be used for the heat-
ing. — Baltimore & Ohio, Mt. Clare Shops, Baltimore, Md.

JACK FOR STEEL CAR REPAIRS.

The steel car repair jack shown in Fig. 637 has proved
valuable as a time and labor saver in repairing steel cars.
It is built of a number of channels, so arranged as to act
as guides and supports for screw jacks which may be
used on either the side or top members of the frame. The
columns are spaced 7 ft. 6 in. apart; they are imbedded in
concrete piers, which are 5 ft. deep, and are braced at
the top by angle irons and channels. The screw jacks
each consist of two bronze nuts which are clamped to
the channels by bolts so that it is possible to adjust them
to any height. Through these nuts is passed a steel jack
screw, outside diameter 2;4 in., with two threads per
inch (square threads) ; on the end of the jack screw is
a swivel iron head. The damaged car is placed in the
structure and the bulged side sheets or underframe, after
being heated with a burner, may be jacked back into their
proper places and held there until they cool. Eye bolts
are placed at the bases of the columns so that the cars

*4-

M^ —

2'4-~~..

■^I-*^

\Aick Scneiy.

\^ir\

'11

I' ■

kii

(5)ffl

U^i'-J

/feacf ibr Jack Scmtt

Bronze Nufs.

— 1 %»i

ir^T^

@1>

It ji t
i..Jlt._.4_..

\\ ^ J. iLfc,--^ 1 UX,

.■ J

1— J L / J

Fhorofokf
fCarSilts

■ 1 I,

I
I
I

w»»tif<»**9m»m»0mmmKmmmmmmMttmmmmmif^

Fig. 637— ^teel Car Repair Jacl<.

219

RAILWAY SHOP KINKS.

may be chained to the rail if necessary to do so. — R. G.
Bennett, Motive Power Inspector^ Pennsylvania Railroad,
Pittsburgh, Pa.

JACKS FOR STRAIGHTENING STEEL CAR SIDES AND TRUCKS.

The two jacks shown in Fig. 638 are available not only
for use in connection with straightening trucks, but also
for other work in connection with the repair of the bodies

Fig. 838 — Jacks for Straightening St«el Truck* and the Bodies
of Steel Freight Cars.

of steel freight cars. The upper one is used for pulling
the sides of the steel truck inward when they have been
sprung out too far. The jack is so placed that the two
eyes at its ends project through the truck pedestals. Bars
are then placed through the eyes and the ends are pulled
inward by turning the nut at the center of the jack. The
• tower jack is used for forcing the sides outward when

they have been bent in. The construction and operation
are simple, bars for turning the screw being used in the
j4-'n. holes in the head at the right hand end. — W. H.
Snyder, Assistant General Foreman, New York, Susque-
hanna & Western, Stroudsburg, Pa.

PRESS FOR STRAIGHTENING DAMAGED PARTS.

At one end of that portion of the yard which is used for
repairing steel cars is a large oil furnace for heating the
damaged parts, and an iron face plate and press for
straightening them. This "is shown in Fig. 639. The
furnace was furnished by the Railway Materials Com-
pany, and is 8 ft. 10 in. wide, 20 in. high and 13 ft. 11
in. deep inside. It has an opening at the far end 15 in.
high and 45 in. wide, making it possible to pass the end
of a long sill or other piece of material through the fur-
nace, so that it may be heated in the middle or at any
other part. One of the burners is purposely lowered for
heating parts locally. The house or hood was built over
the furnace to protect it from the weather. Crude oil for
use in the furnace and for the furnaces in the blacksmith
shop is stored in two 6,000-gal. tanks, which are placed in
a pit below the ground level. This is covered over with
timbers. The oil is unloaded into these tanks from the
cars by gravity and is forced from them to the furnaces
by admitting air to the tanks under a pressure of 15
lbs. per sq. in.

The iron face plate on which the parts are straightened
is 7 ft. wide, 10 ft. long and 6 in. thick. Most of the
parts are straightened, after they are properly heated, by

9 and Face Plats for Heating and Straightening Large Steel Car Parts.

STEEL FREIGHT CAR,

221

two or three men using sledge hammers. In some in-
stances it is quicker to admit air to the cylinder, which is
supported by the frame work, and clamp down one end
of the piece on the face plate while the men drive down
and straighten the other end. The air cylinder is about
8 in, in diameter. To the left in Fig. 639 is shown
another press having two 8-in. air cylinders, which are
controlled by one valve and operate simultaneously. This
was intended for pressing out such parts as side stakes,
using special dies. There is not much of this work to
be done, however, and it is only used occasionally — Erie
Railroad, Buffalo, N. Y.

PRESS FOR STRAIGHTENING DAMAGED PARTS.

The press shown in the dravring. Fig. 640, and in the
photograph. Fig, 6+1, has been in use in the Columbus

crums. Steel rails, up to 90-Ib, sections, may be broken
into guard rail lengths by a single stroke of the piston.
The frame of the press is made of four 80-lb. rails, there
being two rails to each half. These halves are bolted
tc^ether with steel tie plates. The two parts of the frame
are spaced 4 in. apart with blocks and are held together
with through bolts. The face plate is made of cast iron,
and is 96 in. long, 60 in. wide and 10 in. thick. This plate
rests on top of the lower section of the frame, to which
it is securely bolted. The top comers of the frame are
stayed to the face plate by 1^-in. rods, supplied with
turnbuckles. A guide, made of 80-lb. rails, is placed
about midway up the frame, and also acts as a brace. It
guides the piston rod, steel pins being placed to hold the
rod in any desired position.
The cylinder is made of steel tubing, 20 in, in diameter.

Fig. 640 — Air Press for Straightening Damaged Parts and Forming New Material.'

shops for several years. It is used continually by all
departments of the shop in straightening damaged mate-
rial and for forming new work. All steel car parts, with
the exception of the center sills, are handled cold ; the

and is carried by four rollers which run on the top rails
of the frame. It is moved across the frame by a wire
cable, operated by a hand wheel. The end of the piston
rod is made for attaching different shaped dies or shoes.

center sills, when badly damaged, are heated in a furnace From 90 to 100 lbs. of air is sufficient for most all classes

near the press. The press is useful for straightening of work, but on several occasions it has been run up

metal brake-beams, the dies used in this connection being to 140 lbs. without damage to the press. The press has

made to do the work without removing the heads or ful- made possible the repair of badly damaged steel-car mate-

222

RAILWAY SHOP KINKS.

rial which would otherwise be scrapped, and has reduced
the cost of repairs to these cars by 50 per cent. Bent
couplers, body bolsters, truck bolsters and trnck sides
are easily straightened under the press and used again.
Two men recently straightened 150 brake-beams in eight

Fig. 642 is of value.
in plates up to }i ir

It will punch s^-in. or }^-'m. holes
, or >4 in. in thickness.- The jaw

Fig. 642— Portable Punch for Light Work.

opening is 23^ i"- wide, and the reach from the center of
the punch is 2-;^ in. The screw is 2;^ in. in diameter. —
Eric Railroad. Buffalo, K. Y.

RIVET HE.\TING FfRN.VCE.

The portable furnace for heating rivets shown in Fig.
643 is simple in construction and economical in the use of
compressed air. The latter point is quite important for, as

Fig. 641 — Air Press Straightening a Dantaged Steel Piate.

hours, the work including cutting off the damaged heads
and fnlcrums. — E. G. Gross, Master Mechanic, Central
of Gcorj^ia, Columbus, Ga.

In repairing and reinforcing the sides of gondola or
hopper cars it is often necessary to pull them in to the
proper position. To do this a clamp has been made with
a tumbiickle, 28 in. long over all, at the center. The
1^4-in. rods which fit in the tumbuckle are upset at their
outer ends to form a hook, 4 in, wide and 1|4 in. thick in
section which fits over the top of the sides. — Eric Rail-
road, Bufralo, .V. Y.

rUXCH FOR LIGHT WORK.

It is often necessary to drill a ?S-in. or ^^-\n. hole in
steel plates on trucks or car bodies when an air drill is
not available or too much time would be required for
setting it up. In such cases the small punch shown in

Fig. 643 — Portable Fur

! for Heating RIv

STE5L FREIGHT CAR.

a general rule, too little attention is paid to the way in
which compressed air is used about a shop or a repair yard,
and a large amount of it is wasted. A 2-in. pipe, about 10
in. long with a funnel at its lower end 4 in. in diameter and
4 in, long, is screwed into the bottom of the fire pot. The
J^-in. air pipe is clamped so that it discharges through a
3/16-in. nozzle in the end of the pipe directly up through
the center of the funnel, the top of the pipe being about on
3 level with the lower part of the funnel. With this
arrangement a suction is set up and air from the outside
is drawn up through the fire. It is possible to heat the
rivets as fast as they can be driven in the car. with the
air valve open only one-quarter of a turn. The method
of connecting the compressed air iine to the furnace is
also of interest. The- hose .4, which is connected to the
air line, discharges through the end of the T to the hose
B, which is connected to the air hammer, while the other
connection from the T carries air to the blast pipe. In
this way it is possible to operate the forge and the ham-
mer from one air connection, doing away with the use of
a second piece of hose. — IV. H. Snyder, Assistant General
Foreman, A'etv York. Susquehanna & Western, Stroiids-
burg, Pa.

RIVET IIE.\TlNr. FURN.ACE.

The portable rivet heating furnace (Fig. 644) is some-
what more elaborate than the home-made heaters

and the handles are constructed of 1-in. pipe. Draft is
provided by coupling to the compressed air line. — \'etv
Vork Central & Hudson River Car Shops, East Buffalo,

N. y.

SAND BLAST MACHINE.

A sand blast machine, mounted on a low four-wheel
truck not shown in the drawing, is illustrated in Fig.
645. This machine has been in use for two years and has

I i'^i^

1 ^

1 r»>,,Awrf-<7/*A»^ '--^f ■ i

k..j....r.d'^.J

t i

T .---.•--. ^*J

FiB. 644— Portable Rivet Heater.

ordinarily used for this work on most roads. The lop is
26 in. X 26 in. in size and the 3/16-in. sheet on the three
sides is 13''2 in. high. The wheels are 16 in. in diameter

MoMe iestiif f^ pipefhitaet

OehV of Air Nozzle !n Y f7Hir>g.

Fig. 845— Sand Blast Machine for Cleaning Steel Car* and
Locomotive Tend era.

sand blasted about 1,600 steel coal cars and 100 engine
tenders. Two laborers can sand blast a steel car com-
plete in less than half an hour. The machine is operated
by compressed air at from 80 to 90 lbs. pressure. The
l.'-^-in. cut-out cocks A regulate the flow of sand from
the machine. The cock B is always open while the
machine is in operation. The ^^-in. cnt-out cock C
releases the air pressure from the tank when the work of
sand blasting is discontinued, or when it is desired to refill
the tank with sand. In order to agitate the sand so that
it will flow freely into the two outlet pipes, air is forced
into'the tank through ihc two '-^-in. pii>es near the bottom,
which have 's-in. holes drilled in them. I'niess this
provision is made all of tlie sand will not flow out of the
tank, particularly if it is at all damp. Air also cniers the

224

RAILWAY SHOP KINKS.

tank through the ^-in. T just below the cock C. It also
flows through the nozzle D in the lj4 in- Y and joins the
flow of sand from the tank, thus forming a partial vacuum
in the Y fittings, causing the sand to flow uniformly in
the proper quantity, and at a velocity that will give the
most efficient results. Hard crystal ore sand gives the
best results, although any sharp sand of medium fineness
may be used. We have used the same sand several times,
but find that it does not cut well after the third time.
After it is useless for air blast purposes, it may still be
used to advantage on locomotives. The screen shown in

independent of each other, two men may sand blast differ-
ent parts of the car at the same time, which is an
important advantage.

Before the sand blast was used for removing the rust
and old paint from cars and tenders, we used steel
brushes, scrapers, revolving steel brushes operated by air
motors, and other devices, but with very little success.
They do the work only half as well and require twice the
time. The most important places to be scraped and
cleaned, which are around the rivet heads and at the
angles and joints, could not be cleaned at all, or not very
well, with these devices. The sand blast machine is
simple to operate and cleans the steel around the rivet
heads and in the joints and comers thoroughly. Two
men can work on the car at the same time, one on each
side. Because of the agitator in the tank, damp or
partly wet sand will not interfere with the working of the
apparatus. The supply of sand to the hose is uniform
and there is no waste of either sand or air. The machine
is also used to advantage for sand blasting the brass
trimmings of passenger cars, these parts thus being given
the appearance of statuary bronze or old gold. — Frank J.
Borer, Foreman Air Brake Department, Central Railroad
of Nezv Jersey, Elisabethport, N. J.

TORCH FOR HKATING DAMAGED PARTS.

It is quite often possible to straighten or repair dam-
aged parts of steel cars in place. For this purpose a

Fig, 646 is used when it is desired to use the sand a
second or third time. It will pass through the screen
and funnel into the tank as fast as two men can shovel it.

The track used for this work should be so arranged
that the cars or engine fenders to be sand blasted will
run to and from the sand blast machine by gravity, thus
making the use of a special engine to shift the cars unnec-
essary, or doing away with the slow method of pushing
the cars with pinch bars. In order that no time may be lost
in refilling the tank of the sand blast machine, an old box
car has been rebuilt and is used as a sand storage car. It
is filled with sand at the sand house by means of two drop
doors in the roof of the car. Two pockets or hoppers are
provided in the car, each holding about 10 tons of sand.
Two small sliding doors are placed on one side of the
car, through which the sand may be run directly into the
tank of the sand blast machine. To open or close the
inlet to the tank, it is necessary to remove or replace six
1-in. nuts and the cover plate. As there are two separate
sets of air inlet and air and sand outlet pipes, which are

Fig. 647 — Heating a Steel Center Sill with Crude Oil Burner.

Ferguson portable heater and kindler is used. The flame
from such a burner playing on the center sill of a steel
underframe is shown in Fig. 547. Where it is necessary
to heat the bottom of a member of a steel underframe on

STEEL FREIGHT CAR.

225

a wtxxlen car the oi! burner cannot be used, because of
the danger of igniting the wood. For such purposes a
small size open top rivet heating forge may be used
to advantage. — Erie Railroad, Buffalo, N. Y.

TOOL BOX, PORTABLE.

The men engaged in steel car repair work keep their
tools in special portable tool boxes, as shown in Fig. 648.
They are constructed of heavy galvanized iron, the box
or house measuring 33^ in. in length, 2 ft. in width and 2
ft. in height. The door opening is 14 in. square, the door

Air is admitted to the tank through the
connection at F, the pressure forcing the oil out through
the J^-in. pipe and hose. The construction of the buraer
is clearly shown in Fig. 650. The supply of oil and air to
the burner is controlled by the globe valves. The oil tank

-iS S-

Fig. MS — Portable Tool Box for Steel Car Repair Gang.

being secured by a padlock when the box is not in use.
The wheels are 16 in. in diameter. The tools include cold
chisels, sledge and hammer, drifts and wrenches; also
pneumatic hammers, etc. — New York Central & Hudson
River Car Shops, East Buffalo, JV. Y.

TORCH FOR HEATING DAMAGED PARTS.

A simple and convenient crude oil burner is shown in
Fig. 649. The oil tank is made from a 16-in. x 33-in.

Fig. SSO — Torch on Crude Oil Heater.

may be refilled by removing the plug at F. Air pressure
is used at from 75 to 100 lbs. per sq. in. The handles of
the truck are made of J^^-in. x. 1^-in. wrought iron, and
are tied to each other by two %-in. bolts on either side of
the tank, the arms being properly spaced apart by 6-in,
lengths of pipe through which the bolts pass. — C. C.
Leech, Foreman, Pennsylvania Railroad, Buffalo, N. Y.

TORCH FOR HEATING DAMAGED PARTS.

A crude oil burner for heating damaged parts on steel
underframe or all-steel cars is shown in Figs. 651, 652

Fig. 649— Portable Crude Oil Heater.

and 653. The end of the torch (Fig 653) may be made in
any shape or length recjiiired for properly directing the

226

RAILWAY SHOP KINKS.

flame on the difi^erent parts of the underframe of the
car. This end is screwed on the short piece of lj4-in.
pipe which fits on the end of that part of the burner which

fbrA'Plpt

Fig. 652 — Arrangement of Air and Oii Pipes and IMIxing

Chamber for Crude Oii Torcli.

is shown in detail in Fig. 652. The end shown in the
photograph is used for heating two center sills at one
time, this operation requiring only a comparatively short
amount of time. The burner is regulated by the two globe

pressed air line is connected just back of the globe valve
at the rear of the top of the tank, and air is admitted to
the tank. This pressure forces the oil out through a pipe,
which extends to within lj.2 in. of the bottom of the
tank, and through the hose to the burner. Air is also
forced through the other hose to the burner. The cheapest
grade of crude oil is used, cutting the cost down to one-
half of what it formerlv was with a kerosene burner. —
IV. H. Snyder, Assistant General Foreman, A'ew York,
Susquehanna & IVcsiern, Stroudsburg, Pa,

UNDERFRAMES, STRAIGHTENING.

A table designed for repairing steel cars, especially the
underframes, is shown in Figs. 654 and 655. This work

12 Channtf, 3S/Ax per f^.
ff had af cen^r 20, SZO /As,

htaHng hryt sor facts

li-Kp*

O'
\,>l

Siqf i'meh in tnd ofp/p* cap. Utad A>r haaHnff cfthr sit/s.

Fig. 653 — Typlcai End Pieces or Burners for Crude Oil Torch.

valves at B, one of which controls the compressed air
and the other the oil. The oil reservoir is mounted on a
two-wheel truck, so that it may easily be handled . about
the vard and over the tracks. The hose from the com-

Fig. 654 — Eievation of Steel Car Repair Table.

is coming to require more and more attention, as the
number of steel cars in use is rapidly increasing. The
table is substantially built on a concrete foundation, rein-
forced with rails held in place by a number of anchor

t$''Cgfinder, UpOOfts.

C X.TI

!• I

I' "

■"■i^-V

■\t- -I -- 4 — ii^ -li.

■n — : —

z r ,r L i: , £ eh

' -1 II li Casf Iron Phh.Vmm , .^

G; r '' Tf • r r ' T" ! r " T<^ : :i '•: '' " i :

Cast Iron Phh. \ ^mmftt cdnd \>rk*i¥f /> /fr^odie/^s

«--^** ^ ■-£*- ^-

l^fflingtr, /S,00<yfii3.

*•" •'^

TiT.

k» » d

r^^si

m'Cylindtr,
iSfiOOIbs,

li^Cyiinden/iOOo'ibx

i I. I L J I II I

:_nn

"XT'

!i : i I N i n lu Ml ; m i ^j ^^

— ^r'-'-'W'

'--■CI>»~-'-

-■-? —^ »'~— 3^-i — — >«.- ■* - — -^ -t^— ^ j

'TtlT'

--r»r-

Fig. 655— Plan of Steel Car Repair Table.

STEEL FREIGHT CAR.

227

bolts. The top surface is composed of sectional plates,
which form a face plate. A number of T-slots for holding
down the work are provided. There are two movable
cylinders on each side of the table, which may be placed
in any position to exert side pressure. The end cylinders
are stationary for exerting pressure on the opposite cor-
ners in case of the frame being out of square. An 18-in.
cylinder overhead, having a capacity of 19,000 lbs. pres-
sure, can be moved in any position over the face plate, its
carriage traveling lengthwise of the table, while the
cylinder itself travels across the carriage. With this
cylinder ordinary bends may be straightened cold. In
case of sharp kinks in the frarne it is heated before apply-
ing the pressure. This table is a new departure in these
shops and is found to be very valuable in taking care of
steel car work. — D. P, Kellogg, Master Mechanic; IV, F,
Merryj General Foreman, and G. H, Goodunn, General
Gang Foreman, Southern Pacific, Los Angeles, Cal.

UNDERFRAMES, .STRAIGHTENING.

A car had been in a fire and had lost its entire wood
superstructure. When it arrived at the shops it was

found that the underframe had drooped considerably.
To dismantle the frame for individual straightening of
the members would have taken about six days. The
frame was turned upside down and rested on three rails,
placed at the ends and in the middle, across and a few
inches above the track. A wood fire was then built
under the drooped section of the frame, and when heated
sufficiently it became straight, due to the action of its
own weight. This same method has been used with
frames which would not straighten of their own weight,
in which case it was only necessary to lift the frame
by both ends and allow it to fall on the rails, which
later acted as a faceplate. An underframe may be
straightened in this way, using six men including crane
hands, in about ten hours, at a cost of a little more than
10 per cent, of what it would cost to take it apart,
straighten the individual members separately and re-
assemble the frame. The repairing of steel freight cars is
not a difficult matter ; it requires only a comparatively few
special tools, and the wooden car repairmen soon become
accustomed to it. — Baltimore & Ohio, Mt, Clare Shops,
Baltimore, Md.

Passenger Gar Kinks

CARPET CLEANER. Oil the sketch. The usual method of releasing the spring

. . , , . . , .9 is to turn the nut A'' a distance of about 1 J4 in. along

A simple arrangement for cleaning carpets with com-
pressed air is shown in Fig. 657. The carpet is first
rolled on a wooden roller, which is hung in the brackets
A. One end is then carried up over the rollers and
underneath the air pipe B, which has a 1/16-in. slot on
its underside where it comes in contact with the carpet.
The air blows the dirt out of the carpet, which is slowly
moved along until the end can be made fast to the roller
C. The remainder of the carpet is then drawn slowly
through the machine by revolving the roller C by the
hand wheel at the side of the machine. When the car-
pet has been wound on the roller C it may be removed by
lifting the hinge E on the frame. The frame is con-
structed of wood. — C. C. Leech, Foreman, Pennsylvania
Railroad, Buffalo, N. Y.

~*'l^,, BRAKE HEADS, ArPLYING.

Diamond Special brake beams have heads arranged as
shown in Fig. 656. The head is held to the beam by a
cast lug, which is forced into a recess in the beam by a
strong spring. The position of the lug when the head the threaded end of the bolt, which is fastened to the lug.
and beam are locked is shown by the dot and dash line Even if the nut was in such a position that it could easily

Fig. 05fr— Simple Method of Applying Brake Head to Diamond
Special Brake Beam.

fib//ra htemadt af/*rABrAA

'^' So/kt'^

■■'!

' 1 -

3 -

Flg.,6K7 — Device for Cleaning Carpets with Compressed Air.
228

PASSENGER CAR.

229

be gotten at, this is a tedious job; but considering the
angle at which it is set and the short distance between it
and the top of the rail, it is almost necessary for a man
to lie flat on his back to adjust it. A simple method has
been devised for overcoming this inconvenience, so
simple that it is strange that it was not discovered sooner.
The heads are received from the maker with the lug
drawn back ready to slip over the beam. When these
are received a wedge is driven in to hold the lug in this
position. The nut is then removed and a block of wood
about 2 in. square and 1J4 '"■ thick and having a ^-in.
hole through its center, is slipped over the bolt. The nut
is replaced and securely tightened. When the head is
slipped over the beam the piece of wood is given one
blow with an inspector's hammer, breaking it to pieces
and allowing the lug to fly into the recess with a snap,
locking the brake head to the brake beani.^ — A. G. Pan-
cost^ Draftsman, Elkhart, bid.

CLAMP FOR GENERAL USE.

A damp for general use about the coach shop,
especially for drawing together coach framing, siding,
etc., is shown in Fig. 658. It has a maximum range of
13 ft, which is ample for all purposes for which it may
be needed. The U-shaped pieces, as well as the long
rod, are made of Js-in, x 2j'^-in. iron. The long rod

Fig. 658 — Clamp for General Uk In Coach Shop.

ample provision is made for adjusting to any length.
The tightening nut has two Sj^-in. arms, giving a good
leverage. — C. 0. Fuss, Car Shop Foreman, Central Rail-
road of Nezv Jersey, EUzabethport, N. J.

CUSHION AND CARPET CLEANER.

A simple arrangement for cleaning car seats, cushions,
carpets, etc., is shown in the accompanying sketch. Fig.
659. Air, at about 75 lbs. pressure, is admitted as in-
dicated, and causes a suction at the nozzle which is con-
nected at the end of the 1-in. air hose, and is held on the
seat or carpet. The nozzle is made of galvanized iron
and has an opening Jli-in. x 6-in, The 1'4-in, pipe
coupling is soldered to it, making a permanent joint and
preventing the entrance of air. An ordinary globe valve,
with its interior partitions removed, is used as a three-
way connection, through which air is run into the pipe.
The jet or nozzle at the air inlet has five 7/64-in. round
holes through which the air passes. — C. C. Leech, Fore-
man, Pennsylvania Railroad, Buffalo, N. Y.

D!APHRi\GM FACE PLATE STRAIGHTENER.

An effective device for straightening diaphragm face
plates is shown. in Figs, 660 and 661. The I-section shape

is drilled with ^^-in. holes on 5-in. centers for its entire
length, and as the square threaded screw is 9-in, long.

Fig. 660 — Application of Olaphragm Face Plate Straightener.

of the feet provides for using the device for straighten-
ing any bend in a diaphragm face plate, the screw being
run in or out as required. The screw is double square

Mobsfrvcfiana
inshft of Globe

rig. 699— Suction Cleaner.

230

RAILWAY SHOP KINKS.

threaded, 1-K >"■ i" diameter. In the majority of cases,
the diaphragm is bent inward and the device is used as
shown in the photo. It can be placed in about four or
five minutes and the face plate straightened in about the
same length of time. Without this device it would be
necessary to remove the face plate, which would mean
taking off the diaphragm, and in a good many instances

draw gas from the car tank until the pressures
in it and the portable one are equalized. — Lehigh Valley,
Sayrc, Pa.

A cast iron glue pot in the cabinet shop is shown in
Fig. 663. It is 62 in. long, 29j4 in. wide and 7 in. deep,
and rests on cast iron feet 20 in. high. There are 12 one-
gal, and 2 two-gal. kettles, giving a total capacity of
about 16 gals. The iron kettles have flanges on their top
edges by which they are held suspended in the water. A

Fig. 661 — Diaphragm Face Plate Stralghtcner.

the tearing of it and the necessity of providing a new one.
The device is also applicable to a variety of other uses
such as straightening truss rods in place, or the light
channel section shapes used in coach construction.— C 0.
Fuss, Car Shop Foreman, Central Railroad of Nni' Jer-
sey. EHcabctlif'orf, .V. /.

C.\S TANK, I'tlRTAnLE, FOR TESTING PURl'OSES,

A portable gas tank, used when testing the Pintsch
lighting systems in passenger coaches, is shown in Fig.
662. It is an ordinary coach gas tank, mounted on cast

Fig. 663 — Glue Pot In Cabinet Shop.

coil of -'S-in. co])per pipe is placc<l on the bottom of the
])0t and the steam and water regulating valves, etc., are
located at one end. The pot is cast in one piece, with a
flange to which the ribbed cast iron top is bolted. — Lehigh
Valley. Sayrr. Pa.

Fig. 662— Portable Gaa Tank.

, .MANfKACTlR

Two sheets of coach glass for use in state room or
toilet room panels, or any place where a non-transparent
light is used, are shown in Fig. 664. The glass at the

iron wheels so that it may easily he trans]>orted about the
shop. It is also used for taking gas from a coach just
shopped, fur use in another which is ready to leave the
shop. In this instance, however, it is only possible to

Fig. 664 — Manufacturing Crackle Glata.

PASSENGER CAR.

right shows the completed work, while that at tlie left
is in the course of preparation. The sheet of glass is
first thoroughly sanded by a sand blast. This gives it a
rough surface. It is then coated with a layer of specially
prepared "Noodle" glue, about 3/32-in. thick, after
which it is placed in an even temperature room, about 75
deg. to 80 deg., and left there until the glue dries. In
drying, the glue surface cracks and the small pieces curl
up as shown on the sheet of glass at the left in the illus-
tration. As the surface of the glass is roughened by the
sand blast, the glue adheres to it and in drying thin scales
of the glass are carried off by the glue. There is, of
course, no fixed figure, but very fantastic shapes and
designs form. To make what is called a much finer
crackle, a piece of glass may be put through the process
a second time. — Lehigh Valley. Sayre, Pa.

JACK, PNEUM.\TIC.

A pneumatic jack, which is an efficient and necessary
coach shop kink, is shown in Figs, 665 and 666. In
jacking up a coach it is, of course, necessary to use two

cast iron, as are the piston head, the follower plate and
the wheels. The bracket which carries the wheels is
made of cast steel. The plunger is made from a piece

Pig. 666 — Detaila of Pneumatic Coach Jack.

of 6-in.' pipe, which screws into the piston. Air enters
through a port cast in the bottom head. The drawing
shows the original design using a cap on the plunger,
but this has been changed, as shown in the photo, to a
longer ram, by the use of which jt is not necessary to
bldck up to the sill, but the ram bears directly against it.
— C. O. Fuss, Car Shop Foreman, Central Railroad of
^'e7v Jersey, Eli:abelh(>orl, N. J.

JACK, PNEUMATIC.

Modern passenger car equipment has grown so heavy
that something better than a hand or ratchet jack is
required for lifting the cars in order to remove or re-

Pig. 665 — Pneumatic Jack for Lifting Coachea.

jacks under each end. Air hose connections are made
to operate the jacks sinuiltaneously. which provides for
their moving equally, both as to speed and travel. One
man operates the valve, while the second man arranges
the blocking and different height horses on which the
cars are placed after the trucks are removed. The cyl-
inder is made of a piece of tubing, 17 7/16 in. in diameter
by 24 ill. 'lotvr. The top and bottom heads arc made of

"^ m tTjT»

Fig. 667— 17-Inch Air Jack for Llftlnfl Coaches.

place the trucks. We have constnicted four 17-in. air
jacks (Fig. 667). one of which is placed under each
corner of the car. Tlie two jacks at each end are con-

232

RAILWAY SHOP KINKS.

nected with the same air Une and are operated by the is applied the springs compress, allowing the jack to rest

same valve, so that the end of the car is raised evenly.
These jacks have been in service for eight months and
have not required any repairs, and it looks now as if they
would operate indefinitely without requiring any. Their
use has greatly reduced the amount of time required for
removing and replacing the trucks when it is necessary
to change the wheels. The cylinders of the jacks are
constructed of J^-in. boiler steel, which is rolled to the
proper size for boring and is welded instead of being
riveted. A two-wheel buggy has been constructed which

Fig. 668 — Buggy for Traniporting Air Jacks.

carries the jacks in such a way that the load is evenly
balanced and they can be conveniently moved from place
to place about the yard or through the shop. The liandle
of the buggy (Fig. 668) is raised and the uprights, which
have U's at the top, are pushed under the two lugs on
the jack. By lowering the handle the jack is raised off
the ground and may be pushed about the yard. — Theodore
Rowe, Foreman, Great Northern, Jackson Street Shops,
Si. Paul, Minn.

JACK, PNEUMATIC.

A portable air jack is shown in Fig. 669, It is sup-
ported on two pairs of wheels through two springs in
such a way that when no load is on the jack the springs
lift it from the floor, making it portable. When the Joad

the floor. The advantage of this provision is apparent.
The cyhnder is 14 in. in diameter and the piston has a
16-in. stroke. The springs are 2 in. in diameter and 8 in.

,Q_

-tzd-

Pig. 669— Portabie Air Jack.

high and are made of ^i-m. steel. — T. E. Frcetnan, Gen-
eral Foreman, and A. G. Wright, Master Mechanic,
Chicago, SI. Paul, Minneapolis & Omaha, Sioux City,

Iowa.

PLATING ROOM, HOT OVIiN FOR.

A convenient fonn of plating room hot oven, for use in
connection with the replating of headlight reflectors and
ornamental brass work on cars, is shown in Fig. 670. It

wrm .

Fig. 670 — Hot Oven for Plating Room.

PASSENGER CAR.

233

is also used for drying lacquer. It consists of three sub-
stantial legs of cast iron, supporting a wooden box, lined
with No. 10 iron, held at the corners by Hght angles, and
with a space J-j-in. thick between it and the wood of the
box, which is filled with plaster-of-Paris for insulating
purposes. Coils of 1-in. gas pipe extend along the ends
and top of the box, as shown. The doors at the front are
opened by sliding vertically and are counterbalanced by
the weights, as shown. The total height of the dryer is
3 ft. 11 in., and its width is 8 ft. 43^ in.

members being made of one piece and bolted or riveted
to the vertical member which carries the hook. The iron
rounds or steps are spaced 10 in. apart. The uprights
are loosely bolted to the horizontal timbers at the top and

PRESS, CLAMPING.

A clamping press for use in the cabinet shop is shown
in Fig. 671. This is used when glueing together several
sections of light material to be bent to circular form, A
form for ceiling boards is shown in the press. The frame
pieces are made of wrought iron, 4 in. wide. The
threaded bolts carry cast iron heads, to which wooden

Fig. 671 — Clamping Press with Glu« Pot In Background.

shoes are fastened. The hand wheels slip over the square
portion of the shaft, and may be shifted from one side of
the press to the other. — Lehigh Valley, Sayre, Pa.

SCAFFOLD, ADJUSTABLE.

The scaffolding, a portion of which is shown in Fig,
672 does not differ materially from that used in most
shops, but it shows a design which is extremely simple
and at the .same time very effective. The brackets are
made of ^4-in. x 2-in. material, the horizontal and oblique

Fi(t. 672 — Coach Shop Scaffold I no.

are fastened to the floor by bolt latches. This latter
provision allows for swinging the uprights in to the center
post so as to be out of the way when not in use. The
top cross member which is shown indistinctly in the upper
left hand corner of the illustration is rigidly bolted to the
shop building columns about 10 ft. 6 in. from the floor
The runways are heavy and are trussed with ?^-in. rods,
the queen posts being made of 1-in. pipe, flattened and
notched at the lower end. — C. 0. Fuss, Car Shop Fore-
man. Central Railroad of Neii' Jersey, Elhabethport, N. J,

SCAFFOLD, ADJUSTABLE.

A coach shop scaffolding, with the widest po.ssible
range of adjustment, is shown in Fig. 673. The flanges
of the end casting act as guides and also provide metal
bearing surfaces for the truss rod bolts. The pulley jaw
is made separate, of wrought iron, and is secured by a nut
on the under side of the scaffold. Pulley wheels, similar
to those shown, are mounted near the tops of the posts.
Special features of this scaffold arc its quick adjustment;
the safety afforded ; the unusual distance, 11 ft. 4 in., over
which adjustment is possible; and the provision for

RAILWAY SHOP KINKS.

engage the chains that are used in raising and lowering
the scaffold, thus locking the scaffold in any position to
which it may have been adjusted. — Lehigh Valley, Sayre,
Pa.

SCAFFOLD, ADJUSTABLE.

A handy and quickly adjustable scaffold bracket in use
in the car shops is shown in Fig. 675. The interesting
feature of this bracket is the fact of its being counter-
balanced by the swing weight making it easily adjustable
and self-fastening. The strips of -K-'n. x 4-in. iron are
bolted to the post and held a few inches from it by the

Frg. 673— Details of Adjustable Scaffold.

quickly raising the scaffold to the top of the posts and
entirely out of the way when it is not being used. The
short chains, about 3 ft. long, that are fastened to the
posts near the bottom have hooks at the other ends which

Fig. 67^ — Elliptical Spring Compreisor.

Fig. 675— Adjustable Scaffold ^racket.

filler pieces. Oblong holes are partly punched at intervals
along these strips, and the metal is pushed back. This
acts as a guide and pushes the holding pin, at the lower
end of the bracket foot, out of the opening when the
scaffold is to be moved upward. It is, therefore, only
necessary to exert a slight pressure upward to raise the
bracket and scaffold. — Lioig Island Railroad, Morris
Park. K. r.

SPRIXC; COMPE(ESS0R.

It is hard work, with screw or hydraulic jacks, to place
a spring in a truck without some method of compressing
and holding it to its loaded height. The illustrations.
Figs 674 and 676, show a compressor which is easily and
cheaply made, comparatively little machine work being
necessary. The main machining i'^ confined to beveling
off the fianges on one sido of tl>e I-beam which con-

PASSENGER CAR.

stitutes the base plate. The upright is made of l-in, x
6-in. wrought iron, forged to the shape shown, with the
ends meeting on the under side of the base plate, to which
it is securely fastened by J^-in. bolts or rivets. The in-
verted jack is fastened at the top and is also held by the
double clamp. A spring is compressed sJightly below its
loaded height and then two links are slipped over its

upward when the pressure was released, but it did not
prove strong enough, and provision was made for allow-

II H: 1.'

%fi

I«l-,a»i

I <-^l-i,-

^^^ i.*i-<fJ ~^^_^

Fig. 676— Detail! of Elliptical Sprinfl Compreasor.

ends. These links, one of which is partly shown in the
photograph, hold the spring compressed, while placing it
in its position in the truck. After it is finally placed and
the weight of the truck is on it, the links are easily re-
moved. Being mounted on wJicels, the spring com-
pressor may easily be taken to any part of the shop. —
Baltimore & Ohio, Mt. Clare Sl!ol>s, Baltimore, Md.

SPRIN'G TESTHH.

A home-made device for testing the elliptical springs
on passenger equipment is shown in Fig. 677. The air
cylinder is 18 in. in diameter and was taken from an old
hydraulic jack. The pressure per square inch on the
cylinder is indicated by the air gage. A table on the wall
back of the machine shows the total pressure on the spring
to corrospnnd to the various gage pressures, and is as
follows :

Case.

Total.

Gase.

... 2,544

. . . 10,687

?0...

...17.812

20....

... 5.0S9

45....

...11,451

75...

. . . 14,085

... 6,361

48....

...12.214

80..-.

,..20.3.i7

30....

... 7.634

50....

. , . 12,723

85...

....21.629

35....

. , . 8,906

55,...

. . . 13.995

90,..

....22.902

38....

. . . 9.669

60....

,.,15.268

95...

....24,174

40....

...10.178

65. . . .

...16,540

- 100...

....25.447

The springs are checked as to the height under llie load
which they must carry on the car, and if found deficient
are reset. Ordinarily the springs are tested only when
there is jome question as to their capacity. The apparatus
is also found useful for coiupre.'^sing the springs and ]»Iac-
ing a clamp over them to facilitate ])Iacing them in the
trucks. Formerly a spring was used to force the piston

FIb- 677 — Sprinji Testing Apparatu*.

Lug the air to enter underneath the piston when it was
desired to force it upward, — Eric Railroad. Buffalo, X. Y.

Sl'RlXG TESTER,

The coach spring testing machine shown in the accom-
panying illustration. Fig. 6/8. is used for every coach
spring. Freight car brake cylinders, arranged in tandem,
coimcct to a common crosshcad and exert an even
pressure on the spring. The springs are handled to the
machine bv a pneuiuatic hoist, running on an overhead
track, and by the hooks shown in the illustration. .X
table is [wsted on the side of the building near the
machhie, wliich shows the pressure to which the springs
should be tested, .-\ftcr the sjiring is in ])osition and the
wooden block is placed alx>ve it as shown, air is admitted
to the cylinclers. The spring is then given tlie pressure
which it should wiih.<tand according to the table, when
its height is measured. If the -ipring shows the correct
loaded height it is <). K.. otherwise it is rejected. The
chain, weight and lever arrangement shown jirovidos for

RAILWAY SHOP KINKS.

lifting the crosshead, pistons, etc., when the air is ex-
hausted at the concUision of a test. This machine is

STEP HOIST.

A light air hoist for holding steps in position while
bolting them in place is shown in Fig. 679. The cylinder
is made from a piece of brass pipe, 2]/^ in. in diameter
and 28 in. long. This pipe is tapped into a cast iron base,
through a port in which the air enters. A 12-in. diameter
plate is bolted to the cast iron one, forming a substantial
base. Unless some device is used for this purpose, two
men are required for putting up a pair of steps, one hold-
ing the steps in position while the other places the bolts.

Fig. 678 — Coach Spring Testing Machine.

located just outside the coach shop near the spring stor-
age floor. — C. 0. Fuss, Car Shop Foreman, Central Rail-
road of A'eiv Jersey, Elisabeth port. A'. /.

Pickapi fyr
tiffing Box.,

Fig. 680 — Crane for Handling Storage Batterlee.

Pig. 679— Coach Step Hoiat In Position.

With this hoist, one man can do all the work. — C, O.
Fuss, Car Shop Foreman, Central Railroad of New
Jersey, EHzabethport, N. J.

ST0R.^GE BATTERIES, CRANE FOR.

The storage batteries used with the electric lighting of
passenger equipment have to be handled frequently in
connection with flushing them with water. These boxes
weigh about four or five hundred pounds apiece when
filled, and it is necessary to lift them about 3 ft. from the
floor. Several workmen have been hurt in doing this by
having fingers pinched or hands crushed. To overcome
the difficulty a jib crane and an air hoist were constructed,
as shown in Fig. 680. With this crane it is possible for
one man to safely lift and clean a set of batteries in a
comparatively short time; formerly three or four men
were required for this work. With an air pressure of 90
or 100 lbs. . the capacity of the crane is about two tons.
This type of crane can also be used to advantage for

PASSENGER CAR.

serving lathes, planers or other machines which handle
heavy work in the machine shop. Its construction' is
simple. — Theodore Rowe, Foreman, Great Northern,
Jackson Street Shops, St. Paul, Minn.

TRUCK WHEELS, CHANGING.

An ingenious method of utilizing the weight of a coach
for power in lifting the truck from its wheels is shown in
Fig. 681. The jacks have 6-in. gas pipe plungers, the top
ends of which are left open. In placing the jacks under
a coach, wooden filler blocks of sizes such that they will

■ -

- —

; ■

' JL

J 1 r

WHEEL DROP PIT.

A drop pit for removing a pair of wheels from a truck
without taking it from under the coach, and without
raising the car except for a couple of inches, is shown in
Fig. 582. It is quite similar to the drop pits often used
in engine houses. The car is placed with the wheels to
be taken out directly over the pit ; when not in use the pit
is covered over with loose planks. The car is jacked up a
couple of inches and the air brake levers, brake shoes
and the lower tie straps of the truck are disconnected.
The air jack is run under the center of the axle and the
pair of wheels is raised just enough to allow the sections

F(g. <81— Method of Handling Coach Trucks.

just go under the car bolsters are used. As several
lengths of these filler blocks are kept on hand, any height
may be obtained without using additional blocking. The
car is then raised to the position shown in the upper
illustration and the truck is run out. One of the walking-
beam chains is attached to the track frame and the other
to the coupler shank. The coach is then lowered and its
weight acts to raise the truck from its wheels. The coach
is allowed to stand on the jacks while the wheels are being
changed, the entire job being the work of one man. We
regard the device as a most efficient one. — H. Ashley,
Master Mechanic, White Pass &■ Yukon Route, Skaguay,
Alaska.

Fig. 682— Pnaumatlc Hoiat in Wheel Drop Pit.

of the track over the pit to be disconnected and pushed
aside. The wheels are then lowered into the pit and the
truck is pushed to one side ; the wheels are raised and
rolled off alongside the car. Another pair is lowered into
the pit and placed under the car. The cylinder of the
air jack is 12 in. in diameter and has a lift of about 4 ft.
The pit is 48 in. wide at its upper portion, which is 42
in. deep. The lower part of the pit into which the air
cylinder projects is about 21 in. wide and 48 in. deep.
Twelve-inch wheels, placed 36 in. apart lengthwise, center
to center, are used for the truck which carries the air
cylinder. — Ddaivare, Lackcnvanna & M-'cstern, East
■ Buffalo. A'. Y.

Planing Mill Kinks

CROSS CUT SAW, GUARD FOR.

A splendid safety guard for use on cross cut saws has
been devised by W. T. Diiffin, foreman of the passenger
car department, and is shown in Fig. 683. This guard,
of galvanized iron, is attached to the low-er end of a piece
of pipe, which fits in another piece of larger diameter, as
shown, and which has a cord attached at its upper end

The truck for handling lumber, shown in Fig. 684, is
not very heavy, and as it is mounted on ball bearing
casters may easily be turned about or pushed over the
floor in any direction. It is constructed largely of yellow
pine, except for the oak strips which form the floor.
These strips are plated 2 in. apart, so that a man can get
his fingers underneath the timbers in lifting them off the
truck. There are four stake pockets, so that stakes may
be used if desired. The construction of the truck is clearly
shown on the drawing. — William H. Wolfgang, Drafts-
man, Wheeling & Lake Erie, Toledo, Ohio.

PILOT RIBS, MAKING.

Not only is the bevel different on each end of a pilot
rib, but each rib differs from the one next to it, no two
being alike except the corresponding ribs on each side of

Fig. 683 — Substantial Safety Guard for Cut-off Sawi.

which extends upward through the larger pipe and over
a couple of pulleys to a counter weight in a box alongside
one of the colunms. The guard may thus be easily moved
up and down and be adjusted to suit the size of the timber
to be cut. When placed in the desired position it may be
temporarily fastened by means of a set screw.— £n> RaiU
road, Buffalo. N. Y.

\ ^'■" t3'^Vi^'+

^p??^pi

Or'f'-'ff

,. r-

Ir--^

__j

Frg. 684 — Lumber Truck,

Fig. 685— Device for Cutting Bevel on Ends of Pilot Rib*.

the center rib. The device used for cutting these ribs, as
shown in the accompanying illustrations, is simple in con-
struction and is easier and quicker to operate and more
accurate than the usual method of laying out- each rib
with a templet. It does not require a skilled mechanic
to operate it and may be used with any type of cut-off
saw. The device is made of hard wood, securely braced
so that it will not wrap, and of about the dimensions
shown on Fig. 685. It i-s securely bolted to the saw table
to prevent it from moving out of lin^ when in use. Each
of the stops, which are numbered from 1 to 10, in two
rows, represents a different bevel. These stops are Ij-^
in. in diameter and have small keys glued to them to

PLANING MILL.

239

keep them from turning. When not in use they are the bevel thns formed is placed in the notch of the cor-
pushed down so that the tops are level with the top of the responding stop No. 6, The proper bevel is then cut on-

the other end of the rib. In this condition the rib would

be a little too long, a point projecting above the top of

Bufton furntd fc Itfstop dem

Fig. ase— Detail t

board. When in use they project above the board Y^ in.
and are held in place by a button or small piece on the
underside of the board, which swings about a screw, as
shown in Fig. 686. The material to be cut is first pre-
pared by dressing it to the proper size. To show how the
board is used, assume one of the long ribs is to be cut. The
material is placed on the device with one edge resting
against the end of the fence on the saw table and one end
projecting over stop No. 6, similar to the first position
shown in Fig, 687 with the edge lined up with the side
of the notch, as shown. The other end is then cut ofl and

Fig. 687 — Showing Hot

i End* of th« Pilot Ribs a

the Proper Bevel.

the pilot back. By means of a special stop this point is
cut off at right angles to the bevel edge at the top of
the rib, and the rib is then ready to be applied to the pilot.
— 5. 5", See, Foreman of Flaniug Mill, Norfolk & ll'est-
erii, Roanoke, Va.

MOLDER, SAFETY GUARD FOR V.^RIETY.

The most dangerous machine in a wood-working shop
is the variety molder. A pair of safety guards which
may easily be adju.'!ted for any class of work and which
also act as clamps or guides for holding the work down
while it is being passed over the cutter is shown in Fig.
688. This device was furnished by the .American Wood
Working Machinery Company. — .\>il' York Central £r
Hudson River Car Shops, East Baifalo, X. V.

Fig. 688 — Safety Guarda and Clampi on Variety Molder.

Smith Shop Kinks, Car

AIR RESERVOIR STRAPS.

Two tools used on a bulldozer, with a travel of lAyi in.,
built on the same plan as most presses affording a straight
pressure, are shown in Fig. 689. The tool on the left for

tration. This tool was suggested to me by a traveling
salesman who was formerly a blacksmith foreman with
the Southern Railway. I consider it the best step tool
I have ever seen, as the step is completed in one heat with
one stroke; in most cases, the number of steps bent on
this tool in any given time is only limited by the capacity
for heating them, — J. F. Perritt, Blacksmith Foreman,
Seaboard Air Line, JacksonviHe, Fla.

BOLTS, MANUFACTURING.

To facilitate tlie handling of the carts in which the
bolts are transported in the various stages of manufac-
ture a concrete floor has been laid on the side of the smith
shop where this work is done. The rods are brought in

Fig. 989 — Typical Tool* Used on a Buildozer.

making straps for air reservoirs is a double tool ; it may
be reversed on the press by removing the bolts and turn-
ing it around. The arms connecting with the head pieces
are interchangeable, so as to require onlj' one pair. The
straps made are for 10 in. and 12 in, reservoirs.

STEPS, FREIGHT CAR.

The tool on the right is for making car steps with two
bends and two quarter twists, such as shown in the illus-

Fig. S90 — Steel Cart for Handiing Bar Iron.

at the end of the shop on a special steel cart for handling
bar iron, shown in Fig. 690. Two men feed the rods to
the double shear shown at the left in Fig. 691, while a
third man piles the pieces on the cart shown in Fig. 692,

Fig. 691— Partial View of the Bolt Manufacturing Side of the Blacksmith Shop.
240

SMITH SHOP, CAR. 241

and also in Fig. 691, at the same time counting them, moved to the furnaces, thus saving any rehandling. The
One ot these carts will hold 5,000 pieces for ^-in. bolts, large wheels are 24-in. in diameter and the small ones 6
The cart is moved to one of the three Ferguson oil fur- in, — Rock Island Lines. Silvii, 111.

BRAKE BI^U HANGER.

The left-hand dies shown in the photograph. Fig. 695,
are used in making brake beam hangers for passenger
cars. The stock, 1-tn. round, is cut and bent to the shape
shown in a bulldozer. After the second heat, the open end
is placed between the dies and one end is formed and the
weld, which falls in the center, is made. After a third
heat the other end is shaped between the dies. About 25 i
of these hangers can be made in a day of 10 hours on <
an anvil, while by the above method 75 may be made in
the same length of time.

Fig. 692— steel Cart for Iron Cut to Length for Bolts. BRAKE RIGGING U-SHAPED HANGER.

naces where the rods are heated, after which they are -^^ the right of the photograph. Fig. 695, are shown
forged in either the 2-in. Blakeslee or the lj4-in. or 1-in. two sets of dies for making a U-shaped hanger, used on
Acme forging machines. As the heads are forged the the brake rigging of passenger cars. The piece of stock

M/AitfM Inai Vtlf'/f

Fig. 693— Bolt Cart.

bolts are thrown into the bolt cart, shown in Fig. 693.
They are then moved down the line to one of the six
double head bolt cutters. A large number of bohs are
also reclaimed from scrap by cutting them to shorter
lengths and rethreading them. — New York Centrai &
Hudson Rh-er Car Shops, East Buffalo, N. Y.

BOLT WAGON.

As the iron is sheared to length for bolts in the smith
shop it is piled on the wagon or cart (Fig. 694), and is

Ftg. BM — Wagon Uaed In the Manufacture of BolU.

Fig. 695^Brake Beam and U-Shape Hanger DIea.

shown on top of the dies has been finally formed on one
end in the large dies. The first operation is that of bend-
ing, as shown at the opposite end. The S-shape is neces-
sary in order to get sufficient metal into the dies to fonn
the complete end, for which a second heat is re-
quired. This bending operation is done between the
formers clamped on the top of the cast iron dies, A fifth
heat is necessary for bending the hanger to the U-shape.
The stock used is 1 % in. round ; about 80 complete hang-
ers can be made in 10 hours. — Long Island Railroad,
Morris Park, N. Y.

BRAKE BEAU SAFETY CHAIN EYE BOLT.

The left-hand dies shown in Fig. 696 are used in making
collar eye bolts for brake beam safety chains, a finished
bolt and a piece of bent stock being shown. The eye is
formed on an eye-bending machine, and is reheated for
final forming and welding between the dies. It will be no-
ticed that each die is made in two pieces, joined by two
1-in. bolts and held apart about 2 in. by the two ccnI
springs. When in the machine, the dies first close on the
stock and then the plunger strikes the pair which grip
the eye and forces the parts against the other pair. The
metal which bridges the space between the two sets of

RAILWAY SHOP KINKS.

dies then torms the collar. The stock used is j^ in.
round.

GRATE BAR 'trunnion HEAD,

At the right in the photograph. Fig. 696, is shown a
pair of dies used in forming a grate bar trunnion head.

two pins, over which the stock is placed, and the slot
guides the tongs to the center of the stock. It is then
carried to position in the formers, a slot in the center
block guiding the tongs to bring the stock central. There
is a movable block, which slides on two bolts — the heads
of which are shown — through slotted holes. This ar-
rangement permits of easily placing the stock and also for
making the bends square, as the crosshead forces it tightly
against the hanger at the end of the stroke. These
hangers are made of 1-in. stock and 125 may be bent per
hour. — Lehigh yalley, Sayre, Pa.

Fig. 696 — Eye Bolt and Crate Bar Trunnion Head Oie».

This job requires IS^-Jn. square stock, which is first heated
for receiving the 1,'4-i"- round pin. In the second opera-
tion the piece is completed. — Lons Island Railroa<i,
Morris Park Shof>Sj Morris Park, A'. V.

STAPLES, BENDING.

Resting on the left hand stop of the bulldozer. Fig,
697, are shown a block and plunger used in bending J^-in.
staples cold. The block, which stands in an upright posi-
tion when being used, is provided with six grooves for
holding the straight stock. These groovesare cut at an
angle, so that the stock will not fall out. The plunger is
deep enough to bend the six staples at one time. The
stock is cut from ;^-in. scrap rods on a shear, and at an
angle to provide the points. This arrangement will bend
700 of these staples per hour. — Lehigh Valley. Sayre, Pa.

BRAKE HANGF-HS, BENDING.

A set of formers used for bending brake hangers on
a Filakeslee bulldozer is shown in Fig. 697. The machine
is shown at full back .stroke. The two wings which bend
the stock are drawn f nil open as soon as the return stroke
begins by the coil springs, which permits the formed
hanger to be removed and stock for another to be placed
before the wings are again carried forward. The ma-
chine, therefore, operates continuously and a hanger is
formed at each revolution. The arrangement at the left
is provided to center the stock. The angle-iron plate has

BRAKE HANGER ENDS, UPSETTING AND PUNCHING.

The ends of the hangers, illustrated in Fig. 697, are
upset and punched on a machine using the dies shown at
the left in the photograph, Fig. 705. The half die at the
right of the pair shows a piece of stock in position for
being upset. The stock is first bent cold in the bulldozer,
three pieces at a time. The pieces are then placed in a
furnace, the bottom of which is 5 in. below the opening,
which allows the ends to hang downward. After the end
is upset, the stock is moved to the position shown in the
left half die, and the hole is punched. As both plungers

Fig. 697 — Bending Brake Hangert on the Bulldozer; also Block and Plunger for Making Staple*.

S^[ITH SHOP, CAR.

operate simultaneously, one heat only is required for both
upsetting and punching. It will be noticed that the dies
have inlaid blocks at the points of wear. These blocks
are made of high speed steel and when the dies were first
made, the steel blocks were hardened before being placed.
-After upsetting about 3,0C0 ends, it was found that the
steel blocks were full of surface cracks. They were taken
out, annealed, surfaced and again p[ace<l in position with-
out hardening. About 90,000 ends have passed through
dies since the blocks were renewed and they show no
bad effects from the work. The large boss on the right
hand die and the knife on the left hand one were used for
removing the film of metal that forms when the dies do
not close. This provision is not, however, necessary. —
Lehigh Valley, Sayrc, Pa.

A machine for bending the eyes on brake hangers is
shown in Figs. 698 and 6*W and 700. The photographs

round pin whose diameter is the same as that of the eye.
Fig, 699 shows the positions of the stock and the dies at
the close of the operation. To bend the other arm of the

Fig. S98— Bendlno Machine at Beginning of Operatioi

show the two positions of the machine. The adjustable
fingers are set according to the length of hanger required.
The complete details nf the different parts are shown in
the <lrawing. The hanger whose end.^ are to be bent is

Fig. 700 — Bralce Hanger Bending Machine.

hanger it must, of course, be placed on the c^posite side
of the machine from the position shown in Fig. 700. —
/. F. Perrilt, Blackstnith Foreman, Seaboard Air Line,
Jaeksoiiville, Fla.

niJLLDOZEH, SMALI. AIR-OPER,\TED.

The portable air-operated bending machine shown in
Fig. 701 was built for bending small work, such as car

Fig. 6S9 — Bending Machine at Close of Operation.

placed as shown in Fig. 6'IS. As the plunger of the
chine moves for\var<l the stock is bent around the si

brake hangers, stake jiockct bolts, etc. The cylinder D
is an old 12-in. brake cylinder with a suitable crosshead
fitted on the cn<\ of Ibc uision ri>d. The bending anus A
are jiinned liinscly to the tabic at their inner ends and are
conni'cicd to the crns^hcad by links. When the piston is

244

RAILWAY SHOP KINKS.

forced outward the arms travel as indicated by the arrows.
The forming block B is shaped to give the desired size
and form to the parts that are being bent. The bending
arms A have two holes drilled through them for bolting
on different sizes of forming plates. A treadle, f ulcrumed
to the bottom of table, is connected to a grip block and
clamps the work to keep it from slipping while being bent.
Fittings for all kinds of bending are provided. This is a
very handy machine for the smith shop, and we have used
it to splendid advantage on the lighter classes of work. —
W. H. Fetner, Master Mechanic, and C. L. Dickert, Gen-
eral Foreman, Central of Georgia, Macon, Ga,

BRAKE SHOE KEYS, MANUFACTURE OF.

Two special devices designed by the general blacksmith
foreman of the Topeka shops, George Fraser, and used
for forging and finishing brake-shoe keys out' of old
scrap iron are illustrated in Figs. 702 and 703. The first
device. Fig. 702, is an attachment to the bulldozer for
forging the key to shape. Two keys are forged at one
time in one operation, one on each side of the plunger.
These are cut apart and bent to shape in one operation by
the shear attachment, Fig. 703, to a power punch or
shears. These devices have proved very economical.
Keys were formerly forged by hand at the rate of about

\< 2/^-— -ASU-

— I

L ^

Fig. 702 — Forging Brake-Shoe Keys on Bulldozer.

SMITH SHOP, CAR.

250 per day and at a cost of 16 cents each. By the use
of the devices shown an output of 3,000 to 3,500 keys per
day is maintained with the same labor at a cost of 1,'4

and to the same temperature and having the conditions of
handling standardized, — Erie Railroad, Buffalo, N. Y.

CASTLE NUT DIES.

The dies shown at the right in the photograph, Fig.
705, are used for forming large castle nuts. The stock
used is 2j4 in. round, and the completed nut is made in
two operations and one heat. The plunger on top of

Pig. 70^— D«vloe for Making Brake-Sho« Keys.

As applied lo power sheara for shtartng and bending the keys aftei forging.

cents per key. About 125,000 of these keys are made and
used per year, so that comparing the cost of machine and
hand methods, S18,418 is saved by the use of these
devices, — E. J. McKernan, Supervisor of Tools, Atchison,
Topeka & Santa Fe, Topeka, Kan.

CABOOSE STEPS, BENDING.

The law requiring the lowering of caboose steps has
made it necessary to provide thousands of new brackets
for these steps. A bulldozer at the Buffalo shops manu-
factures all of these for the system. The problem was to
devise dies by which all the bends could be made in
one heat and practically one operation. It was done by
making two sets of dies, as shown in Fig. 704, and using
a separate cylinder for operating each set. One die acts

Fig. 70S — Dl«i tor Uputtlng and Punching Brake Hanger
End! and for Forging Caetle Nute.

one of the dies is used first, with the stock placed in the
lower impressions, as shown. This upsets the metal and
forms the castle nut. The stock is then moved to the
upper impressions and the round stock is punched away
from the nut, there being no waste of material. — Lehigh
Valley, Sayre, Pa.

COUPLERS, WELDING BROKEN STEEL.

Tools for welding lugs on broken cast steel couplers
are illustrated in Fig, 706, This work is done on a steam

Fig. 704 — Bulfdozer and Die* for Bending Caboose Stepe.

in advance of the other and completes its work before the
other one starts to move. Ten-inch air brake cylinders
are used. At present the boh holes in the brackets are
drilled after they are bent. Experiments are being made
with a view to punching the holes in the J-j-in. x 2-in. bar
and bending it afterwards. This can, of course, only be
successfully accomplished by heating the bars uniformly

Fig. 706 — Welding Toole for Broken Steel Coupler!.

hammer successfully and profitably, from $6 to $8 being
saved on every coupler repaired in this manner. Tool A

246

RAILWAY SHOP KINKS.

is the bottom die block for the steam hammer. This block
is shaped to fit the inside of the coupler between the
knuckle pin lugs ; scarfing, welding and cutting off is
done on this block. Tool B is used for scarfing, and tool
C for cutting bflf and shaping the new lugs. The perspec-
tive view shows a coupler and a new lug on the die block,
scarfed and ready for welding. Sand or a welding com-
pound should be used to insure a good weld. The work
is simple and if properly handled no fitting is required
to apply the knuckle, it being only necessary to drill the
lug for the knuckle pin. Couplers have been repaired in
this manner at the Columbus shops for the past two years
and without a failure. — E. G. Gross, Master Mechanic,
Central of Georgia, Coiuuibus, Ga.

DRAWBAR YOKES, FORGING.

Dies for bending coupler yokes on a bulWozer are illus-
trated in Fig. 707. The stock, which has had the ends
turned over, is placed between the dies, and as the cross-
head moves forward the two. wings are forced inward as
they come in contact with the rollers on the short arms of
the header. Theae rqllers b^ar against steel friction
plates. The l-in.* gibs oft' the lx)ttom of the former fit
in the bulldozer face plate slots and guide it. As the
header of the machine moves backward, the two wings

C&: Ltne of Bu/khzer^ ilMt

are drawn to their initial positions, as shown in Fig. 708.
This arrangement makes it possible to bend yokes which
are considerably longer than the stroke of the machine. —

BuNchzer Head

Fig. 708 — Open Position of Dies for Bending Coupler Yokes.

SecHon^B,

— t^j d!) — tt -t^

Bufkhzer Face

BMm^

r^i^.

Fncfton Wheel

Former

MfM

w-^

3'4'

,1'

t.^"

Header.

!« -/«>i-'— ^

I I

./*

Reversing Lever

(§) ®

•n

.± :

I
Fncfton Piafe

^ 1

: ';5^

», I

Fig. 707 — Dies for Bending Coupler Yokes on Bulldozer.

SMITH SHOP, CAR.

247

iyaiiam H. Wolfgang, Draftsman, IVheeling &• Lake
Erie, Toledo, Ohio.

DRAWBAR CARRY IRON,

The tools for forging the two members of an ordinary
drawbar carry iron imder a steam hammer are shown
in Fig. 709. The stock for the bottom member is first
bent, as shown by the piece in the foreground in the
center. It is then placed on the female former at the left
and the block is driven down into place. The former
has steel inserts at its outer top edges, and by placing the
two strips on the ends of the iron, as shown, it may be

another yoke can be punched at the same stroke. In
order to avoid having the combined shock of the bending
and punching come on the machine at the same time, the
punching takes place near the end of the machine's stroke

Fig. 710— Bending and Punching Miner Draft Rigging Yokei.

and after the bending shock has passed. The punches
also vary ,'4-in. in length, which serves to distribute these
shocks. The capacity of the machine depends on the heat-
ing facilities. Under ordinary conditions it will handle
100 yokes per day.— Ceo. IV. Kelly, Foreman Blacksmith,
Central Railroad of A'cw Jersey, Elinabethporl, N. J.

cut off to the proper length by one blow of the hammer.
The top member is formed by the dies shown at the right.
Both the top and the bottom members of the support are
finished at one heat, A set of these ready for drilling
and application are shown near the center between the
two sets of dies. — P. f. Smith, Chief Draftsman; Thomas
Marshall, Master Meclwnic; Harry Holder, General
Foreman, and James Lynch, Blacksmith Shop Foreman,
Chicago, St. Pan!, Minneapolis & Omaha, St. Paul, Minn.

DRAWBAR YOKES, BENDING AND PUNCHING.

An arrangement for bending and punching Miner
draft rigging yokes made from 1-in. x 5-in, iron on an
Ajax bulldozer is shown in Fig. 710, The shoulders on
the open end of the yoke for gripping the coupler shank
arc upset on a forging machine, after which the center
end plate hole is drilled or punched. After heating, the
plate is placed on the bed of the machine, the end plate
bole taking a pin in the end of the bending block, which
is bolted in place. After bending, the yoke is inserted
between the stripping plate and block shown for punching
the four large holes. The yoke is then reversed for
punching the four holes on the opposite side. The
stripping plate is made loose, so that it acts as a straight-
ener also, taking out the flare which is left after the bend-
ing operation, as the bending die is only about half the
length of the yoke. The plan of utilizing each movement
of the machine to full capacity is used in this process,
since while one yoke is being bent by the bending dies

EYE BOLT DIES.

An interesting pair of dies with plungers for making
eye bolts is shown in Fig. 711, together with a finished
?^-in, eye-bolt. The dies, as well as the plungers, are
made of soft steel. The upper impressions in the two die
■ blocks with the plunger shown at the left, are used for
the first stage, during which the collar is formed, while
sufficient metal enters the end of the plunger to form the

Fig. 711— Eye-Bolt DIea.

eye. The lower impressions, with the plunger shown at
the right, finally shape the collar and also the boss which
entered the first phmger. The central impressions are
used without a plunger, their work being that of lateral
action only in punching the eye hole. A film of metal,.
1/16 in. thick, remains after this process, and is removed
cold with a single blow of a hand hammer. — Geo. W.
Kelly, Foreman Blacksmith, Central Railroad of New
Jersey, FJizabcthpart, N. J.

RAILWAY SHOP KINKS.

EVE-BOLT, TOOL FOR BENDING.

A tool for bending eye-bolts on a small bulldozer or
air press is shown in Fig. 712, The head A is attached
to the plunger of the machine, and to it are pivoted the
two arms, BB. At the outer ends of these arms are pins
that move in and are guided by the slots CC in the anvil
or former. The round iron to be bent is laid across the

pin in the table. A few inches from the pin on which
these formers revolve is another pin in the bed plate.
Fig. 713 shows the dies open and the piece of round iron,
pointed on one end and slightly bent at the other, in

anvil and against the pin, as indicated by the dotted lines.
The head is then pushed down, and the arms guided by
the slots, CC, bend the round bar in front of them until
the long end strikes the stop, D. The upper arm then
necks it in and the short end is bent around the pin to
form the head of the eye. — /. F. Perritt, Blacksmith Fore-
man, Seaboard Air Line, Jacksonville, Fla.

HOOK, DIES rOH BENDING.

A bending machine for forming coal gate hooks is
shown in Figs, 713 and 714. The female die is carried

Fig. 714 — Diet After Coal Gate Hook Hae Been Formed.

position. Fig. 714 shows the dies opened slightly after
the hook is bent. The metal loops serve to draw the dies
open as the female die recedes. This machine is a great
labor saver, turning out from 30 to 40 hooks per hour. —
F. J. Cook, Foreman, Car Department Snulk Shop, St.
Louis Southwestern, Pine Bluff, Ark.

PEDESTAL STRAP BEACE.

An object lesson in the flow of metal during a die
forging process is well illustrated in Fig. 715. This

Pig. 713— Material In

by the piston rod of the I2-in. x 14-in. cylinder, and the
two dies which form the hook revolve about the heavy

Fig. 715 — Fool Forming DIea.

forging, made from IJ-i-in. round iron, is used for the
lower foot of a passenger car pedestal strap brace, but
the same general shape is used in a variety of instances,
both in car and locomotive work. The bending dies.

SMITH SHOP, CAR.

shown at the left, are used in forming the round iron
into the shape shown. These dies are clamped on top
of the main dies, the half circular section of the lower
portion of the extreme left-hand die being made to clear
the oblique circular impression in the main die. This
thrte-bend shape resulted from a series of trial shapes,
it being probably easier to get it in this way than by
calculation of the metal flow. After this preliminary
shape is made, the metal is returned to the furnace for a
welding heat and is made into the final shape by means
of the dies shown at the right. — Geo. W. Kelly, Foreman
Blacksmith, Central Railroad of New Jersey, Eli::abeth-
port, N. J.

SAFETY CHAIN EYE.

A pair of dies used for making safety chain eyes for
passenger cars is shown at the left in Fig. 716. A fin-
ished eye is also shown. The stock, ^-in. 'X Zyi-'m., is
first heated in a furnace and given the 90-deg. twist.
After the second heat, the stock is upset and formed in
the lower impressions, taking the shape shown. This

the case. The female die bends the iron by carrying the
two arms from their position in Fig. 717 to that shown

Fig. 717— Die* in an Op«n Position.

in Fig, 718. The twist of the ends is made at the same
time. The two metal loops serve to bring the swinging
arms back to position for another stroke. This machine
will bend from 40 to 50 sill steps per hour, making one
at each revolution of the machine. — F. J. Cook, Fore-
man, Car Department Smith Shop, St. Louis South-
western, Pine Bluff, Ark.

Fig. 716— Safety Cliain

IHanger and Fiexible Staybott Sleeve
Cap Diet.

same heat is sufficient for the hnal operation, that of
giving the circular form to the loop, A thin film of
metal remains after this operation, which is afterward
punched out with a pin.

FLEXIBLE STAVBOLT SLEEVE CAP.

A die for making caps for flexible staybolt sleeves is
shown at the right in Fig. 716. This cap is made in one
heat, from 2'/4-in. diameter punchings of J^-in scrap.
But one blow of the plunger is required ; the stock is
diopped in from the top and the finished forging is kicked
out by a hammer blow on tlie ram shown at the back of
the die. .A man can make 800 of these caps per day of 10
hours. — Long Island Railroad, Af orris Park Shops.

SPRING SEAT STIRRUPS, BENDING,

Spring seat stirrups for freight car trucks are formed
on an Ajax bulldozer with the dies shown in position in
Fig. 719, and in detail in Fig. 720, The male die is
bolted to the face plate and rests against the end st<^ of
the machine, while the female die is bolted to the mov-

SILL STEP BENDING DIES.

Two views of a set of dies used on an Ajax bulldozer
for forming sill steps are shown in the photos, Figs. 717
and 718. Fig. 717 shows the dies open after having
formed the step. By reference to Ftg. 718 it may be seen
that the jaws of the female die are wider than the male
die — plus twice the thickness of the metal as is usually

Fig. 718 — Dies Opening Up After the Step Has Been Formed.

able head. The holes in the stirrups are first drilled and
countersunk, after which the plate, 1-in. x 6-in., is placed
in the furnace. The photo shows one of these plates in
position just before bending. The small drilled hole in
the center of the plate takes a pin on the male die. Mak-
ing these stirrups on this machine presented a problem

RAILWAY SHOP KINKS.

which was met in a decidedly novel way, and at the same
time added a feature to the dies which very materially
. assists the metal in taking the new form. This problem

these blocks revolve on the lj4-in. pins, and the flat sur-
faces of the blocks present two lOj/^-in. movable surfaces
to bend the iron, which is an advantage over the metal's
bending against the solid corners of the die. — Geo. IV.
Kelly, Foreman Blacksmith, Central Railroad of Ncit'
Jersey, Elizahethport, A'. /.

t'NCOlII'LING ROD, BENDING.

Dies for bending uncoupling rods on an Aj'ax bull-
dozer are shown in Kig. 721. This attachment operates
on two uncoupling rods at the same time, the four center
bends being made as indicated by the partially completed
rod on the face plate and extending aroimd the die block,

Fig. 719 — Dies for Bending Spring Seat Stirrups.

lay in the fact that the travel of the machine was about
3 in. less than the length of the finished stirrup. The
drawing shows the two extreme positions of the movable
blocks which were placed on the ends of the female die.

Fig. 720^8pring Seat Stirrup Dies.

The dotted lines show the positions which these blocks
assume at the beginning of the operation, while the full
lines show their final position. As the dies close together.

Pig. 721 — Bending Uncoupiing Rods.

while the two end bends are made as indicated by the
completed rod shown near the top of the stationary block
of the machine. These rods are made of l-in. round iron
and are bent cold. All bends are made against grooved
rolls, and the cold metal takes the new form much more
easily than it would were these grooves rigid, in which
case considerable friction would result. The rod which
is taken from the lower position and moved to the upper
for the final bends is not rigidly clamped in position, but
merely placed along the space blocks. When the rolls
meet the round iron, they hold it firmly in position. —
Geo. W. Kelly, Foreman Blacksmith, Central Railroad
of Neii' Jersey, Blisabcthport, N. J.

Air Brake Kinks

A complete outfit for handling the air hose used on
locomotives and cars is shown in Fig, 722. Without
exception, we think we can handle and equip more hose
than any other railway shop in the country. We have a
chute on one end of the bench. The hose are cut to
proper lengths when they are received. The two clamp
rings are slipped over the hose, which are then put on
the chute and roll down to the operator at section /-/.
He puts the coupling and the nipple in the carrying arms ;
with his foot he operates the air connection and the nipple
and coupling are pressed in the hose at the same time.
The hose is then transferred to another chute and to the
air clamps shown in C-D. These tighten the clamps.
while the operator turns the clamp screws by means of a
flexible shaft. Tlie hose pass through section /-/ at the
rate of 300 per hour: that is, putting on 300 couplings
and 300 nipples, or a total of 600 ends per hour. We also
have a knife arranged with an air cylinder by which we
cut old hose to strip the connections. The hose can be cut

and connections taken out just as fast as the operator can
handle them. — D. P. Kellogg, Master Mcclwnic; IV. f.
Merry, General Foreman, and G. H. Goodiwi, General
Gang Foreman. Southern Faeific, Los Angeles, Cal.

.MR HOSE FITTlXt; M.\CHIN'E.

Compressed air i.s now almost universally used for
applying couplings and nipplf s to hose. There are many
designs of machines used for this purpose, one of which
is shown in Fig. 723. It consists mainly of three cyl-
inders, A, B and C, mounted on a bench. The A cylinder
is vertical and contains a piston whose rod is attached to
the upper part of the hose clamp D. The cylinder A.
made of a piece of 4!/4-in. pipe, has a spring which tends
to maintain the piston in its upper position. The piston
rods of the two end cylinders B and C carry holders that
take the nipple and coupling respectively. The hose is
placed between the clamps and the air is admitted to the
vertical cylinder. The clamps are 20 in. long, with a
clamping surface of 14 in. A flare at the ends allows for

section C-0. Saetieit l-J,

Fig. 722— Bench Equipment for Fitting Up Air Hom.

251

Stetion S-F-&-H

252 RAILWAY SHOP KINKS.

the increase in the hose diameter, due to the insertion of and forcing in the nipple at the same time. The horizon-
the metal pieces. Air is then admitted to cylinder C and tal cylinder is also equipped with a wedge, shown in two

Pig. 723 — Machine for Fitting Coupltng and Nipple on Air Hoae.

D forcing the coupltng and nipple into the hose. —
Southern Railway.

AIR HOSE MOUNTING MACHINE.

An outfit for mounting air hose is shown in Fig. 724.
The two cylinders are set at right angles. The vertical
one operates the clamp C, by which the hose is firmly

— ^ Chisel for Cuffing
— P Bolt and Hose, imd

■for separafioff eas-

fJ/Tff from Hose.

Fig. 724— Air Hoae Mounting Machim

held in position, and the horizontal cylinder holds the
nipple or coupling at the end of the piston rod. A single
cock admits air to both cylinders, thus clamping the hose

positions, with which the clamp may be tightened after
the nipple is pressed in the hose. The chisel, shown at
the bottom of the drawing, may also be used with the
horizontal cylinder for stripping the fittings from old
hose. — F. C. Pickard, Assistant Master Mechanic, Cin-
cinnati, Hamilton &■ Dayton, Indianapolis, Ind.

AIR HOSE STRIPPING MACHINE.

The apparatus for stripping the fittings from air brake
and steam hose shown in Figs. 725 and 726 has caused
a saving in time of from 60 to 70 per cent., and a saving
in air hose clamps of from 20 to 30 per cent., as compared
with the methods formerly used. By means of the air
hose clamp bolt cutting machine shown in Fig, 725, and
the stripping machine shown in Fig. 726, an ordinary
laborer can cut the bolts and remove and assort all the
fittings for 100 air brake hose per hour, and this with-
out injury to the fittings. We have stripped about 45,000
air brake and air signal hose and 2,000 steam hose with
this apparatus, which was constructed about a year ago.
The bolts which hold the clamps are first cut on the
machine which is illustrated in detail in Fig. 725. It
consists of an old lO-in. passenger car brake cylinder
fitted with a plain head. Air is admitted to the upper
end of the cylinder through the J4-'"- three-way cock,
to the handle of which a coil spring is attached from
above. The spring, which is not shown on the drawing,
automatically returns the three-way cock to the release
position as soon as pressure is removed from the foot
lever. The standard brake cylinder piston release spring

AIR BRAKE.

253

returns the piston to its upper position after each stroke.
The stroke is limited to 2 in. by the oak filhng block which
is 9^ in. in diameter and 10 in. long, with a 6-in. hole

up by two pieces of oak, 6 in. square in section. The
upper part or shank of the chisel which cuts the bolts
fits over the end of the piston rod and is held in position
by a ^-in. set screw, which is not shown.

After the clamp bolts have been cut, the hose is placed
in the stripping machine, shown in Fig, 726. By operat-
ing the three-way cock air is admitted to all three of
the air cylinders at the same time. The end of the piston
rod of the air cylinder underneath the table is connected
to a lever which operates the clamps that grasp the hose
firmly near its center. At the same time the pistons of
the two cylinders at either end of the top of the table
move outward, pulling ofE the air hose coupling, nipple
and clamps. The three-way cock is then placed in the
release position and the pistons of all three cylinders are
forced to their normal positions by means of the ordinary
brake cylinder piston release springs. A filling block
4 in. thick has been placed in each of the two top cylinders
to shorten the stroke ; the blocks are cut out at the center
to make room for the piston rod and release springs.
The two top cylinders are old 8-in. freight car brake
cylinders and have been fitted with plain heads on both
ends, one head being fitted with a stuffing box to
allow the Ij^-in. piston rod to pass through it. The
outer end of the piston rod is threaded for a distance of
2 in. to take the heads which fit over the hose coupling
and nipple. — Frank J. Borer, Foreman Air Brake De-
partment, Central Railroad of .Vfrc Jersey, Elisabethport,
N.J.

MR HOSE STRIPPING M.VCHINE.

through the center for the piston rod and the release A compact arrangement for stripping the fittings from
spring. The frame which supports the device consists air brake hose is shown in Fig, 727. The machine is
of two old i,'4-in. by 5 in. arch bars, which are backed operated by the foot valve B, which admits air to an 8-in.

'=«(^

"* — r —

a^tof^

Fig. 726 — Machine for Stripping the Fittings from Air HOM.

254

RAILWAY SHOP KINKS.

by I2-in. cylinder. The piston rod has fastened to its
upper end a forked member C, which rises when air is
admitted to the cylinder. In the lirst operation this end
C forces the knife A over, cutting the clamp bolts so
that the clamps may be removed. The piston is then
allowed to return to its normal position. In the second
operation the forked end when rising, closes the movable
clamps f which work on the guides H. The inside faces
of these clamps are fitted with checkered plates so as to
firmly grasp the hose. Each clamp also has two studs G,
at the ends of which are coil springs for the purpose of
drawing the clamps back after the air pressure has been
released. The links / and K, and the bell cranks L
operate the stripping blocks ,1/. To one of these blocks
is attached fitting .V to catch the hose coupling, and to
the other fitting E to catch the nipple. These stripping
blocks move along the top face of the machine, using
the inside flanges of the I beams, which form the bed of
the machine, as guides. At the end of each stripping
block is a rod P which holds a piece of air hose that acts
as a bulTer and takes up the horizontal shock when the
hose is stripped. There is a heavy coil spring in the
cylinder to absorb the vertical shock at the moment the
stripping takes place. When operating the machine the
workman, after removing the clamps, places the hose so

that the fittings catch in their respective holding devices.
He then operates the foot valve, admitting air and raising
the piston. The clamps grasp the hose and the fittings
are drawn from it ; they drop, into a chute and fall to llie
floor. The foot valve is then released, exhausting the
air from the cylinder and allowing the hose to be taken
from the machine. This machine does not require skilled
labor, but is comparativelj' easy to operate. — R. G. Ben-
nett, Motive Power Inspector, Pennsylvania Railroad,
Pittsburgh, Pa.

AIR HOSE STRIPPIXG MACHINE.

A device for cutting the clamp bolt and removing the
fitting from one end of a torn air brake hose is shown in
Fig. 728. By means of an 8-in, air brake cylinder and a
system of levers, the operator, by pressing a foot-valve,
may cut the clamp bolt with the knife A at the left of
the machine. .After removing the clamp lay the end with
the fitting horizontally on lop of the jaws and again press
the foot-valve. The plunger B will force the piece down
through the jaws tearing the hose from the fitting. The
knife A ts driven by a cam attached to the frame of the
machine. This machine has been found to be a valuable
addition to an air brake hose department. — R. G. Bennett,

, t

Fig. 727 — HoH Stripping Machin

AIR BRAKE.

AIR HOSE, TIGHTKMSC CLAMP!

A device for tightening the clamps on air brake hose
while they are being bolted or locked, as the case may be,
is shown in Fig. 730. An 8-in. air brake cylinder fur-

Fig. 728 — Stripping Machine for Torn Air Brak« Hose.

Railroad, Pills-

Motive Poiver Inspector, Peiinsyh-ai.
burgh. Pa.

A!R PUMP BUSHING, BORING.

A handy tool for boring and turning air pump bush-
ings is shown in Fig. 729. It is so arranged that two
cutting tools, }i square, both cut at the same time. One
tool turns the outside while the other tool bores the in-
side. Doth tools may also be use<t for boring a cylinder
by turning one tool upside down and reversing the tools

Fig. 730 — Device for Tightening Clampa on Air Brake Hoee.

nishes the power. A spring is to be applied near the
lower ends of the two levers to force the clamp open
when the wedge is withdrawn.— AVii' York Central 6r
Hudson River Car Shops, East Buffalo, X. V.

AIR PUMP CENTERING CHLXK.

The chuck for centering air pumps, shown in Fig. 731,
is intended to overcome the difficulty of chucking them

fiJV

Fig. 729 — Boring Tool for Buehinga.

so that they both face out from the holder. \Vhen used
in this way two cuts are taken on the inside at the same
time. While the tool is intended for machining air pump
bushings, it may be made any size to suit other work. —
H. L. BurrliHs. Assistant General Foreman, Erie Rail-
road, Siisqueliaiina. Pa.

i-lJlL
Fig. 731 — Air Pump Canterlns Chuck.

256

RAILWAY SHOP KINKS.

for reboring. The outside diameter of the slip ring A is Morse taper shank and is driven by a universal drill,
a sliding fit in the counterbore of the air pump. The boss The lower end of the boring bar is held central by a split

B fits neatly in a hole in the center of the boring mill

table. The pump is placed on the stand and the slip ring
is pushed up into the coimterbore. The pump is then
clamped down to the boring mill table and the shp ring
is pushed far enough out of the way to permit of boring
the cylinder. This device saves about 15 minutes in re-
boring each pump cylinder. — Chicago, Milwaukee &• St.
Paul, West Milwaukee, Wis.

AIR PUMP CYLINDER HEAD CHUCK.

An air pump top cylinder head, chucked in position for
boring out the bushing in the main valve chamber is
shown in Fig. 732. It is difficult to rebore these bush-
ings without some special design of chuck and the one
shown is simple and effective. The chuck is made of cast
iron and consists of two disks and two space pieces, all
cast in one piece. One of the disks is threaded for screw-

bushing made slightly tapering on the outside to fit the
stuffing box gland of the pump.
To the left of the air pump in Fig. 733 is shown a

Fig. 732— Air Pump Cyllndar Haad Chuck.

ing on the faceplate, while the other is provided with
bolt holes for securing the cylinder head by means of
bolts through the valve chamber flanges. This arrange-
ment assures perfect alinement of the bored bushing, as
the joint surface forms the bearing against the plate of
the ohucV.— Baltimore & Ohio, Mt. Clare Shops, Balti-
more, Md.

AIR PUMP CYUNDERS AND STEAM CHESTS, DRILLING.

A method of boring air pump cyhnders which saves
taking them apart, as is sometimes necessary when they
are bored out in a lathe or boring mill, is shown in Figs.
73i and 734. It insures a bore perfectly true with the
cylinder head bore, as reference to the drawing will show.
The guide bracket A is bolted to the cyhnder casting after
the spindle has been centered. The tools C are adjusted
by the screws D. The boring bar is made with a standard

Pig. 734 — Boring Tooi for Air Pump.

steam chest which is ready for boring. It was formerly
the practice to cast the steam chest with this hole cored

AIR BRAKE.

257

and to finish it on a horizontal boring mill, but consider-
able time was often lost, due to the core having been
placed off the center or because of the holes being filled
with sand. By making the part solid and using special
high speed steel counterboring tools and drills, one of
these can be finished in a few minutes. — M. H. West-
brook, Grand Trunk, Battle Creek, Mich.

AIR PUMP PISTO^f HOLDERS.

The air pump piston holders, shown in Fig. 735, are
applied to piston heads to prevent their turning when

enough to make 2i rings, is bolted on the face plate of a
lathe, and the inner edge E, Fig. 736, is turned off in
order that a plug center may be forced against it while
the cylinder is being turned on the outside. The outside,
after it is turned, is filed smooth. The gang tool B, hav-
ing 16 cutting tools spaced 9/32 in. apart, is then used
to space off 24 rings in two operations, cutting in to a
depth of 5/16 in. The twenty-fifth ring is cut off by a
special tool. The tool C is then placed in the lathe. It

%Sjuai^

rxi_

■^

Fig. 735 — Air Pump Piston Holders,

removing the piston rod nuts. The designs are exceed-
ingly simple. Both are used constantly in the air brake
department. The 7/16-in. lug at one end is placed in
one of the holes in the piston and the other end is placed
in the cylinder head stud hole in one case, or is held by
the stud in the other. — A. D. Porter, Shop Efficiency
Foreman, Canadian Pacific, West Toronto, Lin. 'da.

AIR PUMP PISTON PACKING RINGS.

Packing rings for 9;^-in air pumps are made in the
following manner: A cast iron cyhnder or barrel, large

Fig, 737 — Magnetic Chuck for Finishing Packing Ring*.

has two adjustable boring tools which are adjusted to the
finished inside diameter of the packing ring. As this bor-
ing tool advances the rings drop off one at a time; they
are of the correct inside and outside diameter, but are
not of the required thickness.

They are finished to the proper thickness on a mag-
netic chuck F, shown in Fig. 7i7. The chuck consists
of a series of electro- magnets, arranged in a circle, with
rectangular heads finished flush with the face of the
chuck, as shown in the photograph. The electric current
is conducted to brass discs or rings at the back of the

Fig, 738 — Tooii for Boring and Cutting Oft Packing Rings for Air Pump,

258

RAILWAY SHOP KINKS.

chuck through the carbon brashes A. The brass rings
are connected to the magnets. The brush holder C is
bolted to the lathe, and both brashes are held firmly
against the brass rings by means of springs. The inside
diameter of the chuck face is equal to that of the largest
size packing ring. For smaller rings the adjustable dc^
E, G, H and / are used to keep the ring from sliding. In
the photograph a 9^-in. ring is shown in a 10-in. chuck.
The stop B is set so that the facing-off tool will come
within % in. of the face of the chuck. The unfinished
packing ring, 9/32 in. in thickness. Is placed in the chuck
and finished on both sides to a thickness of J4 't^- By
this method one man turns out 100 finished rings per day.
— Chicago & North Western, Chicago.

AIR PUMP PISTON HOLDER.

One often hears an engineer coming in after an engine
failure say that if he had only had something to hold the
air pump piston from turning he would have brought
his train in without trouble. The device shown in Fig.

l^^r

pig. 738— A<r Pump Piston Holder.

738 is so simple that it hardly seems worth while illustrat-
ing, and yet many an engine failure could have been
prevented by its use. Every engineer could make one
in a moment or two from an old packing hook, a large
nail, or even by bending a piece of 3i-in. wire into the
form of the figure 3. The holder shown in the illustration
is made of 9/16-in. square steel bent at each end as
shown. A J^-in. hole is drilled % in. from the end of the
longer arm. This is for a split key to keep the holder in

place, as shown on the drawing. All air pump piston
heads have two or three holes in them, and by putting
one end of the holder in one of these, and the other end
in one of the cylinder head tap bolt holes, the piston head
can be kept from turning. — Thomas Naylor, Roundhouse
Foreman, Chicago, St. Paul, Minneapolis & Omaha, St.
James, Minn.

AIR PUMP REPAIR STAND.

One man can very easily handle an air pump while it
is being repaired with the use of the repair stand shown

J. „i!.

-^1

Fig. 739 — Air Pump Repair Stand.

in Fig. 739. The table in a vertical position, with a pump
ready to be bolted to it is shown at the right in Fig. 740.

Fig. 740 — Device for Handling Air Pumpi.

AIR BRAKE.

25?

The table pivots on a center leg, which is the piston of an
air cylinder sunk into the floor. To the right, in Fig.
740, can be seen a diagonal rod, one end of which is
pivoted to the table, while the other end is fastened in
an eye-bolt in the floor. When the pump is secured to
the table the air is turned on, the piston ascends and the
rod at the end of the table draws it to a horizontal posi-
tion, with the pump in a good position for repairing.
When the table is in this horizontal position it is locked by
means of a small pin ; the rod at the end is removed and
the pump and table can be swung around so as to secure
the best light for working. The base is made from an old
piston head spider and the cylinder is made from an old
scrap hydraulic jack barrel. — /*'. H. Snyder, Assistant
General Foreman, A^ew York, Susquehanna &■ Western,
Stroudsburg, Pa.

AIR PUMP lEPAIB STAND.

The use of the stand, shown in Fig. 741, greatly
facilitates the makir^ of repairs to an air-pump. Pumps

undergoing repairs are lifted on the stand and bolted to-
the table which can be tilted to any angle up to 45 deg>
from the horizontal in either direction. There is a center
pin in the lower end of the pedestal which allows the top
to turn on the base; the lock lever is operated by the
workman's foot. With this stand the workman is always
near his toots, as he practically does not change his posi-
tion in working on a cylinder. He can also adjust his
work to get the best possible light on it, which is a most
important advantage. — F. S. Robbins, Inspector, Pennsyl-
vavia Railroad, Renora, Pa.

AIR PUMP REPAIR STAND.

An air pump mounted on an adjustable table in the repair
shop is shown in Fig. 742. The important feature of this
arrangement lies in the table's being designed to be
shifted and clamped at any angle. The base and upright
are made in one piece of cast iron. The quadrant is also of
cast iron, while the table top is formed of two wrought
iron plates. The advantages of this table at once appeal

I*— -^ H

0/v stud Thuf, Sh*l.

■ OntThus, trjr '

I r[

■f

1 1

i'y**(br»«,^

L.j^ :

m/.

^::^-,

, (

a If

1^ HhiS'

fed Sis'

nHus,H.l.

pig. 741— Air Pump Repair Stand.

RAILWAY SHOP KINKS.

AIR PUMP V.\LVE AN'n SEAT.

The valve seat for an air pump, shown in Fig. 743, is
manufactured in the following manner: The forging A
is made by the dies and formers shown in Fig. 744, which
are used in an Aiax forging machine. A piece of round
iron is held in the female die at E, and is partly iipset and
the liole punched in it by the plunger B. The forging is
completed in a second operation by the phmger D and the
die C. It is then cut off and finished in a turret lathe by
the tool shown in Fig. 743. .\i the first operation the
reamer G faces off the threaded end and roughs out the

Fig. 742— Air Pump Repair Table.

to the man who has had to work on an air pump without
any arrangement for convenience in working. — Central

Railroad of A'fjf Jersey, Elicabetbport, N. J.

inside; the turning tool // finishes the outside to the
diameter of the thread. To cut the recess between the
threads and the bottom of the seat at M, a lever K is
thrown up and the tool takes a deeper cut, this being
done by means of an eccentric L. The throw of the
eccentric is regulated by an adjusting screw /. The
forging is then threaded by the die 0, after which it is
screwed into a chuck, and the seat end is machined to the
correct angle and the inside diameter is finished by a
special reamer P. The valve for this seat is forged by

Fig. 743 — ^Tool* lor Machining Varv« Seat for Air Pump.

AIR BRAKE.

261

the dies shown in Fig. 745. The flanges of the valve /•
are flattened from the round iron at a white heat in the
dies atvf, B and C The last operation is performed in
D by the plunger E. These valves are formed on both

rattle and air to escape at the key washer. Unless this
hole can be bushed the worn top case must be replaced by
a new one. It is a simple matter to bore out the hole,
bush it, and bore out the bushing to the required size, as
the case can ea.sily be fastened to the lathe face-plate.
But facing off the inside end of the bushing, against
which the washer bears, is difficult unless some sort of
special chrck is employed. The one shown in the draw-
ing, Fig. 747, is probably as simple, and at the same time
as efficient a one as could be devised. Its application is
shown in the photograph Fig. 748. The taper fit of the

Pig. 745^Dle* and Former for Forging Atr Pump Valve.

ends of a round bar which is cut in the middle. They
are then finished in a turret lathe by the cross feeding or
side adjusting tool, as shown in Fig. 746. The cutting
tool is set for the correct angle of the valve seat and is
fed across the lathe at right angles to the work. The

valve .■4, Fig. 746, is held by a two-jaw chuck in the
spindle of the machine. The cross-feeding device is
bolted to the tail-stock. — Chicago & North Western,
Chicago.

engineer's brake valve top cases, repairing.

A large saving in brake equipment maintenance is
effected by bushing the hole in the top of engineer's brake

Fig. 748— Expansion Chuck ae Used on a Lathe.

chuck shank fits in the lathe spindle, while the opposite
end fits the hole in the top case. The chucking end is
sawed through up to the shoulder on two diameters at
right angles to each other. A conical wedge, with a
straight shank is drawn into the split portion of the chuck,
expanding it in the top case hole and gripping the top
case firmly. The flat, taper key is driven in one slot to
spread the end of the chuck and in the other to close it
again. — Long Island Railroad, Morris Park, N. Y.

TRIPLE VALVE PACKING RING GRINDER,

A triple valve packing ring grinder designed for grind-
ing four valves at the same time is shown in Fig. 749.

-,/r^

tP:

Taper fo ft'f \

ffachine Spind/e '■

SQ]

Fig. 747— Expanalon Chuck.

valve top cases, through which the rotary valve key
passes. This hole becomes worn, allowing the key to

[sjrj^j

Fig. 749— Triple Valve Packing Ring Qrlnder.

These valves are slipped over the vertical bolts and are
held securely in position by keys which fit in the top of

262

RAILWAY SHOP KINKS.

the bolts. The valves are rotated and the cam shaft at
the bottom gives a vertical reciprocating motion to the
piston, which combination of motions grinds the packing
rings in a very satisfactory manner. The upper part of
the shafts which grind the valves, and which are revolved
by the spur gears in the top of the frame, may be lifted
upward, thus allowing the valves to be slipped into place.
This machine has a capacity for 50 triple valves per hour.
— E. J, McKcrnan, Tool Supervisor, Atchison, Topeka &
Santa Fe, Topeka, Kan.

TRIPLE VALVE PISTOX COMPRESSOR.

A clamp for closing up packing ring grooves in triple
valve main pistons is shown in Fig. 750. It is bolted to

I
I
I
I
I
%i

I
I

»
I
(
«

k 3i'-

r-r

*-/^/?Acfm.

Y'T

t-U

TtH

■— 7-

1 sr^T" r

^1 ^

Fig. 750— Triple Valve Piston Compressor.

the bench in the position shown. The 3j^-in. diameter
ram is loosely fastened to the Ij^^-in. threaded bolt. It
is made loose to permit its seating evenly against the
piston, which rests in the bored impression in the upper
side of the U-shaped base. An improvement in this
respect could be made by using a ball shaped connection,
rather than the flat one which the device now has. Before
placing the triple valve piston in the impression its pack-
ing ring is snapped into position to prevent the groove

from being closed too much. A 36-in. double end wrench
provides a sufficient amount of leverage, so that grooves
are easily closed and marks or burrs can also be pressed
out. — Central Railroad of A'cw Jersey, Elisdbethport, N. /.

TRIPLE VALVE PISTOX PACKING RING GRINDING TOOL.

The grinding of triple valve piston packing rings was
formerly done at the Elizabethport shops by a tool made
of a piece of %-in. round steel, a hole being drilled in
one end to receive the piston stem and a handle being
placed on the other end, similar to the one shown on the
accompanying sketch. The piston stem was secured to
the tool by a set screw ; this arrangement was unsatis-
factory because of the set screw slightly damaging the
end of the piston stem. We are still grinding most of our
triple valve piston packing rings by hand, as it is doubt-
ful if any time can be saved, or better work be done, by
the use of a machine, unless a number of men are engaged
in this class of work and a machine is provided that will
grind at least eight triple valves at one time. Experience
has taught us that it is much more important to have the

Fig. 751 — ^Triple Valve Piston Packing Ring Grinding Tool.

triple valve piston cylinder bushing and the triple valve
piston packing ring groove put in good condition, so that
the triple valve piston packing ring is a perfect fit in the
groove and in the cylinder bushing. The grinding of the
ring is then a simple operation. If the triple valve cyl-
inder bushing is not in good condition, we roll it with a
special triple valve roller and also true up the triple valve
piston packing ring groove if it is necessary. The im-
proved tool for grinding the piston packing ring is shown
in Fig. 751. The adjusting nut A contains four jaws S,
which are held apart by the coil springs D. In using the
tool, the piston stem is placed between the four jaws, and
the adjusting nut A is held in one hand while the stud C
is revolved and moved inward by means of the handle F,
thus closing the jaws B, — Frank /. Borer, Foreman Air
Brake Department, Central Railroad of New Jersey,
Elizabethport, N, J,

Oil House Kinks

BARRELS, DEVICE FOR

The device for emptying barrels by air pressure, which
is shown in Fig. 752, is easily constructed and affords a
rapid and cleanly method of transferring oil from barrels
to storage tanks. The brass plug is screwed in the bung
hole and the 1-in. pipe through which the oil is forced
from the barrel fits snugly in the bushing which screws
into the plug; the cotton packing makes a tight joint
between the plug and the pipe. Compressed air enters
through the %-in. air cock and nipple and passes down

f^sr-^

tration shows the machine arranged with forms for mak-
ing dope sticks for rod cups. This press is usually located

Fig. 753 — Grease Formino Prees.

in the oil houses at large division points. — E. J. Mc-

Kernan, Tool Supervisor, Atchison, Topeka & Santa Fe,
Topeka, Kan.

GREASE PRESS.

A press for forming solid grease candles or sticks for
rod cups is illustrated in Fig. 754. There are a number

Fig. 752 — Device for Emptying Barrels by Compreaeed Air.

through a groove between the pipe and the brass plug,
thus forcing the oil from the barrel, — P. F. Smith, Chief
Draftsman; Thomas Marshall, Master Mechanic, and
Henry Holder, General Foreman, Chicago, St. Paul,
Minneapolis & Omaha, St. Paul, Minn.

GREASE PRESS.

A press for forming grease for Elvin driving box
grease cellars or sticks for use in side or main rod cups
is shown in Fig. 753. A 12-in. x 14-in, brake cylinder is
mounted on a frame in a vertical position, as indicated.
Adjustable forms are made to suit the various sizes and
designs of grease cups and driving box cellars. The illus-

263

Fig. 754^Preu for Molding Greaee for Rod Cu|m.

of presses made for this purpose, but the one shown has
at least one feature whicn makes it far more efficient than

264

RAILWAY SHOP KINKS.

other designs. A 4-in. pipe is finished inside and provided
with a piston and forming head. The cylinder is mounted
vertically on a 2-in. plank and the usual connections ar-
ranged to operate it with air. Just below the power cyl-
inder is a similar cylinder drawn down at the lower end
to a Ij^-in. opening. Around it is wrapped a coil of

GREASE PRESS.

Instead of pounding the grease into the Elvin driving
box cellar by hand, a molding machine has been devised.
The grease forms are made of two kinds, one being of a
size to fill the cellar and the other being for shimming or
filling pieces 1 in. thick to slip into the bottom of the

H-in. copper pipe, forming a steam radiator for warming ^^,,3^ 35 the grease above is used up. This saves dropping

the former and the grease within. The heat reduces the
density of the grease and makes it much easier to mold
or form. — S. S. Lightfoot, Bonus Demonstrator, Atchi-
son, Topeka & Santa Fc, San Bernardino, Cat.

E.\SE PRESS.

the cellar and filling the casing, and can go on indefinitely

until the engine comes in for repairs. The grease press

consists of a 16-in. air cylinder with a 54-in. stroke, bolted

to a I2-in. grease cylinder of equal stroke. On the end

of the latter is a nozzle 18 in. long, with four different

sizes of tips for the corresponding sizes of grease cellars.

A home-made affair for forming the grease to the The cylinders lie on their sides, the filling hole for the

proper shape to fit the grease cups and consisting of three grease chamber being at the rear end, on top. The grease

cylinders in tandem, with the pistons connected by a com- is pressed out on a board having nailed to the back side

mon rod, is shown in Fig. 755. The cylinders are each a strip with six equi-distant slots, or saw kerfs, in it. The

10 in. in diameter. Two are for air which serves to com- grease cutter is an old hand saw with the teeth ground

press the grease and the third (the one on the end at the
left) is for the grease. This has a hole 4 in. by 6 in. cut
in the side at the inner end for the insertion of the grease,
and at the other end a nozzle, Fig. 756, of the proper

Cuflioleln

off and the edge sharpened. The nozzle for the filling or
shimming pieces is 16 in. long and there is only one size
of tip. The large forms are put in tin casings and packed
in boxes for shipment. The fillers are laid flat in boxes

Alrprtti/rf to egtinOtrs, ^ pifi*-^

Fig. 7GS — Grease Compreasor.

inside diameter is screwed. These nozzles are Ij/^ in.,
2 in. and ZYz in. in diameter, respectively. The three-
way cock is located, as indicated, between the intakes at

— J

Fifl. 756 — Greaae Compressor Nozzle.

the two ends of the center cylinder. This makes it pos-
sible to admit air pressure to the back end of the two
air cylinders for compression, but when the compression
has been completed and the pistons are to be drawn back,
the air is exhausted from the two back ends and admitted
to the front end of the center cylinder only, as this will
give sufficient pressure for returning the pistons to their
normal positions. — Delaware, Lackawanna & Western,
Scranlon, Pa.

with paper between the layers. There is also a former
for rod-cup grease, on the same principle, with different-
sized nozzles. The grease is cut to 22-in. lengths and put
in holders made of old boiler tubes, 24 in. long, with a
wooden plug in each end. The engineman keeps one of
the.se in his seat box. — Great Northern, Dale Street
Shops, St. Paul, Minn.

GRI;.^SE PRESS.

A press for molding the grease to fit the grease cups
on locomotive connecting rods is shown in the photo-
graph, Fig. 757. The power is furnished by two 8-in. air-
brake cylinders, placed tandem. The grease is placed in
one end of a third cylinder of the same size. The grease
hopper is made of light copper plate, is 7',,i in. high, 6yi
in. square at the top, and has an opening into the cylinder
about Sji in. square. The grease is pressed out through
the pipe at the left-hand end of the cylinder, and is cut
into pieces of the proper length by means of the spacing
box, part of which is shown just behind the cake of grease
that is being pressed out. The cutting is done with a
simple form of knife made of a piece of thin sheet iron
and shown in the photograph. To return the pistons to
their initial positions, air is admitted to the left end of

OIL HOUSE.

265

the middle cylinder by means of a three-way cock. The
apparatus is bolted on a steel plate, % in. thick and 7 ft.
long, which is flanged down on the sides and is supported
by cast iron legs, braced by wrought iron straps. The
middle cylinder and the one containing the grease are

pressed out. The cylinder is hinged, and may be dropped
down by removing a pin, after which it may easily be
refilled with grease. Three grease cakes for a 10-in, x
12-in. driving journal can be made with one filling of
the cylinder. The cake, 36 in. long, is pressed out

Fig. 757 — Pr«BS for Preparing Greaas Cakaa for Connscting Rod Create Cupa.

tied together by two f^-in. rods, as well as being bolted
to the table. A shelf for the storage of the grease cakes,
built of 3/16-in. steel plates, is fastened to the wall at
the right of the press, and contains three compartments. —
Delazivre, Lacbcnvamia & Western, Buffalo, N. V.

A pneumatic press for forming grease cakes is shown
1 Fig. 758. A feature of this device is the convenient
av of refiilinc the cvlinder after the erease has been

ig. /3B. A teature ot tnis device is the convenient
of refilling the cylinder after the grease has been

in Fig

through the forming nozzle at one end of the cylinder
and drops on a table, where it is cut into suitable lengths
by a knife attached to a sliding hinge at the back of the
table. The different sizes of nozzles may be easily and
quickly changed and adjusted. The grease cylinder is
made of 10-in. pipe, 17 in. long, and an ordinary 12-in,
X 12-in. air cylinder. — D. P. Kellogg, Master Mechanic;
IV. F. Merry, General Foreman, and G. H. Goodivin,
General Gang Foreman, Southern Pacific, Los Angeles,
Cal.

F<g. 758 — Pneumatic Press for Forming Grease Cakes.

RAILWAY SHOP KINKS.

The press for forming Elvin grease packing for use
in driving box cellars, Fig, 759, is installed in the oil
house. The 12-in. x 10-in. cylinder is bolted to a ^-in.
steel plate, which is fastened on the two 6-in. x 6-in.
wooden posts. The bottom of the press is closed and

oH through the cock C, after which it may be again
strained and prepared for use. The compartment B is so
arranged that it may be removed occasionally for clean-

Fig. 759 — Pr««* for Forming Qreaae for Driving Box Cellar*.

held in place by the two latches. Grease is then put
through the hole just below the plate on the lower end of
the piston rod, after which air is allowed to enter the
cylinder and the grease is pressed to shape. Before this
press was placed in commission the grease was pounded
to shape by hand, which was a slow and expensive
process. — Richard Bccson. Roundhouse Foreman, Pitts-
burgh & Lake Erie, McKecs Rocks, Pa.

JOURNAL BOX PACKING, CLEANING.

For cleaning packing which has been removed from
journal boxes, a tank has been constructed of heavy

ing. When the waste is removed from the tank it is
placed on the cleaning table shown in Fig. 761 and is
thoroughly sliaked and cleaned, the dirt and dust passing
through the s^creen, which has openings J^ in. square.
AftCT this treatment the waste is saturated with fresh oil.
— C. C. Leech, Foreman, Pcnnsy'.vaitia Railroad, Buffalo,

A", r.

JOURNAL BOX PACKING, PREP.\RING.

The method of preparing the packing for journal
boxes at the East Buffalo shops of the Delaware, Lacka-

ytei*0<r^*w

^«?^

B L=l

ir b

Fig. 760— Tank for Removing the Oil from Old Journal Box

galvanized iron, fitted with a steam coil, as shown in Fig.
760. The waste is allowed to remain in this tank 24
hours, at the end of which time most of the oil has been
drained to the bottom and through the strainer into the
compartment B. The oil as it accumulates may be drawn

Fig. 7S2 — Storage Tank for Journal Packing Oil.

OIL HOUSE.

267

wanna & Western is especially good. The waste must
soak in the oi! for not less than 24 hours and must con-
tain four pints of oil to each pound of waste. This pro-
portion was determined on after considerable experi-
mentation. Five pints and four and a half ])ints to each
pound of waste were tried and found to be excessive.
The waste is stored in a compartment, or bin, 7 ft. x
Sl4 ft., which may be extended as high as is necessary
by slats. The oil is received in barrels and is forced by
compressed air into a tank having a capacity of 36
barrels, or about 1,800 gallons. To do this the bung is

On the other side of the room are five tanks (Figs.
763 and 764) constructed of j4-'n. steel, 32 in. in diameter
inside and 36 in. high. These are supported on 9-in.
I-beams resting on the concrete floor. To prepare the
packing 90 gallons of oil are run into one of these tanks,
and to this is added 80 lbs. of wool waste, the latter
being put in carefully in order to saturate it thoroughly
with the oil. This mixture is allowed to stand not less
than 24 hours. At the end of that time, or when the
waste is needed, the globe valves in the Ij^-in. pipe at
the bottom of the tank are adjusted so that the surplus oil

Fig. 763 — Tanks for Preparing Journal Box Packing.

removed from the barrel and a brass plug is screwed in
the hole. A piece of Ij^-in. pipe slips through a hole in
the plug and extends to the lower side of the barrel.
The upper end of this pipe is bent over and drops down
into the manhole of the large tank, as shown in Fig. 762.
The air enters the top of the barrel through a yi-in. pipe
in the brass plug. A rubber gasket on the IK-i"- pipe
at the top of the brass plug prevents the air from escap-
ing at the joint. The maximum air pressure is auto-
matically controlled, so that there is no danger of burst-
ing the barrel. The steam pipes alongside the tank keep
it warm and heat the room in cold weather.

can drain into an empty tank. When the height of the
oil has reached about the same level in both tanks, as
determined by putting a measuring stick down through
the vents at the sides of the tanks, the 5^-in. plate or
piston is pressed down on the waste until 50 gallons of
oil have been forced into the second tank. The oil is
measured by a measuring stick properly calibered. The
packing then contains 40 gallons of oil, or four pints to
each pound of waste, and is ready for use. As shown
by the drawing, each tank contains a cast ircm strainer
near the bottom.

The lower head of the air cylinder which furnishes the

268

RAILWAY SHOP KINKS.

pressure is a casting and has two arms which extend
down over the sides of the tank. Each of these is riveted
to a j4-in. plate, which has a flange 25 in. long extending
under the horizontal members of the 4-in. x 3-in. x yi-'m.
angles, which are riveted to the sides of the tanks. These
angles are tied to each other at the ends and between the
tanks by 3jX-in, x ^-.s-in. iron braces, which are turned
over at the ends and riveted to the angles. When the
cylinder is not exerting pressure it rests on four 4-in.
rollers, 2 in. wide, which run on the top of the angles ; the

vat 30 in. x 60 in. x 30 in, high. This contains a strainer
at the bottom and the surplus oil is drawn off from time
to time and sprinkled back over the top of the waste.
The waste is also handled about occasionally to make
sure that it is as nearly uniformly saturated with oil as
possible. — Delaware, Lackaivanna & Western, East
Buffalo. N. y.

JOURNAL BOX PACKINC, PREPARENG.

For preparing packing for use in journal boxes, three
tanks are provided, as shown in Fig. 765. In each of the
two larger tanks, A and B, are placed 80 lbs. of waste
and 560 lbs. of oil. After the waste has had sufficient
time to become thoroughly saturated, 240 lbs, of oil are

Fig. 765— Tanks for Preparing Journal Box Packing.

drained off, leaving 320 lbs. of oil to 80 lbs. of waste, or
4 lbs. of oil to each pound of waste. The third tank C
is smaller than the other two, and is used for the prepara-
tion of waste which has been reclaimed, — C C. Leech,
Foreman, Pentisyhania Railroad, Buffalo, N. Y.

Fig. 764 — Tanks and Press for Preparing Journal Box

cylinder can thus be moved easily from one tank to an-
other. Air is admitted to either side of the piston by
means of a three-way cock. The cjlinder is constructed
of a piece of pipe, 18 in. outside diameter, which screws
into the two cast iron heads. In addition to this the heads
are tied to each other by four )^-in. rods. The cylinder
has a stroke of about 27 in., the piston rod being 2 in.
in diameter.

Oil is transferred from the storage tank to the smaller
tanks in the following manner : A small tank holding 20
gollons rests on the floor at one end of the storage tank
and below it. The oil is allowed to flow into this small
tank by gravity and when it is filled the connection to
the storage tank is closed. By admitting air to the top of
the 20-gallon tank, all of the oil can be forced out of it
into any one of the other tanks in a few moments; it is
delivered to the tanks through the spigots shown in
Fig. 764,

The prepared waste is transferred to a galvanized iron

JOURNAL BOX PACKING, PREPARING,

Cotton or woolen waste, in order to give the best ser-
vice for use in journal boxes of freight or passenger cars.

! I

Fig. 766 — Tank for Preparing Journal Box Packing.

should he thoroughly soaked in oil, after which the sur-
plus oil should be allowed to drain off. Waste prepared

OIL HOUSE.

269

in this way can be packed more firmly about the journal
and will give much more satisfactory results than if it is
placed in the box too wet. A box, or tank, for preparing
the waste is shown in Fig. 766. The inside is lined with
heavy galvanized iron, and two cleats are placed on the
inside of the box about 8 in, from the top, as shown.
These support a tray, which has for its bottom a 1/16-in.
mesh wire netting. The tray is only about one-half the
length of the box, and may be shifted from one end to
the other. The lower part of the box is filled with oil

the shops of the Baltimore & Ohio. The wire basket,
into which the saturated waste is placed, is about 14 in.
high and 16 in. in diameter. An ordinary 8-in. freight
car brake cylinder is mounted on a rack above the wire
basket. A piston is secured to the end of the rod, and
this is driven down on the basket filled with oily waste.
The basket rests on a tinned floor which drains into an
open oil tank. Air pressure at about 60 lbs. is used. On
being taken from the basket the waste is thoroughly
soaked with oil, but there is no loss from drippings. By
this method, all waste for journal boxes is alike as regards
the oil it carries, and only about 60 per cent, of the oil
formerly used is required. — Baltimore & Ohio, Mt. Clare
Shops, Baltimore, Md.

W.\STE PICKER.

A waste picker for repicking the old waste shipped to
the main shop from various points on the road is shown
in Fig. 768. This device not only loosens up the waste
but also removes the cinders and gravel. The cast iron
cylinder, 18 in. in diameter, carries on its outside 16 rows
of ^8-iu. teeth. The cylinder is inclosed in a galvanized

Fig. 767 — Journal Box Packing Preaa.

and waste. After the waste has become thoroughly
saturated, it is transferred to the tray, and the surplus
oil is allowed to drain off. It is removed from the tray in
dope buckets as it is needed. — A. G. Pancost, Draftsman,
Elkhart, Ind.

JOURNAL BOX PACKING PRESS.

The press shown in Fig. 767 is one which was first
gotten up at the Mt. Clare shops, but is now used in all

Fig. 768— Waate Picker.

iron casing, which has four rows of teeth which fall be-
tween those on the cylinder. Old waste is fed into the
picker through the hopper at the top and after being
thoroughly loosened and torn apart is discharged
through the chute. — K. I. Lamcool and T. S. Naery, Jr.,
Special Apprentices, Chicago, Indiana & Louisville,
Lafayette, Ind.

Paint Shop Kinks

PAINT SPRAYER.

A device for spraying paint over cars and locomotives
is shown in Fig. 769. It consists of a nozzle discharging

paint bucket. Admission of air to the nozzle creates an
action similar to that of a locomotive injector, and the
paint is siplioned up and sprayed over a considerable area
as it leaves the funnel. The flow of paint is controlled
by the j4-iii- cock and the air by the gate valve. — F. C.
Pickard, Cincinnati, Hamitton & Dayton, Indianapolis,
Ind. .

DOOR RACK,

At the far end of the paint shqj balcony is a door rack
which is shown in Fig. 771. This rack affords a storage
for ]00 car doors, and utilizes a space which cannot be

Fig. 7S9 — Paint Sprayer.

from an air pipe in a funnel, into one side of which a
pipe is admitted from the paint supply. This latter pipe
has a strainer at its lower end which extends into the

Fig. 770 — Dfltalli of Top of Rack for Car Door*.

Ftg. 771 — Rack for Car Doors.

used to advantage for other purposes. The storage is
compact, provides for the necest;ary air circulation and
for a rapid and easy handling of the doors, as each is
held independently. The drying of the doors is uniform
and certain, assisted hy the warm air from the heating
system. The perspective drawing, Fig. 770, gives a
better idea of the constrwction of the rack than does the

PAINT SHOP.

271

photograph. The holding piece is raised to its full up- prevent any saving in material, if indeed they do not at
ward position when placing a door, and then falls to the times offset at least a part of the saving of labor. The
position shown by its own weight. The jaw, being operator realized that he was being timed when the fol-
tapered, does not mar the freshly painted or varnished
surface. — Lehigh Valley, Sayre, Pa.

The paint burner illustrated in Fig. 772 is designed to
use kerosene oil, so as to eliminate dangerous gasolene
burners from the shop buildings. A reservoir for the oil
supply is connected to an air line for the necessary
pressure for operation. As many burners as are desired
can be operated from the one reservoir. These burners
are very effective and are much preferred by the work-
men to the gasolene torch. Beside the elimination of
danger in the fuel, the burner is much lighter in weight

Fig. 773 — Painting a Car with the Spraying Machine.

lowing test was made, and it probably represents con-
siderably better than average practice, ahhough in order
not to get the paint on too thick it is necessary for the

~2i' i

Fig. 772— Paint Bi

for Passenger Can

and the fatigue to the workmen is lessened. Oil is ad-
mitted to the burner through the globe valve and passes
through the coil and out through the opening controlled
by the needle valve. The coil is first heated by a torch,
thus vaporizing the oil which passes through it. The
end of the needle valve is much sharper and longer than
shown on the drawing. Sediment sometimes clogs the
opening. If this occurs, turn the valve to increase the
size of the opening, thus blowing out the obstruction. Air
is used at about 60 lbs. pressure. — F. S. Robbtns, In-
spector, Pennsyhania Railroad, Renora, Pa., and J. C. F.
Kitnkle, Foreman Painter.

PAINT SPRAYER.

A paint sprayer is used for painting freight cars. It
saves greatly in labor, although the winds at Buffalo

Fig. 774 — Paint Sprayer Used for Painting Freight Cars.

operator to either keep moving or to shut off the device
and stop. The time from when he started operations
with a full can of paint (one gallon) until he had finished

272

RAILWAY SHOP KINKS.

one skle and one end of a 35-ft. 70,000-lb. capacity gondola
car, inside height 3 ft. U in., was five minutes and ten
seconds. This included the time for the partial refilling
of the can of paint, which required 30 seconds, and also
the touching up of two or three spots at the finish, which
required about 20 seconds. The operator usually wears
a mask over his nostrils. The car was thoroughly and
evenly covered and only a few drops of paint dripped off.
The paint seemed to have penetrated into all the cracks
and crevices. The paint spraver is shown in operation in
Fig. 77i.

The paint sprayer (Fig, 774) weighs about 6^ lbs.
when empty and 16 lbs. when filled. In addition, the
weight of that part of the air hose which hangs from it
must be considered. By pressing the handle at the side,
air is admitted through a J^-in. pipe and siphons the
paint from the bottom of the can out through the T. A
spring automatically closes the valve when pressure is
removed from the handle. The mixture of paint and air
is forced out through the T on tJie J-^-in. pipe, no special
nozzle being required. About three gallons of paint are
required for the first coat on a new gondola car, such as
described above. — Erie Railroad. Buffalo, N. Y.

which is connected to the bottom of the oil can. The
paint should be mixed sufficiently thin to flow freely. A
handle B is attached to the side of the can for con-
venience in handling. — C C. Leech, Foreman, Pennsyl-
vania Railroad, Buffalo, N. Y.

SASH RACK.

A sash

ack which will accommodate the sash from a
at one time, together with the deck and

PAINT SPRAYER.

A simple and efficient paint spraying apparatus is
shown in Fig. 775. The can is made of heavy galvanized
iron, and the paint is introduced through the opening A,
which when the can is in use^s securely covered by the
cap C. The cap has a rubber disk on the inside at the
top, making the joint air-tight. A hose from the shop
air line is connected at B. By opening the valve, which
is controlled by the lever H, air is allowed to escape
through the nozzle G, which is an ordinary %-m. T.
As it rushes out it siphons the paint through the pipe.

...r. H

Fig. 776 — Sash Rack with Adjustable Partitions.

transom sash and the blinds is shown in Fig. 776. The
adjustable partitions which carry cleats beveled to pre-

Cenntcf fJate /ten J^ j;..

Flfl. 775 — Pnsumatic Paint Sprayar,

\x^

PAINT SHOP.

273

vent marring the freshly applied paint or varnish, may be
moved side wise after loosening the winged holding
clamps shown at the top. Similar clamps are provided at
the bottom of the rack. Sash racks of this design afford
a safe, clean and quick storage for sash and blinds, and
allow the circulation of air for drying the fresh paint or
varnish, — Lehigh Valley, Sayre, Pa.

PAINT STORAGE,

Paint is emptied from the barrels into 100-gallon tanks
in the paint storage building. The barrel is rolled under
a hoist in this building and is grasped at the ends by

be ready for use at all times, by the introduction of com-
pressed air at the bottom of the tank through 3/16-in.
holes spaced 5 in. apart in an air pipe. — Nem York Cen-
tral & Hudson River Car Shops, East Buffalo, N. V.

SASH, TABLE FOR PAINTING.

A simple, inexpensh'e table for painting window sash
which greatly facilitates the handling of this class of
work is shown in Fig. 778. The glass in the sash is

M-"- •

m I

■ 1 -^

V ,

/ i;

Ffg. 77S— Tabis for P*)nt<ng Window 8a*h.

placed on the four rubber rests so that the woodwork
does not come in contact with them. The stem of the top
plate provides for revolying the sash so that the workman
is not required to reach around it. — Baltimore & Ohio,
Mt. Clare Shops, Baltimore, Md,

WATER COOLERS, REVOLVING STAND FOR PAINTING,

A revolving stand for painting water coolers is shown
in Fig, 779. The bases are made from castings formerly

Fig. 777— Paint Barrel Hoist.

the hooks (Fig, 777) and is hoisted through an opening
in the platform above. A specially designed truck,
operating over rails on the platform, is run under the
barrel, which is then lowered on the truck, resting on
four rollers. The truck is moved over the tank in which
the paint is to be emptied and the barrel is rolled on the
four rollers until the bung is at the top. This is knocked
out and the operator, holding a piece of waste over the
hole, turns the barrel until the opening is just above the
tank, when he removes the waste. The air cylinder for
hoisting the barrels is 12 in. in diameter and has a stroke
of 36 in. The platform is 8 ft. above the floor. The
paint in the storage tanks is continually agitated, so as to

Fig. 779 — Revolving Stand for Painting Water Coolera.

used in chair cars. The 12-in. diameter top is made to
revolve, facilitating the painting. These stands are also

274

RAILWAY SHOP KINKS.

used for any miscellaneous painting when it is advan- fled so that the admission of air from the pipe B to the

tageous to revolve the work. — Lehigh Valley, Sayre, Pa.

WHITEWASH SPRAYER, PNEUMATIC.

Large areas of wall space and roof in a roundhouse
or shop can be quickly whitewashed by the use of the
pneumatic sprayer shown in Fig. 780. It is made of an
ordinary ^-in. T, having an air nozzle, A, connected
with an air line, projecting into one end. At the opposite
end of the T is a discharge nozzle, D, which is flared

nozzle A may be controlled by means of the handle £.
Air from the supply line is used at a pressure of from 75
to 100 lbs. per sq. in. The whitewash is siphoned up

Fig. 780— Pneumatic Whitewash Machine.

Railroad, Buffalo, N. Y.

Miscellaneous Shop Kinks

AIR MOTOR, PNEUMATIC FEED FOB.

A pneumatic feed for air motors, C, is shown in Fig,
175, and in detail in Fig. 781. It has many uses and is
especially adapted for drilling and tapping driving and
truck wheel hubs for hub liners, and in drilling into the

i,,J^>^==l

eIH^

^W-%

iUSk

1—1- — j

"■*"! "

r... .-^,._!

Fig. 781 — Pneumatic Feed for Air Motor.

heads of tire retaining ring rivets preparatory to remov-
ing the ring and replacing the tire. The pressure on the
piston gives a constant feeding pressure to the motor. —
Af. H. iVestbrook, Grmid Trunk, Battle Creek, Mick.

reaming holes, as it is powerful and runs smoothly. It
does not operate fast enough to burn the reamer, but
makes a slight cut at everj' revolution. Large holes may
be drilled easily with this device. It is also used to pull
in valve or cylinder bushings when they are put in cold
and are pulled in with a rod and nnt. In this case it is
necessary to have a hexagonal hole in the center gear
the size of the nut used on the drawing-in rod. The
machine is geared at a ratio of 5 to 1, and the bushing
has to fit pretty tight to stall the machine, after it has
once started. — //. /,. Burrliiis. Assistant General Fore-
man. Enc EaUroari. Stisqnchaniiu, Pa.

.\Slll£STOS GRI.MIF.R.

The device shown in Fig, 783 is easily and cheaply
made and has jjroved very efficient for grinding old and
broken magnesia or asbestos boiler lagging into a ptdp.
Both the upper and the lower boxes are made of wootl.

r -'*i- !

AIR MOTOR, SPIiED REDUCER FOR.

A speed reducer used in connection with an air motor
is shown in Fig. 782. This device is especially useful in

\:z:1t.:ir-:±:^

Fig. 7B2 — Details of Speed Reducer for Atr Motor,

Fig. 783— Aibeetoi Grinder.

The division plate is thin sheet iron, perforated with
^-in. square holes. The three-blade cutter is made
from an old brake wheel, the cutting edges of which, being
vertical, work in conjunction with the perforations in

276

RAILWAY SHOP KINKS.

the plate in breaking up the lagging. An air motor is sary to speed up the machine until the pulley turns 500

fitted to the upper end of the spindle and the lagging is r.p.m. If the recorder is correct it will register the cor-

fed into the top box. — IV. H. Snyder, Assistant General rect speed. — Chicago & North Western, Chicago.
Foreman, New York, Susquehanna & Western, Strouds-

burg. Pa.

COUPLING, UNIVERSAL.

BLUEPRINTS, TEMPLETS, J ir.5, CARE OF.

One man does ail the laying out for the shops and i
in chaise of all blueprints, jigs and templets. All blue-
prints and templets are kept in drawers, except frame
templets, which are kept in a bin. Jigs are kept in pockets
under the drawers. Everything is classified and num-
bered for easy selection, and on the outside of each case
or bin is a list of the contents with the numbers. — Great
Northern, Dale Street Shops, St. Paul. Minn.

A universal coupling, or knuckle joint and socket, for
use in reaming with an air motor when the latter cannot

BOVER SPEED RECORDER, TESTING.

A simple device for testing Boyer speed recorders is
shown in Fig. 784. It consists of a small air engine,
direct-connected to the flywheel of the speed recorder.
An auxiliary tank and a reducing valve provide a con-
stant air pressure, making it possible to maintain any
constant speed of from one to 100 miles per hour. The
pulley of the recorder turns ten times as many revolutions
per minute as the number of miles per hour registered,
that is, r.p.m, equals ten times m.p.h. For example, to
check the recorder at 50 miles per hour it is only neces-

Flfl. 7M — 0«vice for Testing Boyer Speed Recorden.

be used directly over the reamer is shown in Fig. 785.
When drilling or reaming in close quarters, where there
is not sufficient room to use the motor direct, one of these
sockets with a knuckle joint will enable the motor to be
used. Otherwise the work would have to be performed

^____..

]

IfflE

Brass Bushing.

Fig. 7S5^Univeraal Coupling.

MISCELLANEOUS SHOP.

277

by hand, which is much slower and more expensive. One
end of the knuckle joint is turned to the regular No. 4
Morse taper to fit the air motor, and the other end is
an adjustable socket for ali reamers. The socket is
turned to receive steel centers, with square holes of
different sizes for reamer shanks of various dimensions.
These are held in place by two screws and are quickly
removed or replaced. The device is of substantial con-
struction, and has proved to be extremely useful and
handy in shop work. — E. J. McKernan, Tool Supervisor,
Atchison. Topeka & Santa Fe, Topeka, Kan.

COUPLING, UNIVERSAL.

A universal coupling, which will be found valuable in
connection with a tube cutter or tube roller when operated

and polish it nearly as perfectly as it can be bored on a
machine. The long pieces of round iron wear down the
ridges or high spots. Care should be taken to select pipe
with as smooth an inside surface as possible. In one case
in which the pipe was quite rough on the inside we used
several pieces of round iron and pipe without any sand.
After revolving the pipe cne day the bumps and ridges
were worn down. When once started in operation the
device does not require attention and it may be run two
or three days, or until the inside is perfectly smooth. We
have finished the inside of both cast iron and wrought
iron pipe from 48 in. to 84 in. long in this way. — H. L.
Biirrhus, Assistant General Foreman, Eric Railroad,
Susquehanna, Pa.

CRATE FOR IIANDMNd il,\tERIAL.

An iron crate used for transporting small stock about
the shop in quantities is shown in Fig. 788. The crate is ■
- shown hanging from the large traveling crane. This

Fig. 786 — Unlveraal Coupling.

by an air motor -near the shell of the boiler, or where
there are obstructions which prevent the motor from
being placed in line with the tool which it is driving, is
shown in Fig. 786. The pins in the coupling are Vi in.
in diameter. — H. .9. Ranch, Apprentice Instructor. New
York Central & Hiidson River, Osv/ego, N. Y.

CYLINDERS FOR AIR HOISTS, PREPARING.

A cheap and good way to prepare a piece of pipe for
the cyhnder of an air hoist or an air jack is shown in
Fig. 787. Fill it about half full of sand and pieces of
iron scrap: also two or three long pieces of round iron or

P)g. 788— Metal Crate for Handling Material.

method of handling is especially efficient for small pieces,
such as bolts, and may even be used advantageously for
large pieces. A large number of crates are provided, so
that they may be filled by the men doing the work on
Cylinder for the pieces which saves extra handling.— Lc/ii^A Valley,
Sayrc, Pa.

pipe. Bolt a piece of wood over each end with a rod ex- drinking fountain.

tending through the center as shown in the sketch; place A drinking fountain, two of which are in the black-
the pipe on V blocks and revolve by running an old belt smith shop and a number of which are distributed
around the center and over the line shaft. The action of through the other shops is shown in Fig. 789. The one
the sand and pieces of scrap on the inside will smooth in the photo is near the center aisle of the blacksmith

278

RAILWAY SHOP KINKS.

shop, where it is easily accessible. The water used in
these fountains is obtained by air pressure from a 30p-ft.
well on the shop grounds. The bowl is made of cast iron.
The spigot on the feed pipe provides for filling buckets
for general use, — Central Railroad of Ntrzv Jersey, Eliza-
beihpori, N. J.

ELECTRIC MOTOR EXTENSION RECEI

AND PLUG.

The receptacle is enclosed in a planished iron case lined
with asbestos, arranged to be easily removed. The socket
blades project through a triangular opening in the lower

Motor extension receptacles for portable tools are
placed at every other pit, drawings of a receptacle and
plug being reproduced in Fig. 790. They were designed
by G. WilHu's, Jr., while mechanical engineer of the Great

Fig. 7B0— Motor Extension ReeoptacU and Plug.

end plate, and have their ends bent outwardly to facili-
tate the entrance of the plug. The device may be used
on a.c. or d.c. circuits, up to 600 volts. — Great Norlhern,
Dale Street Sho{>s, St. Paul, Minn.

HEATER, GASOLENE.

A gasolene heating furnace, which consists of a stand
with a basin filled with cement upon which the material
to be heated is laid, with the gasolene torch burners on
either side, is shown in Fig. 791, The gasolene is fur-
nished from the tank underneath by being forced through

>«=•• ■«»=)tH

Fig. 789 — Drinking Fountain.

Northern. The device is designed to be used either with
a two or three-wire circuit in order to prevent a reversal
of polarity by the impro]3er use of the plug, and to guard
against short-circuiting. It is adapted for either indoor
or outdoor use. The socket or receptacle has three spring
blades arranged in triangular form, as shown by the end
view, mounted on a block of slate secured to a metal base.
Each blade is crimped about a third of the way from the
outer end to fit into corresponding grooves in the plug in
order to retain it, and the lower blade has an additional
bend at its inner end to serve as a stop for the plug. The
triangle is made irregular so that the plug can be inserted
in only one way. The plug is made adjustable, as to
contact, by having the fiber block at its upper end mov-
able, to give any desired degree of bow to the blades.

Fig. 791 — Gasolene Heating Furnacea.

to the burners by air pressure, where the flow is regulated
by a needle valve. The apparatus is portable, and con-
nections can be made at any point with the air line of the
shop. A modification is also shown of a similar burner
which is used for heating plates or rods where the work
has to be done in position. It can also be used for braz-
ing purposes. Its operation is exceedingly simple. A
reservoir about 9 in. in diameter and 14 in. long is fitted

MISCELLANEOUS SHOP.

279

with a pipe at the top by which it can be filled and through
which air is also admitted for pressure purposes. The
pipe through which the gasolene is forced to the burner
extends to within a short distance of the bottom of the
tank, so that pressure applied to the upper surface of the
liquid forces it to the burner. — A. Lowe, Canadian Pacific
Railway, Glen Yard, Westmount, Montreal.

HYDRAULIC JACK VALVE FACER.

A tool for refacing worn valves of hydraulic jacks is
shown in Fig. 792. It consists of two steel blocks, held
between the jaws of a vise and guided by the dowel pins.
The cutting edges, indicated on the plan view, extend
along the conical surface of the bore through the block,
clearance being provided by filing a radius on each block,
as shown. For facing, the valve is placed in the bore of
the blocks and revolved by a screw driver attachment in

.--^'— ^

Fig. 792 — Hydraulic Jaclc Vaive Facer.

a breast drill. Only a few seconds are required to face a
valve, which operation may be repeated four or five times
before it is worn out. — Fred Bents, Tool Room Foreman,
Southern Pacific, Bakersfield, Cal,

INJURED, FIRST AID TO.

A few years ago a number of the workmen decided to
chip in and buy a few medical supplies, which were
placed in charge of one of the young men in the office.
When the matter was brought to the attention of the
company it immediately undertook to supply the neces-
sary material for "First Aid to the Injured." The men,
however, have continued their support, the funds con-
tributed by them being used for supplies for relieving
such troubles as headache, earache, stomach troubles, etc.,
which do not properly come under the head of injuries.
There is no question but what a case well filled with
material for treating injuries, and in charge of men
properly instructed as to its use, will pay for itself many
times over in the course of a year, or even a few months,
if the question is considered from a financial standpoint
only. The cost is comparatively small and the eflFort is

greatly appreciated by the men. — Delaware, Lackawanna
& Western, East Buffalo Car Shops, N. Y.

NUTS, LOCKING ON BOLTS.

A good scheme for locking nuts on bolts is shown in
Fig. 793. All nuts are drilled in jigs so that the outside
edge of the hole will just cut to the bottom of the thread.
The nut is then screwed on the bolt, and after it is tight,
or is in the desired position, the cutter C, which fits the
hole in the nut, is driven into the hole cutting off the

Fig. 793 — Device for Loclcing a Nut on a Bolt.

exposed thread of the bolt. A piece of round iron is then
driven through the hole jtnd is bent over on each end.
This positively locks the nut on the bolt and does not
damage the bolt appreciably. The diameter of the hole is
3/16 in. for ^ in., J/i in. and 1 in. nuts and J^ in. for
larger ones. — Charles Maier^ Engine House Foreman,
West Jersey & Seashore, Atlantic City, N. J.

RADII, METHOD OF DETERMINING.

It is frequently necessary to obtain the radii of ir-
regular parts of machinery, piping or patterns, and a
templet of wood or cardboard is often used for this pur-

Pig. 79A — Method of Determining Radii.

pose. An easier and more rapid method is to use a piece
of soft solder or wire, especially when the work is small.
Before using, the wire should be straightened and freed
of kinks. A stick, shaped on the end, as shown, is then
used to form the wire to the desired shape. The portion
of the circle may then be laid off on any flat surface and
the radius may easily be determined. The illustration,
Fig. 794, shows wire used in this manner for obtaining

280

RAILWAY SHOP KINKS.

the large radius of a steam pipe, and also for obtaining
the small radius of the cross section.

Another method of obtaining the large radius of a
steam pipe is also shown in the illustration. By this
method it is possible to make a working sketch of such
a pipe without removing it from the engine. Two pieces
of wood are held, as shown, to form a steady support,
which is easily obtainable by placing the points of contact
at some distance from each other. A pair of dividers is
then adjusted, supporting one leg on one of the sticks as
indicated. By marking the points of contact at several
different points along the pipe the required center may
be obtained. — C. V, Frisk, Chicago, III.

RATES, TABLE OF.

These rate sheets are made up for each of the different
hourly rates of wage paid at the shop, there being as

many tables as there are rates. The foreman is supplied
with as many rate sheets as he has rates of wages to be
paid the men on his rolls. The time saved by this kink
is very large, and it is perhaps of as much or more value
than some of the mechanical kinks used in the shops.
These rate sheets are now indispensable in the shop
clerk's office. — F, S, Robbins, Inspector, Pennsylvania
Railroad^ Renova, Pa,

SHOP SURGEON.

The shop surgeon's office, with a complete hospital
operating outfit, is located in the upper story of the shop
office. It has been found a great benefit to have such
facilities conveniently at hand. Accident cases receive im-
mediate attention from the surgeon and chances for in-
fection which often exist in a dirty shop are, in a great
measure, obviated. The time ordinarily lost in going to a

, R. R., Erie Division — Western Division — ^Renova Shops.

Table

of Rates— fo,i69 Per Hour,

No.R 977.

inn

150 ^

-200 ^

-250 V

300 ^

Sheet C.
/ 350 .

X >

Ov ^

■lUU \

r "

f 1

Hrs.

Amount.

Hrs.

Amount

Hrs.

Amount.

Hrs.

Amount.

Hrs.

Amount.

Hrs.

Amount.

Hrs. .

Amount.

Hrs. .

Amount

$0,169

$8,619

101

$17,069

151

$25,519

201

$33,969

251

$42,419

301

$50,869

351

$59,319

.338

8.788

17.238

25.688

34.138

42.588

51.038

59.488

.507

8.957

17.407

25.857

34.307

42.757

51.207

59.657

.676

9.126

17.576

26.026

34.476

42.926

51.376

59.826

.845

9.295

17.745

26.195

34.645

43.095

51.545

59.995

1.014

9.464

17.914

26.364

34.814

43.264

51.714

60.164

1.183

9.633

18.083

26.533

34.983

43.433

51.883

60.333

1.352

9.802

18.252

26.702

35.152

43.602

52.052

60.502

1.521

9.971

18.421

26.871

35.321

43.771

52.221

60.671

1.690

10140

110

18.590

160

27.040

210

35.490

260

43.940

310

52.390

360

60.840

1.859

10.309

18.759

27.209

35.659

44.109

52.559

61.009

2.028

10.478

18.928

27.378

35.828

44.278

52.728

61.178

2.197

10647

19.097

27.547

35.997

44.447

52.897

61.347

2.366

10.816

19.266

27.716

36.166

44.616

53.066

61.516

2.535

10.985

19.435

27.885

36.335

44.785

53.235

61.685

2.704

11.154

19.604

28.054

36.504

44.954

53.404

61.854

2.873

11.323

19.773

28.223

36.673

45.123

53.573

62.023

3.042

11.492

19.942

28.392

36.842

45.292

53.742

62.192

3.211

11.661

20.111

28.561

37.011

45.461

53.911

62.361

3.380

11.830

120

20.280

170

28.730

220

37.180

270

45.630

320

54.080

370

62.530

3.549

11.999

20.449

28.899

37.349

45.799

54.249

62.699

3.718

12.168

20.618

29.068

37.518

45.968

54.418

6Z868

3.887

12.337

20.787

29.237

37.687

46.137

54.587

63.037

4.056

12.506

20.956

29.406

37.856

46.306

54.756

63.206

4.225

12.675

21.125

29.575

38.025

46.475

54.925

63.375

4.394

12.844

21.294

29.744

38.194

46.644

55.094

63.544

4.563

13.013

21.463

29.913

38.363

46.813

55.263

63.713

4.732

13.182

21.632

30.082

38.532

46.982

55.432

63.882

4.901

13.351

21.801

30.251

38.701

47.151

55.601

64.051

5.070

13.520

130

21.970

180

30.420

230

38.870

280

47.320

330-

55.770

380

64.220

5.239

13.689

22.139

30.589

39.039

47.489

55.939

64.389

5.408

13.858

22.308

30.758

39.208

47.658

56.108

64.558

5.577

14.027

22.477

30.927

39.377

47.827

56.277

64.727

5.746

14.196

22.646

31.096

39.546

47.996

56.446

64.896

5.915

14.365

22.815

31.265

39.715

48.165

56.615

65.065

6.084

14.534

22.984

31.434

39.884

48.334

56.784

65.234

6.253

14.703

23.153

31.603

40.053

48.503

56.953

65.403

6.422

14.872

23.322

31.772

40.222

48.672

57.122

65.572

6.591

15.041

23.491

31.941

40.391

48.841

57.291

65.741

6.760

15.210

140

23.660

190

32.110

240

40.560

290

49.010

340

57.460

390

65.910

6.929

15.379

23.829

32.279

40.729

49.179

57.629

66.079

7.098

15.548

23.998

32.448

40.898

49.348

57.798

66.248

7.267

15.717

24.167

32.617

41.067

49.517

57.967

66.417

7.436

15.886

24.336

32.786

41.236

49.686

58.136

66.586

7.605

16.055

24.505

32.955

41.405

49.855

58.305

66.755

7.774

16.224

24.674

33.124

41.574

50.024

5&474

66.924

7.943

16.393

' 7

24.843

33.293

41.743

50.193

58.643

67.093

8.112

16.562

25.012

33.462

41.912

50.362

58.812

67.262

8.281

16.731

25.181

33.631

42.081

50.531

58.981

67.431

8.450

100

16.900

150

25.350

200

33.800

250

42.250

300

50.700

350

59.150

400

67.600

MISCELLANEOUS SHOP.

doctor's office, and the often long wait there, are also
avoided. An important part of the shop surgeon's
duty is to make an investigation of shc^ accidents with
a view to recommending safeguards to prevent their re-
currence. The surgeon makes a study of safety ap-
pliance laws and inspects and criticizes the shops with a
view of complying with these laws. Sanitary conditions
are also kept under constant inspection and intelligent
suggestions are made where improvements are thought
necessary. The surgeon also formulates laws regulating
the workman's presence at the plant if contagious dis-
eases exist at his home; if suspicious cases of tuberculosis
are found a proper decision as to their disposal is made.
— Lake Shore &■ Michigan Southern, Coilinwood, Ohio.

STORAGE RACK FOR STEEL BARS.

The material rack for storing steel rods and bars,
shown in Fig. 795, is better built and more substantial
than racks ordinarily used for this purpose. It is 40 ft.
wide and about 17 ft. deep and rests on concrete piers,
there being five of these extending the full width of the
rack. The cast iron uprights are about 9 ft. high and are

Fig. 796— Partial Sid* and End View of Storage Rack.

structure together are 5 in. x 8 in. It is the intention to
cover the rack over to protect the material from the
weather. — Erie Rail>-oa<i, Buffalo, X. Y.

VALVE LOCK.

It is often desirable to have valves outside of buildings
locked. This is particularly true where it is necessary to

Pig. 79&— Partial View of Steel Storage Rack.

spaced 2 ft, center to center at the front of the rack and
about 4 ft. 3 in. center to center crosswise. These cast
iron standards are about 1}/^ in. x 5 in. in section, with
ribs at the middle of each side, making the maximum
width at the bosses 4 in,, tapering down to a minimum of
2y2 in, midway between the cross rods. The Ij^-in.
cross rods have pipe spacers on which the material rests.
The cross rods are spaced vertically about 1 ft. center to
center, except for the lower one, which is 18 in. above the
base, and the upper one, which is 6 in. below the under
side of the top timber. It will be seen that the two upper
rows are divided into smaller width sections by the use
of pieces of J-2 in. x2 '/i in. iron placed midway between
the cast iron posts. The rack is tied at the sides by two
sets of diagonals of 4 in. x J^ in. iron; one set of these
is shown in a partial side and end view of the rack. Fig.
796. The timbers used at the tc^ and bottom to tie the

Fig. 7B7— Davica for Uocking Valvaa.

282

RAILWAY SHOP KINKS.

store large quantities of oil, gasolene or other inflam-
mable material outside and away from the buildings for
safety. In such cases the usual practice is to build a
housing about the valve and provide a lock for the door,
or opening, in the housing. A much simpler arrange-
ment, and one which has proved satisfactory, is illustrated
in Fig. 797. The full lines in the sketch show the hasp
in an open position, while the dotted lines show it
closed. — A. G. Pancost, Elkhart, Ind,

TRANSFER TABLE, LOW.

A deep pit for a transfer table is usually very much of
a nuisance, and this is particularly true where it is neces-
sary to locate it within the walls of the building. A
table, by the use of which the depth is reduced to 13 in.
below the top of the rail, is shown in the illustration, Fig.
798. It is formed of I beams, on which the running rails
rest and which are used as girders for the table. They
are practically suspended from the journals of the carr\'-
ing wheels. The table has a width suitable for two tracks
and is also provided with spools or drums for hauling
cars. It is braced and held square by diagonal tension

braces, as shown, and runs on six rails, one-half of the
table only being shown in the engraving. It would, of
course, be possible to fit it with electric motors by an ex-
tension of one of the end axles, so as to run the whole
length of the machine, and placing the electric drive on
the floor at a level with the rails. The I beams used are
7 in. deep.

WHEEL PRESS, HAND CAR.

•

The device for pressing on hand car wheels, shown
in Fig. 799, has a long bar in the center, resting on jack
screws to provide for adjustment. A V is cut on the
top of the bar and the axle clamps loosely to it, so that
it will slide while pressing on the wheels. As the wheels
are pressed on by the ratchet jack this bar and the clamps
prevent the axle from springing. The device for re-
moving the wheels, also shown in Fig. 799, is made from
old pieces of engine frame. These pieces are set in
blocks of the proper height. The forgings are held
together with Ij^-in. bolts with 3-in. thimbles between.
One forging is arranged to take a 2j/^-in. ratchet jack
which is forced against the end of the axle; the other

L-.J

1^ ^4'si

— eiff ><- e',/1 -i e'j^

I eb^ „,

Fig. 798 — Low Transfer Table.

MISCELIJ^NEOUS SHOP.

forging is cut out opposite the hole for the screw so
that the axle may rest in it. The forging is cut to take
the largest axles and for the smaller ones a V-shaped

WINDOWS, CLEANING.

A simple method of cleaning shop windows with the aid
of an air motor is shown in Fig. 801. A stiff brush is held
in the socket of the motor and, after dipping in benzine,
is run over the window glass, A soft, dry brush is used

Rtr f¥ttsing Yfhttts en At Its.

nftj'miftfitfJae* a'Plltrl

'^^■^ — ^ — Az^

For Removing Wheels.

Ptg. 7M— Hand Car Wheel Prewea.

collar may be slipped in between it and the axle. The
screw jack does not fit directly against the axle but
bears against a pin or block, which is a little smaller in
diameter than the axle. — C. J. Crowley, Piece Work
Inspector, Chicago, Burlington & Qulncy, West Bur-
Hiigton, Iowa.

WATER SUPPLY, IMPROVING.

We had considerable trouble with the water supplv ■'^" arrangement for opening and closing shop win-

from the main water pipe to the /.-in. faucets in the '**''" **>' <^ompressed air is shown in the accompanying

shops. This was due to the fact that the main water pipe

nms parallel and close to the main steam pipe, and also ~~
because the water main was tapped at the top. After

Fig. 801— Cleaning Shop WIndowa.

for polishing after the glass has dried. — lames Stevenson,
Foreman Pctiitsylvania Railroad, Oiean, N. Y.

WINDOWS, PNEUMATIC APPARATUS FOR OPERATING.

-ill

Old Mefhod.

Fig. 800 — Improvinfl the Water Supply to th« Shop Faucet*.

opening the faucets we would obtain dirty and greasy

water. The method of taking the supply from the main

water pipe was changed, as shown in the accompanying

sketch, Fig. 800, thus overcoming the difficulty. — Frank illustration. Fig. 802, It consists of an air cylinder 18

/. Borer, Foreman Air Brake Department, Central Rail- in. long, made of 3,':2-in, pipe, a long IJ^-in. bar and the

Pig. 802 — Apparatus

for Opening and Cloilng Window* by
Compreaaed Air.

road of Netv Jersey, Elizabethport, N. }.

necessary connections. The cylinder rests on a pin which

284

RAILWAY SHOP KINKS.

allows it to swing when turning the rod. The rod ex-
tends the length of the shop, being connected to the
windows by the lever arms, as shown. There are J^-in.
air connections at the top and bottom of the cylinder to
lower and raise the piston when desired. This arrange-
ment is used in the shop power house of the Central
Railroad of New Jersey at Ashley, Pa. It operates six-
teen windows, and without a doubt could handle three
or four times as many. It was designed by A. M.
Zwiebel, who is employed at the Ashley shops.

WRENCH, SOCKET.

With the wrench shown in Fig. 803 it is not necessary
to use a lever bar to tighten up a nut. The wrench is so

designed that good leverage can be obtained by grasping
the projections extending beyond the bends. Wrenches

-14-

tSki,H9x.

(^ E=

'tZ — — H

I
I

SHHeit,i

Fig. 803— A Socket Wrench Which Does Not Require the

Use of a Bar.

of this kind can be made all sizes to suit any work. —
//. L. BurrhuSj Assistant General Foremanj Erie Railroad,
Susquehanna^ Pa.

INDEX

A Page.

Adams, Guy A 202, 203, 208

Air Brake Kinks 251

Air Hoists (see Hoists).

Preparing Cylinders for 277

Air Hose:

Coupling, Removing Gaskets from... 212

Fitting Machine 251

Mounting Machine 252

Stripping Machine 252, 253, 254

Tightening Clamps on 255

Air Motor:

Extension Bar for Supporting 100

Holder for Valve-Facing Machine ... 1 03

Pneumatic Feed for 275

Speed Reducer for 275

Stand or Support 109

Air Pump:

Bracket, Jig for Drilling 76

Bushing, Boring 255

Centering Chuck 255

Cylinder Head Chuck 256

Cylinders, Drilling 256

Gages 54

Gaskets for Heads, Stamping 176

Hoist for 178

Jig for Setting 76

Piston Holders 257, 258

Piston Packing Rings 257

Repair Stand 258, 259

Valve and Seat, Manufacturing 260

Air Reservoir:

Hoist 76

Jacks for Placing 77

Straps, Forging 240

Asbestos Grinder 275

Ashley, H 237

Ash Pan, Clamp for Drilling Casting 16

Ash Pan Hoes, Forging 149

Atchison, Topeka & Santa Fe:

Albuquerque, New Mex 33, 84,

87, 93, 179, 191, 192, 195, 216

San Bernardino, Cal 35, 92,

112, 124. 189

Topeka, Kansas 1, 29,

34, 74, 82, 103, 105, 116, 125. 130,
136, 141, 165, 171, 180, 198, 201,

245, 262, 263, 264, 277

Atlantic Coast Line, Waycross, Ga 10,

13, 39, 72

Auger, Tube 197

Axle:

(See Crank Axle.)

(Sec Driving Axle.)

(See Wheel arid Axle.)

Truck for 201

Babbitt Furnace 170

Babbitting:

Crosshead 170, 171, 172, 173

Driving Boxes 173

Truck Boxes , 173

Truck Brasses, Engine 175

Back Facing Tool 88

Baltimore & Ohio:

Mt. Clare Shops, Baltimore, Md...ll,
17, 20, 42, 51. 52, 57, 62, 78, 86,
89, 98, 99, 101. 104, 108, 118, 154,
166, 168, 173, 177, 190, 194, 219,

227, 235, 256, 269, 273

Garret, Ind 7, 17, 21, 22, 23, 43, 168

Bar:

(Sec Steel Bars.)

Adjustable Fulcrum for 188

Combination 211

Page.

Barrels, Device for Emptying 263

Bauer, A. L 6, 9, 98

Bearing:

(See Driving Box Brass.)

(See Journal Box Bearing.)

(See Tender Truck Bearings.)

Becker, H. G 112

Becson, Richard 79, 88,

105, 159, 173, 189, 192, 193, 197, 266

Bell Frame, Boring Bar for 78

Belt:

Care and Maintenance of 2

Cemented Splices 2

Clamp 2

Clamp and Stretcher 1

Cleaning 2

Composition, Lap Splice 3

Dressing, A Good 3

General Suggestions for Installing. ... 3

Guards 3

Idle, Arrangement for Hanging 3

Lacing 1

Lacing, Proper Method 2

Maintenance, Effect of Poor 2

Repairmen, Keeping Track of 3

Shifters 3

Splices, Cemented 2

Stretcher 1

Tension 2

Bending Clamp 109

Bending Machine. Eye-Bolt 152

Bending Right Angles, Machine for 150

Bending Rolls, for Light Work 178

Bending and Upsetting Machine, Portable. 150

Bennett, R. G 170,

173, 192, 201, 207, 220, 254

Bcntx, Fred 53, 89, 179, 279

Berry, A. 167

Blacksmith Shop Kinks:

Car 240

Locomotive 149

Miscellaneous 149

Blacksmith's Tool Rack and Bench 164

Blow-Off Cock Reamer 53

Blueprint Filing Case 109

Blueprints, Care of 276

Boiler:

Check Valve (see Check Valve).

Corner Patch for Washout Plugs.... 135

Firebox (see Firebox).

Side Sheet, Patch Welded in 138, 141

Sheets, Flanging 112

Testing 110

Testing, Portable Pump for 110

Tests, Safety Clamp for Hose 179

Washing 180

Boiler Shop Kinks 109

Boiler Washer:

Cart for 180

Platform for 180

Bolster, Cracks Repaired 141

Bolt:

Centering Machine 4

Chuck or Driver 4

Extractor 79

Gage for Standard 28

Gages for Turning 5

Gun for Driving Out 79

Hammer for Driving Out, Pneumatic.

79, 80

Re-Threading 201

Taper, Standard 5

Bolt Machine, Attachments for 4

Bolt Shearing Machine 201

285

Page.

Bolts:

Cart for 241

Manufacturing 240

Borer, Frank J 224, 253, 262, 283

Boring:

Adjustable Cutter 6

Spheres, Hollow 7

Boring Bar:

Adjustable 8

Bell Frame 78

Cylinder 83

Driving Box 17

Driving Wheels. Heavy Duty 6

Eccentrics 8

Lathe. Adjustable for 8

Lathe, Holder for 6

Light Work 6

Piston Valve Chamber 83, 94

Rocker Box 98

Boring Mill:

Brake for 7

Hoist for Car Wheels 9

Boring Mill, Horizontal:

Adjustable Chuck for 7

Surface Gage for 66

Boston & Maine. Concord. N. H . . 202. 203, 208

Box Car Door:

Making 202

Truck 201

Boyer Speed Recorder, Testing 276

Brace, Universal (see Old Man).

Brake:

Boring Mill 7

Magnetic, for Electric Hoist 112

Slotter or Lathe 65

Brake Beam Hanger, Forging 241

Brake Beam Safety Chain Eye-Bolt, Forg-
ing 241

Brake Cylinder, Windlass for Erecting... 202

lirake Hangers, Bending 242, 243

Brake Hanger, Forging 241

i:rake Hanger Ends, Upsetting and Punch-
ing 242

Brake Heads, Applying 228

Brake Reservoir (see Reservoir, Brake).

Brake Rod Ends. Punching Dies for 162

Brake Rods, Welding Bottom 162

Brake Shoe Keys, Manufacture of 244

Branch Pipe Joint Reamer 179

Brass :

(See Driving Box Brass.)

(See Engine Truck Brass.)

(See Journal Box Bearing.)

(See Rod Brass.)

(See Tender Truck Bearing.)

Furnace for Melting 168

Brass Foundry Kinks 166

Brass Work, Lathe Tools for 53

Breast Drill (see Drill, Breast).

Brick Arch Tube, Dies for Forming 128

Brown, R. E 10, 13, 39. 72

Buckley, T. F 163

Buffing Machine 8

Bull Ring (see Piston Follower).

Bulldozer:

Light Work 149

Portable 150

Small Air-Operated 243

Burnisher:

Car Journal 210

Journal 32

Burrhus, H. L 114, 124,

154. 183, 184, 186. 188. 195, 200,

216, 217, 255, 275, 277, 284

286

INDEX.

Pagb.

Bushing:

(S«e Cylinder Bushing.)
(See Piston Valve Bushing.)
(See Rod Bushing.)

Air Pump, Boring 255

Cylinder, Chuck for 11

Lathe Tool for Boring, Adjustable... 8

Making 9

Mandrel for 9

Piston Valve Chamber, Hydraulic

Press for 103

Press for 95, 96, 97, 98

By- Pass Valve Seat Reamer 80, 81

Caboose Steps, Bending 245

Cabs, Handling . . .' 82

Canadian Pacific Railway:

Glen Yard, Westmount, Mont 80,

193, 195, 279

Ottawa, Ont., Can 79. 191

West Toronto, Ont., Can 4,

79. 93, 183. 194, 257

Car Bodies, Lifting 203

Car Center Sill (see Center Sill).

Car Department Kinks:

General 201

Passenger Cars 228

Smith Shop 240

Steel Cars 219

Car Inspector's

Emergency Repair Cart 209

Hammer 208

Pinchers 212

Car Repair Material, Storage of 21 1

Car Repairmen's Signal 213

Car Repairs, Freight, Number of Men in

Gang 208

Car Wheel Boring Mill, Hoist for 9

Carpet Cleaner 228, 229

Cart (see Truck).

Castle Nut, Forging 245

Cellar (see Driving Box Cellar).

Center Plate, Depth Gage 203

Center Sill:

Cut with Oxy- Acetylene 144

Heating with Crude Oil Burner 224

Straightening 219

Centering Machine, Bolt 4

Central of Cveorgia:

Columbus, Ga...22, 98, 111, 160, 222, 246
Macon, Ga 43, 149, 153, 196, 244

Central Railroad of N. J.:

Ashley, Pa 284

Elizabeth port, N. J 4, 24,

43, 62, 65, 85, 110, 113, 114, 118,
131, 132, 152, 157, 159, 224, 229,
230, 231, 233, 236, 247, 249, 250.

253, 260, 262, 278, 283

Check Valve:

Lifter 179

Reamer 178, 179

Reseating 7S

Chicago & North Western, Chicago, 111... 8,
16, 32, 39, 54, 55, 58, 59, 83, 84, 87,
89, 90, 91, 92, 95, 100, 101, 108, 126,
129, 154, 176, 188, 190, 258. 261, 276

Chicago, Burlington & Quincy:

Aurora, 111 178, 193, 196

St. Joseph, Mo 119, 198

West Burlington, Iowa 4, 6, 8,

9, 15, 19, 58, 67, 69, 283
Chicago, Indiana & Louisville, Lafayette,

Ind 83, 127, 156, 214. 269

Chicago, Milwaukee & St. Paul, West Mil-
waukee, Wis 39, 50, S3,, 112, 256

Chicago, Rock Island & Pacific (see Rock

Island Lines).
Chicago, St. Paul, Minneapolis & Omaha:

St. James, Minn .184, 258

St. Paul, Minn 4, 25,

35, 41, 59, 88, 129, 160, 161, 170,

176, 247, 263

Sioux City, Iowa 9, 102, 107, 216, 232

Chips, Metal (see Cuttings).

Page.
Cincinnati, Hamilton & Dayton, Indian-
apolis, Ind 6, 30, 41, 50,

58, 71, 120, 131, 132, 215, 217, 252, 270

Cinder Cart 181

Cinder Pit Hoist 182

Clamp :

Bending 109

Passenger Car Repairs 229

Pull-In 222

Clamping Press 233

Clark, R. W 143

Claw Bar, Dies for 151

Clinker Rake (see Fire Rake).

Close Quarter Ratchet 98

Coach Step Hoist 236

Cook, F. J 209, 248, 249

Copper Smith Kinks 170

Counterboring Tool 9, 15

Countersink, Patch Bolt 114

Coupler:

(See also Drawbar.)

Knuckles, Rack for 203

Welding Broken Steel 245

Coupling, Universal 276, 277

Crane:

Portable 181, 203

Revolving 204

Smoke Stack 183

Storage Battery 236

Crank Axle Turning Machine 81

Crank Pin:

Turning Machine 82

Wear Indicator 84

Crank Pin Collar, Drilling Square Holes

in 9

Crosshead :

Babbitting 170, 171, 172, 173

Planing 10, 11, 55

Crosshead Gib:

Casting Brass Liners on 166

Milling Cutter for 61

Crosshead Liner, Applying 183

Crosshead Wrist Pin, Gage for 11

Crowley, C. J 4, 6,

8, 9, 15, 19, 58, 67, 69, 283

Cushion Qeaner 229

Cuttings, Box for Handling 12

Cylinder:

Boring 12, 13

Boring Bar 83

Chucks for Planing 14

Cracked, Repairing 84

Handling 85

Laying Out Casting 83

Preparing for Air Hoists 277

Cylinder Bushing:

Boring 12, 13

Chuck for 11

Machining 13

Cylinder Cock, Forging Top Piece 151

Cylinder Head:

Chuck 14

Grinding 83

Lifter 184

Truck 184

Cylinder Saddle:

Bolt Holes, Drilling 100

Bolt Holes, Jig for 84

Dailcy, F. A 19. 26, 57

Davis, A. S 107. 172, 186

Delaware, Lackawanna & Western:

East Buffalo, N. Y 202, 204.

207, 209, 211, 213, 214, 218, 237.

265, 268, 279

Scranton, Pa 5, 6, 18, 21,

22, 25, 29, 31. 33, 46, 51, 56, 63, 67,
69. 74, 76, 77, 90, 95, 96. 106. 107.

125, 132, 164, 171, 175, 264

De Leeuw, A. L 38

Diaphragm Face Plate Straightcner 229

Dickert, C. L 43, 149, 153, 196, 244

Die Holder, Combination 15

Page.
Door (see Box Car Door).

Door Rack 270

Dove-Tailing Tools 15

Drawbar:

(See also Coupler.)

Air Lift 204

Carrier Iron, Forging 165, 247

Hoist for Riveting Yoke to 205

Drawbar Yoke:

Bending and Punching 247

Forging 246

Rivet Heads Cut Off with Oxy-

Acctylcne 145

Shearing Rivets 205, 207

Drill:

Breast, Water Attachment for 121

Guide 15

Multiple, Staybolt 122

Socket for Flat Shank 16

Socket for Square Shank 17

Drill Press:

Clamp 16

Clamp, Pneumatic 16

Drill Socket:

Flat Drills 16

Square Shanks 17

Drilling, Close Quarter 207

Drilling Knee (see Old Man).

Drinking Fountain 277

Driving Axle:

Key. Way Miller 85

Tool for Scribing Circle on End of . . 85

Driving Box:

Babbitting 173

Boring, Chuck for 21

Boring and Fitting 22

Boring Bar 17

Casting Brass Liners on 167

Handling 87

Lubricating Holes in Hub Liner 168

Oil Grooves. Tool for 21

Planing 22

Repairs 1 68

Truck for Handling 86

Driving Box Brass:

Anchor Pins 166

Casting in Box 1 66

Chuck for 17, 18

Chuck and Gage 18

Gage 19

Slotting 20

Driving Box Cellar:

Boring Tool 20

Chuck for Boring 7

Removing 86, 184

Driver Brake, Rack for Rigging 85

Driving Journals (see Journals, Driving).

Driving Wheel:

Boring and Slotting, Tool for 6

Hub Plates, Template for Drilling... 31

Lateral Motion Gages for 108

Mounting Properly 107

Driving Wheels, Air Jack for Turning

Mounted 107

Driving Wheel Lathe:

Driver 73

Tool Holder 73

Driving Wheel Tire (see Tire).

Drop Pit:

Car Yard 237

Engine House 185

Jack, Telescopic 1 86

Rail Remover 186

Drury, C. J 33, 84,

87, 93. 179, 191, 192, 195, 216

Dry Pipe Joint, Grinding in Tube Sheet.. 86

Duifin, W. T 238

Dunbar Piston lyings. Sliding Tool Holder

for 43

Eccentric:

Boring 8

Chuck 22, 23

INDEX.

287

Page.

Drilling, Jig for 23, 28

Mandrel 24, 25, 26, 27

Planing and Drilling 28

Eccentric Blade:

Bender 87, 88

Dies for Forging Jaw 152

Repaired by Oxy- Acetylene Welding. . 142

Eccentric Crank Arm Remover 186, 187

Eccentric Strap, Chuck 27

Electric Motor Extension Receptacle and

Plug 278

Electric Welds, Strength of 141

Emery Wheel (see Grinding Wheel).

Engines, Condition of, in Engine House.. 187

Engine House Kinks 178

Engine House Work Reports 200

Engine Truck Brasses, Planing Babbitted. 32

Engine Truck Pedestal, Chuck 40

Engineer's Brake Valve Top Cases, Re-
pairing 251

Erecting Shop Kinks 76

Erie- Railroad:

Buffalo (N. Y.) Car Shops.. 143, 213,
215, 217, 221, 222, 225, 235. 238,

245, 272, 281

Gallon, 18, 25, 63, 66, 196

Mcadville, Pa 40, 81,

85, 100, 127, 129, 162

Susquehanna, Pa 114, 124,

154, 183, 184, 186, 188, 195. 200,

216, 217, 255, 275, 277, 284
Exhaust Nozzle, Clamp for Testing Steam

Pipes 88

Expansion Chuck 261

Eye- Bolt:

Bending Machine 152

Bending Tool for 248

Forging 241, 242, 247

Feed Water Pipe, Stamping Strainer for. 176

Fctner, W. H 43, 149, 153, 196, 244

Filing Case, Blueprint 109

Findlay, James 4, 25, 35, 41, 95

Firebox :

Patch Welded in 139

Scrap, Cutting up with Oxy- Acetylene 140

Repaired by Oxy-Acetylene Welding. . 142

Fire Rake:

Bending Handles 154

Forging 153

Flanging:

Air-Electric Hoist for Handling Boiler

Sheets HI

Attachment for Shears 116

Conical Connection Sheet 112

Power Rolls for 112

Flexible Staybolt (see Staybolt, Flexible).
Forge (see Rivet Forge).

Portable 154

Forging, Cost of Machine and Hand Made 154

Forging, Steam Hammer 163

Forging Machine (see Bulldozer).
Frame (see Locomotive Frame).

France, Eastern Railroad of 7

Eraser, Cieorge 244

Freeman, T. E 9, 102, 107, 216, 232

Frisk, C. V 280

Front End, Clamps for Lifting 101

Front End Crane (see Smoke Stack

Crane).

Fnhrman, John T 127

Furnace:

(See Heaters.)

Gas 174

Melting Brass 168

Rivet Heating 222, 223

Fuss, C. 229, 230. 231, 233, 236

Gage:

Air Pump 54

Bolts, Standard 28

Bolts, Turning 5

Pace.

Center Plate and Side Bearing 203

Crosshead Wrist Pin 11

Driving Box Brass 18, 19

Driving Wheels, Lateral Motion ,.,... 108

Driving Wheels on Axle, Checking... 108

Guides, Lining Two-Bar 89

Horizontal Boring Mill 66

Piston Rod 28

Quartering Machine 55

Slide Valves, Finishing and Inspect-
ing 106

Tire Wear 196

Valve Rod End 28

Wheels, Mounting 74

Gas Furnace 174

Gas Tank, Portable, for Testing Purposes 230

• Gasket :

Air Pump Heads, Stamping 176

Removing from Air Hose Coupling. . 212

Gasket Cutter 188, 189

Gasket Punch 174

Glass, Manufacture of Crackle 230

Glue Pot 230

Goodwin, G. H 9, 10,

15, 16, 32, 73, 80. 81, 86, 88, 102,
105, 109, 113, 116, 117, 121, 123,

131, 175, 179. 205, 227, 251, 265

Goose-Necks, Machining 29

Gouge, Handle 208

Grand Trunk, Battle Creek, Mich., 32, 34,

36, 42, 51, 54, 55. 60, 124, 257, 275

Granger, L. M 18, 25. 63, 66, 196

Grate Bar Trunnion Head, Forging 242

Grate Bearer Cross-Tie, Machining 29

Grease Cup:

(See Rods.)

Machining Plugs 30

Tools for Welding on Rod 159

Grease Press 263, 264, 266

Great Northern:

Dale St. Shops, St. Paul, Minn. 18, 22,

59, 69, 91, 123, 128, 173, 264, 276, 278
Jackson St. Shops, St. Paul, Minn.

75, 110, 232, 237

Grcwe, H. F 106

Grinder:

Asbestos •. 275

I^the Center 34

Milling Cutter 36

Pedestal Jaw 91

Steam Pipe Joint Ring 100

Triple Valve Packing Ring 261

Truck Wheel Lathe 33

Grinding Tool, Triple Valve Piston Pack-
ing Ring 262

Grinding Wheel:

Attachment for Lathe 30

Rest for 30

Switch 30

Grooves, Milling in Injector Water Nut.. 31

Gross, E. G 22, 98, 111, 160, 222, 246

Guard, Safety:

Cross-Cut Saw 238

Variety Molder 239

Guide:

Gage for Lining Two- Bar 89

Lining 89, 90

Reaming Bolt Holes 89

Guide Block, Truing Nut Bearing Surface

of 88

Hack Saw, Portable 193

Hammer:

Car Inspector's 208

Driving out Bolts, Pneumatic 79, 80

Scarfing, Pneumatic 117

Hand Car Wheel Press 282

Heater:

(See Tire Heater.)

Gasolene 278

Portable Crude Oil 223, 225

Sprung Piston Rods 44

Page.

Hendrickson, B 126

Hessler, John 127

Hoes, Forging Ash Pan 149

Hoist:

Air-Electric at Flange Fire Ill

Air Pumps, Removing and Applying. 178

Cab 82

Car Wheel Boring Mill 9

Car Wheels, Loading Mounted 216

Car Wheels, Loading and Unloading

Mounted 214

Cinder Pit 182

Cylinders 85

Drawbar 204

Magnetic Brake for Electric 112

Main Reservoirs 76

Pneumatic 189

Step, Coach 236

Timber 213

Wheel and Axle 214

Holder, Henry 4, 25,

35, 41, 88, 95, 99, 129, 160, 161,

170, 176, 247, 263

Holder-On:

For Tate Staybolts 113

Pneumatic 112

Hook:

Bending 162

Bending Machine for 158

Dies for Bending 248

Sheet Metal, for Handling 115

Hooten. J. W 5, 52, 71, 72

Hopper Carrier Iron, Dies for Bending. . 160
Hopper Doors, Wrench for Operating. . . . 218

Home, John 198

Hose, Boiler Test, Safety Clamp for 179

Howe, John 119

Hub Plates, Template for Drilling 31

Hydraulic Jack Valve Facer 279

Hydraulic Press 95, 97, 98, 103, 205

Injector, Milling Grooves in Water Nuts. 31

Injured, First Aid to 279

Inspector (see Car Inspector.)

Insulating Pin, Dies for Forging 152

Iron, Storage Rack 281

Iron Bars, Cutting Under Steam Hammer. 151

Jack:

Lifting Passenger Cars 231, 232

Loaded Freight Cars 209

Pedestal Binder 190

Portable 208

Reservoir and Tank 77

Steel Car Repairs 219

Straightening Steel Car Sides and

Trucks 220

Telescopic Drop Pit 186

Truck for 208

Wheel and Axle 107

Jacket Iron Rolls 174

Jacobs, H. W 141

Jigs, Care of 276

Journal, Polishing 32, 210

Journal Bearing:

Emergency 209

Engine Truck, Babbitting 175

Reclaiming 210

Journal Box:

Drilling 210

Engine Truck, Babbitting 173

Truck, Chuck for 32

Journal Box Bearing, Truck, Planing

Babbitted 32

Journal Box Packing:

Cart for 210

Cleaning 266

Preparing 266, 268

Press 269

Journals, Driving:

Burnisher 32

Device for Turning 33

Journals, Truck, Truing 33

288

INDEX.

K Page.

Kellogg. D. P 8, 10,

15, 16, 32, 7Z, 80, 81, 86, 88, 102,
105, 109, 113, 116, 117, 121, 123,

131, 175, 179, 205, 227, 251, 265

Kelly, George W...152, 157, 159, 247, 249, 250

Key:

Brake Shoe, Manufacture 244

Knuckle Joint, Turning 33

Split, Device for Making 161

Key Seat Miller 85

Key way Slotting Tool 91

Kinks :

Air Brake 251

Blacksmith Shop, Car 240

Blacksmith Shop, Locomotive and

General 149

Boiler Shop 109

Brass Foundry 166

Car Department, General 201

Engine House 178

Erecting Shop 76

Machine Shop 1

Miscellaneous 275

Oil House 263

Oxy- Acetylene Welding and Cutting.. 136

Paint Shop 270

Passenger Car 228

Planing Mill 238

Steel Freight Car 219

Tin and Copper Shop 170

Knuckles (see Coupler Knuckles).

Knuckle-joint Keyes, Chuck for Turning. 33

Knuckle Pin, Chuck for « 33

Kunkle, J. C. F 271

Lake Shore & Michigan Southern:

Collinwood, Ohio 281

Elkhart, Ind 167

Lamcool, K. J 83, 126, 156, 214, 269

Lathe:

Brake 65

End Tools for 34

Tool Holder 35

Tool Holder, Turret 35

Lathe Center, Grinder for 34

Le Corapte, John V...7, 17, 21, 22, 24. 43, 168

Leech, C. C 8, 17,

30, 38, 45, 66, 73, 79, 88, 93, 96, 97,
109, 150, 151, 152, 174, 180. 181,
183, 184, 187, 189, 197, 198, 204.
205, 208, 210, 211, 217, 218, 225,

228, 229, 266, 268, 272, 274
Lehigh Valley, Sayre, Pa 11, 12,

13, 26, 28, 29, 44, 49, 56, 64, 68. 70,
83, 85, 87, 91, 101, 112, 115, 120,
125. 156, 160, 162, 174, 176, 190,
211, 230, 231, 2Zi, 234. 242, 243,

245, 271, 273, 274, 277

Lewis, B. N 178, 180

Lightfoot, S. S 35, 92, 112, 124, 189, 264

Lindgren, C. J 178, 193, 196

Lock for Valves 281

Lockers, Car Shop 21 1

Locomotive Frame:

Cold Saw for 192

Oil Burner for Welding 156

Truck for Handling 155

Welding 156

Welding with Thermit 157

Wood Collar for Thermit Welding... 158
Long Island Railroad, Morris Park, N. Y.,

14, 16, 21, 23, 28, 33, 47, 65, 66,
68, 121, 152, 169, 196, 234, 241, 242,

249, 261

Long Material, Steel Truck for 102

Lowe, A 80. 193, 195, 279

Lumber Truck 238

Lucas, A. N 112

Lye Vat 90

Lynch, James 160, 161,247

McDonald, T. F 161

McKernan, £. J 1 , 34,

74, 82, 103, 105, 116. 125. 130, 165,
171, 180, 198, 201, 245, 262, 263, 277

Page.

Machine Shop Kinks 1

Magill, Samuel 29

Maier, Charles 184, 194, 279

Marshall, Thos 4, 25, .

35, 41, 88, 95, 99, 129, 160, 161,

170, 176, 247, 263
Material :

(See Long Material.)

Checking Tin Shop 176

Crate for Handling 277

Storage of Car Repair 211

Merry. W. F 9. 10,

15. 16, 32, 73, 80, 81, 86, 88, 102,
105, 109. 113. 116, 117, 121, 123,

131, 175, 179, 205, 227, 251, 265
Michigan Central, Jackson, Mich. 181, 197, 199
Miller, Key Seat 85

Milling Cutter:

End Mill, Improved 37

Grinder for 36

Grinding on Arbor 36

Helical, Improved 38

Improved 36

Side Rod 59

Spiral, Improved 36

Spiral Shell, Improved 37

Minneapolis, St. Paul & Saulte Ste. Marie,

Enderlin, N. D 178, 180

Miscellaneous Shop Kinks 275

Molder, Safety Guard for Variety 239

Moriarty, Thomas 175

Mud Ring, Removing 113

Naery, Jr., J. S 83, 127, 156, 214, 269

Nail Puller " 211

Nashville, Chattanooga & St. Louis, Nash-
ville, Tenn 5, 13,

30, 31, 52, 59, 60, 61, 65, 71, 72,
92, 114, 117, 130, 141, 166, 168, 181. 199

Naylor, Thomas 1 84, 258

Neville, H 121

New York Central & Hudson River:

East Buffalo, N. Y 202, 204,

210, 223, 225, 239, 241, 255, 273

Oswego, N. Y 200, 277

New York, Susquehanna & Western,

Stroudsburg, Pa 2, 6,

11, 20, 56, 57, 70, 92, 115, 128, 161,

220, 223, 226, 259, 276
Norfolk & Western:

Crewe, Va 9. 35, 80, 101, 183

Roanoke, Va 173, 239

Northern Pacific:

Jamestown. N. D 107, 172. 186

St. Paul, Minn 19, 26, 57

Northwestern Elevated 203

Nowell, F 79, 191

Nozzle (sec Exhaust Nozzle).

Nut (see Castle Nut) 245

Nuts, Locking on Bolts 279

Oil Burner:

Brass Furnace 169

Locomotive Frame Welding 156

Oil Cup, Solid:

Machining 38

Machining Outside 38

Turning Tool for 57

Under-Cutter for 39

Oil House Kinks 263

Oil Pipe, Repairing without Brazing 175

Oil Tank, Spring Shop 162

"Old Man":

Drilling Saddle Bolt Holes 100

Boiler Work 114, 189

Osmer, J. E 203

Owen, Elmo N 154, 179, 188, 200

Oxy- Acetylene Cutting:

Burners for 140, 141

Center Sill Cut by 144

Channel Cut by 144

Firebox, Cutting Up 140

Pagb.

Removing Yokes from Couplers by... 145

Rivet Heads Removed by 144

Oxy-Acctylene Welding:

Atchison, Topeka & Santa Fe 136

Bolster, Cracks Welded 141

Burner for Work in a Horizontal

Position 136

Burner for Work in a Vertical Posi-
tion 137

Eccentric Blade Repaired by 142

Firebox Patches 139

Firebox Repaired by 142

Nashville, Chattanooga & St. Louis.. 141

Oxygen and Acetylene. Generation of 137

Piston Rod Repaired 139

Rods Repaired by 1 42

Shaft Repaired by 143

Steel Passenger Car Construction 146

Superheater Tubes 136

Tire Reclaimed by 143

Truck Hangers Reclaimed 140

Tube in Tube Sheet 137. 139

Packing (see Piston Rod Packing).

Packing Rings:

(See Piston Rings.)

Air Pump 257

Molding 175

Paint Burner 271

Paint Shop Kinks 270

Paint Sprayer 270, 271, 272

Paint Storage 273

Pancost, A. G 103, 199,

203, 210, 211, 212, 213, 229, 269. 282
Passenger Cars, Steel, Oxy-Acetylcnc Used

in Constructing , 146

Passenger Car Kinks 228

Patch Bolt:

Countersink 114

Dies for Forging 158

Pedestal, Engine Truck, Chuck 40

Pedestal Binder:

Jack for 190

Step Bracket for Putting Up 188

Pedestal Jaw, Grinder 91

Pedestal Strap Brace, Forging 248

Pennsylvania Railroad:

Buffalo, N. Y 8, 17,

30, 38, 45, 66, 7Z, 79, 88, 93. 96, 97,
109, 150, 151, 152, 174, 180, 181,
183, 184. 187. 189, 197, 198, 204.
205, 208, 210, 211, 217. 218. 225.

228, 229, 266, 268, 272. 274

Olean, N. Y 86. 93, 185. 192, 283

Pittsburgh. Pa 170. 173,

193, 201, 207, 220, 254

Renova. Pa 115, 187, 259. 271, 280

Pere Marquette, Grand Rapids, Mich.... 70

Pcrritt, J. F 150, 151,

158, 159, 161, 164, 165, 240, 243, 248

Petticoat Pipe, Adjuster 91

Pickard, F. C 6, 30,

41, 50, 58, 71, 120, 131, 132, 215,

217, 252, 270

Pile Band, Tool for Welding 159

Pilot Ribs, Making 238

Pinchers, Car Inspector's 212

Pins, Pneumatic Clamp for Drilling 39

Pipe, Bending & Brazing, Gas Furnace for 174

Piston Follower, Removing 92

Piston Follower Bolts, Chasing 190

Piston Ring:

Compressing 92

Expander and Contractor 92

Gang Tool 39

Mandrel 40, 41

Multiple Parting Tool ...41, 42, 43, 44

Saw 42

Sliding Tool Holder for Dunbar 43

Tools 190

Tools for Making 43

Piston Rod:

Extractor 92, 93, 94

Gage 28