The Iron Age 1889-11-07: Vol 44

‘THE THURSDAY, NOVEMBER 7, 1889. IRON AGE Serap Shear. The construction and method of operat- ing this shear are clearly brought out in the accompanying engraving. The mov- able jaw is operated by a cam having a chilled face in contact with a wear-plate on the under side of the rearwardly ex- tending portion of the upper jaw. The cam-shaft is 10 inches in diameter be- tween the journals and 8 inches in diam- eter at the journals. On the cam-shaft is a gear, engaging with which is a pinion mounted on the driving-shaft, at the end of which is a fly-wheel weighing 24,000 pounds. The pinion and gear are as 1 to 63. The gearing is placed inside the journals in the frame. The engine driv- ing the shear is 8} inches diameter of cyl- inder by 12 inches stroke. The shear-pin is of steel, 5% inches in diameter, and as the cutting faces of the knives are in the center of the bed the strain is brought ie fi lh sy NH H U HU his excellent report on ‘‘ Soft Steel forthe|sess to make a safe or unsafe boiler, Cruisers Boston, Dolphin and Atlanta,” in mentioning the groove section for test- pieces, says the reason it was adopted and | is still used is probably due to the ease | with which the section can be prepared | and the smallness of the test-piece, which | permits the use of any small piece, taken 'from a sheet, for a test-piece. Mr. Gate- | wood also furnishes figures and illustrates | by diagram the much-exaggerated values obtained by the use of the groove section. | | The primary object of all testing is to ascertain the quality of a material—that is, the strength and ductility it possesses to resist the forces which tend to bend, burst or break that material in service when |subject to excessive and stresses. Another object of testing is to ascertain the relative value of one metal to | another similar or different one; the dif- ference of two metals being expressed in so many thousand pounds per square inch, i HHH ul unexpected | it HH nin == |the more reliable the results. | equalities which are often quite inde- pendent from one another. In this re- spect—viz., in the ascertaining of the vari- ous physical equalities of materials—there is a wide and fertile field open for your association for study and investigation, whereby your trade could be brought to a high standard of perfection and useful- ness, to your own credit and the benefit of the community. Returning to the subject of tensile testing, the next question after deciding that such question should be done is how to afford the material to be tested the best opportunity to show its quality. I dare say that there is no intelligent person nowadays, here or in Europe, who knows anything at all about testing and the quality of materials who would not say that the larger the specimen to be tested For this reason the testing of bridge-girders, eye- Ten SCRAP SHEAR, BUILT BY THE LLOYD BOOTH COMPANY. evenly on the bed. The shear is built un- usually strong throughout. It will cut 23 inches square or a 24 x 1 inch plate. The Lloyd Booth Company, of Youngstown, Ohio, are the builders. —— a The Groove Section for Boiler-Plate Tests. At the recent gathering of boiler manu- facturers Paul Kreuzpointner, of Altoona, Pa., addressed a letter to E. D. Meier, of St. Louis, who is prominently identified with the good work progressing under the auspices of the new association. ter in question so admirably summarizes the subject it deals with that we have sought and obtained the consent of the writer to its publication in the columns of The Iron Age. The letter is as follows: In the following I will endeavor to state more definitely my objections against the so-called groove or marine section for test. However, I do not stand alone in object- ing to the use of this antiquated and un- scientific test-section as quality of materials. All experts on ma- terials and testing agree as to the worth- lessness of this section, and I have it from a very reliable source that the Naval Ad- visory Board have leng since objected to the continuance of this section. R. Gate- wood, United States Naval Constructor, in The let- | a measure of per cent. of elongation in a given length | bars, rivet-joints, &c., is done now wher- of section, or per cent. of reduction of area. By the latter method we ascertain the relative value of metals to one another. In the former method we ascertain the positive value of a material to perform a given amount of work in a boiler, bridge, arch, building, &c., without its breaking in service. Theone we call scientific or labor- atory testing, and its results are only used as a source of information for the + ems ist and expert. The other is called com- mercial testing, because thereby we ascer- tain the average quality of materials bought for a given purpose from day to day. In every-day testing for commercial | purposes we are chiefly concerned about the quality of a material bought from A., |B. or C., to ascertain whether it is fit and | safe to be used for boilers in our case. Thus far it has been assumed that the proper method to ascertain the requisite equalities of a metal to be used for a steam-boiler is by making tensile tests and recording the number of thousand pounds | per square inch when the metal breaks, | the per cent. of elongation per inch and | in some cases the per cent. of reduction or contraction of the original area of test- section. 1 would say right here that while a tensile test is of value to ascertain the | equality of a material for a given purpose, | yet it does by no means reveal to us all the equalities which iron and steel pos- ever possible. Next the testing of full- sized bars, plates, &c., is practiced largely. However, only large corpora- tions and concerns can afford to do this, nor is it desirable to indulge in such ex- pensive practice for every-day purposes as long as we can in a small piece ascer- tain the desired quality within approxi- mate limits of accuracy. Hence the prac- tice of the so-called small testing. How- ever, those natural laws by which the strength of materials is determined forbid us to go beyond a pretty well defined line. If we insist upon going beyond this line the results of our testing become so misleading that they degenerate into mere guess-work and lose all scientific and practical value. If we attempt to pull a piece of metal apart in the testing-machine the particles of which the metal is composed try to re- | sist the force which pulls them apart; or in uther words, whether the external force trying to separate and dislodge the parti- cles from their natural position is suffi- cient to overcome the cohesion with which the particles are held together. Now, since it is the particles which make up the mass of the metal, and since the strength of the metal is determined by the individ- ual hardness, size, shape and position the particles have assumed to one another in making the material, it is obvious that the ee) een. fp ODT PD BE; PE Ser rrr aoe aD a: BS Apgh ~ ee s v . > = hacer) )) me eye nea i ia a . - Ss 712 success of our testing depends on how many of the particles of the metal can take part in the work or effort to resist the pulling action of the test-machine. Therefore if we have such a small section like in the groove or marine section, which is practi- cally a mere line across the test-piece, only the particles of metal on tbat line have a chance to take part in the work of resist- ing the pulling force and all the other parti- cles in the surrounding metal are deprived of the chance of showing their strength and position. Thus the metal not being able to do any useful work, the result of the test with a groove section is exces- sively high both in strength and elonga- tion; in other words, in this test you get qualities of the metal which it does not ssess. I will try to make this plainer by saying that when we strain a sheet of boiler-steel the metal ruptures if it is strained too much. But before it ruptures as many of the parti- cles of the metal as is possible travel quick- ly to the weakest place of the sheet where there is danger of rupture to support the particles already there in their struggle to resist the force which tries to rupture the metal. Hence the stretching and elongat- ing of the metal. This phenomena is technically called the flow of metals. But in this struggle the metal gets weaker and weaker, until finally it breaks; just like one of two strong men who are engaged in combat—the strength of one will give out by and by and he succumbs to the stronger and more enduring man. What happens in a steam-boiler we try to imitate in our testing-machine with the piece of metal of which the boiler is to be built. That is, we subject the metal to stress until it be- comes so weak that the piece breaks But while the piece is being under stress the particles in the section travel to the point which is weakest for support; hence the greater length of section after a piece of metal is broken and the reduction of the original area. In the groove section, there- fore, the metal has no chance to show how strong it is, how long it can resist the bursting force in the boiler, the particles in the rest of the metal have no chance to take part in the struggle, and thus, to re- peat the comparison of the two men, be- fore one of them has had achance to show what powers of strength and endurance he may posse's he is overcome while yet in the possession of his full strength. He showed much strength at the beginning and was supposed to be strong, while in reality he might have turned out to pos- sess inferior qualities of power and endu- rance had he been forced or allowed to show them properly. In the adjoming table from Mr. R. Gatewood’s report this difference can be seen very clearly : Average of Several Tests in Each Case. ; Tensile strength, Section. Per square inch. Groove 63,100 pounds 2 inches........ 56,500 pounds 4inches........ 56,400 pounds 6 inches.. ..... 55,700 pounds 8 inches,...... 55,200 pounds 38 per cent, 10 inches,....... 54,700 pounds 37 os cent. _It will be seen by this that while the difference between a 2 and 10 inch section is but about 2000 pounds per square inch and 5 per cent. elongation, the difference between groove and 2-inch is 7000 -pounds and 4 percent. And generally speaking this difference increases with the thick- ness of plate. It will also be seen that the difference between a 2 and 4 inch section is very small; so it is between an 8 and 10 inch section. For this reason a 2 and in a few cases a 4 inch section is generally used, except for special purposes or with parties with whom time and money are not so much an object as the greatest possible accuracy. The reason why a section is made at all lies simply in the fact that test-pieces with straight sides are apt to break near or in the grips, which inter- eres with the elongation. Elongation, 40 per cent. 2 per cent, 40 per cent. 38 per cent, THE IRON AGE. In regard to contraction, I would merely add to my first statement the fact that the societies of architects and civil engi- neers of Switzerland as a body several years ago refused to adopt or consider contraction as a useful factor in test- ing materials. The fact alone that the re- sults of contraction are measured with such difficulty and are full of sources of errors is a reason for not using it if there were not other valid reasons for its rejec- tion by your association. I A Soft-Coal Combination. It is stated that the Seaboard Steam Coal Association, an organization of soft-coal producers, formed to control that portion of the output which is shipped from sea- board ports to the East, may, before long, be transformed into a most formidable pool. Their operations during the past year have been ineffective, but in order to remedy this very weakness plans have been discussed within a few days looking to the concentration in a single hand of the sale of all coal bound to the East. By sucha plan it is claimed the supply will be effectually controlled and low prices will come to an end, The Philadelphia Record says : ‘‘If the proposed plan shall be adopted the duly constituted selling agency will dispose of coal from the Clearfield and Beech Creek regions in Pennsylvania, from the Cumber- land region of Maryland, from the Elk Garden region of West Virginia and from the coal fields penetrated by the Norfolk and Western and Chesapeake and Ohio rail- roads. The formation of such a poo! will not only affect very directly the large mining in- terests, but will increase fuel expenses of a thousand and one industrial establishments in New England, consuming yearly 5,000, - 0CO tons of coal. The Seaboard Steam Coal Association were formed with the view to making a division of business between the various companies interested and regu- lating the price of coal per ton free on board at tidewater. Although these pur- poses have been accomplished in form dur- ing the past year, there has nevertheless been a wholesale cutting of prices under the figures fixed by the pool. Circular price of coal landed at Philadelphia has been $2.60, and the same figure was pre scribed for Baltimore, where the Baltimore and Ohio Railroad delivers for Newport News, the terminus of the Chesapeake and Ohio Railroad, and Norfolk, the terminus of the Norfolk and Western Railroad. Instead of $2.60, however, the actual sell- ing price during the past year has been as low as $2.20. It has been claimed that the Norfolk and Western and Chesapeake and Ohio railroads have made a $2 rate, but the other coal-mining companies have gone just as extensively into the cutting business. It is this competitive condition which the producers are now anxious to bring to an end. ‘* Early in the present year the plan was adopted of requiring from every shipper a deposit of 25 cents for every ton shipped as a guarantee that prices would be main- tained. Some shippers have made the de- posit, but the great majority have disre- garded this guarantee feature and lowered prices ad libitum. Since the deposit sys tem has failed the organizers and pro- moters of the Seaboard Steam Coal Asso- ciation have come to the conclusion that some stronger plan must be adopted, and at a recent meeting the concentrated sell- ing agency plan was proposed and consid- ered. The new scheme has not been fully developed, but the plan is in brief thet every purchaser of coal shall have to go to one commissioner, who shall quote pool prices and shall divide up the business between the various producing companies. Since Philadelphia is the greatest shipping point for the East, the selling agency November 7, 1889 would probably be established here. Cut- ting of prices would be impossible and the seller would be enabled, as it is 'claimed, to realize a fair price on bis |sales. Another meeting of the assccia- tion will be held in the near future, when a committee will probably be ap- pointed to develop the new plan. ‘It is true that the establishment of a single selling agency has been urged,’ said a prominent soft-coal dealer yesterday, ‘ and certain it is that an effort will be made to strengthen the Steam Coal Association in some way or other. If the selling could be concentrated it would certainly be a great advantage to the trade. We don’t want to sell our coal at cost price, as we have at some times in the past. One obstacle in the way of the scheme is the number of distinct interests to be brought together. However, some new and strong plan will be adopted and will be in force next year.’” I Bids for 3000-Ton At the Navy Department, Washington, on the 31st ult., bids were opened for supplying steel for the construction of the two 3000-ton cruisers to be built at the navy-yards at Brooklyn and Norfolk. The material for each cruiser was divided into six classes, as follows: Class A, thin plates, 672 tons; Class B, thick plates, 190 tons; Class C, wrought steel, 10 tons; Class D, steel shapes, 106 tons; Class E, rivets, 70 tons; Class F, castings, 83 tons. The cruiser to be built at Brooklyn is known as No. 7, and for this the bids were as follows: Bethlehem Iron Company, Bethlehem, Pa., Class C, $7476. Carnegie, Phipps & Co., Pittsburgh, Class A, $65,856; Class B, $30,856; Class D, $20,160. Linden Steel Company, Pittsburgh, Class A, $71,500; Class B, $27,664. Oliver Iron and Steel Company, Pitts- burgh, Class E, $7840. Standard Steel Casting Company, Thur- low, Pa., Class F, $31,606. For cruiser No. 8, to be built at Norfolk, the bids were as follows: Standard Steel Casting Company, Thur- low, Pa., Class F, $31,606. Oliver Iron and Steel Company, Pitts- burgh, Class E, $7840. Linden Steel Company, Pittsburgh, Class A, $71,500.80; Ulass B, $27,664 Carnegie, Phipps & Co., Pittsburgh, Class A, $65,856; Class B, $30,856; Class D, $20,160. Bethlehem Iron Company, Class C, $7476. The contracts will be awarded in a few days. Cruisers. The Gatling Dynamite and Torpedo Boat Company, which is the name of the concern that has been organized with a capital of $6,000,000 to build the most formidable torpedo- boats ever constructed, have appointed as their superintending engineer John Haug, a well-known marine architect and mechanical engineer. He will have charge of the construction of the vessels, which will be begun as soon as the plans shall have been sufficiently perfected to allow the awarding of the contracts. The company have decided that the contracts for such vessels as may be built for European governments shall be placed with Thornycraft and the Yar- row Company, of England. The arma- ment of the vessels will be made at Hart- ford, Conn., where the boats built in this country will be taken to be fitted for service. A representative of the Chinese Government, which is a large purchaser of American fire-arms, has requested the new company to send one of their vessels to China in order that the officials of the Chinese navy may have an opportunity to see what the gun-boats can do. November 7, 1889 The car illustrated in the illustrations presented herewith has been in use at Low | Moor, Va., for the past six morths, and | having served a trial, another car has been made and is now in use also. All liquid- cinder cars heretofore designed have had the brick-work lining the car terminate | at the top of the car, leaving the skull to} form on the brick-work about 6 inches | down from the top. This skull enlarges | and has to be dug off daily, destroying the lining and requiring frequent repairs. Mr. | Hartman, of Taws & Hartman, Philadel- | phia, has obviated this by adding a cast- | iron top about 20 inches high. Cinder THE IRON AGE. | The axles are placed far enough apart to | insure a steady wheel basis. To get the center of gravity as low as possible and retain a large volume of cin- der a rolling car of square form is the best. The bottom of the car is so formed so that the center of gravity of the load and body is in such a position that the body is balanced in any position. This admits of easy dumping and returning of the body. The car-body is tipped over quickly by the locomotive and the cinder thrown out clear of the body by the wide mouth. By this special fcerm of body and truck the cinder is discharged well for- Angling the front ward of the front axle. 713 The Hartman Liquid-Cinder Car, | ot blow from striking frogs or switches. | pushes the car-wheels up against the chocks, the .nan then puts on the brake and pulls the coupling-pin in the arm, the locomotive runs forward, tips the body and returns the body to position, the coupling-pin is replaced, the orake taken off, and the car returns to the fur- nace. The car is readily dumped and -re- turned in 29 seconds. “nad The chocks are held by a key and cover the track so that the cinder does not flow over the rail. By slacking the key the chocks can be moved along to any point. The long push-bar keeps the man at a safe distance and he does not have to stand alongside the body and dump it with the cinder flying over him from explosions in Fig. 1.—Side Eleve will not skull on cast-iron plates, as any- thing adhering to the plates cracks on cooling and falls off, floating off in the next dump of the car. Brick linings are required in the bottom of the car to prevent the cinder impinging on the iron body, which would soon melt it through. To facilitate the cracking off of any cinder adhering to the top plates they are inclined inward on the sides and back end. On the spout end, the cinder flowing over it soon removes anything ad- hering to it. The car has but four wheels; they are loose on the axles and fitted with Taught’s patent oil-chamber and dust-ex- cluder. These allow the car to curve easily, and there being but four wheels the car rides easier. The steel axles are swiveled and the car is carried on the axles by eight heavy spiral springs, with which the car adapts itself to uneven racks and the springs take up any shock twfion, Fig. 3.—Dumping Cinder-Car. THE HARTMAN CINDER-CAR. end of the truck a steep dumping angle is obtained. Forward-dump cinder-cars with trunnions have been tried, but they will not dump forward of the front axle suffi- cient to prevent the cinder spilling on the front wheels andaxle. There are no trun- nions and no chance for the car-body to sag. The cinder is thrown clear of the ties, and the burning of the ends or the use of a separate spout is dispensed with. Having but four wheels with a rectan- gular section and no complicated dump-| may be the position of the body. wet weather. This car consists of a truck and a rolling body. The body is held parallel by two chains, one on each side cf truck. One end of each chain is fast- ened to the front ends of the truck and the other ends to the rear of the body. Two other chains, one on each side of the truck, are fastened to the rear of the truck, while the other ends are fastened to the front of the body. By this arrangement the body is held parallel to the truck, no matter what This ing-gear the car holds more cinder than any | makes a flexible motion and dispenses other torm fora given weight of car. Cinder} with toothed gear that constantly fills up weighs 175 pounds per cubic foot. The| with cinder spilled from the runner and car-body is ,",-inch steel, well riveted, and| prevents the car dumping. On the rear the cast-iron top is heavy and well ribbed. | end of the truck is an arm to which the The truck is a heavy cast-iron frame ca-| push-bar is coupled by a pin, and a swivel pable of carrying three times the weight | draw-head is secured to the car-body, on it. The car dumps forward and builds which is also attached to the arm by an- its own road-bed in advance. The car is| other pin. By the use of the taper props hauled by one man. The locomotive! shown fresh rails can be added to extend is Stale A o Vee ee Veen ch - ‘— CMB ID PD ~ sake » ) Bibi bb =o = Fh . es ee pees: Oe Saeed teal “ jj i | ale ye “9 eH sae: | « 5 i 714 the track without building a road-bed. The fluid cinder running from the car solidifies and remains at an angle of 8° to 10°. Laying a small cast-iron plate on the cinder and setting the props on them, then connecting the rails witn an iron tie resting on the props, the track is supported until the cinder fills up the space, when the tie is knocked to one side and the props and iron ties removed for future use. When it is desired to make cinder flow to either side in place of forward a few shovels of cold cinder will form a dam to turn the cinder right or left. In the spreading of cinder over a large sur- face this car has a decided advantage. The track at the cinder-fall of the furnace should be elevated, say 12 inches, above the ground for liquid cars, so that any overflow of the car through the careless- ness of the cinder man will not block the track. When cinder is drawn off through an opening or door in the bottom of the car the skull sticks to the brick-work and THE IRON AGE. Foundry Crane, The crane we herewith illustrate was designed and built by Wm. Tod & Co., of Youngstown, Ohio, for handling work in their foundry. The crane is operated by a shaft extending vertically through the center of the mast, which is formed of four 10-inch timbers. The shaft is driven by bevel gearing arranged as shown in the side elevation. Near the bottom of the shaft is a cone-pulley with which one of two cone-pulleys secured to a transverse shaft may be engaged. Upon the extended portion of theshaft carrying the two cone- pulleys are three gears—large, intermediate and small—which engage with gears upon a transverse shaft provided with a worm meshing with a gear upon a shaft carry- ing a pinion engaging a large gear upon the drum-shaft. By means of the different- sized gears three hoisting speeds can be obtained. Splined near the upper end of the vertical shaft are two cone pulleys the crust on the top of cinder remains in the car, as it cannot pass the opening. The car has then to be filled with water to cool it, so as to allow the workmen to go | inside to dig out the skull and crust. In a few exceptional localities where the cinder is aluminous two separate silicates are apparently formed, one of which is | quite fluid, the other sticky. These two separate in running from the furnace, the heavy sticky cinder settling to the bottom of the car, while the lighter floats off readily. Some of this sticky cinder may remain near the spout of the car when dumping, but on cooling a bar can be rub under it, breaking it up, when it will slide out of the car. Pittsburgh, Chicago or Lehigh cinder does not stick in this way; they are fluid, uniform and flow like water, Where this occurs this car with its steep dump and large flat surface is found the best. Side doors to draw off the cinder can be placed if so required. The cost of handling one ton of liquid cinder is one-half less than that of d‘sposing of cold cinder. Liquid cars fill the cinder- dump solid and deposit one-third more cinder per acre than cold cinder. ———— Manganese Ore.—In 1868 54,000 tons of manganese ore were imported into England for generating chlorine, but since then the introduction of the Weldon re- covery process has reduced the import to 7000 tons in 1888, this amount being suffi- cient to make up for the current loss oc- curring in the Weldon process and for some other chemical purposes. In recent years the manufac-ure of ferromanganese has given rise to a new and large demand for rich manganese ores. For this pur- pose their value depends not on the amount of peroxide present, but on the total percentage of minganese. John and H 8. Patterson report that mangancse ores are now imported into Great Britain which are shifted vertically by means of a suitably-connected lever, to engage with 'a cone-pulley operating the gearing for racking in and out. The large wheel for hand-rope was provided in case anything happened to the gearing, but the machine has worked so well that it has never been used. re Iron-Ore Shipments. up to date by water from the mines of the Lake Superior regicn slightly exceeds 6,000,000 tons. There are no means of accurately learning the amount that may | ‘have been shipped by rail to local and Western furnaces until the annual repurts of the mining companies are made out at the close of the year, but it is certain that the rail sbipments have been much larger | this season than last, when 341,303 tons | were thus sent to the consumers. Up to October 25 of last year not quite 4,000,- 000 tons of ore had been shipped by lake, yet after that date 520,048 tons of ore were shipped by water, vothwithstanding the lateness of the season. Last year’s produc- tion of ore by the Lake Superior iron mines was 5,023,249 tons of 2240 pounds each, and this year’s output will be 2,000,000 | tons greater than that of 1888. The amount ot ore to be forwarded by lake during the five weeks of navigation that remain depend upon several things. The present demand for ore ac Cleveland is good and prices rule higher than thy did three months ago. This naturally | leads the mines to market as much ore now as they can, but many of them have sold | to their full capacity for this season’s pro- | duction and have ore yet to deliver at | lower lake ports. The contracts between the mines and the vessel-owners have | nearly all expired, and ore freights have from Spain, Portugal, Hungary, Greece, Canada, New Zealand and Australia, but by far the greater quantities come from Caucasia and from Chih. During the year 1888 85,000 tons were imported, of which 25,000 tons came from Chili. A charac- teristic of these ores is the large percent- age of protoxide of manganese they con- tain. Several large deposits of manganese ores, containing between 30 and 40 per cent, of manganese, with a large percent- age of calcium carbonate, have also been discovered in Chili, but as yet only the richer ores can be profitably exported. Should the means of transport become cheaper these poorer ores may possibly | come to the English market. I » ‘ — | The Armstrong Engineering and Ship- | Buildiog Company, of Newcastle, Eng- advanced 40 to 50 per cent. since July 1, though not yet as high as they were dur- ing the latter half of the season of 1887, | when the owners of the freiyht-carriers | mads more money out of the year’s work than the owners of the mines. Since then | the number of vessels plying on the chain of great lakes has been almost doubled | and the danger of such exorbitant freight charges averted for the present. The Re- public, Cleveland and Minnesota iron com panies now own vessels of their Own, ard the Lake Superior Iron Company and others | lare preparing to build steamers of great | 5 = capacity to carry their ore to Cleveland and other Lake Erie ports. The new! steamers of the Cleveland Iron Mining | Company are over 2500 tons capacity and | are among the finest vessels that ply on the lakes. If freight rates on ore do not ad- | land, decided to increase the capital by | $5,000,000, one-quarter the amount to be issued immediately. vance to a point that would be practically prohibitive of shipments, which does not | seem probable, and unless the weather | The amount of ore shipped this season | November 7, 1889 will be shipped by water this fall. The mines have the ore to ship, and if they can get it carried at anything like reasonable rates they will send it forward till the last boat ties up for the winter. ALL-RAIL TRANSPORTATION, The problem of all-rail transportation of ore from the mines to Eastern furnaces is one that will be worked out soon. Last winter about 20,000 tons of ore were shipped by Negaunee mines to furnaces in the Mahoning Valley, of Ohio, and both furnace men and mine-owners were satis- fied with the results of the experiment, ‘WOU i TOU U en LOOT End Elevation. while the railroads found to their surprise that they could handle ore between the proves very bad, nearly 600,000 tons of ore points named at $2 a tonand make a good a ther ke +e Bt Ui hentai: “oS ~~ = ik a ah ae So ranerla ae Si NARA ark ver winienie wy, Pe PO eS SN = m é 5 = ge SOE ME OCR ER Sei Gh ae we wm £ sree os or ag ax > — a ; > -_ ‘ “ae? «ae wis es —t © y f [g°¢ B = = ; ¢ : Pan Rak fi ge SS SS Te oe a eee eh ee a ee ee a et MONITOR S. SUPPLEMENT TO Tue | FOR U. GUN-MOUNTS IMATIC ~ 4 PNE VERTICAL SECTION PARALLEL WITH GUNS, VERTICAL SECTION THROUGH ONE GUN CC (EE ESO A OE CT EC EE TOE BE Pe Nate a = ~ waren ‘ ae — 7 a a - a a. a P wit ‘ ti ra f —_— — ~-= - = genre - = : a soe (fs | pater = — = | a = . SE —> 5 ann 3 = [s ( | Game Ges > Sass = et ot os i Ste a ss Sh. tee | tee ' (i me toes 2 Tintern a re axe ar 6 rf eee : Ss. Sal St A eS ah aR * Teer . e ay ‘ ‘ y qi if Wd > Mibbt Tike, BiB 8 dow Be Gia) 2 iy. “Se a RASS Sie Seach ee Sia SA ie AR A EE is ares = eves A TT a TON «tT 11" 4 ( LO LOTT Or ve a = actos a ‘ : t . : % . us ; * = ary ow oe wen aes a ee a. ‘pate VERTICAL SECTION AT RIGHT ANGLES TO GUNS AT THE SOUTH BOSTON IRON WORKS. Vv No. 19. November 7, 1889 THE IRON AGE. 715 profit. If satisfactory rates can always be | three years. As the railroads make better | Superior iron ore. Five years ago the secured from the railroads during the} rates, and the purity and high grade of| Chapin Mine, at Iron Mountain, on the winter all-rail shipments will soon become | ores from the district are recognized at | Menominee range, broke the record of pro- a factor of great importance in the iron | their true importance by iron-founders and } duction by mining and shipping 334,000 Hi OO ' i ' , } CL kh dbl SSS SSSSooohe ed ry F [i . > 1; i Vil nn Vy Wy, La Ca V “i “ UY; =, a . ‘ i i i i 4 ae LRN | g7 XS ae = | SUELO ET Ti and steel trades of the country. Lake Superior ore is undoubtedly forcing other ores out of the market in places where it Plan, Side Elevation.—Scale, \% Inch to the Foot. FOUNDRY CRANE. manufacturers, the ore of the lake district | will supplant Spanish ores almost entirely |even on the Atlantic Coast south of New | York City. Of course the eastern iron ore | Lake Champlain and the New Jersey de- posits, will be able to work as strongly as ever, but their ore is so much inferior to |that of this district and the quantity placed on the market is so smail in com- | parison with the figures of production of | this district that the amount of ore they mine cuts but a small figure in the annual amount of ore used in the country. PRODUCTION. The era of mining on a colossal scale has has never been used till the past two or | set in in earnest among the miners of Lake | fields, such as the Chateaugay district of | tons in a single year, and at the time this was thought a marvelous output. This year the mines of the Minnesota Iron Com- | pany, xt Tower Hill, will produce fully | 600,000 tons, or over 5 per cent. of the ore mined in this country; and the Norrie, a single mine at Ironwood, on the Gogebic range, will ship almost that amount, hav- ing shipped direct from the underground workings of the mine as much as 4000 tons of ore in 24 hours during the present iseason. The Chapin will ship almost | 500,000 tons this year. Colossal as is the scale on which mining operations are carried on at the mines numed, and great as is the amount of ore mined, both will be eclipsed by the oper- =P er = Rats me tt : : 5 ALM stele 4 ; “i \PUD 4 bd ower = =o " oan . etm « ihe oe wee | io G Seba pid Mh dae SO ee ee ee = =u Pt 716 THE IRON AGE. ations of what are known as the Schlesin- ger mines, a group of six of the best mines of the Menominee district. These mines will produce almost 1,000,000 tons of ore this year, and are capable of mining 1,500,000 tons next season. They are con- trolled by Ferdinand Schlesinger, of Mil- waukee, who is acting as the agent of German capitalists, and who has a large amount of his own money invested in the mines. As Mr. Schlesinger is still in the market for profitable non-Bessemer mines, it is probable that the group of mines under his control will be more than six in number before the shipping season of 1890 begins. The enormous amount of ore that will be produced by these six mines next year will be shipped from the mining field to Escanaba, on Lake Michigan, over a rail- road that will be controlled by the man- agement of the mines, and from Escanaba will go to Cleveland, Chicago and other ports in a fleet of magnificent ore-carriers built of steel and among the very largest vessels plying on inland waters in the United States. The experiment of mining ore on such a truly colossal scale will ex- cite the interest of all mining men. Judging from the business tact and ability displayed by Mr. Schlesinger in his pur- chase and management of the mines now in his hands the experiment will be a highly successful one from a financial stand-point. SEPARATING GOOD AND BAD ORES. The problem of separating good ore from rock in mixed and l2an ores 1s one that is receiving much attention and some progress has been made toward a solution. So far hand-picking has proved the only profitable m:-thod, and by this much of the ore is necessarily lost, as the masses of mixed rock and ore cannot be profitably broken into smal! pieces and assorted by hand labor, The Marquette Ore Company, who secured the waste-dumps of the Winthrop & Mitchell (now Braastad) mines, are separating ore and rock by hand and will ship about 80,000 tons of good ore this year. The rock-dumps of the Braastad mines contain several million tons of mixed ore and rock and a fair proportion is merchantable ore. The owners receive a royalty of 25 cents a ton on all ore as- sorted and sold by the Marquette Ore Company T:e Republic Reduction Company are sorting over the dumps of the Republic Iron Company in the same manner as the Marquette Ore Company are assorting the dumps of the Braasted mines, and have shipped about 20,000 tons of ore this year. The reduction company have been experi- menting for the past two years with vari- ous sorts of milling-machinery in an at- tempt to find something that would crush the mixed rock and ore to the requisite fineness and separate the two, but noth- ing that exactly fills the bill has been found yet, though the experiments are still carried on at Republic by Mr. A. J. Dever- eaux, of Marquette. Hand-picking still proves the stand-by, and by this the re- | duction company are making a neat profit. At Michigamme experiments have been carried on for several months past with the Vestrom magnetometer, the invention of Jonas Vestrom, an iron-master of Ore- bro, Sweden. The machine has been used successfully in Sweden for several years, and is being introduced into this country by the son of the inventor. The machine is a simple one, and from recent experi- ments seems well calculated to do the work it is designed for. The field is a wide one, and the inventor who first brings out a machine that wili separate all sorts of ore from all sorts of rock and do Differential Cable-Drums. It is well known that the destruction to cables has been largely due to the fact that the grooves in solid drums wear irregularly. Owing to the severe strains to which the first groove on the receiving- drum is subjected, as a result of the varying loads, the wear is very excessive on the first groove in comparison with that on the others. It is evident that after the wear progresses te such an extent as to make a very great difference between the circumference of the first groove and that of the others, one of two things must take place: either the cable will stretch a given amount in each revolution of the Differential Cable-Drum, drum, equal to the difference in cireum- ference of the smaller and larger grooves, or it will slip in the groove. In either case both the drum and cable are subjected to wear which is extremely detrimental. The differential drum we here illustrate does away entirely with any unequal wear of the grooves and therefore increases the life of the cable. Each groove is formed in a ring placed loosely on the drum, as shown in the sectional drawing. The other drawing shows the usual course taken by the cable. The cable enters on the first ring on one drum and is — a CUTOO NG _— — INCOMING cording to the length of thecable. loose. wraps on the drums. to suit these irregularities. wound on to corresponding ring on second drum and then back to the second ring on first drum, and so on, putting on as many wraps as may be deemed necessary, ac- It will be seen that all the rings in the drums are Now, should there be any in- equality in diameter of the rings, whether in first construction or by subsequent wear in use, the rings will adjust themselves while drum is in motion so that there can be no undue strain on any of the| The rings on which the cable rests move slightly back or forth A eable is November 7, 18+9 cable is wound on the drums tight or slack according to the variation of load. While the cable is passing around the drums the tendency is for it to adjust itself or equalize the strains, which cannot be done on a solid grooved drum without cable slipping in the gruvoves. When the cable is at work on the differential drums the im- pression of the cable is left in the tar at the bottom of the rings, showing con- clusively that there is no slipping of the cable in the rings. These rings have a diametrical friction, due to the pressure of the cable in the grooves transferred to the flat surtace of the drum or the under side of the rings. The combined diametrical friction of the various loose rings is suf- ficient to drive the cable. These drums are made by the Walker Mfg. Company, of Cleveland, Ohio. A The Vermilion Range. It is stated that the Vermilion range iron-ore shipments from the port of Two Harbors are almost at an end for the season, and that the aggregate shipments will be about 820,000 tons, being over 300,000 tons greater than last season’s shipments. Some ore may be sent to consumers by rail before the end of the year. Preparations for next year’s business are already under way, and large stock piles will be accumu- lated at the mines and the docks will be filled long before the opening of navi- gation. Thereis some talk of the building of greater dock capacity during the winter, but just what will be done is not yet known. The question of replacing the wooden docks by iron ones has been dis- cussed by the railroad managers, and it would not be surprising if this should be done, as much embarrassment would occur to balk the mining companies and their customers if the wooden docks should take fire and be destroyed during the hight of a shipping season. In the meantime, however, new trackage on the Iron Range road and large additions to the rolling-stock will be made so that a greatly increased amount of ore can be handled. Without anything definite in regard to the opening of new mines, it is expected that the Vermilion range will ship something like 1,250,000 tons of ore in 1890. : aealliati ier The Robert W. Hunt & Co. Inspection Bureau, of Chicago, have scored a re- markable success in building up a special | Showing Course of Cable Over Drums, business in the line of inspecting structural material of all kinds. They have been very busy for montns, and the activity in trade now existing increases the demand for their services to such an extent that their facilities are taxed to meet it. Flat- tering proofs of the value of the bureau in inspecting all classes of railroad material, from rails to rolling-stock, are furnished | by railroad managers themselves. The Chicago, Rock Island and Pacific Railway Company are distributing copies of the Western freight classification which was put in effect on the 25th ult. It is of it cheaply will make a great fortune out | hauled on to drum under varying loads, ' pocket size and is the work of the Chicago of his invention, and will also enable a | according to the resistance or number of Photo-Fac-Simile and Railway Publishing great many people in this district to make, cars and amount of traffic on the road. | Company. Its shape makes it very con- money out of it. From this it will be understood that the venient for shippers’ use. November 7, 1889 Squaring and Trimming Shear. The Niagara Stamping and Tool Com- pany, of Buffalo, N. Y., have just brought out a heavy-power squaring and trimming shear. The manufacturers claim that it is very powerful in operation and is econom- ical both in the power required to run it and in the space occupied. It is con- structed on the under-running principle, the power being applied from below. It is stated that by this arrangement there is no strain on the throat. ‘The machine is made in eight sizes, six of which are geared for cutting 4-inch sheet-iron, while two are not geared and will cut 4-inch iron. Sheet of this thickness can be cut the fnll length at a single stroke. The cutting-bar is made strong and rigid, in order to prevent springing, and is secured by a heavy truss rod extending from end to end and with an adjustable post behind the centr bearing. The cutter-bar is also further strengthened by a heavy rib on the back side near the cutting-blade. The THE IRON AGE. 717 Although they have never been adopted as| lines of railroad entering Louisville by extensively as it would seem to be they | this bridge, but so far the ouly definite should, it is evident that at the present | one is a new road to be built from Law- time experiments upon a practical scale | renceburg, Ind., via Madison and down the are being made in many directions, and |river to Jeffersonville. This connection it is more than probable that their use will | is to be constructed at once, so as to give be widely extended in the near future. the ‘* Big Four ” a direct inlet to the city, which they have desired for a long time. ss To Dennis Long and Jacob Kreiger are due The Louisville and Jeffersonville | the entire success of these enterprises. Bridge. The fight before the Secretary of War} Business in Canada.—Montreal papers for part of two administrations between | take a favorable view of the business out- the river interests and the Louisville and | look. The public deposits increased in Jeffersonville Bndge has at last been de- | September nearly $8,000,000 compared clared off, and now the great structure to} with 1888, while the rate of interest on cross the Ohio River between Louisville, | deposits in the Government savings-banks Ky., and Jeftersonville, Ind., will be} was reduced from 4 to 34 per cent. Mer- speedily built. The original plans have} cantile loans show an increment of $12,- been altered and again have tbe approval | 000,000. The condition of business as re- of the Secretary of War and also the} flected in the bank statement is, on the sanction of the steamboatmen. The bridge | whole, very satisfactory, and other sources will have but three spans over the river| of information point to a like conclusion. proper, the piers being 550 feet apart, al-| Railway earnings are the highest on TI TI HEAVY gearing is of the worm-and-screw form. The eccentrics are so constructed that they may be readily adjusted to take up wear in the blades. The shear is provided with an automatic hold-down. The cutter-bar is not in the way, but is } inch nearer the top blade and lifts 3 to 34 inches. The machire has an automatic clutch, so that when the foot-treadle is depressed 1t starts quickly and stops every cut accurately when at the highest point. The depth of the throat is 15 inches and a 30-inch sheet can be slit. The railroad companies are gradually adopting, where possible, the use of roller- bearings to reduce the friction of vehicles moved by hand. The Chicago and North- western recently applied a set of bearings of very simple form to one of their trans- fer tables, the result being a decided re- duction in the amount of power required to push it. One man now does the work of about five. The cheap first cost of roller- bearings, the ease with which they | can be applied to almost any form of ma- | chine and the power they most certainly save in the moving of heavy bodies have done | much to bring them into prominence. | POWER SQUARING AND TRIMMI!.G SHEAR. lowing abundance of room for the largest | record. The imports of Canadian produce tows of coal that come down the river, and into Great Britain for the nine months either pass through the canal locks or at ending with September exceed in value high water go through the shutes over the | those of the like period Jast year by dam. The length of the bridge from shore | $6,000,000. The lumber trade is active pier to shore pier will be 1650 feet, and and profitable. Mercantile failures have including the approaches 8800 feet. The | been less, both in number and in amount bridge will be a high one, as in midstream | of liabilities. Railway construction is at high water the base will be 53 feet, | proceeding at a substantial rate in the making a passage for the largest steamers. | Northweat, at least 600 miles of new road The harbor of Louisville, which the bridge | being under way. The export cattle will span, is serene the most important | trade has attained the largest proportions on the river, being just above the falls of | yet reached. The receipts of grain at the Ohio and from which the Govern- | Montreal aggregate 10,615,400 bushels, an ment canal leads around the falls. It is|increase of 2,666,160 bushels over last reasonable that the river men warmly pro-| year. These facts give ground for confi- tested against any obstructions being | dence in a profitable trade during the com- placed there. The whole structure will be | ing winter months. of iron and steel, eve. to the piers. The ae Phenix Bridge Company have the con-| A canal is projected at Rheinfelden, tract for building the bridge and are al-| Germany, intended primarily to furnish ready busily at work in Pheenixville, Pa., | power to Basel, Sackingen and other places getting out the specifications. They have |at a distance not exceeding 15 miles. a force of laborers on tne ground prepar- | The power is to be transmitted in the form ing the shore foundations. Engineer ; of electricity. The turbines in the canal Randolph, who superintended the erection | are to be of 17,000 horse-power, and, al- of the Cheasapeake and Ohio Bndge at |lowing for losses, it is estimated that Cincinnati, will supervise the construction | 11.000 horse-power will be available to of this one. There are rumors of several ' consumers. ee a oe ee - = = @ Rk Bhi aheg <P PP Bes ~o > we ae ee oe ee ) DR ieee Be See ee ee aie ae Dee -- nahin = Pa = cas bd) SS ere e4 re howe as FAS, BE, Barrer errr Sos Va = es e _ “~» } ~ 718 PNEUMATIC GUN-MOUNTS FOR THE MONITOR TERROR. | With Supplementary Sheet of Engravings. | In The lron Age of October 7 we de- scribed and very fully illustrated the mod- ern pneumatic gun-carriage, giving in brief an account of the use of air in gun- nery and the part it played trom its earliest in