Improvements in and relating to a Method of and Apparatus for the Treatment of Garbage and other Refuse Matter.
Year: 1895

page_text: Date of Application, 23rd May, 1895-Accepted, 5th Oct., 1895
COMPLETE SPECIFICATION.
Improvements in and relating to a Method of and Apparatus for the
Treatment of Garbage and other Refuse Matter.
I, PETER JENSEN, of 77 Chancery Lane, in the County of Middlesex,
Chartered Patent Agent, do hereby declare the nature of this invention, (a
communication to me from abroad by James Caldwell Anderson, a citizen of
the United States of America, of 939 Rookery, in the City of Chicago, County of
Cook and State of Illinois one of the United States of America, Manufacturer,)
and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement :—
My invention relates to improvements in the method of and apparatus for the
treatment of garbage and other refuse.
Garbage in its generic sense consists of ashes of all kinds, slops, street sweepings,
dead animal, and materials disused and abandoned, such as rags, bottles, tin cans,
and the like.
In the present advanced history of garbage destruction it has become a recognized
sanitary requirement that no refuse material in which there may be latent, or in
which there may be created germs of disease, should be dumped and permitted to
rot, but, on the contrary, that it should be subjected to such treatment as to avoid
the dissemination of diseases, foul odors, and the like, and for the accomplishment
of this result three methods have become recognized as general plans for disposing
of garbage.
One of these consists in subjecting the mass to the direct action of heat, and is
known as the incinerating process, whereby the material is consumed and reduced
as near as possible to ashes.
Another method involves the idea of keeping the slops proper separate from other
refuse material, (which is done by proper city ordinances) and then subjecting such
slops to a boiling process to liberate the grease and subjecting it to the action of
an hydrocarbon or other solvent, whereby the greases are separated from the mass,
and the hydrocarbon or other solvent being subsequently distilled off, the greases
are thereby recovered
The third method involves the collection of the garbage upon scows and then
towing such scows to places remote from the city and dumping it in tide water,
where it is presumably carried out to sea. This third method may also be
considered as including the dumping of the material into rivers or marshes, where
tide water or the sea is remote.
Practical experience in working each and all of the recited methods has
demonstrated the fact that from an economical standpoint it is desirable to separite
from the general mass and recover all material which may have a value attaching
thereto. hence, in the incinerating method it has become customary to separate the
valuable products, such as bottles, rags, tin cans, and the like, either by hand,
before subjecting the remainder to the action of incineration. The concomitant
disadvantages attaching to such treatment lies in the fact that the recovered
materials having been in contact with the mass, usually have attaching thereto the
germs of disease or foul odors, both of which become a menace to health and are
recognized as nuisances.
In the process which involves the treatment only of what is commonly known as
slops, and in which the greases are separated from the mass, as hereinbefore stated,
is desirable that the water (which constitutes anywhere from forty to even
seventy per cent. of the mass) should be evaporated economically before
distillation.

page_text: I may at this point state that so far as I am aware, all plants which involve the
treatment in any manner of a portion or the whole of the garbage, are stationary
plants, and provoke objection on account of location in addition to the other
objections named.
My invention has for its object to separate and recover all valuable products
from the general mass of garbage, to cleanse and render pure and healthful all such
recovered products; to destroy or convert by heat the valueless part of the
garbage, and to convert the residuum resulting from incineration into fertilizer, all
without in any manner endangering the health or comfort of the community.
My invention has for a further object to so construct and arrange the apparatus
that it shall be a movable plant, and hence may be transported from point to point,
and thus facilitate the collection of the garbage for treatment, and then further
transported to any available or distant point for carrying on the process of
treatment, and thus avoid the usual objections to fixed locations.
With these ends in view, my invention consists of the general process, and in the
details of construction and arrangement of the apparatus hereinafter fully described
and made the subject of the claims.
The apparatus consists generally of a boat upon and within which are arranged
an adjustable conveyor designed to be projected into scows loaded with garbage;
a travelling belt or apron upon which the mass is delivered by the conveyor;
separating devices which facilitate the removal and distribution of different
valuable materiais, and permits the conveyance of the remainder to be finally
destroyed or converted; hoppers for the reception of the separated materials;
automatic means for conveying from such hoppers their respective contents to such
apparatuses as are employed in treating the same; wash tanks within which
a portion of the materials are washed separately to remove the fatty matters and so
forth separators in which the fatty matters are recovered; condensers in which
the volatile and liquid solids are recovered; drying conveyors for eliminating the
moisture from the slops prior to treatment of the same for recovering the
by-products; a tunnel in which the valueless material is burned upon movable
fireproof cars; an ash receiver in which the residuum from the incinerating process
is deposited automatically from the cars; mechanism for crushing and reducing the
ashes to powder; mechanism for mixing such ash powder with the condensed and
other recovered fertilizing constituents: steam boilers from which the power
required for running the entire plant is generated by the utilization of the heat
after a portion of its energy has been utilized in the incineration of the waste
garbage and the drying of the slops; engines, pumps, and connections; tracks,
transfers and mechanism for conveying the loaded cars through the tunnel and
returning them empty to position for again passing loaded through the tunnel;
fuel oil tank and connections; air compressor and connections for operating oil
burners and supplying air poker; solvent tanks and connections for holding and
distributing solvents; water tanks for holding and distributing sea
condensers, and fresh water to boilers; capstans and mechanism for handling
garbage scows during the operation of unloading the same; condensers and washers
within which the fumes and gaseous products of evaporation and combustion are
washed and purified; and an electric dynamo and connections for supplying light
to the entire plant.
water to
In order that those skilled in the art to which my invention appertains may
understand how to work the process and to construct the apparatus, I will proceed
to describe the same in detail, referring by letters to the accompanying drawings,
in which
Figure is a perspective view of the boat upon and within which is arranged all
of the mechanisin and apparatus employed in carrying out the process.
Figure 2 is an elevation of the front portion of the apparatus, partly in
section;
Figure 2 is an elevation of the central portions of the apparatus
Figure 2B is an elevation of the rear portion of the apparatus.

page_text: Figure 3 is a plan view of the front portion of the apparatus.
Figure 3 is a plan view of the central portion of the apparatus.
Figure 3B is a plan view of the rear portion of the apparatus.
Figure 4 (Sheet 8) is a plan of the lateral projection.
Figure 5, (Sheet 8) is a plan of the lateral projection opposite to that shown in
Figure 4.
Figure 6 (Sheet 9) is a front elevation, the bow of the boat being removed to
expose the interior.
Figure 7 (Sheet 10) is a rear elevation with the stern of the boat removed.
Figure 8 (Sheet 11) is a side elevation of a portion of the boat, parts being
broken away to show the conveyor.
Figure 9 (Sheet 12) is a view of the opposite side.
Figure 10 (Sheet 13) is a side elevation of the elevator, parts being broken away
to show the interior of same.
Figure 11 (Sheet 13) is a transverse section on the line 11-11 of Figure 10.
Figure 12 (Sheet 13) is an enlarged horizontal section on the line 12-12 of
Figure 10.
Figure 13 (Sheet 13) is an enlarged vertical section showing conveyor bucket.
Figure 14 (Sheet 14) is a plan view of the apparatus for bringing car back to
receiving end of the tunnel.
Figure 15 (Sheet 14) is a vertical section on the line 15-15 of Figure 14.
Figure 16 (Sheet 15) a plan view of the ram chain, or apparatus for conveying
the cars through the tunnel.
Figure 17 (Sheet 15) is a vertical section on the line 17-17 of Figure 16.
Figure 18 (Sheet 16) is a vertical section showing the side transfer.
Figure 19 (Sheet 16) is a vertical section taken at right angles to Figure 18.
Figure 20 (Sheet 16) is a perspective view of the grip for gripping the transfer
rope.
Figure 21 (Sheet 16) is the lever for operating the same.
Figure 22 (Sheet 17) is a perspective view of the tin can washing devices.
Figure 23 (Sheet 18) is a perspective view of the rag washing devices.
Figure 24 (Sheet 19) is a side elevation of the bottle washing devices.
Figure 25 (Sheet 19) is a vertical section of the top part of the bottle washing
device.
Figure 26 (Sheet 19) is a plan view showing the bottle washers and chutes.
Figure 27 (Sheet 20) is a perspective view of the digesting tank, the solvent
tank and condensing tauk, etc.
Figure 28 (Sheet 20) is a horizontal section of the digesting tank.
Figure 29 (Sheet 20) is a vertical section of the bottom part of said tank.
Figure 30 (Sheet 20) is an enlarged vertical section of the separator y¹
(Figure 27) the middle part being broken away.
Figure 31 (Sheet 20) is a vertical section through the solvent tank and condenser.
Figure 32 (Sheet 21) is a view of the tunnel partly in section and partly in side
elevation showing the jacketed water pan in the tunnel.
Figure 33 (Sheet 21) is a plan view of the tunnel showing the pan in dotted
lines, and the connecting pipes.
Figure 34 (Sheet 21) is a perspective view of the jacketed water pan.
Figure 35 (Sheet 21) is a transverse section of the same.
Figure 36 (Sheet 22) is a side elevation showing the burnt ash hopper, crushing
and grinding devices bin for digested material, crushed ash receptacle, grinding or
pulverizing devices, and spout or trough for conveying the material into sacks.
Figure 37 (Sheet 22) is a plan view of the same.
Figure 38 (Sheet 23) is a perspective view of the tunnel, the ash remover and
slop conveyor.
Figure 39 (Sheet 23) is a plan view of the rear end of the tunnel and with one
of the conveyors in horizontal section.
Figure 40 (Sheet 24) is a horizontal section of ash remover.

page_text: Figure 41 (Sheet 24) is a longitudinal vertical section on the line 41-41 of
Figure 40.
Figure 42 (Sheet 24) is a detail section of the ash remover.
Figure 43 (Shcet 24) is a section on the line 43 of Figure 40 showing the burnt
ash hopper below.
Figure 44 (Sheet 25) is a vertical section of the washer w².
Figure 45 (Sheet 25) is a transverse section through the tunnel, slop conveyor
and jacketed water pan.
Figure 46 (Sheet 25) is an enlarged view showing the construction of the
foundation of the tunnel.
Figure 47 (Sheet 25) is a perspective view of one of the perforated pans in the
washer p³.
Similar letters of reference denote like parts in the several views.
A represents the bed or foundation of the apparatus which is built in the form
of a boat and adapted to float and he towed in the water. It is suitably housed,
as shown, by a roof and side walls supplied with any suitable number of windows
for light and ventilation and with doors at any desirable localities. I prefer to
build this boat of fireproof material, such as iron or steel, but it will be understood
that in so far as it simply constitutes a floating bed or foundation for the apparatus
constructed and arranged upon the same, it may be built of wood, like ordinary
scow-work, and then suitably fireproofed at such localities as may be necessary to
secure safety against fire. Preferring, however, to construct the boat of iron or
steel, there are necessarily details of construction which are very advantageous and
which will hereinafter be described.
As shown in Figures 3, 3A 3B 4 and 5, the deck is formed somewhat in the shape
of a cross in order to secure the lateral projections B which become necessary to
provide the suitable distance for the travelling belt or apron upon which the
garbage is delivered by the conveyor.
C are the steel ribs which are sheathed with sheet iron to constitute the hull,
and to give it further strength and solidity I arrange a series of vertical steel ribs
or studs D each side of the center, and these are sheathed with sheet metal and
thereby a strong and rigid bulk-head is made from the bow to the stern of the
boat, which adds very greatly to its strength and solidity and also constitutes a
firm and rigid support for the longitudinal incinerating tunnel to be hereinafter
described.
E are channel beams which are arranged at suitable distances apart, and at any
desired localities they are firmly bolted and secured to the ribs C, and also to the
vertical ribe or studs D. At that part of the boat which is extended laterally as
shown at B the channel beams E extend over and beyond the vertical plane of the
hull ribs C, and constitute suitable supports for the laterally extended deck.
are steel studs or buck-stays mounted upon bulk-head studs or posts D, and a
portion of them extend upwardly to a sufficient height to support the ridge roof G.
The remainder extend just above the top of the tunnel in a position to receive
cross binding rods by which the upper ends are firmly braced or tied, and thus
constitute lateral supports for the tunnel structure and prevent lateral thrust of
the same.
Side studding steel posts H are arranged along and near the outer edge of the
deck, and are somewhat shorter than the studs to which they are firmly secured
through the medium of the oblique steel beams or rafters 1, which constitute the
support for the wing portions of the roof. Additional braces and supports may be
used wherever found necessary.
Suitable flooring, platforms, galleries, staging and ladders for conveniently
attending to the various machinery and parts of the apparatus are to be constructed
and connected with the frame work of the apparatus in any suitable manner, but
these are omitted from the drawings to avoid confusion.
The lateral or overhanging projections B are not only necessary to provide lineal
space for the travelling belt or apron upon which the garbage is delivered for

page_text: separation and distribution, but under one of said projections scows loaded with
garbage may be floated, so that the foot of the conveyor, which is clearly seen at
Figure 1, may be dropped down into the garbage at or near the center of the
SCOW. The other overhanging or lateral projection not only adds to the working
space for the apparatus, but tends to trim the boat, and underneath this projection
I arrange upon suitable rigid hangers J the hydrocarbon and fuel oil tanks K, 20
that any leakage which may take place will be outside of the boat.
Arranged longitudinally upon the boat and immediately over the bulk head so
as to avail of the strength of the vertical ribs or studs D, is the incinerating
tunnel L, which is best illustrated in Figures 32, 33 and 45, and the details of its
construction will be hereinafter more fully described.
The charging or in-going end of the tunnel is located approximately at a point
about one-fourth of the distance between the planes of the front and rear walls of
the projections B. and extends rearward to such point as will give the tunnel the
capacity to receive a pre-determined number of cars, and at the same time leave
sufficient space beyond the exit of the tunnel for properly handling and transferring
each out-coming car and returning it outside of the tunnel and back to the forward
end for re-loading and re-transit through the tunnel. In the drawings I have
shown the tunnel as having a capacity to receive six loaded cars, and according to
the scale upon which the drawings are made, each of the six cars shown will have
a capacity for conveying into the tunnel twenty-five cubic yards, or, in garbag
parlance, twenty-five tons, and they are twenty-eight feet long and ten feet wide
on the platforms.
Near the outer wall and hung down upon a shaft near the roof in one of the
projections B is a conveyor trough M which is adapted to vibrate upon the shaft
so that the lower end or foot N may be dropped into a load of garbage upon au
ordinary scow. The foot N of the trough is a section pivoted as shown to the
lower end of the trough M, so that the trough and foot may be hoisted up into
the position shown in dotted lines at Figure 8, when it is not in use and adjusted.
Within the trough and its foot are arranged over suitable revoluble shafts, conveyor
bands with elevating blades or buckets secured thereto, so that when the machinery
is in motion and the foot of the conveyor trough is lowered into the mass of
garbage the latter is elevated and carried above and dumped onto a wide travelling
belt or apron O which is arranged transveise to the conveyor and near the roof of
the boat. This belt or apron passes over ordinary pulleys at each end of its path,
and motion is applied through ordinary shafting. This belt or apron should be
housed on each side to prevent the material from falling off laterally, as indicated
by dotted lines in Figure 3, and similar to the housing or oblique sides shown on
the rag conveyors illustrated at Figure 23. The illustration of the housing to
belt O is omitted in some of the figures of the drawing to avoid confusion of lines.
Arranged along the belt and below the same is suitable staging or flooring upon
which operatives may stand to select and remove such portions of the garbage as
it may be desirable to recover before incinerating the mass. This labor is
facilitated by raking and stirring the mass, thus exposing to view those portions
which are to be removed. During the operation of removing those portions which
it is desirable to recover at once, such as bottles, cans, rags, and the like, it is
desirable that the operatives shall also to as great an extent as possible force
toward one edge of the travelling apron all slops and vegetable or fatty matters,
leaving the ashes and such toward the opposite edge of the apron.
Immediately over the initial or in-going end of the incinerating tunnel there i
arranged over the apron and in close contact therewith, two separating blades P
hinged or pivoted at their rear ends so that the two may be adjusted in the form of
a V which causes the slops proper to be pushed off to one side and into a hopper Q,
while the ashes are pushed off in the opposite direction and into a hopper R. If
the contents of the apron should not require separation at this point, the blades
may be adjusted in an obvious manner to throw the entire contents of the apron to
either one side or the other, that is, if the contents are all slops, one blade is

page_text: adjusted to close the mouth of the ash hopper, and the other blade is so adjusted as
to sweep the entire width of the apron and thus throw its entire contents into the
slop hopper, and vice versa.
The ashes drop through a chute a and onto a fire proof car, as is clearly shown
at the left hand end of Figure 32, and when the latter is properly loaded it i
pushed into the tunnel and being carried into the fire zone is thoroughly incinerated
and reduced to ashes, which, as the car emerges from the exit of the tunnel are
scraped off of the car and into a hopper S, and thence they are conveyed by
a conveyor T to a crushing device U, and from such device to a receptacle or bin V.
The slops, vegetable and fatty matter after being forced into the hopper Q drop
by gravity into a closed convey or trough W, in which are arranged two conveyor
worms or screws X which stir and transport said slops through the trough. This
trough and conveyor is arranged immediately over the return Hue in the arch of the
incinerating tunnel and consequently the moisture contained in the slops is
evaporated. This trough extends horizontally and beyond the exit end of the
tunnel, where it turns at right angles and travels over the ash remover and ash
hopper. The conveyor screws referred to terminate coincident with the drop bof the
arch of the tunnel, and the trough at this point and near its rear end is provided with
the vertical dams or partitions g' and 'between which a supply of water is contained.
The heated and macerated slops material is pushed out of the trough behind the
partition referred to and drops into a transverse trough Y with a screw conveyor Z
arranged therein, by which it is thence conveyed by a longitudinal trough A¹ and
conveyor B¹ over a series of digesting tanks C' which are arranged in a school;
and the trough A' is gated or provided with an opening and slide immediately over
each of the digesters, as shown by dotted lines at the left hand side of Figure 7
between the trough A¹ and the digester C', so that any given digester may be
loaded by opening its head and opening the gate or slide in the trough A
immediately over the same; this arrangement and operation being designed so that
the digesting of the slop material may be carried on practically continuously, that
is to say, while one or more of the digesters are expending the necessary amount of
time to thoroughly digest its contents, additional slop material is being loaded into
another set of digesters, thus avoiding the loss of time if all the digesters were first
loaded before beginning the digesting process. When any one or more of the
digesters C have completed the digesting action the greases are taken off in a
manner to be hereinafter explained, and the remaining material, which has been
moistened by the solvents employed in the digesting operation, are then thoroughly
dried through the action of steam in a jacket surrounding the digesters. After
being thoroughly dried, the bottom of the digester is opened and the material is
dropped into a trough D¹ with a conveyor E' therein, which is arranged
longitudinally under the series of digesters, and from this trough D1 and through a
trough F with conveyor G₁ to a bin or receptacle H' arranged alongside of the
crushed ash bin V.
In each of the bins V and H there is arranged a screw conveyor or
charger passing through the head or end of each bin and into a spout Ki which
leads into a hopper or chute L. These chutes deliver the crushed ash and dried
slop material into a grinding or pulverizing device M₁ which delivers the thoroughly
ground and intermixed ash and slop material into a spout or trough N having a
conveyor therein and with its open end elevated or propped up so that sacks or other
receptacles may be placed thereunder to receive the material. The conveyors or
chargers are so geared and speeded that the respective materials operated upon
may be delivered in any predetermined proportion to secure the best results.
The ash before it is crushed is saturated by allowing the waters of condensation
carrying ammonial liquor and other fertilizing agents to flow upon the same, which
treatment not only cools the ash but at the same time enriches it. The manner of
recovering the ammonial liquors and fumes, which constitute the enriching agents
for the ash, will be hereinafter more fully described.
Returning again to the method of separating the various materials included in

page_text: and forming the general mass of garbage, I will proceed to describe the treatment
given to the bottles which are picked out of the mass on the separating and
delivery apron used initially in the process. The bottles when they are picked of
the apron are deposited in the right hand portion of hopper Ox which is divided
into three compartments leading respectively to three inclined chutes or channels,
indicated by the spaces between the parallel lines P (see Figure 26) each
terminating at their lower end in switch chutes Q' (see Figures 3 and 26) which
chutes lead respectively into a series of steam-tight bottle-washing devices R'
composed of sheet steel or boiler iron
In placing the bottles in the compartments of the hopper O' they are placed
with the necks down, and when they are delivered through the top or head of the
bottle washers they gravitate between a series of spring tongues or fingers S¹
secured around the opening of the washing device and converging toward the center
in such manner that the bottles will dive neck foremost into the water contained
in the bottle washer (the level of the water being illustrated by dotted lines). As
the bottles necessarily contain air, it will be seen that after plunging into the water
they will rise to the surface and float for at least a considerable length of time.
When the washer has been charged with a sufficient number of bottles then the
succeeding bottles removed from the mass of garbage are dropped into another one
of the compartments of the hopper O' and are carried by another chute and.
switched into a second washing device. and then the third is likewise brought into
use in the same way.
After the bottles have been thoroughly washed and cleaned by boiling in the
washing devices, through the action of steam, the grease which has been removed.
by heat will float upon the surface of the water in the washing device, and other
vegetable matter which may have been removed will precipitate and be cooked and
subsequently carried off with the water when the device is emptied. The floating
grease is removed through the medium of an overflow on a level with the water in
the washing device. This overflow (see Figure 24) consists of a pipe T¹ bent to
form a U, one leg of which connects through the medium of a slightly inclined
pipe V with a horizontal waste pipe U₁ arranged in a plane below the overflow of
the grease.
The outer leg communicates by a bend and screw connection with
the overflow port of the washing device, and is provided with a waste pout or
pipe W to which when necessary may be connected a suitable pipe or lose for
mechanically drawing off the grease. Suitable globe valves X are located as
shown, to control the action of the device in an obvious manner.
As the grease flows through the waste port and into the connecting leg of the
pipe T it passes down the leg of pipe T¹ until the water also passing into said
pipe is of sufficient quantity to float grease rising up the other leg of pipe T
and causing it to rise and flow out the waste pipe W, while the excess of
water will rise in the other leg and pass out through the incline drip pipe VI to the
water waste pipe U¹.
The washing tanks are supplied with water from a continuous water pipe
extending over the series of tanks or washers and connected therewith by a short
vertical pipe and valve. The bottoms of the washers are beveled so as to con-
centrate the contents toward the draw off cock Y¹ through which the tanks are
emptied into an open trough similar to those used under the rag cleaners to be
presently described.
In the case of the tin cans, pieces of iron, and the like eliminated from the mass
of garbage, this is dropped into another or central compartment of the general
hopper and is conducted to any one of a series of washing devices Bf which are
substantially the same as the bottle washers, with the exception that no spring
fingers or tongues are necessary around the opening in the top. The trough in this
case, as is also the case with the bottle washing mechanism and likewise the rag
washers, is provided at its bottom with a travelling belt which conducts the
material horizontally over the series of washers, and from such trough (except
bottle trough) there are inclined chutes C with suitable gates (shown open, and in

page_text: such position constituting deflectors, see Figure 22) and leading to the several
washers. After the cans &c. have been deposited in the washers they are
subjected to substantially the same boiling, washing and grease eliminating action
as I have already described with reference to the bottle washing. Beneath the
washers a trough similar to that heretofore described is provided for receiving the
water and vegetable matter withdrawn from the washers.
The rags which are picked off from the initial sepirating apron are deposited in
another compartment of the hopper O', and by similar troughs, travelling belts
and chutes to those already described with reference to the handling of tin cans,
pieces of iron and the like, are conveyed to washers D' which are substantially the
same as the other washers described except that the rag washers have around them
fluted or corrugated jackets, shown clearly at Figure 23, in order that when the
grease and water has all been drawn off, steam may be admitted to the jacket for
the purpose of thoroughly drying the rag, which when dried are removed by
unbelting and removing the bottom of the washer tank. This construction of the
washers renders necessary a second draw off cock E for drawing off the steam
which condenses between the jacket and the outer wall of the washer. When the
steam is admitted to the jacket for the purpose of drying the rags the valve
between the washer tank and the U-shaped overflow pipe is of course closed. The
steam is admitted to the jackets through the pipe F, which pipe passing along
over the tops of the series of washers is connerted with each by a short branch
pipe in which is located a valve, so that any one or more may be used and the
others cut off from the steam supply. In order that a perfect circulation of steam
may be secured to attain the greatest amount of heat in the jacket, the space
between the latter and the outer wall of the washer communicates at its top with
an exhaust pipe G³ passing over the series of washers and connected therewith
through short connecting pipes with valves in the same manner as the steam supply
pipe.
H2 is another pipe passing over the series of washers and communicating by
means of branch pipes and valves with the interior of the washers, so that the
moisture evaporated from the rags auder the influence of the steam in the jacket
will pass up and into the pipe H, by which it is conveyed into a general receiving
tank 1, into which also all the waters and cooked vegetable matter delivered from
the series of washers of all kinds is also delivered, as more clearly shown in
Figures 7 and 23. From this tank the waters and so forth, are picked up by the
pump J2 and forced through the pipe K2 into the continuation or rear end of the
trough W and behind the dam therein, where it mingles with the other waters
therein and is delivered to the ash in the hopper S after it has been removed from
the car for the purpose of cooling the ash and also adding fertilizing agents.
After the bottles, rags, tin cans, grease, and the like have been cleansed and
recovered they are in a merchant ible condition to be returned to the market for use.
Having described the treatment of the various materials constituting the
garbage, and disposed of the resulting waters and vegetable matter delivered by
the several washing devices, I will now proceed to describe the treatment of the
fumes and gases resulting from the combustion of the material loaded upon the
cars and carried into the tunnel. When the load upon the car is subjected to
the initial heating on entering the tunnel and in its passage to the fire zone, the
aqueous fumes and volatile gaseous compounds arising from the load are drawn by
the action of the exhaust fan L' (see Figures 2 and 3) under the arch of the
tunnel toward and through the tire zone (which is located at or near the middle of
the tunnel) and thence up at a point near the rear end of the tunnel into the
horizontal and longitudinal jacket flue M2 back to the front end of the tunnel, as
clearly indicated by the arrow flights (see Figure 32) and then laterally through
the housing N2 of the boilers, through passages 0 around and between the water
tubes of the boilers built in the housing N, thence longitudinally through passages in
the "breeching" of the housing into and through a closed washer P' (see Figure 2) to
the exit pipe Q'extending out through the root of the boat. This washer p' is provided

page_text: with alternating horizontal pans, the free ends of which overlap, as seen, and the
bottoms are perforated, the aggregate area of such perforations being such that a
portion of the water delivered to the paus will gravitate through the perforations
like a rain fall, while the balance will flow over the edges of each pan and fall into
the next one below, aud finally into the general reservoir or tank into which the
washer communicates, consequently the heat and smoke must pass sinuously not,
only over the water surfaces in the pans, but through the film falling from their
edges and likewise through the rain fall or spray dropping through the perforations
in the bottom, thus absolutely and thoroughly eliminating all possible smoke or
odor, if any such should be present at this point after the previous treatment to
which it has been subjected.
The fumes and gaseous compounds in their travel as just described when they
are first generated and before attaining any considerable degree of heat, pass over
a jacketed water pan or condenser R³ (see Figures 32, 34 and 35) which is located
just beneath the arch of the tunnel, and thus the ammonial compounds are
leposited through the agency of natural affinity in the water contained in the pan
or condenser R. The supply of water for such condenser comes through a suitable
pipe passing through the jacket of the pan or condenser near the upper edge of the
wall, a branch of such supply pipe entering the jacket to supply the jacketed space
with water, as clearly shown in the detail cross section Figure 35, the impregnated
water passing out of the pan or condenser through a suitable overflow pipe and
back to the extension of trough W and down to the ash for fertilizing the same.
The fumes and gaseous bodies thus deprived of ammonia &c., go toward and into
the fire zone of the tunnel where they mingle and cooperate with the vapor fuel
projected into the fire zone by the hydro-carbon burners at that point, and all
combustible constituents are absolutely and completely burned and destroyed, but,
as before stated, the path of travel or draft does not cease until the final exit is
reached and the object of passing whatever may be held by the heat into and
through the closed washer is for the purpose of first subjecting it to the reverberating
action of arch flue, second to supply radiated heat over or outside of the
arch for eliminating the water out of the slops in the slop-conveyor; third, to
supply radiated beat vertically from the roof of the arch to raise the temperature at
such point to a sufficient degree to secure the initial evaporating action upon the
load on the cars; and, finally, to utilize the residual heat for raising steam in the
boilers, such steam being used for the purpose of furnishing all necessary power
for running engines, capstans and all machinery used in the plant, and for uso in
the washers, digesters, stills, and the like.
All fumes and vapors which arise from drying the slops and conveying the same
to the digesters are drawn through the trough connections finally to the extension
of the trough W by an exhaust fan S2, located at the rear end of the plant. All
the soluble constituents are taken up, washed out and delivered as fertilizing agents
to the ashes, and the residuum gases and air are then through proper connections
projected into the tunnel flue through the throat near the rear end, and where
they are subjected to the reverberating incinerating action which goes on
said Hue.
in
Having now described the process of treatment with incidentally so much of the
detail of construction as has been necessary to make clear the description, I will
now proceed to describe accurately and in detail such parts of the apparatus as
have not been heretofore and sufficiently described, and which constitute as a whole
the apparatus which I have had to devise progressively to carry out the conceptions
of a novel process for the treatment generally of garbage.
In describing the several parts of the apparatus I shall as near as possible describe
them in the order of their use in carrying out the process, and I shall therefore
first in order describe the elevator devices employed for raising the garbage from
the ordinary lighter scows up to the initial travelling belt or apron on which the
first separation of the materials is made; and to clearly distinguish the details of
this device from the others I shall use numerals in lieu of letters of reference.
B

page_text: Referring now to what I have generally called the conveyor trough M and
foot N, I will describe the details of construction, referring especially to
Figures 10, 11, 12 and 13, Sheet 13. The conveyor trough M has its sides com-
posed of steel channel beams 1, 1, which are braced together by short bridge irons.
The upper ends of these beams are pivotally hung upon the shaft of a friction
roller, which shaft is mounted in boxes secured to two longitudinal supports properly
arranged over the initial end of the separating apron O. A similar roller 2 is
arranged between the lower ends of the channel beams 1, 1, upon a shaft which has
the bearings in said beams and extends through to the outside of one of them
a sufficient distance to receive a sprocket wheel 3. Secured to the lower ends of
the beams 1, 1, and on the outside thereof by rivets or screw bolts and at right
angles to said beams are two cheek plates 4, between the upper ends of which is
mounted a rotary shaft or axle 5 which carries a sprocket pulley between the
cheek pieces and also one 6 on the outside. This axle or shaft 5 passes through
the sides of the foot N at their upper ends, as clearly shown, and constitutes a pivot
upon which said foot is free to vibrate. The foot N terminates in an open scoop-
shaped toe 7, and at the heel and between the sides of the foot is secured another
sprocket pulley 8.
The foot N, as is shown, is closed except at its top and toe, and constitutes
a trunk. Arranged within said foot is a metal partition plate 9, each end of which
laps around the shafts or axles of the upper and lower sprocket pulleys and is
maintained in its proper position by screws 10 passing through the sides or in any
other suitable manner. The interior faces of the sides of the shoe are provided
with rectangular gutters or channels, shown in solid lack at Figure 10 each side
and parallel with the partition 9.
11 is an endless chain passing around the sprocket wheels at the heel and top of
the cheek pieces of the foot N. This chain has secured to it at proper intervals
flights or buckets 12 with vertical wings 13 where the flights are cut away to pass
around the sprocket pulleys. These wings are provided to prevent any material
on the flights or buckets from falling off and onto the chain as it passes over the
upper sprocket pulley. An additional safeguard in this respect consists of a shield
plate 13 over the sprocket wheel. The chain 11 is provided at points coincident
with each one of the flights 13 with anti-friction rollers 14 mounted on suitable
studs, which rollers traverse in the rectangular gutter or channel on the insides of
the trunk or foot N, and thus control and carry the chain with its flights through
the path or sweep which it is designed to make. The movement of he chain and
flights is secured through the medium of a sprocket chain 15 passing around the
sprocket pulleys 3 and 6, the former of which being fixed on the axis or shaft of
the friction roller 2 at the lower end of the beams I, 1, is rotated with said roller,
when it is set in motion in the manner presently explained.
Secured to the flanges of the channel beams I, 1 by angle irons 16 are the
beveled sides of the trough M, and mounted in suitable boxes, secured also upon
the flanges of the beams 1, 1, are a series of supporting rollers 17, which support the
upper sweep of the conveyor belt 18; the lower sweep being similarly supported
by rollers secured in boxes to the lower flanges of the beams 1, 1.
The band or
conveyor 18 travels around the rollers at the upper and lower ends of the beams 1, 1.
The shaft or axis 19 at the upper end extends toward the center of the boat about
in line with the distributing hopper (but above the same) and is suitably connected
by sprocket pulleys and chains, or friction pulleys and bands, with the line shafting,
so that the conveyors in the trough M and shoe N are set in motion in an obvious
manner. The speed of the conveyor belts is of course controlled by the character
of intermediate gearing. The shaft 19 which passes through the upper ends of the
beams 1, 1, extends outwardly a sufficient distance to receive a sprocket pulley 20,
which is connected by a chain with a sprocket 21 on a short parallel shaft 22, and
on this shaft is a bevel gear meshing with a similar gear on a transverse shait 23,
which constitutes the axis of the friction roller around which the separating belt or
apron travels, which roller imparts motion to said belt or apron.

page_text: From the construction and arrangement of the trough M and its shoe N, it will
be seen that with suitable lifting chains or ropes attached to them, either or both
may be raised or lowered as indicated in dotted lines in Figure 8, either to accom-
modate the toe of the foot N to the load or deposit in the scow, or to lift the
combined device above the deck and entirely out of the way for the purpose of
locating the scow in position to be unloaded, or for any other purpose. It will be
obvious that as the material is lifted up through the foot N it will pass over the
sprocket pulley at the top of the check pieces 4 at whatever angle the foot may
bear to the trough M, and fall by gravity onto the travelling conveyor belt in the
bottom of said trough M and be delivered thereby to the separating apron O.
Having now gotten the garbage from the dump or lighter scows and deposited
the same upon the initial end of the separating apron, I will describe the latter in
detail. This apron, which has been referred to generally by the letter O, is
arranged with one end immediately under the dumping exit of the elevator and the
opposite end at a point just beyond the outer right hand wall of the tunnel. It is
composed preferably of rubber, and passes over and around friction pullies at each
end of its path of travel, and with intermediate rollers to support both the top and
returning bottom portions of the belt. These pulleys and rollers are secured in suitable
boxes attached to channel beams and the flaring sides of the trough in substantially
the same way as just described with reference to the elevator pulleys and so forth.
This belt passes under the scraper or separator blades P (previously described) and
the contents of the belt scraped off in one or both of the hoppers Q, R, which
hoppers are secured in place by suitable supports extending from the buck-stays of
the tunnel.
The inclued chute of the hopper R terminates at and communicates with a
vertical charging chamber a (see Figure 32) just behind the front wall or end of
the tunnel, and the arch of the tunnel at this point is lowered as seen at b to form
and control the height of the load dumped upon each succeeding car as it is slowly
pushed into the tunnel. The lowest plane of this drop c as will be seen, is about
in line with the bottom of the water pan R2 and as the material will naturally settle
to a slight degree, the car with its load will readily pass under said pan. As shown
at Figure 32, to which attention has just been drawn, the front wall of the tunnel
is sustained on a cross channel beam c which is arranged at such height as to just
allow the fire-proof platform d of the car T2 to pass under the same.
Having described the means for delivering the material and properly loading the
same upon the cars, I will now explain the construction of the tunnel through which
the loaded car is passed.
Mounted upon the channel beams E and extending longitudinally, are two pairs
of L-beams e, which are firmly bolted to the channel beams. To the vertical leg
of these L-beains are securely bolted vertical posts composed of I-beams f, to the
upper ends of which are firmly bolted L-beams g which extend longitudinally
along all of said posts, and to the tops of the inner one of each of the posts f is also
secured a steel plate h, which are of Z-form, and which constitutes the sand seal
hereinafter described. This Z-shaped plate and the L-beams g constitute, as
clearly shown at Figures 45 and 46, a suitable foundation upon which the side walls
of the tunnel are erected.
As the posts are arranged at suitable distances apart it will be seen that a free
space is left under the tunnel which may be readily traversed for the purpose of at
all times inspecting or repairing any of the sustaining structure, and also permits
of entire and free circulation of air to the car trucks, which travel upon suitable
rails secured longitudinally upon the channel beams E. And as the side edges of
the platforms of the cars are provided with a longitudinal plate having a wing
extending down below the upper edge of the Z-shaped plate h, it will be readily
understood that with the trough shape space between the free leg of the plate and
the interior wall of the arch of the tunnel filled with sand, a perfect fire-proof seal
is made between the tunnel and the open space below its supporting foundation.
After this sand trough has been originally supplied with sand, any waste of the

page_text: same is compensated for by deposits of ash from the cars, and as such ash is
equally as refractory as sand, it follows that the seal is automatically kept in
perfect condition.
Secured to the outside of the vertical wings of the L-beams e and also to the
posts are the lower ends of a series of I-posts j running up a suitable distance
above the crown of the arch of the tunnel to constitute what are properly known
as "buck-stays." These buck-stays are arranged along the outer walls of the
tunnel and at any suitable or desired distance apart, and their upper ends are tied
together by cross tie rods k and nuts 1. The tie rods pass through the webs of
two longitudinal channel beams m arranged along the outside and at the top of the
buck-stays, which latter are also secured by rivets or screw bolts to the beams m,
and as a result of such construction any lateral thrust of the walls of the tunnel
is prevented, and the framework is also longitudinally strengthened.
The tunnel proper is composed of side walls Us and the arch V' constructed of
suitable fire brick masonry and capable of resisting the necessarily high degree
of heat employed to incinerate the material loaded upon the cars. In order to
more fully understand the construction of the tunnel with reference to its action
under the influence of the heat necessarily generated for the incineration of the
load upon the cars, I will refer especially to Figure 32 of the drawings, which
represents, as before stated, a longitudinal central section shortened up by
breaking away a portion near the rear end.
The charging chamber a is located at the front end, and just in rear of said
chamber the arch is dropped as indicated at b, and then rising extends rearward
at a greater height. Nearer the front end, and at a point which by comparison
may be designated as the temperate zone, is located the water pan R heretofore
described. At just about the middle of the length of the tunnel occurs what I
denominate the fire zone, and at which point I project through the two side walls of
the tunnel, through apertures n, liquid fuel nozzles o, which furnish the fuel for
incineration. These apertures n flare outwardly in order that the flame may be
directed when expedient in oblique as well as in straight lines, and also for the
purpose of projecting into the load upon the cars what I denominate an air
poker, and through which air under pressure is forced into the load to furnish
ox; gen to the center thereof to facilitate combustion and at the same time to stir
and turn over the same to secure more perfect contact with the flame.
Beyond the fire zone and at a point which may be designated as about one half
a car's length from the rear end of the tunnel is formed a throat p through the
arch and leading into a return flue M2 above the arch, which travels back near to
the front end and then leads off laterally through openings or passages in the
housing of the bank of boilers to generate steam, and thence through the washers
to the exhaust exit, as heretofore explained. Immediately in rear of the throat p
the arch again drops down for the purpose principally of constituting a fire bridge
to direct the flame and draught up through the throat p, and because the load on
the cars having been reduced by incineration no necessity exists for an arch of
extreme height.
The hydrocarbon burners or liquid fuel nozzles o connect through suitable pipe
conduits with the fuel oil tank K, located outside the boat and under the deck of
one of the projections B, and through the medium of a suitable branch connection &
to a conduit or pipe t, leading from an air receiver u which is connected with an air
compressor v. Connecting with said air conduit at any suitable point by a flexible
connection is an air poker, not shown, consisting of a hollow tube. This tube is
perforated at one end with small holes through which air or steam is introduced
directly into the fuel, and through the medium of the fuel composed of oil and air
projected through the nozzles or burners o, and with the aid of the air poker
referred to the incinerating action takes place.
In order that the space between the two arches V2 of the tunnel, and wbich
constitutes the jacket flue M2 may be readily cleaned of all deposits of whatever
character, a series of tight doors Aª (arranged at each side of the arch) close

page_text: openings communicating with the foot of the flue M', and through such openings
the deposits may be readily removed. This provision I have found to be
essentially necessary because the deposits of fine ash and dust not only retard the
draft, but also very seriously reduce the radiated heat which is required in the process.
The fuel from the oil tank K is pumped by a suitable pump w into a gravity
stand pipe
which connects with the conduit n.
The cars T are constructed of iron and steel and the platforms are properly
fire-proofed by the employment thereon of a suitable number of courses of fire
brick or other fire resisting material, and with the sealing plate on the outer sides
and suitable cross sealing between the ends of the platforms. The trucks are, as
heretofore stated, and as will be readily understood, thoroughly protected against
the action of heat.
After the load upon the cars has been thoroughly incinerated and reduced to
ashes, the car is forced out of the rear end of the tunnel, and across the path of its
travel, and forming a closure of the end of the tunnel is properly secured a metal
ash remover Z' into which the ashes are forced, and from which they are deposited
into the ash bin hereinbefore referred to.
As this ash remover is necessarily of special construction in order that the
continuity of the process shall not be broken, and that the operation shall be
automatic, I will proceed to describe in detail its construction and operation, and
reference is more particularly made to Figures 40, 41, 42 and 43 of the drawings.
As stated, the remover Z¹ forms, together with the car platform a closure to the exit
end of the tunnel. In its plan it is generally of right angle form, with a vertical
wall extending down to the ash bin as shown and hollow, the hollow space y in the
horizontal portion communicating with a hollow space 2 in the vertical wall so that
the oblique inner surface of the space in the horizontal portion of the remover will
push or direct the ashes into the vertical space at one side through which they
gravitate to the bin. The forward end of the remover enters the tunnel a distance
equal to the sealed space between the ends of the platforms of adjacent cars, so
that when a car has made its exit the toe of the shoe will have overlapped the
adjacent end of the next succeeding car and thus prevents any dropping of the ashes
below the platform. This toe a is preferably made of steel so that it may be
sharp and durable and is secured to the body portion of the remover by a lap-seam
and rivets, as clearly shown at Figure 42. A water jacket, illustrated at ¹,
surrounds the entire ash remover for the purpose of counteracting the effect of the
heated ashes entering the remover, and this water jacket is connected by suitable
connections with the supply of water in the fresh water tank so as to secure a
proper and continuous circulation in the water space which latter is maintained by
suitable stay bolts or rivets c¹.
After the ashes pass through the remover they fall, as before stated, into
the ash bin or hopper S (see more particularly Figures 36 and 37) the
walls of which curve or converge to the bottom at which point is arranged
a worm conveyor T. Surrounding the ash hopper is a water jacket d¹ main-
tained in position by suitable channel-ribs or braces of any suitable design,
and a free circulation of fresh water is secured by suitable connections in an
obvious manner. The shaft of the worm conveyor T passes through a tubular
connection between the water jacket and the ash bin, and at the forward end the
conveyor passes through a spout e' which communicates with the hopper, and the
joint of which is made practically water tight. The forward end of the conveyor T
bas its bearing in a box in the framework of the crushing device U, such for
instance as that shown and described in the Specification No. 35661. The object
of providing this crushing and grinding device is to break up any of the ash which
may under the intense heat of the tunnel become caked or incrusted. From this
crushing device the crushed ash is delivered through the medium of a delivery
belt into the bin V, the construction, operation and purpose of which have
already been described.
For comprehensiveness and continuity of description, I will now proceed to

page_text: describe the details of construction of the various devices employed for treating and
handling the slop proper after it has been dumped from the hopper to which it was
delivered from the initial separating apron. The conveyor trough W is constructed
of steel sheets securely riveted together and of substantially the form in cros-
section shown at Figure 45. This trough is closed at the top throughout its entire
travel by a cover in order that no odors, fumes or gases shall escape. As before
stated, it rests on top of the arch of the tunnel to be acted upon by the radiated
heat of said arch, and it is securely held in place by lateral braces or connections to
the buck-stays j. Within the straight portion of this trough W are arranged
longitudinally two parallel screw conveyors X so geared that they shall revolve
toward each other, and differentially and slowly speeded for the purpose of securing
maceration and thorough mixing of the material acted upon. This trough W
traverses the top of the arch to that point where said arch is dropped or lowered in
rear of the flue throat, and at this point it communicates with a transverse trough Y
and conveyor Z arranged below it which transport the material through other
connections, heretofore described, to the digesters.
The trough W then continues rearwardly and is turned at right angles, as shown.
Just beyond the point where the delivery is made vertically into the trough Y is
arranged a cross partition or dam g¹ shown in dotted lines at Figure 3A, and more
clearly at Figure 39. This dam, as will be seen, rises to only about one half the
height of the trough so that the fumes, vapors and the like may pass over it. At
the extreme end of this trough is another dan ¹ similar to the dam g', and the
space between the two dams is kept supplied with running water, which takes up
all matter having an affinity for water. The extreme end of the trough W then
communicates vertically with a washer W'in which are arranged oblique alternating
deflecting wings which throw the overflowing water from side to side while the
fumes and the like, generated in the trough W which have not been taken up in
the water between the dams g', ' are drawn through the sprayed water into the
trunk or pipe through the exhaust created by the exhaust fan S2. The over-
flowing and falling water is conducted, as previously stated, to the bin in which the
hot ashes are delivered from the cars emerging from the tunnel and impregnate
aud cool the same. The dust and steam arising from the covered bin tend to rise
up the pipe or trunk W2 and coming in contact with the falling water the steam is
condensed and the ash dust with the condensed steam is precipitated back into the
bin. Any fumes or odors however, which are not capable of such precipitation
escape through the exhaust pipe k¹ to the fan case and then through a short pipe
connection on the opposite side of the case are forced into the flue in the arch of
the tunnel and assist in the reverberatory combustion; and by reason of the drafts
being all controlled through exhaust, rather than blast fans. It will be readily
understood that all tendency toward the escape of dust or fumes from any and all
wind trunks, conveyors, troughs and the like, is absolutely avoided, and such bodies
positively controlled and destroyed.
Having described the construction of the trough W, and incidentally the devices
which control and take care of the fumes and the like, emanating from said trough,
I will now return to the point at which the macerated and dried slops are delivered
from the trough W. Below this trough W is a transverse closed trough Y, with
a single worn conveyor arranged longitudinally therein. This trough is likewise
constructed of sheet steel and is closed at its top. It passes across the tunnel and
then over to one side of the boat and terminates at a point over the school of
digesters C¹, where it delivers into a trough A' with conveyor therein, which is
arranged as before stated over the centers of the digesting tanks C'. Immediately
over each digester this trough is formed with a vertical spout through which the
material is delivered to the digester when its cap is removed; and a gate is provided
at the top of each of said vertical spouts so that the material may be delivered to
any one or more of the digesters.
The digesters C' are made of boiler iron or steel and with closed man-holes in
the side near the bottom for removing the digested material, and are provided with

page_text: an interior steam jacket n' which is crimped or corrugated, as clearly shown in
Figures 27 and 28 A steam space is provided at the bottom and top communi-
cating with the circumferential steam space, and a false bottom of is provided to
prevent the contents of the digester froin packing and closing the port of the exit
pipe p. The jacket n' is corrugated or fluted vertically for the double purpose of
presenting a greater heating surface, and also to prevent the contents of the
digester so packing against the walls as to prevent the oils or greases from rising
freely, which they will readily do within the flutings or corrugations.
q' is a pet cock communicating with the bottom of steam jacket, and by means
of which the products of condensation are drawn off. At one side of the digester
and near the bottom is provided a liquid tight door or man-hole through which
the contents of the digester are removed after completion of the digesting operation.
The opening in the top of the digester through which the material is dropped from
the gated trough above is closed by a cap which is securely bolted in place
after the digester is loaded, there being space sufficient between the bottom of the
pipe leading from the trough, and the top of the digester, to freely slide the caps
in place to be bolted in position. are brackets bolted to the outside of the
digesters, and which rest upon and are secured to suitable beams and braces to
firinly support the digesters in place.
Hydrocarbon solvent is supplied froin what I denominate a "solvent tank and
condenser" (to be presently described) through a conduit pipe u' leading into the
digester near the bottom and provided with a valve to control the supply, and v' is
a pipe connecting the head of the digester with the solvent tank and condenser.
It is provided with a valve, and through this pipe the vaporized hydrocarbon is
returned to the solvent tank and condenser. w is a grease-conduit or pipe leading
out from the digester near its top and communicating with the top of an evaporator
and separator which will be presently described. This pipe w¹ is also provided
with a valve to control its action.
al is a steam pipe connecting with any suitable steam supply and communicating
with the jacket of the digester and also with the separator and condenser.
The evaporator or separator y¹ is cylindrical, as shown, and arranged vertically
therein is a specially constructed helical and stationary conveyor through which
the grease delivered by the pipe w' is conveyed to the bottom, and at which point
it is drawn off through the draw off cock 12. The conveyor consists of twin
helical flights, one flight being closed and the other open, as clearly indicated at
Figure 30. The grease with whatever hydrocarbon solvent may be held therein is
delivered at the top of the closed flight of the conveyor z' and such flight being a
slow one, said grease &c. flows slowly and helically down to the bottom of the
separator y while the steam admitted to the separator by the pipe connection a³
being free to circulate around and in the open flight of the conveyor subjects the
grease and the like to a continuous evaporating action, which eliminates all hydro--
carbon solvent and permits it in its vaporized condition to ascend and be returned
through the pipe & into the solvent tank and condenser c² while the greases descend
in liquid form. Arranged within the solvent tank and condenser c³ is a longitudinal
twin flighted water conveyor d², similar in construction to the grease conveyor ¹ in
the evaporator y', and through this conveyor d' water is freely circulated to
promptly condense the solvent vapors which are transmitted from the digester C¹
and the evaporator y'. The solvent tank and condenser is provided with suitable
conduits for supplying and drawing off the hydrocarbon solvent, and suitable water
connections are made to supply the water conveyor with water. After all the
valves and cocks have been closed and the digester C' has been loaded the solvent
tank and condenser supplied with the solvent, and the process of digesting is to
be begun, the valve in the solvent supply pipe u is opened and the solvent admitted
to the digester, then turn on steam to the jacket of the digester and also to the
separator and evaporator y', then open the valve in pipe w¹ between digester and
evaporator, then open valve in the pipe between digester and solvent tank c³.
The grease dissolved and rising up in the digester and in union with the liquid

page_text: hydrocarbon solvent will then flow through the pipe w¹ into the hollow double
flighted conveyor in the evaporator y and be drawn off at 12. Any of the
hydrocarbon solvent introduced at the bottom of the tank or digester C' which is
eliminated from the grease by the heat of the steam jacket passes up through
connection and is returned to the solvent tank and condenser where it is
condensed for re-use, and the liquid hydrocarbon solvent mixed with the grease
and flowing into the evaporator conveyor al will be vaporized by the heat or the
steam in the evaporator y and returned to the solvent tank and condenser c³ through
pipe b.
When all the grease has passed off from the digester, which may be indicated by
an ordinary glass gage, the valves are then all closed and the valve in the pipe p
connecting the bottom of the digester C¹ and evaporator y' is opened which allows
any hydrocarbon in the digester to How to equilibrium in the evaporator and
separator yl, steam is then again admitted to the evaporator and separator and
also to the digester jacket and the valve in the pipe and also in pipe & are
opened, and the rapid evaporation or vaporization of the hydrocarbon solvent takes
place in both of the lower vessels and ascends into the solvent tauk and condenser,
where it is condensed for re-use.
From this treatment it will be seen that in the distillation of the slops proper,
ny process dispenses with a large amount of machinery, such as pumps, duplicating
or redistilling stills, solvent recoverers, and the like, and that the supply of slops
having been loaded into the stills or digesters, and the series of solvent tanks
charged with solvent, the whole operation takes place antomatically entirely through
the distilling and condensing actions, without leakage or mechanical transfer, and
that no loss takes place by leakage, no foul odors or gases escape, and that economy
both in time and material ensues.
Any remaining grease in the digester tank will gravitate to the bottoin and will
be drawn off and deposited into any suitable pipe or trough under the digesters
and separators and conveyed to any suitable receptacle, and the grease delivered
from the evaporator and separator y' is similarly conveyed to the general grease
receiver or receptacle. The tankage of solids is left thoroughly dried and free
from grease, hydrocarbon and moisture.
As before stated the digesters C¹ with their companion solvent tank and
condenser c² and separator and evaporator y' are arranged in a school, and the
hydrocarbon solvent which is pumped by a pump e into the first tank flows freely
through the whole school of solvent tanks and condensers c and the water passing
through the water conveyor d² of the first tank likewise flows through all of the
conveyors in the series of tanks and condensers and a portion of said water is by
suitable branch pipes conveyed to the water pan R2 in the tunnel and to the
jacket thereof, from whence it flows and is delivered through the conduit pipes
heretofore described to the washer W2. It will thus be seen that while only a
given number of the digesters and companion devices may be in actual use, the
solvent tank and condenser connected with such digesters receives the beneficial
influences resulting from continuous connection with the other solvent tanks and
the continuous circulation of water through the whole system.
As the peculiar construction of the helical twin flight conveyors employed both
in the evaporator and separator y and in the solvent tanks and condensers will form
the subject matter of specific claims, I will describe more in detail their construction
with a view of illustrating the peculiar advantages derived therefrom in their use
in connection with the evaporator and separator and in the solvent tanks and
condensers. In the conveyors referred to there is a central (and preferably
hollow) core or stem around which the twin flights or helical blades traverse, and
the edges of two of said blades are connected or closed by a straight or vertical
wall, the adjacent space between the edges of said flights being open, the result of
such construction being that the closed space while helical in a vertical direction is
rectangular in a transverse direction and the presence of the central core or stem
causes the body flowing through the conveyor to traverse a greater distance and to

page_text: be subjected to a greater influence of the surrounding heat than would take place
in an ordinary worm, while at the same time the products of evaporation may rise
more readily and are subjected to a much greater amount of heat and likewise to a
more extended evaporating surface. It will be seen that in the action just
described the advantages relate to evaporation and separation, but in the case of
the solvent tank and condenser the advantages resulting from the peculiar
construction of the conveyor lies in the fact that a greater condensing surface and
contact with the hydrocarbon solvent is attained than is otherwise attainable
through the use of the ordinary worm condenser.
Attention at this point is particularly called to the fact that as a result of the
treatment of the slops proper all of the water and moisture which constitutes
generally about two-thirds in weight of the slop material is evaporated and removed
before the solid portion is delivered hot to the digesting tanks and that this
result has been accomplished by the use of heat which would otherwise be
wasted, thus a large saving is accomplished as compared with any other known
methods and in which heat has to be especially provided to accomplish the same
result.
And it will be further observed that the water and moisture which has thus
been eliminated from the mass has been thoroughly vaporized, and all ammonial
and volatile products abstracted and the residuum vapors forced into the
reverberatory arch of the tunnel and consumed, and in this way the product
which is known in other processes of treatment as the "coffee water," and which
is exceedingly objectionable in odor and otherwise, is entirely and absolutely
avoided.
In transferring or conveying the tankage from the digesters, if it should be
found that the material contains any bulky matters such as large sized bones and
the like, it should be passed through a crushing device similar to the ash crusher U.
which may be located at any suitable or desirable locality intermediate of the
digesters and the hopper or bin H¹.
It is desirable at this point in the description of the apparatus to describe
accurately the location and character of the boilers which receive the last effect
of the heat generated in the tunnel and which has been previously utilized for
burning the waste portion of the garbage, drying the solid vegetable matters, &c. &c.
In a plant of the kind I have described it will be understood that it is very
desirable that it should be kept in continuous operation, first from an economic
standpoint, and so that there will be no waste of fuel in re-establishing the required
and uniform degree of temperature, and second to avoid the disadvantageous
results which would ensue, especially in the tunnel and other masonry from
expansion and contraction resulting in variation of heat. As the boilers constitute
of necessity an essential feature of the general plant, and as one set could not be
used continuously, it becomes necessary to provide two or more sets of boilers, so
that one or more sets may be disused and cleaned or repaired and another set
brought into action, and to accomplish this end two or more sets or banks of
boilers are mounted in the housing N3 which is connected with and built out
laterally from the tunnel V near its initial end. This housing N' is of course
composed of masonry, and is supported upon a foundation substantially like that
upon which the tunnel is erected. The housing N and the flue of the tunnel are
connected through passages O' which are all provided with vertical dampers or
gates which are operated from above by suitable rods or chains in an obvious
inanner. The housing terminates laterally in what is technically known as a
"breeching” and in which is formed any desired number of flues Y2 which are
separated one from another by vertical longitudinal and cross partitions, as clearly
shown in section at Figure 3, so that each bank of boilers will have an independent
flue in the breeching. The breeching flues all pass through the front wall of the
breeching into the exhaust pipe leading into the closed washer P' at the front end
of the plant, and the opening of each of such flues through the said front wall is
provided with a gate or damper, so that its connection with the washer may be
C

page_text: made or closed at will. From the construction shown and described it will be
understood that the heat from the flue in the tunnel may be directed under and
around the tubes of any one or more banks or sets of boilers for the purpose of
generating steam, and then pass freely into and through the washer and out of the
final exit pipe, while any other one or more sets or banks of boilers are absolutely
cut off from heat, and thus the various sets of boilers may be rested or repaired at
pleasure without in any manner depriving the plant from a continuous supply of
steam, and no occasion arises for shutting down the fires in the tunnel for the
purpose of permitting of such rest or repair to the boilers.
It will be observed that in the travel of the heat, controlled as it is through its
passage to the final exit, it is made to subserve all of the requirements where heat
is necessary throughout the entire plant, and consequently great economy in this
respect is secured.
There are two engines f² and g², one at each end of the plant as shown, with all
the shafts, belts, pipes and other connections, as clearly illustrated (and which
need not be definitely described) for transmitting power and motion wherever
required.
A³ is the fresh water tank, and B³ is the salt water tank. These two tanks are
necessary because while the salt water is available and useful in all the wasbing,
purifying, cooling and fertilizing steps, fresh water is essential for use in the steam
boilers, and as in many instances the plant will be floated in salt water, it will be
necessary to transport fresh water by tug or otherwise to the fresh water tank.
These two tanks are connected by suitable pipes and conduits, as clearly shown
(and which to avoid confusion are without reference letters) in order that the
supply may be delivered wherever it is wanted.
C³ are capstans located at each end of the plant or boat and are designed for
hauling the garbage scows into position partially underneath the extension B,
after which the scow is made fast by any suitable grip to an endless wire rope D'
which passes with several turns around a concave winding drum E³, as shown, and
thence over guiding sheaves or pulleys F3 so that the rope D³ shall be endless
and have a slow creeping movement in one direction for the purpose of hauling
the scow slowly toward the bow of the boat to gradually bring the load within the
influence of the elevator shoe.
G³ represents a suitable dynamo which may be connected by any proper belting
to the shafting of the plant, and may be run when necessary for supplying light
by any suitable system of wires and lamps.
I will now describe the mechanism by which the cais are carried through the
tunnel, transferied at the exit thereof, returned outside of the tunnel, and then
transferred to the initial end or mouth of the tunnel for re-loading and re-transit
through the tunnel. I have just described the concave drum with the endless
wire rope passing around the same and suitable sheaves or pulleys for the purpose
of moving the garbage scows slowly under the foot of the elevator. This drum is
fixed upon a shaft H³ (see Figures 14 and 15, Sheet 14, journaled in suitable
bearings secured to the framework I and is driven through the bevel gears K³, L³.
On the shaft H³ nearer to the frame work is also secured another concave drum
or pulley M³ around which another wire rope N³ is coiled several times, and which
then passes over a suitable sheave or pulley O on the opposite side of the bout,
so that the rope will travel across and back under the side transfer in front of the
mouth or entrance of the tunnel. This arrangement is clearly shown at Figure 18,
where will he seen guiding sheaves P³ on the under side of the transter (to be
presently explained) and which guide the rope into the horizontal plane in which
it may be gripped to move the transfer in either direction. The side transfer
consists of a platform Q3 mounted upon trucks R³ adapted to run upon hauger
rails S3 secured to the deck beams of the boat and traversing crosswise, and so
arranged that the platform of the transfer will be coincident with the top surface
of the deck. On the top surface of the platform of the transfer are secured
rails T gauged similarly with the trucks of the fireproofed cars. Secured to the

page_text: platform Q3 and extending vertically up through the same is a grip" composed
of a yoke U and handle bar V provided with a pawl W3; the top edge of the
yoke being provided with three notches to receive the pawl. The lower end of the
handle bar is pivoted to a shaft X³, the opposite end of which has its bearing in
the frame of the transfer, and fixed to this rocking shaft is a plate or block Y
slightly concaved each side of its center. Secured also to the under side of the
transfer frame and immediately over the block Y is another plate or block Z³
having concaves similar to the block or plate Y³. The two blocks are so arranged
relatively to each other that the wire rope N³ will lie and travel freely between
the two blocks Y Z³ when the pawl of the handle bar is in the central notch, and
when the bar is vibrated to either one side or the other the rope will be corre-
spondingly gripped on one side or the other, and as the arrangement of the drum
and sheaves around which this 1ope passes is such that one side of the loop travels
in one direction while the other moves in the reverse direction, it will be seen that
the transfer may be moved in either direction.
At the rear end of the tunnel is arranged a similar transfer operated in the same
manner, and along the outside of the tunnel are laid track rails A' gauged to
receive the trucks of the fireproof cars and to abut and form continuations of the
rails on the front and rear transfers when they are moved into alignment. Between
and central of these side rails A travels a continuous chain B the links of which
are so constructed that they will freely slide along upon a steel gutter or channel
iron laid upon the deck for that purpose, and a similar gutter or channel iron is
arranged below the deck to similarly sustain the lower sweep of the chain. At the
rear end of the boat this chain passes around an idler pulley or sprocket and at
the forward end it passes around a sprocket wheel C* secured by a clutch D₁ to
the shaft mounted upon the drum frame 13. This shaft E is geared to a driven
shaft F upon which is a clutch band pulley G to which motion is imparted by a
suitable band from the line shafting of the plant.
At one or more suitable points the chain B is provided with a spur H' which
is provided for and adapted to abut or come in contact with a similar spur or
shoulder I on the under side of the fireproof cars, so that while said spurs are in
contact and the chain is in motion the car will be carried along by the same.
The location of the sprocket wheel C at the front end and the idler at the rear
are such that the spur H on the chain will travel out of contact and into contact
with the spur on the car in such manner as to take hold of the car and to release
it at proper points with reference to the side transfers at the front and rear of the
tunnel (see Figures 14 and 15).
"
Arranged at the front end of the boat and in line with the center of the tunnel
is located what I denominate a 66 chain ram for pushing the loaded cars through
the tunnel. This ram consists of a chain similar to that used for the side tracks
just described, and is provided with a spur H similar to those described. In
advance of the tunnel and at one side thereof, and at about the center of the path
of the side transfer Q is a horizontal shaft J mounted in boxes secured to
beams K fixed to the underside of the deck beams. Parallel with and in advance
of said shaft J' are a series of similar shafts L. The first shaft J is geared by
a gear and pinion to the next adjacent shaft L' and each succeeding one to the
next in a similar manner, in order to secure the greatest amount of power and at
the same time to provide for slow movement to the first shaft J. The first one of
the shafts or that one furthest from the front wall of the tunnel is provided
with a clutch band pulley M* and suitable connection is made with the line shafting
to transmit power and motion. Near one end of the shaft .I is secured a bevel
gear N which meshes with a similar gear O₁ on a longitudinal shaft P' which
extends under the front wall of the tunnel a distance sufficient to secure (as will be
presently explained) the proper introduction of a loaded car into the tunnel, and
at its rear end it is provided with a bevel gear Q mesuing with a similar gear R+
on a transverse shaft S' which extends laterally just beyond the longitudinal center
of the tunnel, and on this shaft S* at a point coincident with the longitudinal

page_text: center of the tunnel is secured a sprocket wheel T over which the ram chain U
having the spur H' thereon, as described, travels.
Coincident with the axis of the shaft J and in line with the sprocket wheel T
an idler sprocket wheel V is mounted on a short shaft W* and the chain U¹ passes
around this idler, as clearly shown.
From this arrangement it will be seen that as an unloaded car is brought in
front of the tunnel by the side transfer Q', and when it is in line with the center
of the tunnel, the spur H* of the chain U will be brought in contact with the spur
or shoulder on the underside of the front end of the car (there being one at each
end) and as the chain U travels longitudinally of the tunnel the car will necessarily
be forced into the tunnel by the power initially applied through the band pulley M.
The relation of the operating chains and side transfers being such that the spur H
on the chain U will carry the car its full length into the tunnel before contact
between the spurs is released by the spur H' travelling over and down from the
sprocket wheel T. As each car is loaded as hereinbefore explained and pushed
into the tunnel, another one is brought into position to be loaded and carried into
the tunnel and abuts against the preceding car which it pushes along, and so on
the cars are all consecutively loaded and forced into and through the tunnel.
they are unloaded and make their exit from the rear end of the tunnel they are
'forced onto the side transfer at that end by which they are conveyed into alignment
with the side tracks outside the tunnel, and then returned as before explained,
toward the front end.
As
When in the claims I refer to a "separating belt or apron" I mean a belt or
apron which is so situated as to enable workmen to stand contiguous thereto and
pick the bottles, rags and other valuable and easily separated materials from the
mass, the remainder being controlled by pivoted guide plates.
It will of course be understood that the various clutches described in this system
of transferring and forcing the cars are for the purpose of stopping and starting
at will, whenever for any reason the usual continuous travel and speed is not
desirable.
There may be many little details of construction shown in the drawings which I
have omitted to specifically describe, such as the general course and direction of
line shafting, belting, steam and water pipes for general supply, and the like, but it
will be understood by those skilled in the art to which my invention pertains, or
who may be familiar with rigging and setting machinery, that suitable and customary
connections are necessarily required and made.
Having described the various steps involved in the method of treatment and the
construction, arrangement and operations of the several parts or devices constituting
the apparatus, I wish it to be understood that while I prefer to make the method a
continuous one in its various steps, I do not confine myself thereto, as I may if
desirable treat any one or more of the several constituents constituting the general
mass of garbage without being required by the genus of my invention to also treat
the remainder. In other words, my invention is designed to economically treat the
garbage by means of a continuous method so as to utilize all interchangeable
assistance or co-operation, but each of the series of steps in so far as they effectually
produce complete results in themselves, constitute independent methods, and need
not be necessarily associated with the others.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is :-
1. The method herein described for the treatment and reduction of garbage,
which consists in automatically delivering the mass to au apparatus or plant mounted
upon a floating and inovable bed or support, separating the valuable constituents
from the waste, cleansing and recovering the valuable constituents in marketable
and sanitary condition, and incinerating and reducing to ashes the waste products,
´substantially as hereinbefore described.

page_text: 2. The method herein described for the treatment and reduction of garbage,
which consists in automatically delivering the miss to an apparatus or plant mounted
upon a floating and movable bed or support, separating the valuable constituents
from the waste, cleansing and recovering the valuable constituents in marketable
and sanitary condition, and incinerating and reducing to ashes the waste products
and fertilizing the ash by admixture therewith of the fertilizing by-products
recovered from the treatment of the entire mass, substantially as hereinbefore
described.
3. The method herein described for the treatment and reduction of garbage,
consisting in delivering en masse upon a floating plant, separating the constituents
of such mass, cleaning and recovering such constituents as have a marketable value,
treating the sloppy and vegetable matters by extracting all moisture and vapors
under the influence of heat and recovering therefrom all by-products, delivering the
dried material into digesters or stills and distilling off the greases and recovering
the same, burning the waste products into ash, enriching the ash with the recovered
fertilizing agents, and grinding the ash and mixing the same with the digested and
dried slops, substantially as described.
4. In the method for the treatment and reduction of garbage, liberating the
volatile and gaseous products by the application of heat, precipitating the ammonial
compounds in water, recovering the other volatile and gaseous compounds and
utilizing the same in combination with liquid fuel for the complete reduction of the
matters subjected to incineration, substantially as described.
5. In the method of treating and reducing garbage, utilizing the heat employed
for incinerating to dry out the sloppy material and also to generate the steam
required for operating the plant, substantially as described.
6. In the treatment and reduction of garbage, the method herein described of
treating the various constituents in closed compartments subject to the influence
of exhaust currents and to the heat generated by incineration, and extracting
from the hot air currents all vaporous and gaseous compounds, substantially as
described.
7. In the method of treating and reducing garbage, the employment of the heat
generated in the incineration of the garbage as the agent for controlling and
operating the reduction process.
8. In the treatment and reduction of garbage, the combined steps of incineration
and reduction whereby the otherwise waste heat of the incinerating step or
process is economically utilized to perfect the reduction, substantially as set
forth.
"3
9. The process of reducing the slops proper which consists in evaporating all
moisture and delivering the slops in a dried and heated condition to the stills or
digesters whereby the production of all coffee water is avoided, and the material
delivered to the stills or digesters is in condition for immediate influence of the
digesting action, substantially as described.
10. The method of recovering the valuable constituents of garbage by
separating them from the mass and treating and cleansing them in closed com-
partments, drawing off all unhealthy or odorous bodies, and recovering the
valuable products in healthy and valuable condition.
11. The process of reduction of the slops proper, consisting in eliminating by
evaporation all moisture and gases, distilling the dried mass and recovering the
greases, burning the inflaminable vapors and gases, and washing and cleansing all
other vaporized constituents, substantially as described.
12. Separating the bottles from the mass of garbage, delivering the same through
a hopper and conveyor into a closed tank, subjecting them to the action of boiling
water, precipitating and extracting all vegetable and other matters, and removing
the bottles in cleansed condition, as set forth.
13. Separating the tin cans, pieces of metal and the like, from the mass,
delivering the same through a hopper and conveyor mto a closed receptacle and

page_text: subjecting the material to the action of boiling water or steam, substantially as
described.
14. Separating the rags from the garbage mass, then conveying the same through
a hopper and conveyor to a washing device, and extracting the grease and vegetable
matters, substantially as described.
15. Separating the rags from the garbage mass, then conveying the same
through a hopper and conveyor to a closed washing device, and extracting
the grease and vegetable matters and finally drying them, substantially as
described.
16. An apparatus or plant for the treatment and reduction of garbage, consisting
of a floating hull or foundation having mounted and secured thereon an adjustable
conveyor for elevating the garbage from the dump or scows; a travelling separating
apron hoppers and conveyors for the separation and distribution of various
materials; tanks and digesters for cleaning and distilling; an incinerating tunnel
and fireproof cars for incinerating the waste products; drying troughs and con-
veyors for evaporating moisture from the slops proper; wind tranks, water pans
and washers for conveying and extracting all vapors, gases and smoke; exhaust
fans for producing air currents; oil, solvent, and water tanks; pumps and con-
nections; steam boilers; line shafting; ash and dried slop bins and grinding and
mixing devices, substantially as herein before set forth.
17. The apparatus herein described for the treatment and reduction of garbage
mounted upon a floating foundation or hull and adapted to be transported to
different localities, substantially as and for the purposes hereinbefore set forth.
18. In an apparatus for the treatment and reduction of garbage, the elevating
device for delivering the garbage to be acted upon, consisting of a trough and
conveyor M, having pivoted or hinged thereto the closed adjustable foot N with
open scoop-shaped toe, the trough M and foot N each provided with conveyors
and means substantially as described for operating the same.
19. The conveyor trough M pivoted or hinged at its inner end, in combination
with the foot N hinged or pivoted to its outer end whereby the trough and
foot as a whole or independently of each other may be adjusted, substantially as
described.
20. In combination with the trough M, the foot N pivoted or hinged thereto,
the latter provided with a conveyor, the endless chain of which is guided within
channels or grooves in the faces of the foot, and means for operating the conveyor,
substantially as described.
21. The combination of the trough M provided with the cheek pieces 4, the
foot N adjustably pivoted in the upper ends of the check pieces, conveyors in
the trough and foot, and suitable means for operating the conveyors, whereby the
material elevated by the foot N at any adjusted position is delivered to the trough M,
substantially as described.
22. The travelling separating belt or apron O, in combination with the
hopper Q, K, and separating blades P, whereby the refuse and slops are auto-
matically delivered to their respective hoppers, substantially as and for the
purpose set forth.
23. The hopper O¹ divided into compartments, and communicating with inclined
conveyor chutes P terminating in switches Q' leading respectively to a series of
bottle washers R' whereby the recovered bottles are successively distributed for
treatment, substantially as described.
24. The hopper O' formed with compartments to receive respectively rags and
tin cans, pieces of ion and the like, such compartments communicating with con-
veyor troughs and conveyors therein, said troughs leading respectively into washing
devices D and B2, whereby the said materials are delivered for treatment,
substantially as described.
25. The bottle washers R' arranged in a series and communicating by conveyors
with a series of compartments in the distributing hopper O¹, whereby one or more

page_text: of the washers may be open to receive the bottles, while others may be closed and
in use, substantially as described.
26. The bottle washers R₁ provided at their upper ends with guiding
fingers or arms S¹ to direct the fall (neck down) of the bottles, substantially as
described.
27. The bottle washers R' adapted to be closed after being loaded, and provided
with means substantially as described for delivering water and steam to the interior
thereof, and also with an overflow grease delivery device near the top composed of.
the U-shaped pipe T', horizontal waste U₁, drip V, waste spout W, valves X¹,
and draw-off cocks Z', substantially as and for the purpose set forth.
28. The grease removing device adapted to be connected with the tank or
washer R¹, and consisting of the U-shaped pipe T', horizontal waste U¹, drip V¹,
waste spout W' and controlling valves X', substantially as herein before described.
29. The rag washers 12 constructed as described and provided with steam
jackets, means for introducing steam to the interior of the washers, and also to the
steam jacket, and with grease removing devices T', and pet cocks, whereby the
rags may be cleansed and dried and the grease and vegetable matter removed and
recovered, substantially as hereinbefore set forth.
30. In combination with the rag washers constructed as herein described, the
pipe H communicating with the interior of the washers and terminating in a
condenser or water tank 12, whereby all vapors eliminated by the heat of the
steam jacket are removed and controlled, substantially as described.
31. In combination with the washers, troughs or conduits adapted to receive the
emptied or withdrawn waters, said troughs communicating with the burnt ash
hopper S, whereby the ash is quenched and fertilized, substantially as described.
32. The incinerating tunnel composed of fire brick or other refractory material
mounted and built upon an open foundation composed of metal posts and channel
beams, substantially as described.
33. The tunnel formed with the flue M' and provided at each side with openings
into said flue, such openings being closed by doors Aª, whereby the flue M² may
be cleaned, substantially as described.
34. The tunnel provided with fuel ports having oblique side as described,
whereby an air poker may be introduced at various angles, sest intially as and
for the purpose described.
35. In combination with the incinerating tunnel, the jacketed water pan R
arranged below the arch V2 and provided with inlet and outlet water pipes,
substantially as described.
36. In combination with the incinerating tunnel the longitudinal conveyor trough W
arranged over the arch above the flue M², whereby the radiated heat from
said arch is utilized to act upon the contents of the trough, substantially as
described.
37. The trough W constructed as described and provided with the double
worm conveyors X, adapted to convey and macerate the material contained in the
trough, substantially as and for the purpose set forth.
38. The conveyor trough W extended beyond the tail ends of the conveyors X,
in combination and communicating with the transverse trough Y, the longitudinal
trough A and digesters C', substantially as described.
39. The closed trough W provided with the conveyors X and dams g¹ h³, in
combination with water supply and exit pipes, substantially as and for the purpose
described.
40. In combination with the closed trough W, provided with the dams g
and water supply pipe, the washer W³, substantially as and for the purpose
described.
41. The washer W' connected with the trough W and communicating by a
conduit pipe with the ash hopper S, substantially as described.
42. The washer W communicating with the ash hopper S and provided with
the fume conduit pipe ¹, in combination with the exhaust S', the flue M' of the

page_text: incinerating tunnel, and a conduit between the exhaust S2 and tunnel fluc.
whereby the liberated fumes are conducted into the tunnel. substantially as
described.
43. The washer W' communicating with the ash hopper S and provided with
the fume conduit pipe k, in combination with a suitable exhaust, substantially as
described.
44. In combination with the exit end of the tunnel, a hollow ash remover
secured in position over the path of travel of the cars and extending slightly into
the tunnel and adapted to remove the ashes from the cars, substantially as
described.
45. In combination with the exit end of the incinerating tunnel, the hollow ash
remover Z projecting slightly within the tunnel and over the path of travel of
the cars, and provided with the vertical space, substantially as and for the
purpose set forth.
46. The ash remover Z¹ of triangular form and constructed with horizontal and
vertical spaces y,, whereby the ashes forced into the remover by the movement
of the cars is deflected into the vertical space or conduit, substantially as and for
the purpose set forth.
47. The ash remover constructed as described and provided with the water
jacket, in combination with a suitable water supply and exhaust whereby the
remover is protected against the action of heat, as described.
48. The hepper S provided with a water jacket a¹, in combination with a
suitable water supply and exhaust, substantially as described.
49. The hopper S provided with the spout e' and conveyor T, in combination
with the crushing device U, substantially as described.
50. The hopper S provided with the spout el and conveyor T, in combination
with the crushing device U, conveyor f' and bin V, substantially as set forth.
51. The bin V provided with the spout K₁ and charger I, and the bin H¹
provided with spout K and charger 1, in combination with the chute L' and a
suitable grinding or pulverizing device M', whereby the fertilized ash and dried
and digested slop residuum may be mixed and ground, substantially as hereinbefore
set forth.
52. In combination with the grinding and pulverizing device M³, the adjustable
spout or trough N', substantially as and for the purpose set forth.
53. The incinerating tunnel formed with the drop 6 in the arch at the rear end
and with the throat p, whereby the products of combustion are deflected into the
flue M³, substantially as and for the purposes set forth.
54. The flue M² of the incinerating tunnel communicating laterally with the
housing N through passages 02, in combination with a series of boilers mounted in
the housing, and with one or more flues Y in the breeching communicating with
the exhaust exit, whereby the heat is utilized to generate steam in any one or
more sets of boilers, substantially as described.
55. The flue M² of the incinerating tunnel communicating through a series of
damper controlled passages O into the housing N2, a series of boilers mounted in
the housing N, a series of damper controlled passages Y in the breeching, and
communicating with the exhaust exit, whereby the otherwise waste heat may be
utilized to generate steam alternately in one or more of the sets of boilers, as
herein before set forth.
56. In combination with the flues Y in the breeching, of the housing N2, the
closed washer P' located between the flues Y' and the exhaust exit and supplied
with running and falling water, substantially as described.
57. The washer P' provided with a water inlet pipe and a series of horizontal
alternating and overlapping water pans with perforated bottoms whereby the water
is caused to drip through the bottom of the pans and also to flow over the edges,
substantially as and for the purpose set forth.
58. The series of digesters C arranged beneath the gated delivery trough A¹, a
series of solvent tanks c arranged above the digesters C¹, a series of solvent

page_text: evaporators and separators y), valve controlled communicating pipes between the
tops of the digesters and the tops of the solvent tanks and separators and
evaporators y, valve controlled pipes u¹ communicating between the bottoms of the
solvent tanks and the bottoms of the digesters C³, valve controlled communicating
pipes between the bottoms of the digesters C and separators and evaporators y',
steam pipe communicating with the series of digesters C' and separators and
evaporators y', suitable pet cocks in the digesters and separators and evaporators,
and suitable closed man-holes in the digesters all substantially as and for the
purposes hereinbefore set forth.
a
59. In combination with the series of digesters, solvent tanks, and evaporators
and separators, the conveyor trough D' adapted to receive the tankage from the
digesters C', and the transverse conveyor trough F and bin or receptacle H' whereby
the tankage is deposited in proximity to the ash bin V, substantially as and for the
purpose set forth.
60. The digesters C' provided with the removable caps and closed man-hole l
and formed with the fluted steam jacket n' communicating with the steam space at
top and bottom, and further provided with the secondary or false bottom o¹, sub-
stantially as and for the purposes set forth.
61. The separators and evaporators communicating with the solvent tanks and
digesters and steam supply pipe, and provided with a double open and closed fighted
conveyor and evaporator, whereby the greases flow helically toward the bottom
while at the same time under the influence of heat the solvent is evaporated and
rises through the pipe 2 and is returned to the solvent tanks c³, substantially as and
for the purposes set forth.
62. The stationary conveyor 2¹ consisting of a series of closed and open helical
flights alternating with each other and surrounding an axial stem or shaft,
substantially as and for the purpose set forth.
63. The stationary conveyor' consisting of the series of helical open and closed
flights arranged vertically in the evaporator and shell y', the closed flights commu-
nicating respectively at the top and bottom with the grease delivery and exit pipes,
and the open flights communicating with the steam space within the shell, substan-
tially as described.
64. The conveyor composed of closed and open helical flights, the former
communicating at the top with the grease delivery pipe w' and also with the solvent
vapor pipe, substantially as described.
65. The solvent tanks and condensers c³ communicating with the digesters C₁
and evaporators and separators y¹ and provided with continuous open and
closed flighted water conveyors &², substantially as and for the purpose set forth.
66. The solvent tanks and condensers & communicating with each other and also
with the digesters over which they are respectively located, and provided with a
continuous water condenser, passing through the series of solvent tanks whereby the
entire supply of solvent is available independently of the number of digesters in
use, and whereby also the condensing influences of the continuous condenser i
availed of, as herein before set forth.
67. The water condenser d composed of a series of alternating closed and open
flights, the former communicating with a suitable water supply, substantially as set
forth.
68. In combination with the series of tanks and condensers c² provided with the
helical water condensers d², the water tank B³ and suitable connections therewith,
whereby the water condensers d² are continuously supplied by gravity with water,
as hereinbefore set forth.
69. In combination with the solvent tanks and condensers c³, the general supply
reservoir K located under the projection B of the floating support, and suitable
connecting pipes and pump, substantially as described.
70. The reservoir tanks K arranged upon hangers J beneath the projection B,
substantially as and for the purposes set forth.
71. The general supply fuel oil tank K arranged beneath the projection B and

page_text: communicating with the hydrocarbon burners in the tunnel through the medium
of a conduit stand pipe X and pump w, whereby the liquid fuel may return to
the general reservoir tank K without flooding the boat in the event of accidents.
72. The combination and arrangement of the capstans C³ located at each end of
the boat, the endless wire rope D³, the concave winding drum E³ mounted upon the
shaft H³, the guiding sheaves or pulleys F, and suitable means for rotating the
shaft H³ whereby a slow continuous movement is imparted to the rope D³, substan-
tially as and for the purpose set forth.
73. The means for transporting the empty cars laterally to and in alignment
with the front or initial end of the tunnel V, consisting of the platform Q³ mounted
on trucks R³ resting upon hanger rails S³ secured to the deck beams, in combination
with the endless rope N³, drum M³, sheaves O³, P³, and the grip device consisting
of the yoke U³, handle bar V³, rock shaft X' and blocks or plates Y, Z³,
substantially as shown and described.
74. In combination with the side transfer at the forward end of the tunnel and
the similar transfer at the rear or exit end of the tunnel and the cars provided
with the shoulder I, the track rails A¹ the contmuous chain B', provided with
spurs H*, and passing around the idler at the rear end of the plant and around the
sprocket C on the shaft E' mounted upon the drum frame 13, and means for
rotating the shaft E, substantially as hereinbefore described.
75. The grip mechanism consisting of the yoke U³ provided with the three
notches as described, the vibrating handle bar V secured to the rock shaft X, the
plate or block Yung to the rock shaft, and the block ³ secured to the under
side of the transfer whereby either one or the other sweeps of the rope N³ may be
gripped, substantially as and for the purpose set forth.
76. In combination with the side transfer Q3 at the front end of the tunnel, the
endless chain U passing around the sprocket T' and idler V, and provided with
spur H and means for rotating the sprocket T whereby the car on the side
transfer is pushed into the tunnel, substantially as described.
77. The means for rotating the shaft S upon which the sprocket T is fixed,
consisting of the series of shafts L* connected by pinions and gears as described
with the shaft J, the beveled or crown gears N, O, the longitudinal shaft P and
bevel gears Q, R4, the band clutch pulley M on the first shaft L, and suitable
means of connection between the pulley M and the line shafting, whereby a slow
and powerful force is applied in rear of the car to push the same and its predecessors
into and through the tunnel, as hereinbefore described.
78. The floating support A having the steel ribs C, sheathed to constitute the
hull, braced and tied by the channel beams E and provided with the longitudinal
bulk-head composed of vertical studs D, forming a rigid support for the open
frame-work upon which the tunnel is erected, substantially as described.
79. In combination with the hull A, bulk-head composed of studs D, and tunnel V2,
the buck stays constituting braces to prevent lateral thrust of the tunnel, and
also serving as supports for the ridge 100f G, substantially as described.
80. The frame-work for supporting the tunnel V2 composed of vertical I-beam
posts secured at their lower ends to the channel beams E and buck-stays j by
L-beams e, and having secured to their upper ends L-beams g to form a footing for
the masonry of the tunnel, substantially as described.
81. In combination with the I-beam posts /, L-beams g, and tunnel V2, the
steel Z-shaped plates arranged to constitute a sand seal, substantially as and for
the purpose set forth.
Dated this 23rd day of May 1895.
JENSEN & SON,
77, Chancery Lane, London, W.C., Patent Agents.