CIRCULATION OF WATER IN A STEAM BOILER. The The Locomotive, published by the Hartford Insurance Company, says: great influence which the circulation of the water in a steam boiler, when it is in operation, exercises upon its efficiency, its tendency to foul up and its liability to various annoying defects, does not seem to be fully understood or appreciated by many to whom it is of the greatest importance. Were it not for the fact that heat applied to the under side of a body of water is communicated to it, thereby expanding it and causing it to rise through the colder water above, and producing a circulation, it would be practically impossible to generate steam in the ordinary manner. The efficiency of any given area of heating surface depends almost wholly upon the perfection of the circulation of the water in contact with it. This will probably be better appreciated when it is stated that the experiment has been performed of im mersing a cubical metallic box in water and heating it from the inside. The horizontal upper surface of the box generated more than twice as much steam per square foot of surface as the perpendicular sides, while the bottom or lower side generated none at all. This was due to the fact that the steam bubbles or vesicles formed in contact with the upper surface, had nothing to interfere with their prompt liberation from that surface, heated water was equally free to rise, its place being immediately filled by a fresh supply of cold water, thus forming a rapid circulation: the operation went on with greater difficulty in contact with the vertical surfaces, while with the lower horizontal surface, the steam as formed would have a tendency to hug the surface, and prevent the contact of water with it, thus effectually preventing any circulation. When these facts are appreciated it will readily be seen how essential it is to the proper performance of a boiler that the water space should be large, and as free from obstruction as possible; in order that the water may have opportunity to circulate rapidly, and the steam when formed be disengaged as freely and quietly as possible. "Comparatively few years ago, it was the universal practice to crowd as many tubes into a horizontal boiler as could be gotten into it. They were set in zigzag rows, to enable the greatest number to be put into a given space, on the theory that the more heating surface the more steam the boiler would make, and the natural consequence was the spaces between tubes scale and sediment, the result being overand shells soon became filled up with heated plates, and leaky seams and tubes, while the steaming capacity of the boiler was greatly reduced. Of late years, howated that tube surface is not heating surever, the fact is beginning to be appreciface, unless it has plenty of room to act put into boilers of any given size is less; as such, and consequently the number they are arranged in a more rational manner, and as a natural result, the boiler clean, less repairs are necessary, and the steams better, and is more easily kept life of the boiler is greatly prolonged." Of the 290,750 miles of railroad in the world, no less than 174,016, or 60 per cent., are in English speaking countries. The countries which have the greatest mileage in proportion to population, or the smallest number of inhabitants per mile, are Australia (364 people per mile), the United States (460), and Canada (486). Even the Argentine republic has a smaller population per mile than any European country, namely 1,000; while in Europe, Sweden, which has fewest, has 1,113; Great Britain and Ireland, 1,870; Germany, 1,983; France, 1,943; Belgium, 2,106; Austria Hungary, 2,786. The cost of railroads, as is well known, has been greatest in Great Britain, being there $205,842 per mile of roads; for the Belgian state railroads it is $123,986; for the French railroads, $124,642; for the German state railroads, $105,204; for the German private roads, $71,878; for the Austro-Hungarian roads, $104,420. The cheapest system of Europe is the state railroads of Finland, $30,102; the other Russian railroads stand at $82,244, against $63.250 per mile for the railroads of the United States. The whole cost of the railroads of the world has been more than $24,000,000,000, which, however, is only about $24 per inhabitant. In this country the expenditure has been about $133 per inhabitant; in Great Britain, $107; in Germany, $47; in France, $57; in AustriaHungary, $33; in Italy, $19; in Belgium, $41; in Sweden, $25; in Spain, $29; in Russia, $14; in Canada, $89. CUTTING DOWN RAILROAD SHOP EXPENSES. We frequently hear railroad management commended for cutting down shop expenses by getting their work done with fewer men or by working short time. It seems to be taken without much question that this is an actual saving to the extent indicated by the pay roll, but there is or dinarily a good deal of delusion in such a conclusion. Commendation would oftener be to the point if it was because with the same amount of help, and full time, the rolling stock was kept in a better state of efficiency; or even that more help was employed to that end. In this as in most other matters, a thing is not cheap simply because it costs little money. force to maintain their engines in the condition they would like to, is surprisingly small. Engines go on wasting steam enough to pay the wages of a shop full of men, because there is no time to take them in for repairs. It is not practicable to demonstrate this waste-at least it is not necessary to do so—while the cost of help in the shop is posted up and duly appears once a month. When the high powers in railroad management get economically inclined-for immediate effect-the objective point is sure to be the shop. The ultimate consequence is very likely to be a hundred dollars lost for every ten dollars saved, but this does not count in view of the immediate effect. Parsimony in shop expenses not only compels master mechanics to use their engines in poor condition, but it also pretty effectually hinders them from carrying out anything of an experimental nature. They stick to old methods because they have no time to try new ones. The Baldwin Locomotive Works are at present very busy, and working up to about their full capacity, turning out some 13 locomotives per week, or at the rate of fully 650 per annum. A considerable number of engines now building have the Wootten fire box, which is now to be tried on a large scale on both the Erie and the Baltimore & Ohio. On the latter line it is intended to burn small soft coal, while on the former line the Wootten fire-box is to be used because it is considered the most suitable for anthracite coal, and the latter is considered to annoy the passengers least with dust and cinders. It will therefore be seen that the Wootten fire-box is to be tried for distinct reasons in each case. This curtailing of shop expenses is seldom recommended, or believed to be for the best interests of the road, by the mechanical management. The edict goes out from those who know little or nothing of the needs of the case, and very commonly against the protests of those who do know. This course has a hundred times turned out disastrously, but it has an immediate effect upon the financial showing. It may crowd up stock a point or two, which is frequently the chief end of railroad management. By and by, when accidents result from a general running down of machinery, they can be conveniently laid to Providential interposition, or some other equally reasonable agency. Or, when the general deterioration demands extraordinary ex-ly opposite the terminus of the Canadian penditures, the need of economical financial showing may have passed; it may be desirable to show quite the contrary. The requirements of Wall street some times demand this. The first railway on Vancouver Island, British Columbia, has just been completed. It extends from Esquimalt, at the head of a deep bay at the south of the island, north seventy-one miles to Nanaimo on the Strait of Georgia, direct Pacific Railway at the new town of Vancouver, which is not upon the island but upon the mainland, about forty miles due west from the island. The railway will be a powerful means of developing the resources of this great island, which is 300 miles long with an extreme width of The number of roads in connection with which master mechanics are allowed to keep what they consider a sufficient 7 miles, Correspondence. MESSRS. EDITORS: Which is the best, the pump or injector? That is a question on which there is a great diversity of opinion. Some claim everything for the one, and others even more for the other. The great advantage claimed for the injector is, that it supplies warm water to the boiler. It would be an advantage if the water was heated by the sun or some independent heat, but when that heat must come from the boiler, I fail to see any benefit derived-rather a loss. It is very much like borrowing a dollar at interest to pay a debt of a dollar on which you have no interest to pay, very convenient, but you pay the interest for the convenience. It is so with the injector, you use live steam to heat the water, and the loss by condensation, resulting from exposed pipes and injector, is the interest you pay. We will say, for instance, there is a certain amount of heat in a given quantity of coal. The water supplied to the boiler at its natural temperature will absorb 40 per cent. of the heat obtained from the coal, the balance passing off with the draft. If the water be 120 hot, it will certainly absorb a smaller amount of heat from the fire. And if the water be as hot as the fire, all the heat obtained from the coal would pass off with the draft. The injector is certainly the cheapest to put on the engine, and also to keep up, but an engine will steam with the pump when she will not with the injector. Another advantage of the pump is that it regulates its supply according to the speed of the engine, while the injector does not. may be instructed, and if you don't know anything, do as I do, express your opinions anyhow, and if you are wrong, the sooner you find it out, the sooner you DIVISION 31. will learn to be right. CLEVELAND, August 12, 1886. FORSYTH, MON. TER., Aug. 14, 1886. MESSRS. EDITORS: Sunday, August 8th, is a day long to be remembered in the history of Yellowstone Division 195, B. of L. E. For more than a year we have been like unto a band of gypsies, having no home or visible habitation, being dependent on the good will of a conductor or a married Brother locomotive engineer for a place in which to assemble for the transaction of business. Under such a state of affairs it was hard to maintain that regularity of meeting which is conducive to good will and harmony, and for a time the future of our Division looked gloomy; but we are pleased to announce that a change has come over the spirit of our dreams, and Div. 195 still lives, and proposes to resume her place among the prosperous and enterprising Divisions of our great Brotherhood. It has been so long ago, that I am unable to say who made the suggestion that we, as a Division, erect a building to be used as a Division hall and reading room, to be paid for by voluntary contribution of our members. The idea being a good one was acted upon, and it is for the purpose of announcing the result thereof that I beg space in your columns. The Brothers have contributed liberally, and I am pleased to announce that on the day of our annual election of officers the new hall was formally dedicated to the uses and purposes above named. I would like very much if some of the I am pleased to say that through the Brothers would give their opinions on good will and courtesy of our local offi this question. Don't be afraid to write.cers engines and trains were so handled If you know anything, write that others as to enable every Brother at present em ployed on this division to be with us, with but two exceptions, and we had one of the best Division meetings it has ever been my privilege to attend. for us. Fraternally yours, E. S. JOHNSON, C. E. which the ladies enjoyed a promenade about the hall, and at the invitation of our Reception Committee, all adjourned to the cool retreat of Mr. Pecant's ice cream garden, where ice cream, mingled with merry jest, caused half an hour to pass very pleasantly. The party then accepted the kindly invitation of our Chief to visit his home. A walk of ten minutes brought us in sight of one of the most beautifully situated places in De Soto, the home of Bro. Kelly. The house stands upon an eleva DE SOTO, Mo., Aug. 10, 1886. MESSRS. EDITORS: I take this occasion to communicate to you some of the pleasant features connected with our last meeting. It was well attended and, on the whole, the most enjoyable meeting ever held by Division 123. It being election commanding a splendid view of the tion day, we had all come prepared for a city. The grounds bespeak good taste hard day's work, but we were wholly unand ample means. The terraced walks prepared for the pleasant surprise in store with inviting rustic seats tempted the company to prolong the 'couple of hours" into three, or possibly longer. The party then, in company with Bro. Kelly and his wife, repaired to the home of Bro. Moyer, one of those wholesouled, genial fellows who can never treat one too well. Here, amid pleasant surroundings, the remainder of the evening was spent in music, both vocal and instrumental, until late in the evening. After partaking of refreshments the company separated for their respective homes. All the Brothers were meditating the advisability of an early closing, when we were suddenly roused from our reveries by a loud rapping at the outer door. Upon investigation it was found to emanate from a group of ladies, who desired admittance to our hall. After a deal of parleying they obtained the password and were admitted. When the ladies were finally seated, Mrs. Cole, wife of our genial Brother, W. H. Cole, of Piedmont, arose, and as chairman of the ladies' delegation, addressed the Chair in the following words: "MR. CHAIRMAN: Allow me, in behalf of the wives of the members of this Division, to present to you this Altar Cloth. We trust you will accept and appreciate the gift not alone for its value, but for the spirit which prompted the offering." The address was responded to by our worthy Chief, Bro. L. Kelly, in a few well chosen words of acceptance for the Division. There was also short addresses by other members, who tendered their thanks to the ladies present for their handsome gift, beautifully embroidered in gold. MERIDIAN, MISS. MESSRS. EDITORS: I am a great lover of our JOURNAL, and note with pleasure the past year the improvement that has been made, and as I have for years taken a great interest in the different discussions in its columns, I wish to say a few words as to the letter in the July number written by Bro. A. W. Logan. It seems to me he is very inconsistent in the stand he has taken in regard to Article 1, The next in order was recess, during Section 3. I am satisfied had Bro. A. W. Logan been a Delegate to the New Orleans Convention and heard the different reports made by many of the Delegates, he would change his mind very much. There seems to me to be nothing in the law that one could call compulsory. Man has his choice, and when men are given their choice and make a decision, can you call it compulsory? If a member of the Brotherhood to-day should find an organization suited to his purposes better than the B. of L. E. there is nothing compelling him to remain in the Brotherhood; he can withdraw when the time best suits him, and join such other associations as he wishes. Man will always choose the best, or that which will give to him the most benefits. HARRISBURG, Pa. MESSRS. EDITORS: As a member of the B. of L. E. and a constant reader of our JOURNAL, I desire a little space to give you a short sketch of the excursion Div. 74 with Div. 52 enjoyed on the 29th and 30th of July. We left on the steamer Louisa from Pier No. 16, Baltimore, Md., at 8:15, and arrived at Tolchester at 10:30. Our sail down the bay sharpened our appetites, so that when we landed we were not very anxious for amusements until after dinner, and at 2 P. M. we started out for pleasure. Tolchester is a beautiful place, beautiful drives, broad walks, swings, coasters, and such a delightful place for bathing, the afternoon was well enjoyed by all. Monumental Division 52 deserves great praise for the able manner in which we were entertained. The Brothers spared no pains to make our visit a pleasant one. Bro. Deloss Everett and wife were with us, and they, as well as the rest of us, enjoyed the pleasures of the day, and at In his letter he also writes in regard to our Insurance certain comments which are my views also; yet it is what I claim in him to be inconsistent, for he claims in the opening part of his letter that this Organization has not the right to take from him his civil rights, and then turns around and advocates universal Insur-7 P. M. we started on our return trip, ance. He also says, after your family, the next consideration should be the Brotherhood. We will not quarrel on that, for that is my sentiment exactly, but it is a poor rule that won't work both ways. I am informed that the B. of L. F. are trying to get the said Article repealed, and we are on to a little scheme down here of theirs that they are working in order to send some of the members of both organizations as Delegates to New York. They have got out what they call unlimited cards. They withdraw, as it would seem, and get elected as Delegate, and when they return they are made members again of the B. of L. F., and I would say to the Committee on Credentials, it would be well for you ere you grant seats to some of the Delegates to be well informed upon the matter. Fraternally yours, R. R. CULLINANE, Div. 230. well pleased with our excursion. The members of Div. 74 are under many obligations to Div. 52, and we only hope the time may come when we may have a chance to return the compliment. Yours fraternally, WM. BEALOR. MESSRS. EDITORS: I would like. to see a discussion started in the columns of the JOURNAL as to the best means to be employed to forward the cause of temperance. It must be a source of regret as well as comment to our friends that so little is said in the JOURNAL on this very important topic. Sobriety is the first and, I believe, the most important word in our motto. Strange, indeed, that a word so full of meaning, so full of virtue and moral excellence, of so much importance-not only to ourselves, but to our employers, |