The Iron Age 1888-03-15: Vol 41

THE IRON Joliet’s Industries. On the 28th ult. a very interesting meet- ing was held at Joliet, [ll., by the Busi- ness Men’s Association of that growing city. After discussing an elaborate menu the members and their invited guests listened to a number of speeches by gentle- men prominently connected with Joliet’s industries. Among the principal speeches of the evening was a thoughtful review by Mr. William R. Stirling, treasurer of the Joliet Steel Company, who took for his text ‘‘ The Bessemer Steel Industry in Its Relation to the United States.” Mr. Stirling clearly showed by a series of sta- tistics on the development of our natural HOISTING PLANT AT THE MINES OF resources that the manufacture of steel had revolutionized the freight traffic in this land. He quoted the following figures, which are certainly startling: ‘‘Qn the Lake Shore and Michigan Southern in 1870 out of the total 2,978,725 tons of freight carried, 154 per ceni. con- sisted of coke, coal, stone, pig and other iron and 42} consisted of grain provisions, agricultural products and animals. On the same road in 1886 out of 84 million tons freight carried, 35} per cent. consisted of coal, iron, &c., and only 28 per cent. of grain and agricultural products. (The per centage of merchandise and other articles had risen, moreover, from 15} to 19} per cent.) You will observe that the total tons of coal, iron, &c., in 1886 were alone equal to the entire tonnage of freight carried on that road in 1870. On the New York Central Railroad in 1867 58 per cent. of the total freight traffic consisted of ag- ricultural products. In 1886 this had fallen to 35 per cent. And so the story might be repeated by quoting figures from many other roads.” Another interesting statement by Mr. Starling was the following: ‘‘I think THURSDAY, MARCH 15, 1888. you will be surprised when I state that it required the consumption of 4% tons of raw materials at the works of my company (and they are as well located as any) in 1887 in the manufacture of each ton of rails that each ton of raw material was moved an average distance of 412 miles at un average freight cost of $2.04 per ton or, in other words, the outlay for freight on materials used for each ton of rails manufactured amounted to $9.53." Mr. John Lambert, the well-known president of the Lambert & Bishop Wire Fence Com- pany, in some brief remarks gave the fol lowing statistics of Joliet’s principal fac tories: ‘* The steel mills produced more tons of steel rails in 1887 than any other Fig. 1.—General View. THE CLEVELAND IRON MINING CO., THE WEBSTER, CAMP & LANE MACHINE CoO., works in the world—viz., $7,585,000 worth. They employ 1700 men, paying out $1,500,000 per year. The wire and barb wire business of this city employs 2250 men and pays out $1,522,000 per an num and make a product of $9,850,000 per year. This is the largest product of any city 12 the United States. In 1887 we made 24,900 tons of barbed wire, enough to make a three-strand fence around the | globe.” i Mr. Albert Frick, last month, before the Interstate Commerce Commission, stated that the average weight of freight carried in less than carload lots in 11 ton cars, was 54 tons, while in carload lots they contained 14} tons. This average weight of loads in cars was ascertained from 1672 carloads and 4112 less than carloads forwarded from New York to the Western termini of the trunk lines, over six trunk lines in the last half of the months of June to August, a seperate month being taken for each Trunk Line, so as to present as near as possible the average conditions of the business during half a year. The highest average loading per car of C. L. freight was on the Penn sylvania Railroad in September—say 15 tons per car; end the highest average loading of L. C. L. freight was on the Baltimore and Ohio Railroad in August 1887, 7 tons per car. a Improved Hoisting Machinery We print in this issue engravings show ing a general view and details of one of the improved hoisting plants manufactured by the Webster Camp & Lane Machine Company, of Akron, Ohio. The plant consists of four drums, 8 feet diameter, having a capacity for 1150 feet of 1}-inch wire rope, driven by two AT ISPHEMING, MICH., BUILT BY AKRON, OHIO. engines, 22-inch bore 42-inch stroke, hav- ing adjustable Meyer cut-off valves. These drums are intended for independent hoist- ing especially for iron ore—each drum hoisting from a different shaft or skip road, using the Cornish skip or self-dump- ing car. The engines are intended to run at full speed, controlled by a governor which, in this case, is placed on the steam pipes under the floor. The cut-off valves are adjusted by a hand wheel, located on operating platform. The gear wheels are loose on drum shaft, as shown in the sectional view, Fig. 2, with a taper composition bushing in the hubs, which can be removed for renewal without taking out the drums. The gears, as shown, have a friction ring on the inside on which the driving friction of the drums engage. The clutch is of an improved band-friction type, specially designed by the builders, and is shown in detail in Fig. 3. The driving band is lined with vulcanized fiber, though bass- wood blocks are largely used. Automatic lifters are employed to raise the band from the surface when the band is loose. The friction clutches are connected with, and ied oe aaa 452 operated by, the lower hand wheels shown on the operating platform in Fig. 1. The upper hand wheel is connected with the lowering brake which is a powerful band brake lined with basswood blocks. The advantage of this method of applying the clutch is that being inside the drums, the plant is made more compact and the drums are noiseless in their operations, and the empty skip may be lowered back with as yreat rapidity as the condition of the tracks will warrant, in some cases running back 1800 feet per minute, The ease and cer- tainty with which drums can be operated make them well adapted to their work. The plant illustrated is in use at the mines of the Cleveland Iron Mining Com- pany, at Ishpeming, Mich. A 12-foot plant of the same style is in use at the Ludington mine, Iron these THE IRON AGE. explosion, to insure its perfect work, and herein consists one of the chief and dis- tinguishing merits of this invention. The havoc and wrecking power of Lieutenant Graydon’s projectile, are, of course, in- tensified by the velocity with which it travels and the tamping or soKdifying thus imparted to the explosive, augmenting its force, whether in the penetration of armor or other obstruction. —_—— The Breakage of Heavy Forge Steel Shaftings. Mr. M. H. Koppmayer, who is nected with the Pencoyd Works, near Philadelphia, has lately contributed to Stahl und Eisen a paper embodying the | general results of a series of experiments | axis of the shaft. cCon- | March 15, 1888 After filling them they were singly heated on their circum ference either by Bunsen burners or in a | forge fire to a temperature about equal to 'that created by a hot box. The disks thus heated were plunged into water and moved about in it, were thoroughly examined, ‘dried and heated again, this manipulation being repeated up to 50 times. The idea was to imitate as closely as possible the conditions existing when a heavy shaft is heated by a hot box and is cooled again by a stream of water, with the object of tracing the changes thus brought about in the interior of the shaft. The greater number of the disks, especially in the case | of those whose core was only porous or had smaller or larger round or oval cavities without jags, fractures or cracks, the | heating and cooling could be repeated 50 Mountain, Mich. | which have been carried on over a num-/|times and over without leading to any Fig. 2 and 8. DETAILS OF HOISTING PLANT AT The company also furnish these plants with automatic cut-off engines of the style illustrated in The Iron Age of April 15, 1886. ——— The discovenes of Lieut. James W. Graydon, late of the United States Navy, have proved, beyond a doubt, and by se- vere and satisfactory tests, the adaptability of higa explosives to the practical uses of war, and that dynamite and its kindred substances may be utilized with phenom- enal effectiveness, even in the firing of ord- nances as at present constructed. Lieutenant Graydon’s invention consists in firing dyna- mite shells from modern guns or cannon, with the full service charge of powder and with no danger from heat or shock, at the same time securing the entire range de- sired and the complete penetration of the target by the shell before the dynamite is exploded, the penetration being absolutely necessary in order to obtain the full de- structive power of the explosive. It has been shown by different experiments, both in the United States and abroad, that the projectile must effect a penetration before THE MINES OF THE CLEVELAND ber of years. Mr. Koppmayer found in investigating broken steel shafts that all of them showed interior defects, which could either be traced on the surface of the fracture or could be found by turning | These interior | them off near the break. defects generally appear in the form of porous or unsound spots, as cracks and ir- regular cavities, the size of which increases with the diameter of the shaft, and which are generally distributed along the axis. There may be some difference of opinion, whether or not these defects are due to casting of the ingots or were created or rendered worse during the forging, but it is a fact that such defects are found in heavy forged steel shafting, even when extreme care was taken in their manufact- ure and, when, after turning and break- ing, they showed a sound surface and a homogeneous core. Mr. Koppmayer has made the following experiments to show that these interior defects may lead to breaks: From heavy shafts, in which such defects have been found, a series of disks about 4-inch thick | were taken by cutting vertically into the IRON MINING CO., AT Vertical Section and Side View of Drum, Showing Clutch Arrangement, ISPHEMING, MICH changes in the structure of the disk. With others, especially those showing a core with cracks, fractures or irregular cavities with sharp edges, it was observed that when so treated a short, fine crack was formed, starting from the defective place. In the case of one disk this was observed after the eighth heating, with three others only after a much longer period. In the case of two disks the treatment was continued after the ap- | pearance of the fine cracks, and it was shown that it grew longer during the heating. When the disks were again cooled in water and reheated the crack grew longer again. This process pro- ceeded slowly in the beginning, but grew as the crack approgched the surface of the shaft. Sometimes the crack en- larged suddenly, a slight noise accompa- nying the fracture. In all the disks treated in this way not a single case oc- curred that the crack started on the sur- face of the shaft. Mr. Koppmayer con- ce des that the chemical composition of the steel, shocks and blows and defective mounting may favor the formation and the March 15, 1888. growth of interior cracks, but when a comparison is made between the phe- nomenon observed on the treatment of steel disks as carried through and the character of broken steel shafts, a striking similarity will be noted. An explanation is furnished of a good many breakages of heavy forge steel shafts. In the case of most of them the cracks can be shown to have some relation with the defective spot in the interior of the shaft, and the gradual development of the break may be observed. Generally they take place in or near the bearing—that is, at such points where they have become hot. Cracks in shafts of this class are serious, because they extend in the interior, and when the shaft happens to be heated again, may bring about a fracture. The longitudinal crack, as ex- perience has shown, when extending fiom the bearing, gradually turns and _ finally extends squarely across the shaft. The experiments with the disks had lead Mr. Koppmayer to the conclusion that interior defects may cause a fracture, and with this as a starting point, he instituted | further experiments with the object of | possibly proving that if these interior de- fects can be removed, then the cause for breakage is avoided. This he did by bor- | ing out the defective spots. He chose two | disks which had anal shown the begin- ning of the formation of cracks resulting | from interior defects, and in which the repetition of his manipulation would have | caused their extension to the surface of | the shaft. After drilling out the entire | core, two disks were treated exactly in the | same way, but it was impossible to observe | the formation of a crack even after 50| repetitions and after the heating had finally | been carried to redness. This would ap- | pear to confirm the accuracy of the suppo- sition that the removal of the source of | danger avoids the possibility of breakage. | When the diameter of the core removed bears the relation to the diameter of the shaft as 1 to 3, the strength of the latter is not appreciably decreased; still, on the | other hand, it furnishes a guarantee that | in most circumstances all interior defects, as they occur in heavy shafts, are removed. The boring out of shaft and crank pins is costly, but the additional expense is more | than compensated for by increased safety | and durability. ——— The Syracuse Steel Foundry Company, of Syracuse, N. Y., is a new corporation which succeeded on the 1st of January to the steel casting business that had been es- tablished by the Frazer & Jones Company 18 months previously. In this short pericd the business grew too large for ex- isting facilities, and new arrangements were rendered imperative. A 10-acre tract of land in a western suburb of Syra- cuse, lying between the Auburn branch of the New York Central and Hudson River chased on account of its desirable location, and new works were erected, which were occupied in January. The old works con- tained asingle 16-pot crucible steel furnace. The new establishment is of treble that capacity, containing three 16-pot furnaces, capable of producing from two to three tons of steel castings daily. The building now inuse isa one-story frame, 190 feet by 160 feet, but extensions will be made whenever deemed desirable or rendered necessary. At present only crucible steel castings are made, with amaximum weight of 900 pounds, but the erection of an open- hearth steel furnace is contemplated to make large castings. The facilities of the works are now of sucha character that a casting for a break-down job can at any time be turned out in 48 hours after the pattern is received. The nature of the metal in these castings does not make it necessary to put them through a tedious annealing process, as they are soft and THE IRON AGE. tough without it, but merely a few hours’ heating to relieve casting stresses is deemed advisable when it can be done, the saving of time thus accomplished being an impor tant factor in getting hurried orders out quickly. The fact should be noted that the change in the name of the company does not carry with it a change in pro- prietors, the ownership and management continuing as before. Fred. Frazer is president, Geo. P. Hier, vice-president, R. W. Jones, secretary, and Geo. S. Hier, treasurer. s<immliiaiat A Flexible Piston Rod and Elbow for Pumps Heretofore it has been absolute ly neces sary where wells have exceeded 20 or 25 feet in depth to place the pump standard directly over the well, so that the cylinder Flexible Piston Rod and Elbow, made by the Goulds Vfq. C'o., Seneca Falls. N. Y. would be in direct line with the standard above. The Goulds Mfg. Company, of Seneca Falls, N. Y., however, are now introducing what is known as Schrankel’s flexible piston rod and elbow, which makes it possible to place the pump stand ard at apy point desired without reference to the well. There may, in fact, be a | separation of several hundred feet and yet Railroad and the Erie Canal, was pur- | the pump, we are told, will work no harder than if it was used in the old-fashioned way. The engravings, which we annex, will explain the nature of the device. <A 90 elbow, of which two will be required where the top of well and the bottom of pump standard are situated in the same horizontal plane, or nearly so, is made of cast iron about 2 inches square in- side, in cross section, with slotted ears at either side of each end for bolting on the gas pipe connections, into which the con- necting pipes are screwed. In anelbow of this description, for a 6-inch stroke pump, the ficxible rod consists of six 2-inch turned-iron rollers, fitting the elbow at the top and bottom to prevent buckling. These rollers are connected together by brass straps or links, with steel shafts pass ing through their centers, forming axes of the elbow as the pump lever imparts the reciprocating motion. There is ample room on each side of these rollers and $53 straps for the water to pass up in its ascent to the standard, the effort required in the operation being no more than in ordinary pumping. The roller sockets are made of brass and iron, and roll back and forth in the pipe with trifling resistance, thus contributing to the easy working of the pump. These flexible rods, we understand, have already been used in a number of places with most satisfactory — results. \side from the uses already mentioned, they admit of supplying two or more pumps from one well. a Cable Systems for Street-Car Propulsion. Messrs. Doane and Plimpton, engineers of the West End Street Railway Company, of Boston, Mass., have just submitted to the company a report on the cable railway systems of a number of cities, including Chicago, St. Paul, Kansas City, St. Louis, Cincinnati, Philadelphia and New York. From it we extract the following interest- ing particulars : All the compani s have from two to four times as much engine power available as they are hkely to use at any one time, and one and one-half to two times as much boiler power. All engines with automatic cut-off. South Chicago.—At Twentieth and State streets there are a pair of engines of 500 horse-powe r each, and a duplicate set, making 2000 horse-power altogether, run ning 20 miles of cable. At Cottage avenue ind Fifty-fifth street (Hyde Park) two en- gines, 1000 horse-power each, running 10 miles of cable. At State street and Fifty second street, one pair 250 horse-power engines, equal to 500 horse, running about tive miles of cable All of the above are of Jerome Wheelock make, Worcester, Mass. North Chicago.—Two pairs of engines of 500 horse-power each, cylinder, which gives 2000 horse-power, to run about eight miles of cable. Engines made by Robert Wetherell, Chester, Pa. St. Paul. A double engine, each cylin- der 314 horse-power, equal to 628 horse- power. No spare engine, but one cylinder can be detached. Torun five miles of cable. Makers, Allison & Son, Port Chester, Pa., and it is such an engine as is used at the Pennsylvania coal mines. Kansas City.—The Metropolitan Com pany runs the Hamilton Corliss engine at both its houses, double, each 450 horse- power, equal to 18,000 horse-power. They can be coupled together orrun separately ; 164 miles of cable. The Grand Avenue Calle Company, at Grand avenue and Fif- teenth street, have a pair of Reynolds Cor- liss engines, each 423 horse-power; can be run separately or together; runs three ropes of 14 inches length altogether. Maker, Allis, of Milwaukee. St. Louis.—The Citizens Company have a pair of some type of Corliss engines, of St. Louis make, each 500, equals 1000 horse-power; can be run together or sep- arately. They are now running 5% miles, and expect soon to run 12 miles of cable. Cincinnati.—Walnut Iills station; two separate engines, can be run together; Hamilton Corliss make; one about 415 horse-power; the other 540 horse-power, or 955 horse-power; run eight miles of cable in two ropes of about four miles each. Philadelphia.—There are at the Sansom street power house two engines, each 250 horse-power, running eight miles of cable on Seventh and Ninth streets. They are of the Wetherell make. New York.—A pair of Wright engines, about 475 horse-power each, running 11 miles of cable; can be run together or separately; also a small engine for run- ning the extra cable slowly. Cars hee eee 2 | iv tt at a waa x : > ps 3 Aap . tf: i: * ae &s rN se) i . : 7 . 7 >. “ ‘ae Ts : ue » E : we . é . bal My a Ss si J 7 bi AS e - --—— ppt Pe ew es awe <6 54 THE IRON AGE. March 15, 1888. The horse-power of engines per mile of | ing the dropping of the cable, unless it is| ing below the floor while its top is flush cable is as follows: | Horse-power. | South Chicago, Twentieth and State...... 100 South Chicago, Cottage, Gro. av. Hyde PL + ksh cht Conceness ub khhaes KoeeERbaNs 200 South Chicago, State and Fifty-second DR chs sé sesbckehsceeneneeaneesek aoe 100 North Chicago, will add more cable....... 250 PE talk ccovdsnbencebauauseedpeaneses 125 Kansas City, Metropolitan railway........ 110 Kansas City, lieonl Avenue railway...... 69 St. Louis, Citizens’ Railroad Company. 83 CNEL... . 5000 sa» kas eo kane Philadelphia, Sansom street......... 62 | rie eeunicheneeseceee It will be seen from the above that the average practice is to provide a fraction over 100 horse-power for each mile of | cable run. This power consists one-half in the necessary power to run the cable to speed with its load of cars, with some- what of surplus, and one-half in a reserve power, which is to be brought into use in case of a breakdown or in case there is need of repairs. The boilers generally in use are horizon- tal, 5 feet in diameter, 18 feet long, set in batteries of three or four. At South Chicago the tripod boilers of the porcupine type are being used. They are quick steam makers, and are said to be econoni- cal of fuel, but have hardly been in use long enough to test their wearing quali- ties. The universal size of the cable now in use is 1} inches in diameter. It is made of six strands, each of several wires twisted, and the whole twisted about a central core or strand of hemp. In splic- ing the ropes the six strands are untwisted from 15 to 60 feet on each end. The two | pered; in Philadelphia, soft cast iron, and ends to be joined are then placed together, so that those untwisted strands from one end alternate with those from the other end, and the original twisted parts are in close contact. A strand is still further un- twisted, and is replaced by the opposing one from the other rope, and so on, half one way and half the other. The ends of the six strands are cut off at different points, the center hemp strand is cut out at these points, and the ends of the wire strands are pushed into its place. The cut ends are in this way left in the center of the rope, and the spliced rope retains its original size all through The cables weigh 24 pounds per foot. Their maximum wear is about 12 months in time or 60,000 miles in distance. When they have stretched 1 per cent. in length they are supposed to be worn out or no longer safe. The cables largely in use are made bythe John A. Roebling’s Sons Company, Trenton, N. J. Cables should not be exposed to water running in con- duit, as it takes off the tar and oil, and they never should drag in the dirt, as that wears them out and all parts with which the rope comes in contact in its passage. The following table shows the speed of cables: Miles Miles of per cable. hour. South Chicago. . ; oii alana 7 South Chicago. Fate , Seca 1014 South Chicago. bik 5 ane oe 11% South Chicago. . ; 5 14 South Chicago..... .. 10 14 North Chicago cece cae 8 St. Paul.... . 5 8 Kansas City ; ~ @ R1 Kansas City.... ... 2 7h Kansas City 6 Ri, ee ea ; ibe ch wie 8 ce UG CaS S beh sien k's ba os s 8 NS on 56 dba s be ne os ons 8 . ee ee S The principal grips seen are known as | the Hovey grip (in use in South Chicago and one very much like it in New York), the Root grip, in usein Kansas City and St. Louis, and the Lane grip, in use in Cin- cinnati—all of which are vertical working grips, that is, they take hold of top and bottom of cable. There is another style in use in, Philadelphia, which grips the cable horizontally; the two jaws are hinged below the cable. and so prevent- lifted out. Grips and all their parts are made to patterns and interchangeable, at a cost of about $100 each. Each grip car should be provided with two grips, one of which is idle or in the shops. The ma- |terial used in contact with the cable is |various. In South Chicago brass is used; in Kansas City and St. Louis, soft cast iron; in Cincinnati, Jessop’s steel, untem- in New York, cast iron. The cable, while in the grip of the car, runs about 12 inches below the street surface. There are three principal styles of cars in use. The South Chicago Company uses a grip car, which is an open car, with the grip man standing in the middle. He has a good view of the surroundings, and is himself not in especial danger in case of a collision. To it from one to two or three or four common horse cars may be hooked on. Another, in use only on the | Grand avenue line, Kansas City, is a com- bination car, open in the front part, in the center of which the grip man stands, while the rear end is a box or covered car. Each part sits 20 passengers, or 40 in all. They are eight-weeel cars, running on two trucks like steam cars. The third, and the style in most general use, for instance, at St. Paul, St. Louis, Cincinnati, Phildel- phia and New York, is a common box car, | with the grip man on the front platform. The experience in regard to thé horse- power required to haul a car are very varied : Horse-power Miles per car. per hour. : . South Chicago..........s0.s0. 5 7 i COND. ts stasenewanwe 216 12 eT a ee 4 8 ee eee 6 8 ee PRES ore 7 S Se Big S NS 11g 8 i ee rs 9 s This table is a very unsatisfactory one, varying from 14 to 9 horse-power per car for the same rate of speed, and the actual fignres may vary considerably from these results, made up from hastily gathered data in part, and in part from statements of superintendents or engineers. It may be said that the lines in Chicago, St. Louis and Philadelphia traverse routes nearly level, while those in Kansas City, Cin- cinnati aud New York have steep grades, At Kansas City, on the Ninth street line, there are portions of the route where grades are 154, 164.and even 18} feet per 100. On the Vine street line, Cincinnati, 8 feet per 100, and on Tenth avenue, New York, 7 feet per 100. The horse-power per car seems to have a close relationship to the amount of business done upon the various lines. Chicago had at one time 330 cars upon the various lines. Kansas City Grand avenue line has, ordinarily, 30 cars running; St. Louis Citizens’ line, 48 cars; Cincinnati Walnut Hill line, 40 cars; Phil- adelphia Seventh and Ninth, 60 cars; New York, 40 cars. It would seem from the above that the putting on of cars did pot very much increase the required engine ing the unloaded cable. In some cities cars are warmed by stoves. This is true of the line at St. Louis. In others, as at Kansas City and New York, they are warmed by some chemical action, taking place in heaters placed beneath the beside the room the stoves occupy, is that they warm the air which is in the car, and as soon as it becomes foul it is more objec- tionable than when cold. The best system we found in use, as it seemed to us, was at South Chicago, where a hole is cut in the floor of the car, beneath the seat on one | side the center, and down through this is droppe la cast iron stove, the fire-pot hang- | with the same. It has a cover like a cook stove which can be lifted from within, and the fire can be replenished from a box of coal carried under the seat at the end of route or when the car has no passen- gers. The smoke pipe is a straight iron pipe, some three inches in diameter, run- ning up just at edge of seat and through the roof. This pipe is protected by bars or netting, and it does not displace even one passenger. The casting about the | stove is pierced with hoies, so that heated |fresh air rises into the car and displaces the foul. It furnished about the required amount of heat, as a car which carried six passengers showed a temperature of 55° when the outer air was at 20°. ———— Hewitt on Labor Tyranny. At a dinner of the Williams College Alumni, Mr. Abram 8. Hewitt is reported to have uttered the following sentiments: We have very difficult problems in this age with which to grapple. They are not to be settled by declamation. I trust they will not be settled altogether by em- piricism. We have new creative forces, powers which produce wealth beyond the wildest dreams of avarice. How are our problems to be solved—by the sword as in the past or by reason and reflection/ Surely reason must prevail. We must dis- cuss what are the rights of man, and what privileges will stand the test of reason. The fundamental doctrine, the underly- ing principle of the best institutions, of the noblest laws, is the right of the indi- vidual not only to control himself, but to power, but had the effect only to decrease | the horse-power per car. It is therefore | probable that allowance enough has not | been made for machinery friction and haul- | jseats. The objections to these methods, | manage his own property, the production of his, own hand or his own mind, in his own way. This fundamental right is now in danger. It is in danger from the ignorant rich and the ignorant poor; and here lies the mission of the colleges, to train the mind that it may draw the line between right and wrong, to lay down the correct premises and come to just conclusions, to have the patience to investigate every phase of nature and of morals, and so reason out a system under which every class may have its rights and none may be deprived of its rights. What is all the tyranny of the past compared with the ‘claim which is deliberately made in this country now, that it shall be in the powerof one man—call him Powderly or call him Arthur or call him what you will—to paralyze the entire industry of the United States? Was there ever in the history of man a despot who laid claim to any such power as that?) Where, at any time in the | history of the race, has it happened that a conclave of 10 or 12 delegates should be sitting in a room, as there are to-night, to determine whether the bread and the fuel | and the necessaries of life’ should be with- held from those who are ready to work, and are working for the support of them- | selves and their families? Whois to stand up in this crisis and preach the truth? If the men who have been trained in college, in the mathematics, in the humanities, are cowards, and because they want votes are afraid to get up and preach the truth, then God save the republic, for man cannot do \it. Hence I want the graduates of the colleges of the country to understand that they have a high mission, a greater one than Peter the Hermit thought he had when he led the hosts of the Crusaders to | rescue the Holy Sepulchre. Ah, that is a sacred spot; but there is something more sacred than that. It is the right of men to govern themselves, to be their own masters, and not to be the slaves of irre- sponsible power sitting in secret and usurping the function of government. But I have not lost faith in the common sense of the people who for 100 years have maintained free government on this conti- nent. Men who were willing to spend March 15, 1888. $6,000,000,000 to preserve the form, the fabric and machinery of free government ought to be ready and willing to sacrifice that amount twice over 1n order to preserve the substance and spirit and conscience of free government. senieliieaciciasabaeitic Improved Crank-Pin Machine. Messrs. Pedrick & Ayer, of Philadel- phia, Pa., have made some improvements in their crank-pin machine, which will, perhaps, be better understood from the annexed engraving. The tool is easy of access and readily adjusted. The wear can be taken up. It is lighter in weight and much easier to handle than the older form. It will quickly and accurately true up crank pins, taking off that part of the pin that is eccentric only and leave the | fillets at the corners. It will feed either | way and fit any size pin, and will go over the collar of a consolidated engine pin. For very small pins a collar is slipped into the circular cutter-head and tool fastened to it so it will not project far enough to spring. The end of the machine next to THE IRON AGE. Australian Lead Mines. The lead mines of Australia, according to the London Statist, are proving to be much more productive than had been an- ticipated. The output has steadily in- creased, and is just now increasing very rapidly, and the ore is found to be rich in silver, though, of course, not nearly so rich as the famous American mines. One of the great shipping companies was asked recently to contract for the conveyance from Australia to this country of no less than 600 tons a month of lead ore. The ore is found to contain roughly about 3 of 1 per cent. of silver. In the quantity given above there would consequently be 4 4 tons a month, or 54 tons a year, of pure silver. | The quantity is absolutely large, but. rel- atively it is not large enough to have any material influence upon the silver market. | Indeed, the best informed still continue of |the opinion that the price of silver is | likely to rise. Just now the recovery in | prices generally has been checked by a | fresh war scare; but. that the upward movement begun in fhe autumn will be CRANK PIN MACHINE, BUILT BY MESSRS. PEDRICK & AYER, PHILADELPHIA, PA. the driver contains a four-jawed scroll chuck, with thin jaws that center that end of the machine. At the opposite end there is a center that slides into the center of the pin. The machine is then mounted by the .original centers and is clamped in position by bolts passing through the spokes of the driver. The annular cutter- head containing the tools is driven-by a small pinion, hand-wheel and shaft. From this shaft, by gearing, an automatic feed is secured either way. The carriage containing the cutter-head is given an even, smooth travel by two feed screws. ——$—— The statements of Mr. Andrew Carnegie | give interest to the following. A com- parison of the production in ingots and rails industries between Pittsburgh and Chitago: Net tons. Net tons. Ingots. Rails. Allegheny County........ 530,937 321,663 COO COUMEY . 2.20. cccsese 594,781 492,066 | ' Gross tons. Gross tons. Ingots. Rails. | Allegheny County........ 518,694 287,199 GEE POUT v5 cnc acaccns 531,055 439,345 resumed is the best opinion, and that with the recovery in the produce markets there will be some recovery in the silver market is also thought to be exceedingly probable. But while the influence of the Australian mines upon the silver market is not ex pected to be so large as to counteract the general tendency toward better prices, it is thought extremely likely that those mines will materially affect the lead mar ket. In the first place the ore, it will bi seen, is rich in silver. It contains about # of 1 per cent. of that metal, whereas the produce of our English lead mines con- tains on an average about 0.03 of silver. Consequently it is extremely probable, if |the Australian mines prove to be as pro- ductive as they are now believed to be, \that the working of the English mines and others equally poor in silver, will have | to be stopped; for, although the propor- | tion of silver in Australian ore is so small | relatively to the lead, it is still of greater | market value. This circumstance is like- wise likely to have an influence on the price of lead, for since the silver is com- | mercially more valuable than the lead, the These figures do not include the prod-| mines could be profitably worked in Aus- uct at the Joliet works, which are in Will | tralia, even though the price of lead were County. This would add a little more | to fall very considerably. than 200,000 tons more to the Chicago district, making the product much beyond all kinds of steel made in Allegheny | County. — ee The March number of the Journal of the Pranklin Institute, of Philadelphia, contains a particularly interesting paper 455 by Mr. John L. Gill, Jr., on screw-threads, embodying, as it does, a critical review of the Whitworth, Sellers and other screw- threads, and a full account of a new form proposed by Mr. Gill on the basis of a series of tests made by him to show its superiority: Mr. Gill’s thread is formed part square and part V. He found that a thread might be made in this way in which the altitude was not dependent upon the pitch of the thread, and that the altitude could be made in proportion to the diameter of the bolt. He discovered, too, that making the altitude ,}, inch high for each } inch in diameter, would reduce the cross-section of the bolt uni- formly 15.35 per cent. on all sizes, while the Sellers system reduces it 18 per cent. on a 6-inch bolt and 35 per cent. on a 4 inch bolt, with varying proportions on the intermediate sizes. I The Connellsville Coke Trade. The situation in the coke industry at the present time, both as regards prices and demand, is decidedly gloomy. Since the first of the year the price of coke has been reduced 50 cents per ton, and yet in the face of this large reduction the de- mand is steadily growing less, and from present appearances an Improvement is not looked for, and in all probability a further falling off in the demand will take place. The shipments for the month of February ageregated 18,500 cars, as against 20,225 in January and 25,200 in December. The shipments were distributed as follows: West of Pittsburgh, 10,500 cars; Pitts- burgh and rivers, 3500: east of Pitts- burgh, 4500. In January 13,600 cars were shipped west of Pittsburgh, 2500 east of Connellsville, and 4125 to Pittsburgh and rivers. These figures show a falling-off in total shipments of 1725 cars during the past month. A number of the largest works in the region are idle, while the balance are running four days in the week, remaining idle on Wednesday and Satur- day. It is estimated at the present that out of the 12,468 ovens in the region fully 30 per cent. are idle and possibly more. The failure of the large operators to form a syndicate is causing a great deal of dissatisfaction, and will probably result in a war of prices which will prove disastrous to those interested. A meeting of the Coke Producers’ Associa tion, composed of the independent or small operators in that region, was held at Con nellsville, on Monday, the 5th inst. At this meeting it was agreed to pursue an independent course in the future, the reason for this action being that the members of the old syndicate had refused to settle the claim for damages for the failure of the syndicate to keep the car contract of 1886. It is alleged that through the unequal division of cars the producers lost much valuable trade. An offer was made to the members of the old syndicate to accept $25,000 in settlement of this claim, which was refused, and it is now stated that suit will be entered to recover the full amount, which is about $60,000. While the price of coke is given out as $1.50 per ton, it is known that some of the independent opera tors have made sales in the West recently at figures considerably below this price, and it can be truthfully said that just now there is no fixed price for coke, as each operator, large or small, is endeavoring to dispose of his coke at the best figure he can get. Atthe time the last reduction in the price of coke was’ made, the employees in the region were notified that a 10 per cent. reduction in wages would also be made. This was refused, but at a meeting held on Wednesday, the 7th inst., it was decided by the workers to submit to a reduction of 64 per cent. This has been accepted by the operators, and a strike has been averted, for the present at least. a >. =e _ an Ly > . rd + r LA eB Mah rs (2A oe wee £2 Rn Ee a wT FP « a id ry => or at, w 2s. /, Ser ar 4 = 156 The Panama Canal Locks. Le Génie Civil describes and illustrates in detail the locks which have been de- signed for the Panama Canal by the well- known French engineer, M. Eiffel. The gates, according to this design, are mov- able, balanced supported on hangers which roll on a track carried above the level of the canal by a swinging truss. Each gate may thus be rolled, in a direction at right angles to the line of the canal, into a chamber specially provided for it in the bank of the canal, an over- head rail in this forming a continuation of the swinging truss rail just mentioned. The whole arrangement is practically similar to that adopted in connection with sliding barn, workshop and drawing-room familiar to everybody. The the bank chamber thus be The roll- caissons, doors SO swinging truss is pivoted on opposite that fitted with the which holds the gate, and can swung entirely out of the way. ers of the gate are so arranged that the latter may move transversely to its ordinary path to a slight extent, the design being to secure a certain amount of clearance be- tween the gate and the walls of its receiving chamber so as to avoid excessive friction. The hight of each gate at the lower ends of the locks is about 69 feet. its width 71 feet, and its thickness 134 feet; at the upper ends the dimen- sions are respectively 33, 71 and 10 feet. This, it will be observed, provides for a difference of level of about 36 feet for each lock. mc a \t one of the meetings of the German Society of Engineers of the Lenne district, Herr Baedecker delivered an address em- bodying the results of a series of experi- ments to test the accuracy of the opinion held by wire drawers that wrought iron is least affected by excessive pickling, mild steel a little more and hard steel consid- erably more. At the same time he under- took to investigate the question whether sulphuric acid and hydrochloric acid acted in a different way—that is to say, whether either of these acids pickle more readily than the other. The test was carried out by using as a basis for comparison the number of bendings which a wire would resist without breaking after the different treatment it had received. The result was that wrought iron and mild steel are at- tacked about the same way, while hard steel suffers more, and that there is very little difference between the action of sulphuric and hydrochloric acid, the draw- back with the latter being that the fumes are more troublesome to the workers. It was ascertained that a short period of pickling suffices to considerably affect the ductility of hard steel. It is a well-known fact that wire over-pickled becomes fit for use again when allowed to lie in a dry spot for a considerable length of time, and that annealing may be used to remove the objectionable influences of pickling. Both these methods are not, of course, applica- ble in ordinary practice, and, therefore, another method was studied. Mr. Bae- decker found that moderate warming for a fair length of time brings back the quality of the wire to its ordinary stand- ard, and, as most wire is dipped into milk of lime and is then dried, the heating required can easily be carried out in dry ing ovens H. Rémaury, in a series of articles on the copper production of the world, printed in Le Civil, refers to the famous Boleo copper mines of Lower California, (yen THE IRON AGE. Mexico, in which French capital has taken |so great an interest during the past few years. He quotes a number of analyses made at the Paris School of Mines, which show the metallic copper contents of the ore to vary between 12 to nearly 22 per cent. While these analyses are, of course, from picked samples, their interest lies particularly in proving that the ore carries neither arsenic nor antimony. Famous French engineers have estimated the quan- | tity of ore in sight at about 3,000,000 tons. In 1887 the run of mine ore smelted in the works of the company ran a little over 5 per cent. a New Variety Molder and Shaper. In the annexed engraving we show a new upright molder or friezer, just brought out by Frank H. Clement, 222 Mill street Rochester, N. Y. This machine, we un- derstand, is extra heavy, well designed and carefully fitted. Great pains have been NEW VARIETY MOLDER AND March 15, 1888. abandonment of contracts awarded, one for 10 engines recently received at the Grant Works having gone to the next low- est bidder, the Rogers Works, where it is now being executed. There are a number of elevated engines in hand at the Grant Works, but little else is being done. The men who have been discharged under- stood that it was not a merely temporary lay-off, such as sometimes occurs 1n a cer- tain department even in quite busy times, but a permanent dismissal, so that they ap- plied for and, as a rule, obtained work at the other shops. The cause of the perma- nent suspension, if it amounts to that, is said to be very simple, the works having been run at a loss for a long time past and the company not caring to lose any more money.—Paterson Guardian. Admiral Fremantle of the British Navy made the statement ina recent paper that the best way to test a modern ship is to send her to sea and let her go her best for say SHAPER, BUILT BY F. H. CLEMENT, ROCHESTER, N. Y. 1000 miles. This will show what she is taken with all the working parts to pre vent lost motion, heating of the journals and vibration of the spindles. Long bear- ings are provided for the spindles, the upper one being close to the -top of the table; the boxes are self-oiling and pro- tected from dust; large table surface is provided, and also convenient and sure means of adjusting the spindles vertically. | There are arge openings in the table around 'the spindles, into which rings are fitted for various sizes of collars. The spindles can be made entire or with independent top sections, as wanted. The table may be of wood or iron, and collars of any diameter up to 4 or 5 inches may be run | Eight collars, we are | usually supplied with the | on the spindles. informed, are machine. TT It 1s :umored that the Grant Locomotive Company is going out of the business al- together, and many things that have oc curred of late seem to corroborate the state ment. Among the most notable of these is the fact that men have been discharged from time to time for some weeks past, un- til a large portion of the working force has gone and the establishment is in but par- tial operation. Then there has been good for in all weathers as to speed, how she minas her helm in a beam, quartering, fair and head wind, the length of time her bunkers are capable of supplying her with coal and the distance she can get over with- out recoaling. Such cruises would, of course, run up large coal bills, but, as he says, they would pay in the end, because furnishing reliable data of what can really be expected from each individual ship. Admiral Fremantle thus simply voices a sentiment which has for some time been gaining ground, and which can no longer be disregarded by naval authorities. In a letter to the Collector of Customs, of New York, dated the Ist, the Treasury | Department announces that Decision 8489, |of October 21, 1887, concerning the classi- fication under the existing tariff act of charcoal-iron bar ends, has been recon- sidered, and, by the advice of the U. S. \ttorney-General, it has been held that, as such bar ends have not been in actual use within the meaning of that term as con- tained in Schedule C (T. I. 145), they are dutiable at the rate of $22 per ton, under the further provision in said schedule, T. L., an | 148, March 15, 1888. A New Surface Grinder. We illustrate on this page a new form of surface grinder made by the Tanite Company, of Stroudsburg, Pa. The ma- chine is so simple that we need give little description, the principal features being, moreover, well shown in our engraving. The Tanite Company were gmong the earliest promoters of this style of grinder and their large machine, for locomotive work, isin wide and successful use. In the present case the company have simply added a surfacing attachment to the frame in order to adapt the surfacing process WS | a NEW SURFACE GRINDER, MADE BY THE IRON AGE. balance and topple. Asa matter of fact, the Whitworth plan was that in accurate ject. As another matter of fact, in first class shops, like that of the Pennsylvania Railroad Company, at Altoona, Pa., sur- facing machines of large size are used on cross-head guides, cross-head keys, rod keys, orease-box tops, &c., with the wheel projecting, and although absolute accuracy of the Whitworth stamp may not be secured, yet ordinary mechanics have become so ex- | pert in grinding that they attain practical accuracy, even on cross-head guides. If cast iron can be ground at a cost of 1 8-10 ULLAL LL THE TANITE CO... STROUDSBURG, PA for ordinary shop use. While surfacing | cents per pound, as against 25 8-10 cents machines are simple, their use is not, and considerable confusion of ideas has been the result. Sir Joseph Whitworth is cred- ited with the origin of this system, his idea being to use the surface as a perfect- ing machine—to grind little, but that ex- actly. His plan was to mount the solid emery wheel in such a manner that its cutting face was in the same plane as that of the table top. The convexities of the metal being ground were thus removed and its face became as accurate as that of the table on which it rested. Misunder- standing this, a mechanical writer, some years ago, published in one of the American scientific journals an elaborate illustrated paper to prove that correct grinding could not be done on such a machine, his theory being