AUTOBIOGRAPHY OF JOHN FRITZ 99
repairs were made as follows: ten inches from the end of each segment across the face of the wheel grooves were cut in each end of the segment, two and one-half inches in width and of the same depth. There being sixteen seg¬ ments in the wheel,' tMs made tMrty-two grooves. Iron bands, sixteen in number, made out of two and one-half by three inch best wrought iron, were then put in on edge. These bands, or rather Unks, had to be made in a common blacksmith's fire and without a steam hammer, as the steam hammer and also many other important tools were not in general use at that time. The grooves in the segments had all to be cut by hand. The grooves were first roughed out vnth a two-handed chisel and sledge and then finished with the hammer and chisel. TMs was a big job for that period, and T can assure you that I got but Kttle sleep during the time tMs work was on hand. We double-turned the work, both in cMpping the grooves and making the links, and not a single man sMrked Ms duty, but each did aU he could to get the job done. We had neither gas nor electricity and had to use the old coffee-pot tin oil lamps to give Ught.
We got the mill all in operation again but in a short time the rail-miU flywheel, which was built in the same maimer as the flywheel on the puddle-mill engine, was considered unsafe to run at a speed that was absolutely essential for rail malting, consequently we had to stop and fix: it. TMs was a big, tiresome, and expensive job, and besides it kept the rail mill standing and notMng coming in, wMch, under the circumstances, was a very serious matter. Finally, we got in operation again and were getting along, making rails about as weU as it was possible to do, with the miU as it was, and with the smaller mishaps that were daily occurring. These were not serious when compared with what we had gone through, but were exceedingly annoying, keeping the