AUTOBIOGRAPHY OF JOHN FRITZ 155
four inches in diameter, was composed of four stands of three- high roUs driven by an upright compound engine; high- pressure cylinder, thirty inches in diameter; low-pressure cyUnder, fifty-four inches in diameter; stroke, fifty inches.
The large rail train, also intended to roU shapes, was twenty-eight inches in diameter, composed of three stands of roUs three-high, driven by a triple tandem compoimd condensing engine connected to the train direct and exert¬ ing 8000 H.P. This engine had three high-pressure cyl¬ inders tlflrty-six inches in diameter, and three low-pressure cylinders fifty-four inches in diameter, with forty-six-inch stroke. This train was equipped with tables.
The finishing end of the mill was equipped with the necessary saws, hot beds, driU presses, straightening presses, cold beds, and loading apparatus.
The perplexities and anxiety connected with the manu¬ facture of Bessemer steel were fully described by me in an address deUvered before the FrankUn Institute in 1899, from wliich I quote:
" In witnessing the beautiful and interesting but simple process of blowing a heat of metal, and the regularity with wliich it is done at this time, and the quantity turned out, it is impossible for one wholly unacquainted with its early history to even in a measure reaUze the fear and anxiety of those who were responsible for the result. When a charge of metal was poured into the vessel, the blast put on, and the vessel turned up, our anxiety commenced, and as the heat increased our anxiety increased in a corre¬ sponding ratio, until both became intense. It was when the heat was greatest that accidents were most Ukely to happen. The refractory material with which the converters were fined, especiaUy the bottoms, would give out, and when in that condition the effect of the heat and the blast would waste the tuyeres and bottoms away so rapidly that from