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Tack Oe in the lathe, or afterwards when In actual employment. It is too near guessing in the dark to at- tempt to form a correct opinion as to the re- | cause of this spontaneous fracture in mild cand | oyd’s surveyors, From reports of the ex- steel come to respects its be- serious feature of this the part of mild steel rds no evidenee by any test as to its tragile con- kage may therefore arise inexpectedly, and con- e most disastrous results. ind that we may refer to ded by Mr. Arthur J. Maginnis, ., with regard to the sudden and ed breakdown of a series of six ted of mild steel, after about alf years’ satisfactory working. period, the boilers began to de- ype serious cracks all over their inside external shell, some of them developing n there was no particular strain upon ) and with a loud report. On rther examination, and the occurrence of irther cracks, generally resulting it might oticed from the test by the hammer, it £ ide to take the boiler to pieces and them; but on attempting to do so, nole boilers seem to have almost | pieces, cracks developing in ion, and the parts removed com- in fragments. Perhaps the most ary feature of this case is that no testing of the material itself in small pieces afforded any indication as to the inferior j of the material. Strips of the metal, both at the time when the _ boilers were made and after the fractures, passed the test machine triumphantly and with good credit as to strength and duetibility. _ The plates also worked in a satisfactory manner, welding, flanging, and bending without the least trouble. Hence, evidently such a test strip affords no indication of the condition of plate cousidered asa whole. ‘Whether the plates from the first were ina condition of abnormal internal tension, rendering them liable at any time to crack vander jar or strain, or whether they acquired this property after the two and a half years of use, is the mystery which at present we have no data to solve. This is a most alarm- ing consideration for marine engineers, since now that high initial boiler pressures are ——*_- -~aeedy any explosion of the boiler will-pro- bably blew the bottom of the vessel out, or so damage it that immediate foundering is almost certain toensue. We hear now of #0 many vessels which disappear in mid ocean without any clue to the nature of the disaster, that one may easily be led to an- ticipate all sorts of mysterious accidents pro- ducing so dire a result. Perhaps the sudden failure of a mild steel boiler may be one of these hitherto unrecognized risks. It is eviGent, at any rate, that either with mild steel or iron boilers, now that such high initial pressures are being generally adopted, the only boiler affording reasonable safety to the structure of the vessel in case of sudden disasters, would be a multiple water tube boiler, on the principle of many so- called safety boilers now largely in use on Jland. It would be interesting to collect from our practical readers any accumulation of evidence as tu whether any vessels, lately mysteriously foundered at sea, were fitted with modern high pressure mild steel boil- ers, It is not only to boilers and plates that this mysterious action of mild steel is con- fined, as ithas been reported from the North of England that a keel strake, after being duly bent, punched, countersunk, then annealed in the usual manner, and finally rivetted to the ship’s frames, began to crack in a mysterious way after the affixing was finished, and, of course, had to be removed. After being cut out, strips were taken from the cracked plates and tested in every con- ceivable way without any definite result be ing arrived at as to the cause of the failure, the strips showing a suitable amount of strength and ductility. It seems also that further failures, similar in kind, but much greater in extent, have since taken place— “i steel angle frames being included as well as steel plates. Although all this material bas been duly inspected, tested, and passed at the maker’s works by Lloyd’s surveyors, it seems to have failed after working in an un- accountable manner. As a most forcible and experimental instance of the treacherons character of such steel, we may recount the following tests made upon a few bars selected from a quantity of angle iron de- livered toa ship yard. All these bars had successfully passed Lloyd’s surveyors at the maker’s works. At the shipbuilders, by hammering cold for 2 or 3 feet from the end, they were opened out and flattened down. There were no signs of giving way. They were then folded double, unfolded, flattened out, and refolded without apparent effect. They were then lett alone. Next morning the portions so tested of these angle bars were found broken in pieces, a result due ap ~ parently to the internal strain set up by the cold bend. This is an action entirely peculiar, as far as we know, to mild steel as regards shipbuilding material, no such secondary action in wrought iron having ever been experienced. It is, therefore, a « very great danger to shipbuilders and ship- owners unless forewarned as to this pogsible peculiarity of a compartively new material. The nearest approximation of which we know with regard to this peculiar secon- dary action isin the case of cast iron, in F which it is well known that spontaneous now generally definite basis of , and readily passed. stery to the makers | | steel, but we can, at any rate, for the benefit of our readers, point out some analogies -and their causes in the spontaneous fracture of cast iron, and, at the same time, may | possibly have occasioned the disasters in question. It will then be for the practical users and workers in mild steel to supple- ment our theory by their practical teste and experience, so ag to save that most useful of materials, mild steel, from any imputation of mysterv or unreliability ; and the sooner this is done, the better for the steel trade and shipbuilders at large. First then, as to an analogy in another metal. The spon- taneous fractures of cast iron are well known to result from irregular contraction in the mould when cooling, and it is not dificult to reduce the law of such fractures to a distinct scienee. This science may be broadly defined to be that the exterior por- tion of a casting is apt to cool and set rigidly uniting the outside circumference is then strained abnormally in tension by its sub- sequent cooling, after the circumferenee has already rigidly set. This law applies to and explains spontaneous fractures in cast izon riggers, where the fracture chiefly occurs in the arms uniting the rim as rigid di- ameters, and also in the ease of cast iron plates in which spontaneous fractures, de- veloping in the center of the plate, and sel- dom traveling completely outwards to the circumference, are Known to develop from exposure to the weather, It is possible that all mild steel plates are liable to this develop- ment of internal abnormal tension, which may not be sufficiently great to develop immediate fracture when worked, but which will afterwards develop by exposure to alternate heat or cold, or by the jar of the rivetting hammer, or by the hammering necessary to effect the bending and working. If this is so, it will explain the fact that strips cut from such plates do not in any way indicate this peculiarity, since the mom- ent a strip is removed from the plate, the abnormal tension is thereby relieved and the metal in itself is found to be sufficiently tenacious and ductile. Another possible cause for the development of brittleness in steel which, to a great extent, applies also to wrought iron, is the development of crystal- lisation by vibration or jar, and this vibra- tion or jar may be set up in many un- recognised ways. For instance, the large amount of hammering necessary for rivet- ting up by the hand hammer may in itself materially affect this molecular change, ‘The frequent vibration of the escape of steam from the safety valve is of a character possibly sufficient to develop this change. The constant vibration of the engine, work- ing in close proximity to the boilers, may also be sufficient to effect this. A further important agent in molecular change is electricity, and at present the allpervading nature and character of electrial currents is by no means sufficiently recognised. We note as one peculiarity in the case of the six boilers, to which we have above referred, as forming such a striking example of un- acconntable failure, that they were treated from the first by the zinc method for the prevention of deposit. That is to say, zinc was constantly supplied to the interior of the boiler and removed as fast as it dissolved and disappeared, this being a frequent and well known method for the prevention of calcareous deposit on the heating surface. It may not however, be generally recognised that this method simply converts the boiler into a gigantic battery, electrical action be- ing indicated by the gradual dissolution and disappearance of the zine, and it is the con- sequent electrical current that prevents the vdherence of the calcareous deposit to the heating surface. Whatever may be the effect of such continuous electrical currents upon such a susceptible and comparatively un- knewn material as mild steel can only be a matter for conjecture, but it may prove very serious,—Marine Engineer, London. ° The outlook for loggers in the districts comprising the Chippewa, Eau Clair, Black, and the St. Croix rivers, was never more | encouraging than at the present time. There is a little too much snow on the Chip- pewa and flau Olaire to expedite work, but the surplus is being packed,and the roads for hauling could hardly be improved. On the Black and St. Croix the snow is of just suf- ficient depth to allow rapid progress of the work. ‘The forces are being increased to make up for the shortage of the eut in De- | cember, occasioned by the mild temperature. During the cold snap of the past week, the sprinklers were put in constant service, making the roads as solid and icy as if cold weather had preyailed all winter. Men and teams are no more a drug in the logging | market, but each are in demand at better compensation than was paid last year. ‘The lumber market in that center has been ex- ceedingly dull since the snowfall, and no revival in the trade is looked for betore early March. Dealersare not anxious to fill orders at present prices, but confidently look forward to an advance in priees to take effect in February.—Jnter Ocean. A company of Eastern capitalists is about to be organized for the purpose of erecting elevators along the various lines of railroad in North Dakota, which will be conducted on an entirely new plan. ‘They propose to turnish to each farmer a separate bin in which to store wheat, and in this way, when he is ready tosell, he can always get the identical wheat which he delivered. They also propose to loan money at 7 per cent in- terest, to be secured by wheat in store. The gentleman who is working the matter has spent much time in Dakota and is said to be quite confident of the success of his scheme. Just when they will begin building opera- tions is not known, buat it will probably be early in the spring. e will occur either during working railroad. Mhe Marine Record. ROBERT BRAYTON. Robert Bravton died at his home in Fre- mont, O., at 11:15 a. m., on Thursday, De- vember 10, 1886, in the 84th year of his age. Robert Brayton was born in Cranston, near Providence, Rhode Island, July 27, 1802, of American parents. His father was a farmer, and he assisted in the cultivation of the farm until he was twenty years of age; his education was obtained during the winter months in the district school. In 1822 he began work in a machine shop in Providence, where he remained two years, learning the machinists’ trade,and was after- wards employed as foreman in the same es- tublishment and engaged in the fabrication of cotton and woolen machinery, He came to Cleveland, Ohio, in 1835 and accepted a position with the CuyabogaSteam Furnace Company, where he continued for seventeen years, the last cleven years of that time being master mechanic. He built the first two passenger locomotives that were run on the Cleveland & Columbus Mr. Brayton contributed as much a8 any One man to the success of the Cuya- hoga Furnace Company. In 1852 he was appointed government in- spector of steam boilers for the port or Buf- falo, N. Y., holding this responsible posi- tion for five years. During that time he invented and became the patentee of the celebrated hot-pressed nut, the right of the manufacture of which he sold in England for a large sum of money, He then returned to Ohio, settling in Salem, where for tour years he was enguged in the distillation of kerosene oil from coal tar, being one of the earliest and most suc- cessful manutacturers in this line. The dis. covery of petroleum in the oil fields of Pennsylvania greatly injured the business, and Mr, Brayton suffered heavy Joss. From there he went to Canada where for several years he continued in the manufacture ot kerosene. ‘The works there were twice de- stroyed by fire and on one eccasion when the still exploded Mr. Brayton was severely burned. The yield of petroleum from the oil wells continued and Mr. Brayton’s busi- ness was ruined and his financial loss great. Ini 1865 he was offered anu accepted an interest in the engine works of June & Cur- tiss, at Fremont, the senior partner, Mr. D. June, having known and worked with Mr. Brayton many yearsin Cleveland. He con- tinued a member of this firm, afterward the firm of D. June & Co., for seventeen years, but from failing health and age was com- pelled to retire about three years ago. He was constantly engaged in machinery busi- ness for more thao fifty years, and was protably the oldest machinist in the United States. Mr. Brayton was a man of stalwart frame, a strong constitution and of great power of endurance, On one occasion in 1837, by the capsizing on Lake Michigan, at Milwaukee, of a small boat containing nine passengers, seven were drowned; Mr. Brayton saving himself and the mate by his great strength and courage. April 20, 1847, Mr. Brayton was married to Miss Lucy Harris, of Buffalo, N. Y. To them was born one son who died about five years ago. Mrs. Brayton did not long sur- vive her son. Since his disability two broth- ers have died, one a successful minister of the Baptist church. Two brothers living in Providence, Rhode Island, survive him. Mr. Brayton possessed. many excellent qualities: industry, honesty, patience, and promptness in business, benevolence and all kindness and charity to the poor. In him the elements of noble manhood were well developed, forming a character worthy ot imitation by young men. He became a Christian many years ago, and united with the Congregational church in the Dominion of Canada. Some few years since he was confirmed as a member of St. Paul’s Epis- copal church in this city. The funeral services were largely attended ; pall bearers were Gen. R. B. Hayes, Dr, ‘I’. Stilwell, Stephen Newcomer, Col. Wm. E. Haynes, C. H. Bell and F. S. White. ‘Ihe remains were interred in Oak Wood ceme- tery.—Fremont Messenger. fed bet bt we beoleee ss Sho jou i 2 GIB ey? SOD an Beleecs DOW Om ie eS & ™ © saws 4 —/2 —~o Lal Nuns om SSA 2225 acy Se Pe egasee : sh ert ts a Rial. Bite aa Seine esoq . nm| > oO r-] : a Pee & gos Pore aa ; opt? WO a | pe : wing § SS oR as 5 Q je Pedeas of ° b Ry acct ae pN ere ater oz >. he fe 2eu Rema Aee ass eg 4eRe Fogo 4 = 3 ad 4 oan os ® Onna Fe oO. W vgeeerc ie | Be ge FoREB alo | 58 ga RE) Baw ° On Ba as A mh Bo q Mr * BE oS E4 q mM wl Ss @ ° 3 Ce pS & Es ise! in yA 4 we < ps 7 = 2 @ y cil BL Wee om AY | neem tee | SS FI aks & 2 3 Zw a8 1 8235 | Fs 3B 2p 2 ” es rh g eS St Ss WwW An zr eo > 8 FRew RO ag ® Aa a Boe FS ‘ ue fe | 7 en set SON ee <j 3| “Hae Fe ge an 5 Bo be be ay a8 Ae ° Fa 2, e Bee Ba bd BS S Me) =: ~ P ERE Bo le ie F < Aa ee es LH ek ir ie. fh" x} oF 28 - ¥ a Tee mea — y ao + af PoO) al ee ee e FE + | wn® & F Ey — ae | oe Vesselmen SHOULD HAVE QUR MARINE LAW BOOK, Containing all points of MARINE termined by the United States Courts SAW. ae te . — —ON —. enamen Owne Freights, Charters, ‘owage, epis' Collisions, scueetaentes General Average, Common Carriers, Duties of Seamen, Masters & Owners, Bill of Lading, Wages, &c. The volumn is handsomely bound in stif Board covers, and tine English cloth bi s pasha Wulacn oaid Fe aie inding. Senu to any FOR SALE, Wew Iron Tus Dimensions 78 feet long, 17 feet beam, 11 feer deep; draft, 9 1-2 feet; engine. 20, new steel boiler 7 feet in diameter, 13 feet long, allowed 112 pounds steam. ‘Three iron breast hooks forward, collision bultchead forw: water light bulkhead forward of boiler; tron bunkers, water tight bulkhead aft at shaft-gland, with Water light iron deck forming the floor of after cabin. Iron decks, bulwarks and deck houses; iron tow poste . Heavy angle iron frames, with reverse bars on ak ternate frimes; 3% plate, steel floor plates; boiler, en- gine and bearing foundation of iron. For sale cheap GLOBE SHIPBUILDING CO. DAVID BARNHISEL, Agent. DOMESTIC & SFEAM COAL Cleveland, FOR SALE, THE GLOBE IRON WORKS. SECON D HAND MARINE BOILER four feet wide, 6 1-2 feet long, 5 feet high, sixty-four 2 1-2 inch tubes 60 inches long, cast iron breechn » good as new. SECOND HAND MARINE one: double direct- acting 8x8 inch cylinder, shaft and wheel for yacht or Sug; good as new’ For sale at GLOBE IRON WORKS ARIC QOEEE © 1 inc AB! Go F F E » them we will ,900 Self-Opera ting Washing. Ohio Maeh nes. If vou want one send ua your na 5 and express office at once. The National Oo 2 Dey St., N. ¥. LAKE SHORE & MICHIGAN SOUTHERN, Commencing Sunday,"Nov. 29 1885, at 12 o’cloek noon the time giyen in the figures below is the new standard (Ninetieth meridian) time, which is thirty-three min- utes slower than Cleveland time proper: Eestward. No 4, Rast Limited Express.........| 2 55a Mi) 73 05 AM No8, N Y,B & A‘ Express,....... A No 2, Elyria Accommodation... .| +7 Be Solos is No 24, Buffalo Ac’m via Sandusky/+10 30 4. 504 No 24, Toledo Accom via Norwalk{}10 30 4 504M No W, N Y & B Fast Express......| *2 10 Pp Mi “2 45 Pw a 3 nine ee Pi 5 inl Reese so oe| 3 00P M 0 2, Ni; via Norwalk...... No. Ne 9 40 Oru ht Ex via Sandusky... P No 26, Conneaut Accommodation 4 2 No 31, Pigria ac to Elyria onl No27. Oonneaut Accomm: 78 104 Sunday train for Nottinghbam— Depart 8- and 1:45 p. m.; returning, leave Nottinghear et 360 a. “i otencs tasks —* Dell dail mee mar i e 2 daily, except Monday. aa Tt Oe ee A local Cleve'and and New York Sleeper da‘ly on No. 12, leaving Cleveland at 2.45 p. ™m.; asrive Grand Centn#l depat New York, 10.30 a. m. For full information as to trains and counections ap- ply at the Union ticket office, corner Bank and Supe- rfor streets, under Mercantile Bank. The NickelPlate! NEW YORK, CHICAGO & ST. LOUIS RAILWAY. _ The pasos equipment of this New Trunk Ling is all new and is napplied with the latest apptiandes necessary to safe speedy and comfortable travel. Trains leave and arrive at the Union Depot, Van Buren street, Chicago, and N Y, LE & W R’y depot at Buffalo. x Following is the time in effect June 28, 1886, and un- ti! further notice: EASTWARD. Baffalo Accommodation .. Chicag » \ccommodation Local Freight ............... WESTWARD. Chicago Accommodation Fostoria Accom modatio: Local Freigttt... ........... | Arrive, | Depart. 4040 4 MP]0 45 aM 9:02 PM). cesses 145 A MP2 15 PM Arrive. | ls s 220 PM ROCKY RIVER ACCOMMODATION. Depart—"7:45 a. m., “1:35 p. m, EUCLID ACCOMMODATION, Depart—*6 24 a. m., “9:10 a. m,. *5,05 p. m. *Daily except Sunday. Through tickets to all points are on sale at p incipal offices of the oh ene at LOWEST RATES for aby class of tickets desired, Baggage checked to destination For information, call on nearest agent of the Come pany, or address B. F. HORNER, Gen’] Passenger Agent, LEVIS WILLIAMS, General Manager. Cleveland, 0. PURCHASE YOUR TICKE!’S VIA THE BED LINE-.©. ©. ©. & 1, RB, B. Tae Great Trunk Line to the South and West. The only linefrom Cleveland with no change of cars to the Mississippi River, Solid truins and through Shkeepers to St. Louis, where direct connections are made in Union Depot for all points west, Practically no change of cars to the PACIFIC COAST. The only line te COLUMBUS AND CINCINNATI with complete throwgh train service, making direct connections in Union Depots for all points in the SOUTH AND SOUTHEAST Tourists Tiekets !o numerous points, including the ROCKY MOUNTAINS. Fast Express Trains Dally, Mew and Elegant Cars, A Perfect Roadbed. we_For low rates and any imformation pertainin to railway travel in general aatply te CITY TIOKE OFFICE, 173 SUPERIOR STREET, CLEVELAND, v. D. JAY COLVER, Passenger Agent. J, D. BROWN, Ticket Agent. A. J, SMITH, General Passenger Agt., ii ‘ ' sic apenas hatch tases Seta a 2