The Iron Age 1889-09-12: Vol 44

: Rack-Cutting Planer Attachment. In our issue of February 28, 1889, we described and illustrated the most impor- tant features of the shaper built by the Putnam Machine Company, of Fitchburg, Mass. We now present an engraving of a rack-cutting attachment intended for use | with this shaper. No dismantling of the shaper is necessary in order to apply the device nor are its usual operations inter- fered with. The rack-blank can be held in the ordinary shaper-chuck, although a special chuck provided with side screws and surface clamps is furnished when de- sired. The table is fed horizontally or across the path of the cutting tool by hand, spacing-wheele being employed to RACK-CUT give the desired distance between the teeth. The vertical movement of the table is accomplished automatically. The ac- curacy of the work performed by the at- tachment is remarkable; racks cut at dif- ferent times and placed together are found to fit one another perfectly. een The Illinois Coal Troubles. There is some prospect now that the disagreement which has so long existed between the coal operators of Northern Illinois and their employees will soon be terminated. A compromise will be made which will enable the operators to mine coal at somewhat lower rates than pre- viously and at the same time will give the workmen a higher rate of wages than the operators have insisted upon establishing. The mediators were the State authorities, who began to realize most keenly the . ‘ ‘ | stigma put upon the Commonwealth by the long-continued sufferings of the locked- out miners, who claimed that it was useless to go to work at the wages offered them K > és i } THURSDAY, SEPTEMBER 1 barest necessities. Their statements were corroborated by an_ investigation |}made by disinterested parties, who then set to work to effect an agree- ment upon a better basis. The severe |competition in their natural markets from coal mined in other localities at lower cost is claimed by the operators to |be the foundation of the Illinois labor troubles, and it remains to be seen whether a better era really has dawned for their suffering workmen. J. 8S. Lord, secretary of the State Board of Labor Statistics, has received all the returns on the output of | coal in Illinois for the year ending June 30 \last. They have not yet been tabulated, but they show a: net decrease of ) ual rING ATTACHMENT FOR PUTNAM tons, as compared with previous years. ended June 30, 1889: The decrease is entirely in the districts lying north of Morgan, Sangamon and Macon counties. The fourth and fifth districts, lying south, have an increase amounting to 437,000 tons. The decrease in the other three districts north is 694,- 000 tons. The largest producing counties are St. Clair, LaSalle and Madison, in all of which there is a large increase over 1888. | It isshown by the reports that the industry in Southern Illinois is in a most flourishing | condition. Electricity is employed in many of the mines for driving the machin- ery and also for lighting purposes, using 'incadescent electric lamps. The miners and the operators profess to be pleased with the present condition of affairs. The distress in the northern districts of the | State, it is claimed, is attributable to the | prosperity of the miners South. $a Manufacturers in Cleveland are troubled by the short supply of water, and the American Wire Works are erecting a plant for pumping water from the lake, | | | 258.000 | anc IRON AGE because they would not cover their; pendent of the city. The Otis Steel Works depend on the city entirely. The Union Steel Screw Company are perhaps most af- fected by the shortage of water and are seek- ing aremedy. Their consumption is 564 tons of water daily. An 8-inch pipe sup- plies in addition Schneider & Trenkamp, the Standard Lighting Works, the Brush Works, the Chisholm Shovel Works, the Hi. P. Nail Works, Bishop & Babcock, Leighton & Brew, the Buckeye Bridge Works, the City Forge, and other estab- lishments. The difficulty complained of arises trom the growth of the city. The following is the statement of the Boston and Montana Consolidated Copper 1 Silver Mining Company for the year SHAPER. Product of matte and 42,490,698 pounds, yielding 24,204,844 pounds of refined copper, which was sold for $2,807,244; product of sil- ver, 152,993 ounces; sold for $116,291: received from gold sales, $68; total gross receipts from product of mine, $2,923,603 ; total running expenses, $1,908,686; min- ing profit for the year, $1,014,917. After ore, | deducting the amount paid in dividends, for property bought, construction, cancel- lation of bonds and interest on bonded debt, the balance of assets is $339,458. The New Era Exposition at St. Joseph, Mo., was formally opened on the 3d inst. and will continue until October 5. The opening exercises were witnessed by 25,000 people and consisted of a parade and speeches by Hon. J. Sterling Morton, Gen. R. A. Alger and Major Wilham Warner. The exposition company expended $150, - | 000 in decorating the grounds and erect- | ing the buildings, and the citizens of St. | Joseph expect important results to accrue from it to their city and the Missouri Val- inde- | ley. 398 THE IRON AGE, THE PARIS EXPOSITION. FRENCH HEAVY HARDWARE. The poverty ot France in iron ores out- side of that part of the Luxembourg dis- trict which laps into her territory is re- flected to some extent in the absence of any striking displays. Entering the French metallurgical court from the side of the Avenue Labourdonnais, one of the first cases which attracts attention is that of the manganese ores from deposits in the departments of the Sadne, Loire, Rhone and Allier, controlled by Chamussy & Co., at Romantche, and of Joesnin, Mazoyer & Cadot, at Romanéche-Thorins. Near it a French company, the Compagnie Francaise des Mines de Cuivre d’Aguas Tenidas, of 47 Rue Taitbout, Paris, have a fine plan of the Confessionarios pyrites mine in Spain, the rock showing the fol- lowing analysis: Sulphur, 53.15 per cent. ; iron, 46.60 percent. ; silica, 0.20 percent. ; arsenic, 0.02 per cent., and selenium 0.012 per cent. Following along in the court, we enter that part which includes the greater part of the display of heavy hard- were. In the immediate vicinity we note exhibits of wire cloth by Bouvier Fils Ainé, of Lyon and Nimes; Mulatier & Silvent, of Lyon; Achille Weill & 8. Dreyfus, of Montrouge (Seine), and E. Pelletier Successeur, of Conneré (Sarthe). The latter shows cloth with 48,400 meshes of 3 mm. brass wire in 29 mm. square. Some good wire netting is manufactured by G. Sohier, of Amber- villiers-la-Courneuve; A. W. Elliott, of Bornel (Oise), and Raymond Gariel, of 2 Quai de la Mégisserie, Paris. The famous Compagnie Le Nickel, who developed the nickel deposits at Nouméa, New Cale- donia, congesting the European markets with their product, and established works at Septémes, France, Iserlohn, Germany, Glasgow and Birmingham, have gathered in acase the showy ores from their deposits and a number of examples of their product. The history of the company has pretty well proved that the lowering in the price of a metal like nickel is not re- sponded to immediately by a prompt rel- ative increase in the demand. It is an idea held by too many that the stimulus of low prices upon consumption acts al- most immediately. When copper first dropped below 10 cents from the former normal level of 16 many sanguine pro- ducers expected a rush in the demand. It came very slowly indeed, and it seems very probable that disappointment will follow in the same way the hopes of those who are identified with the cheapening of aluminium and its introduction as one of the leading metals in the arts. Among the handsome trophies of the brass and copper, though isolated from them, is the arch of rolled brass, wire tubes, &c., by E. Hemerdinger, of Rugles (Eure). The Société Anonyme des Charbonnages des Bouches du Rhone shows the well-known Brunton tunneling-machine, which was tried at its Gardanne mines and at the channel tunnel, or Tunnel de la Manche, as the French call it. The copper arch | is backed by columns and ané= arch of wire netting of J. Mouton, 44| Rue Amelot, Paris, and St. Denis Cop- per and wire, rods and _ riv- ets of good appearance are shown by Houry, Aboilard & Cie., of Paris, and Ch. Goguel, of Montbéliard (Doubs), E. Ver- } schave Fils, 17 Rue Pavée, Paris, showing | only wire. A very is that of Ch. Jamelin Fils, of Rue St. Maur, $9, of drawn shapes, tubes, &c., of copper and steel, among them being shapes for locks and keys. bronze castings and brass articles are made by P, Chachoin Fils, ofj files, springs, shears, hay-forks, spades, | Paris. interesting exhibit September 12, 1889 In builders’ hardware a number of ex- hibitors are prominent. In some special- ties the entire construction of the articles differs from that general in this country. Thus the windows and many doors are opened by the turning of a handle which through a long rod engages above and below with a hook. The door-handle generally supplies the places of our knob and there are minor differences. On the whole this class of hard vare is more con- spicuous and has led the French, natu- rally, to give it great attention so far as its artistic features are concerned, how- ever inadequate it may be mechanically. Among the fine displays artistically are those of R. Garnier, Brun-Cottan Freres, successeurs of 30 Boulevard Contrescarpe, Paris; Picard Freres, 4 Rue St. Sau- veur, Paris, and H. & E. Vaillant, Fon- taine & Quintart, 181 Rue St. Honoré, Paris, the latter also showing some fine forged iron-work. Springs and casters are produced by Ch. Dallemagne, of Paris, while the latter in good quality are ex- hibited by Bourdillat Fils & Pamret, of Elincourt (Oise), and the former by Jules M. Tarpin, of 189 Rue du Temple, Paris. The latter has also fine sheet-steel stamped blanks. Locks, butts and door-handles are produced by E. Guillet-Fagot, of Vivier- au-Court (Ardennes), while F. le Monnier- Lenicolais, at Sourdeval-la-Barre (Manche), has locks, candlesticks, gimlets, shears, &c. A rather rough-looking lot of butts is dis- played by F. Cossardeaux, of Guignicourt- sur-Vence (Ardennes), and a lot of shovels, spades, forks and axes by Les Enfants de Mme. Baletot, Blamont (Meurthe-et-Moselle) do not reflect much credit upon that lady or her offspring. A more interesting though not showy col- lection of goods are brass and steel rods and drawn rods for watch-gears by Alfred Moyse, 23 Rue de la Mare, Paris. Almost hidden in a corner is an exhibit which recalls efforts made in a similar di- rection without much encouragement in this country. The idea to combine the strength of iron or steel wire and the electrical conductivity of copper by pro- ducing a compound wire having a steel or iron core has been attractive to inventors. Edouard Martin, of 7 Rue Bleue, Paris, and Joinville-le-Pont (Seine), has evidently been working hard in this direction. Among the samples of his product which he exhibits is a roll of 4 mm. compound wire weighing 46 kg. 26,323 m. long. No data are given concerning the methods of manufacture, but specimens are exhibited by M. Martin which indicate that his compound wires are capable of undergo- ing considerable torture without leading to a weakening of the bond between the two metals. Among the articles which have strayed into this part of the exposition we may note incidentally a quadruple punch by Picard Freres, 4 Rue St. Sauveur, Paris, mounted on a central pin and round base. It is stated that it will punch 10 mm. holes through 7 mm. metal, cut flats 40x 7 mm., rounds up to 14 mm. and 35 mm. angles. The finest line of products in the hard- ware section, most effectively displayed, is that of the firm Les Fils de Peugeot Freres, of Rue Béranger, Paris, the works being at Valentigny (Doubs), Héri- moncourtand Beaulieu. Among the articles shown isa 14-wire gauge bandsaw, 10 inches wide and 1234 feet long, made without » ~ brazing: a second one, for cutting metals, 74 feet long, 3% inches wide, 26 mm. thick on the tooth edge and 17 mm, thick on the back edge. The firm make steel strips for lithographic pens and for suspend- ing pendulums. One of them shown was 359m. (upward of 1100 feet) long and 0.06 bicycle-fittings, &c., the whole being by far the very best display of hardware in the French section. Bricard Freres, of Woincourt (Somme), show locks; E. Dervaux-Ibled, of Vieux-Condé (Nord), and A. Fangier & Cie, Lyon; Priqueler Fréres, Plancher-les-Mines (Haute-Sadne) : Charles L. Le Cerf, Rue Pajol, 27, Paris, bolts and rivets; N. Vuillaume, Boulevard de la Vilette, 50, Paris, bolts, rivets, taps and dies. A neat exhibit of horseshoe nails, tacks, wires and small shapes is made by Rever- chon & Cie., Closmortier (Haute-Marne), and in mill picks, shears, hammers, &c., a similarly creditable collection comes from Despret Freres, Milourd-sur-Anor (Nord). Ebstein Fréres, of Farville, Nancy and Pont St. Vincent (Meurthe-et-Moselle), tile-makers, quote the following test of their products, made by the Chemin de Fer de Est. The following weights were removed in ten hours with one side of files 40 cm. long per sq. cm. of working surface: iron. Bronze. Grams. Grams. re er ee rere: 6.237 13.041 ee ee re 12.710 PE ey cnacsebadsaneenves 5.725 12.863 Among the other file-makers noted were St. Edme Rémond & Fils, 138 Rue St. Maur; E. Roussel, 14 Rue Popincourt; Charles Bosquet, Boulevard du Temple, 14, and Mangin, Ch. Lamy & Cie., 48 Rue des Gravilliers, all in Paris. Differing in appearance and character from the ex- hibits in its immediate vicinity is that of the Société Electrométallurgique Frangaise, 43 Rue St. Georges, Paris, with works at Froges and at Champ (Istre), The com- pany show pure aluminium, 10 and 30 per cent. aluminium bronzes, samples of aluminium brass with 64 percent. of cop- per, 33 per cent. of zinc and 3 per cent. of aluminium, 10 per cent. silicon copper and 15 per cent. ferro-aluminium. Besides these raw materials they have the products in the form of gearing, wire, castings, and as conspicuous objects, aluminium bronze spoons and a tea-set of the same made of an alloy of 95 per cent. of copper and 5 ver cent. of aluminium. The golden color is really quite good and gives promise of some possibilities, although we question whether the demand for table-ware will run heavily in this direction. The ma- jority of people will avoid the look of pretentiousness which imitation of the yellow metal naturally brings with it. Among the other exhibitors in the heavy hardware section are Letroteur & Bou- yard, Boulevard de Charonne, Paris, who claim the distinction of having furnished the bolts for the Eiffel Tower, and Bosquet & Paruit, of Arreux (Ardennes), also mak- ers of bolts. Horseshoes, generally poor in appearance as compared with American standards, are shown by Constant A. Demeulle, of Val-David (Eure); P. Cour- voisier, of Fontainebleau, and Ch. Volant, of Tours. A neat lot of bolts, nails and horseshoe nails comes from Bouchacourt, Magnard & Cie., of Fourchambault (Nie- | vre), while Laurent-Colas, of Bogny-sur Handsome brass and | thick. They have fine lines of carpenters’, | a number of other} masons’ and lock-makers’ tools, twist drills, | Meuse (Ardennes), has a rather rough- looking lot of carriage hardware. Saws, bits and augers apparently fine in quality are shown by E. Menissier, 46 Rue de Chemin Vert, Paris, a comparatively poor exhibit of the latter being made by F. E. Phillipi, Rue Oberkampf, Paris. In heavy hardware, jacks, vises, iron blocks, &c., Sculfort-Malliar & Meurice, of Maubeuge, make a creditable display, and a neat lot | of stove elbows is shown by H. Bertrams, |60 Rue St. Maur, Paris, who glories in branch works at Siegen, Germany, Brus- | sels, Vienna aad Moscow. E. Jonte, Sr., |42 Rue Sedaine, Paris, has a neat display |of wire staples, nails, tacks, rods and springs, while Francois Laurenty & Cic., of Douzy (Ardennes), have tools, spades and axes. The latter are clumsy in shape, a similar criticism applying to those of September 12, 1889 Hector Remongin, of Vicq (Haute-Marne), who also displays butchers’ knives, hoes and gardening implements. Taps, dies, bevels, iron squares neatly made and at- tractive are exhibited by J. Marechal, 24 Boulevard Sebastopol, Paris. Among the creditable exhibits, too, is that of Dandoy- Mailliard, Lucq & Cie., of Maubeuge (Nord), who have wrenches, iron blocks, punches, anvils and jacks. Reviewing the whole field repre- sented by the exhibits named, there is very little, so far as quality, finish, handiness and neatness, which need to be held up to American makers as a higher standard to aim at. It is noticeable that a great part as | the THE IRON AGE. knew that the application of American in- | ventions to the machinery of the steam- ship had increased her speed one knot an hour, and that nire-tenths of the capital of Inman Line was American money. A State Senator of New Jersey, Mr. War- wick, confirmed what Mr. Medill said of her ownership. a The Weems Railway System. In former issues we have described the general characteristics of the system of transportation designed by D. G. Weems 399 on springs and is entirely independent of | the driving-wheels or electric motor. The |armature end of the field is carried by a | frame bolted to the bearing, while the op | posite end is merely supported by the car This, construction permits of the move- ment of the car body, due to the action of the <prings, without in any way affecting the relative positions of the armature and field. The axle of the driving-wheels con- stitutes the shaft of the armature. This | direct connection, as we may term it, of the armature and the drivers is the direct cause of the most unusual speed reached by this system—a speed not probable with an electric motor which has to transmit its of the product apparently comes from ‘and operated by the Electro-Automatic power through gearing or other device to Fig. 2.—Side Elevation at Motor. Fig THE WEEMS ELECTRIC RAILWAY SYS" small shops, there being only a few in-| Transit Company of Baltimore, Md. We} stances where a wide range of articles is | made on a very extensive scale. In the whole section reviewed hardly a single attendant was to be found and no litera- ture was available to aid as a guide in estimating the magnitude of the works exhibiting. the stock A majority of in the Inman Steamship Line, aris belongs, is said to be owned by Americans. Andrew Carnegie is reported to be a large owner, and the late Mr. Thaw, of Pittsburgh, was said to hold stock valued at $1,000,000. The editor of the Chicago Tribune, Mr. Medill, who was a passenger on the City of Paris on her recent fast trip, is reported to have ex- plained that the ship and the results at- tained by it were due to American enter- prise backed by American capital. to which the City of He | oousL | now give views showing more in detail the arrangement and details of construc tion. The system is intended particularly for the rapid transportation of express matter and mails, and on the experimental line, with grades of 108 feet to the mile, a speed of over two miles per minute has been attained. The motor-car represents a parallelogram 34 feet square at the ends and 18 feet, the track being 2-feet gauge. It is pointed in front, as shown in Fig. 1, which also shows the package car, which is 24 feet in length and is joined to the motor by a tele scopic joint in order to re duce atmospheric friction. This object is further attained by the fact that all the wheels and electrical appliances are placed within the walls of the cars. The method of supporting the car on the axles is shown in Figs. 2 and 3. It will be noticed, Fig. 3, that the body of the car is supported 16 ee een en = = a8 14-5-Clear Space 00: ORS) | | | 53.—Cross-Section through Motor. TEM. the drivers. Derailment is prevented by a horizontal flange on the head of each rail, under which is a shoe carried not by the car, whose distance from the rails varies by reason of the springs, but by a frame hung from the bearing. One rail carries both the outgoing and returning current. The train is controlled from a generating station, and these stations will be placed as far apart as may be deemed necessary. Special appliances will inform the operator in charge of a station of the exact location of the train at all times, and from there its movements will be controlled. A track on & more extended scale is now being erected at Garden City, Long Island, and on it will be made more severe tests to ascertain accurately the speed and carrying power. Should this prove successful as the shorter one built at Laurel Hill, it is more than probable that the plans will be en- larged to embrace passenger traffic. as + ama P27 = Rae SHR ? i wae ra a pee aS 7 Fo ~~ — ia" te —e. | = ee 400 THE IRON AGE. September 12, 1889 ! Elliptic Gear-Cutting Machine. Our drawings illustrate a machine re- cently invented by Geo. B. Grant, of Maplewood, Mass., the well-known author- ity upon gears and gear-cutting. » The machine shown is an attachment to a mill- ing-machine and is designed for cutting the teeth of elliptical gear-wheels, some- thing that has not before been attempted. Although gears of this kind have marked advantages of theirown they are not much used, since the usual methods of cutting produce results too inaccurate, while the really good elliptic gear is so costly as to prevent its use except in special instances, The basis of this machine is the method of dividing or spacing the elliptic outline. Heretofore it has,been supposed that the | elliptic gear had to be spaced off with a pair of dividers, because the ellipse cannot | be divided by any known mathematical process. After long study and much labor | Mr. Grant discovered a method of division | which is mechanically perfect, although | not mathematically exact; the error of the method for any case in actual use is much | less than the errors of practice. The in- vention consists of apparatus, first, to hold the gear-blank by means of ashaft through its focus-hole and to accurately place that | focus with respect to the center of the ellipse; second, to so space the rotary motion of the blank that the teeth cut in its edge shall follow the true elliptic out- line, and, third, to so divide the rotary motion of the blank that the teeth cut in it shall be accurately spaced on its pitch- line. In the diagram, Fig. 1, RR and T T are two lines crossing each other at right angles at the center point O, and | fixed upon a plane that revolves as a whole upon‘the plane of the drawing upon which | the three points A B C are fixed in the same straight line. It is a well-known fact that the point C will trace out a true | ellipse upon the moving plane if the two | lines are compelled to move on the points A B. We quote from the patent specitica- tions: ‘*It is a property of the ellipse, discov- | ered by myself, that the line A BC ex- tended will evenly divide both the ellipse and a circle, I, having the same center, | O, and moving with the ellipse if its ra- | dius is equal tothe sum of the radii of the | ellipse. Therefore if a circle, I, accu- rately spaced, is attached to the moving plane, as shown, it will serve as an index to space the ellipse. This spacing is not mathematically exact, but its accuracy for cases in actual use is well within the re- quirements of practice. As an example, take an elliptic gear of eight diametral pitch, having radii of 5 and 4 inches and 72 teeth. An index circle of 9 inches radius will space this gear so accurately that the maximum error—the difference between the largest and smallest spaces— | is less than ,}, inch. The lines R R and T T are preferably at right angles, and the pins A B C are preferably in line; but that arrangement is not essential. Lines at any angle and points in any relative po- sition will produce the true ellipse, but the disposition chosen gives the advan- tages that the major and minor of the ellipse will coincide with the generating lines and that the major and minor radii | will be equal respectively to the distances | of the points A and B from the tracing | point C. Any other disposition would | trace an ellipse which could not be easily | measured and placed.” The principles illustrated by the diagram are carried into practice by the apparatus | shown by Figs. 2 and 3. The platen D/| is that of a common gear cutting or mill- | ing machine, or is a similar bed provided for the purpose, and is formed with a slot, | SS. The cutter is adjustably fixed with respect to the platen so that it can be placed directly over the slot, and can be moved vertically so that the center point of its tooth outline can be fed in the ver- tical cutter line C C. Two pins, A and B, are fixed in the slot at any distance apart in the line of the point C and at any de- sired distance from it. The head H lies upon and is rotated upon the platen, and on its under surface is formed with two slots, M N, at right angles to each other, at the point O, and fitting the two pins. \ \ \ | R- \ | \ | 0 E } | \ \ | AB $C iL | T | \ fi = } \ R a J J | \ ; Pd } Ne e ia sae Fig. 1 Fig. 3. METHOD OF CUTTING As the head is turned around the pins} slide in the slots and so guide its motion that any fixed point, as C, will trace an ellipse which has the point O for its cen- |ter and the distances A C and B C for its major and minor radii. The gear-blank E is held on the head with its center at the center line O O of the machine; but as an elliptic gear is always held, in use, by its focus-hole, a special device is used by which it can be readily mounted at its focus. The slide G slides in guides on the head parallel to the slot M, and the istud F is so placed on the slide that it will always be over the center line of the slot and can be made to coincide with the com- mon center QO. In mounting the gear-blank to be cut a shaft-hole is;bored at its focus and it is fastened to th¢ slide G upon the stud F. The slide is then placed, by means of the scale Q, so that the center of the stud is at the known focal distance of the ellipse from the center O. The major axis T T of the ellipse is placed parallel with the slot M, and it is then in position to be cut. The mathematical requirement for cor- rect spacing is that the radius of the index shall be equal to the sum of the radii of the ellipse; but as that would require a separate index for each separate-sized gear to be cut the following equivalent device is used instead: The index-plate I, fixed |to and forming part of the head H, is of any convenient size, and 1s provided with the usual rows of index-holes or the equiv- alent worm or gear. The arm J swings freely on the head H about the center line | OO, and carries two pins, K and L, ad- | justably fixed upon it. The stop-pin K can be fixed to act in any row of holes, and the index-pin L, which can be fixed ELLIPTICAL GEARS. at any desired distance from the center O, projects downward and slides in the slot SS. Asthe head H is rotated it has a swinging motion on the platen, the center O having a motion in acircle having a center on the line A B midway between the pins A and B; but the pin L willslide in the slot 88, giving the index a practical working radius, O L, which is variable at will while it is divided at any convenient radius, O K, The machine is operated in the follow- ing manner: The gear-blade E, of known radii, focal distance and number of teeth, Se epte mber 12, 1889 ‘s placed u upon the head H in the manner | described. The pins A and B are fixed at a distance apart equal to the difference of the radii of the ellipse, and the cutter is_ placed at a distance, B C, equal to the minor radius. The first tooth is then cut vy feed- ing the cutter across the face of .ae blank. The index is then turned at the pin K through one tooth space and the second tooth is cut. Similarly all the teeth are cut, and in the same way the points of the teeth are trimmed to the proper length. The three parts of this machine are practi- cally distinct and perform separate parts of the work, although they combine to pro- duce a single result. The form of neither one is dependent on the form of either of the others. The sliding blank-holder and the index will work just as well with any description of elliptic head as with one having the system of slots and pins here adopted, and, similarly, the blank-holder and the elliptic head can be combined with an index that is irregularly spaced to pro- duce the regular spacing of the gear-wheel. | The only requirement for the swing- ing motion of the pin iL is that it shall swing practically in a straight line, and that is best produced by the slot 8 S, as shown; but if the pin attached to a vibrating lever, Z, as shown by the dotted lines, it will act properly, its motion out of the straight line would then be but little. The requirement as to the radius of the index need not be strictly adhered to, as it can be materially varied without is as materially affecting the accuracy of the spacing. — a — New Railroad Shops. Some time ago the Long Island Rail- road Company decided to remove their machine-shops from Hunter’s Point to some spot more centrally located in regard to the requirements of the road. The new shops, which have been practically finished and will now be equipped with the necessary machinery, are located at Richmond Hill. The new buildings are substantial-looking structures of red brick, with granite foundations and trimmings. They consist of two large main structures, running north and south, respectively 547 x 85 feet and 420 x 100 feet; " smith shop 100 x 60 feet; a boiler-house 35 x 45 feet; an engine-room 26 x 45 feet, and a store and pattern room, all sepa- rated from each other, and a chimney or smoke-stack between the boiler-house and blacksmith shop 125 feet high and 16 feet in diameter at the base. While the new works will not be the largest in the country, they will be among the most complete in design and appoint- ments. The total cost will be about $175,- 000. The contract for building them was given to the Flyut Building and Con- struction Company, of Palmer, Mass. The architect was L. H. Gager, of Palmer, Mass., and the Long Island Railroad Com- pany’s chief engineer, Anthony Jones, had charge of the work The immediate super- vision, however, of the details in the con- struction of the new buildings and fitting them up was intrusted to Charles A. Thompson, master mechanic of the Long Island Railroad Company, and as he kas been in the company’s employ for nearly a quarter of a century, he knew exactly what was required. The following description of the new building was obtained from Mr. Thompson, by a reporter of the Evening Post, who visited the works and inspected them under his guidance: The big build. | Conn. a black- | | it. THE IRON AGE. These three ree are the full width of the | 300 feet The building building—namely, 85 feet. is 30 feet high inside to the center of the roof. Trinidad and ment. The machine-shop, 420 feet long by 60 wide Neufchatel asphalt pave- feet wide, with an annex 40 feet running the entire length, in which is placed the various machinery, contains 16 tracks and pits, so that 16 locomotives can be worked upon at the same time. The building has a truss roof and is well lighted. It is fitted with two traveling | cranes of a joint capacity of 50 tons, which combined can pick up an engine and transfer it easily over other engines in the building from one part of the shop to another. The flooring of the shop consists of 6 inches of tar concrete, 3 inches of hemlock and 1 inch of maple flooring. There is a boiler-shop in the north end of the annex and three of the pits in the machine-shop are for boiler- making purposes. ‘There will two power-shafts running the entire length of the building, one to drive the machinery and the other to operate the traveling cranes. These cranes are building by the Morgan Engineering Company, of Alli- ance, Ohio. The smiths’ shop is perhaps the most in- teresting part of all the works. It will contain a large furnace, two big steam- hammers, each having head weighing 1200 pounds, and 13 forges. The founda- tions for the steam-hammers are built of concrete and timber upon a natural gravel and sand formation. The timber consists of blocks of solid oak 10 feet long and 20 x 20 inches square, laid in crib fashion and blunt-bolted together. On top of all will be the anvils. The smiths’ shop is very well lighted and ventilated with swinging windows, besides which there will be pipes over all the forges which will a The flooring consists of a combined | machine- | | different sizes, a car-wheel boring- | brass turning-lathes and numero 401 in diameter, to accommodate about 50 engines. There are aiready sheds for 40 locomo- tives and 100 cars. The railroad company }own 140 engines, 375 passenger and bag gage cars and 1200 freight cars, so that there is always enough work for the 125 men employed at the works rolling-stock in good repair. to keep the Many miles of track are being laid to connect the various roads with the shops, which are accessible on all sides. Much of the machinery at present in use at Hunter's Point will be transferred to the new works, but a very large quantity of ind im proved machinery is to be put in. It woll be supplied by Manning, Maxwell & Moore, of No. 111 Liberty street. The railroad company do not build engines, although they may doso, but they make all their cast- ings, except car-wheels, and employ men in new every branch of trade connected with locomotive and car building. Drawings |for the new buildings were made by one (of the company’s machinists. The ma |chinery in the machine-shop includes among other things a large plane for planing cylinders, two large lathes for turning driving-wheels, two wheel-presses, a large slotting-machine, a radial mill, four drilling-machines, a dozen lathes of machine, is other | tools. be connected with the outer flue of the | large chimney-stack for the purpose of carrying off the smoke and heat. The boiler-house a very building and contains three boilers of 75 horse-power each. They were built by the Bigelow Company, of New Ilaven, These boilers will supply heat as well as power for the shops. Adjoining the boiler-house on the one side is a large building for a coal-bin, and so fitted that the coal will drop into it from the top of is substantial | yn the other side of the boiler-house, and really part of it, is a large, roomy building for an electric-light plant. The | shops will be lighted by electricity when- ever it may be necessary to work at night or in the winter-time, when the days are short. In Long Island City work has | always begun and ended with the sun. | arate flue, lis | smiths’ shop and lavatories, &c., |of the stack is a large iron cap. There will be three large automatic en- gines, 225 horse-power each, to drive the machinery in the several shops—one in the machine-shop, one in the carpenters’ shop and the third in the smiths’ shop. They are from the works of the Westing- house Engine Company, of Pittsburgh. The immense chimney which stands _be- tween the boiler-house and smiths’ shop is a splendid piece of work. solid granite foundation 10 feet deep. Near by the chimney are placed the clos- ets, lavatories, &c., the vaults of which are connected with the chimney by a sep- The outer flue in the chimney | purpose of ventilating the while the | the top There is for the inner flue is for the boilers. On |a stairway in the chimney from the bottom ing on the east is divided into three, a/| paint-shop 239 feet long, containing 14 tracks running across the building, so that | 14 cars can be worked upon at once; a car- building shop 214 feet long, with 13 tracks; and a mill-room 89 feet long, where the lumber will be planed and prepared. | Haven to the top. Between the two main buildings will be an immense transfer-table 78 feet long, for the purpose of transferring engines and cars in and out of the shops. It will It is built on a| TP Industries, at the end of an article on the screw-rolling process of the American Screw Company, of Providence, R. L., prints the following statement showing the machines necessary for the production of 5000 gross of wood screws in ten hours: l. By the cutting process: Francs. 14 machines to form the head, at 3500 francs 49,000 125 machines to turn and form the slot, at 1500 franecs.... 185,000 250 machines to form the se rew-thread : at 1250 frances 312,500 Eek Ge vaebdunaccedasunte 46,500 2. By the swaging and rolling process: 30 machines to form the head, at 5000 francs 150,000 3% machines to form ‘the screw-thre ad, at 1600 francs ‘ 60,800 Total 210,800 Difference, $35,700 france, or r 61 per cent. Pounds. Number of pounds of material required to make ; 00 gross by cutting method of steel! wire 10,000 5000 gross by method of swaging and stamping... ; 6,000 4,000 Or a difference of 40 per cent Frances. Values of the screws produced by the two methods: The process of swaging and rolling gives with No. 9 wire 5000 gross of screws, 1% inches long, No. 13 wire gauge 70,711.20 The old process of ¢ cutting gives with No.9 wire 5000 gross of screws, 1% inches long, No. 9 wire gauge 44,402.40 26,308.80 There is a difference, therefore, of cent. 59 per At Pittsburgh last week Joseph Matth- 'ews entered suit against Park Brother |& Co., Limited, of the Black Dia- | his. rest on eight tracks and is being made by } the Yale & Towne Mfg. Co., A round-house is also to be built, D mond Steel Works, to recover the sum of $7000. Matthews alleges that he was hired during the strike at the Black Dia- | mond Steel Works as roller in the 32-inch plate-mill at $1.50 per ton. A contract was signed engaging him for two years, and guaranteeing him not less than $3500 per year salary. He was employed in | August, 1887, and discharged in Febru- ruary, 1888, without any cause or fault of At the time of his discharge he was earning, clear, from $25 to $30 per day. Since then he had been unable to get work elsewhere because he went into of New| their employ pending a strike, and he now sues for two years’ full wages. September 12, 1889 402 THE IRON AGE. The Girard Hvdraulie Railway. | 224 plan of one of the experimental car- | above the other, placed with their concave : 5 riages. Along the under side of each of| sides in opposite directions, so that one the carriages a straight turbine, L L, ex- | set is used for propelling in one direction tends the whole length, and water at high/ and the other in the opposite difection. pressure impinges on the blades of this| In Fig. 6 it is seen that the jet M for one turbine from a jet, M, and by this means ' direction is just high enough to act against the carriage is moved along. A parabolic | the blades Q, while the other jet is higher guide, which can be moved in and out of! and acts on the blades P for propulsion in At the Paris Expositon the so-called slide or hydraulic railway has attracted muchattention, since its execution on a more | extended scale may result in greatly modi- fying the present methods of railway con struction and propulsion. From Jndustries, of London, we take the following de- scription of this road, which is the best and most complete we have yet seen : The railway is the invention of the well- known hydraulic engineer, M. Girard, who, as early as 1852, endeavored to re- place the ordinary steam traction on rail- ways by hydraulic propulsion, and in 1854 sought to diminish the resistance to the movement of the wagons by removing the wheels and causing them to slide on broad rails. Inorderto test the invention M. Girard demanded, and at the end of 1869 obtained, a concession for a short line from Paris to Argenteuil, starting in front of the Palais de l’Industrie, passing by Le Champ de Courses de Longchamps | and crossing the Seine at Suresnes. Un- fortunately the war of 1870-71 inter- vened, during which the works were de- stroyed and M. Girard was killed. After | his death the invention was neglected for some years. A short time ago, however, one of his former colleagues, M. Barre, | purchased the plans and drawings of M. Girard from his family, and having de- | veloped the invention and taken out new patents, formed a ccmpany to work them. The invention may be divided into two parts, which are distinct, the first relating to the mode of supporting the carriages and the second to their propulsion. Each carriage is carried by four or six shoes, shown in Figs. 3, 4 and 5, and these shoes slide on a broad, flat rail, 8 inches or N 10 inches wide. The rail and shoe are Fig ; shown in section in Fig. 1. The rail is or bolted to longitudinal wooden sleepers, and the shoe is held on the rail by four I pieces of metal, A, two on each side, which project slightly below the top of | the rail. The bottom of the shoe which is in contact with the rail is grooved or chanreled, so as to hold the water and ' keep a film between each shoe and the : rail, The carriage iv supported by verti- cal rods, which fit one into each shoe, a hole being formed for that purpose, and the point of support being very low and quite close to the rail, great stability is insured. It is proposed to make the rail | of the form shown in Fig. 2 in future, as this will avoid the plates A, and the| flanges B will help to keep the water on ea the rail. Figs. 3, 4 and 5 show the Fig. 7. shoe 1n detail. Fig. 3 gives a longitud inal section, Fig. 4 is a plan and Fig. 5 is | a plan of the shoe inverted, showing the | grooves in its face. Fig. 3 shows the hol- low shoe, into which water at a pressure | of 10 atmospheres is forced by a pipe from | | \ | \ i Sibi men a Cee a EERO Rie we 4 chamber. The pressure again lifts the | shoe and the second chamber is filled; and so on until ultimately the water es- | Fig. 8. capes at the ends E and sides F. Thus a film of water is kept betweea the shoe and | the rail, and on this film the carriage is | THE HYDRAULIC RAILWAY AT THE PARIS EXPOSITION. said to float. The water runs away into the channels H H (Fig. 6) and is collected to be used over again. Fig. 3 also shows} gear by the lever, is placed under the |the opposite direction. The valves R, the means of supporting the carriage on | tender, and this on passing strikes the | which are opened by the tappet S, are of the shoe by means of K, the point of sup-|tappet S and opens the valve which dis- | peculiar construction. Reservoirs (Fig. 6) port being very ‘ow. The system of | charges the water from the jet M, and this | holding water at high pressure must be grooves on the lower face of the shoe is | process is repeated every few yards along placed at intervals, and the pipe T carry- } shown in Fig. 5. So much for the means|the whole line. The jets M must be ing high-pressure water must run the by which wheels are dispensed with and | placed at such a distance apart that at whole length of the line. Fig. 6 shows ' the carriage evabled to slide along the line. | least one will be able to operate on the a cross-section of the rail and carriage The next point is the method of pro-| shortest train that can be used. In this, and gives a good idea of the general pulsion. Figs. 7 and 8 give an elevation | turbine there are two sets of blades, one | arrangements. ww fi ‘ atank on the tender. The water enters ‘ati na) | by the pipe C and fills the whole of the at _—) Vareet b SA chamber D. The water attempts to es- —9) = g cape, and in so doing lifts the shoe | \ = LINE BR slightly, thus filling the first groove of the | <a * slightly, thus filling the first groove of the eos, : a : ; - A pe TS 4 » on nN September 12, 1889 THE IRON AGE, The absence of wheels and of greasing | and lubricating arrangements will alone | in this ship has been in excess of that of effect a very great saving, as we are in-|the Yorktown in proportion. The con- formed that on the Lyons Railway, which | tractors did everything in their power to is 800 km. long, the cost of oil and grease | meet the requirements of the contract, im- exceeds £400,000 per annum. As Sir Ed-| porting hand-picked Welsh coal for use on ward Watkin recently explained, great railway companies have long tried to | of the Nammakan, English designed, which find a substitute for wheels, and this rail-| had about 24 trials before she was ac- way appears to offer a solution of that | cepted. It is believed that the contractors problem. M. Barre thinks that a speed} will go to Congress for relief from the of 200 km. (or 120 miles) per hour may be | penalties, on the ground that the plans ~asily and safely attained. Of course were defective. as there is no heavy locomotive, and as the a traction does not depend upon pressure on The National Forge and Iron the rail, the road may be made compara- Company. tively light. The force required to move a wagon along the road is very small, M. Barre stating, as the result of his ex- | #2d Iron Company, at East Chicago, Ind., periments, that an effort amounting to less | now about completed and will very than 4 kg. is sufficient to move 1 ton | Shortly be in operation. The property of when suspended on a film of water with|the company comprises about 12 acres, his improved shoes. It is recommended | giving them ample room for expansion that the stations be placed at the summit | Should it become necessary to enlarge the of a double incline, so that on going up| Works. The location is an excellent one, one side of the incline the motion of the | the works enjoying a water frontage on train may be arrested and on starting it | the canal extending from the Calumet may be assisted. No brakes are required, | tiver to Lake Michigan, and also having as the friction of the shoe against the rail, | Superior railroad facilities. A siding in The rolling-mill of the National Forge 1s when the water under pressure is not | their yard connects with the Chicago and being forced through, is found to be|Calumet Terminal Railway Company, quite sufficient to bring the train to a| through which the entire system of rail- roads centering in Chicago is The arrangement of the yard tracks has been designed to secure the economical handling of bothraw material and finished product. The receiving tracks are on the standstill in a very short distance. The | same water is run into troughs by the side | of the line and can be used over and over again indefinitely; and in the case of long journeys the water required for the tender | could be taken up while the train is run- | on the south side. In the ning. The principal advantages claimed | process for the railway are: The absence of vibra-|™anufacture everything thus goes for- ward to completion and shipment. The works are divided into two depart- ments—namely, the rolling-mill and the forge. The rolling-mill occupies the main tion and of side-rolling motion; the pleas- | ure of traveling is comparable to that of sleighing over a surface of ice; there is no noise, and what is important in town rail- ways, no smoke; no dust is caused by the motion of the train during the journey; it is not easy for the carriages to be thrown | 5 from the rails, since anybody getting on | #94 for storing the different kinds of ma- the rail is easily thrown off by the shoe | terials used. There and will not be liable to get underneath, as | Tolls, one an 18-inch train for bars, a 10- is the case with wheels; the train can be stopped almost instantly, very smoothly 5 F L and without shock; very high speeds can | aces are provided for the finishing-rolls be attained ; with water at a pressure of 10 | and four double (equal to eight single) kg. a speed of 140 km. per hour can be | puddling-furnaces supply the muck mill. attained; great facility in climbing up in- | rhese rolls are driven by a 40 x 48 engine clines and turning round the curves; as | and a 20 x 30 engine built by the Boss fixed engines are employed to obtain the | Foundry and Machine Company, of Fort pressure, there is great economy in the use| Wayne, Ind. There are seven shears, de- of coal and construction of boilers, and | e there is a total absence of the expense of | and all driven by separate engines. lubrication. It is, however, difficult to| largest shear is capable of cutting 5-inch see how the railway is to work during a long and severe frost. The Chemin de Fer Glissant at the exposition is more than 500 feet in length, the rails being placed 44 feet apart. To illustrate the possibili- ties of the system the track is what we might term undulating, the steepest grade | being 4 per cent., while one terminus is | about 5 feet higher than the other. wing 100 x 50 feet, having additional pro- for muck-bar. Four double-heating fur }in the West. It is to be used for cutting | scrap, such as car-axles, &c. The large | number of shears is occasioned by the in- |tended use of scrap as the chief raw ma- | terial, but provision is made for puddling if it proves desirable to use pig-iron. The furnaces are designed for the use of fuel- oil on an original plan, the intention being | to use no coal. Steam is supplied by nine boilers, all attached to the furnaces to utilize waste heat. The rolls and shears were built by the Lloyd-Booth Company, of Youngstown, Ohio, and are all of the latest The makers have taken special pains to furnish the most improved and effective eee A report received at the Bureau of Steam Engineering, Navy Department, from one | of the inspectors on the new cruiser Charleston, built by the Union Iron Works, San Franciseo, says that the horse-power developed by the ship in her recent offi- | cial run will probably not be reported above 6,700 by the trial board in their official report. The vessel worked beau- tifully, every part of the machinery