The Iron Age 1892-08-04: Vol 50

‘THE IRON AGE Tuurspay, AuGust 4, 1892. The Richards Cam. , of a crank—in fact, the ‘‘ layout” of the | tinuously revolving. shaft, S, carrying the cam was originally derived from a crank | cam C and a shaft, , fore arrying the roll- Several of the cams of which engrav- | by means of a special fixture. After-/| turret B, which is mae intermittently. ings are here presented have been in con-| ward an _ elaborate cam-cutting ma-/|In this case the roll-turret is provided stant use for periods varying from two to/chine was made in order to mill/ with four arms situated at equal distance four years, running at 140 revolutions per/the cam by a continuous cut from| from each other and furnished at their minute and driving a turret weighing over| one end of the roll track to the other | outer ends with roller studs for carrying the 100 pounds, and all are to-day in as good | without any shifting of the machine. | cam rollers R' R® R* and R*. These rollers Hi | ii Fig. 1.—Two Rolls in Contact with Cam. i al es = ae Fig. 2—Three Rolls in Contact with Cam. A NOVEL FORM OF CAY. condition as when first started. The roll-| The two perspective views, Figs. 1 and| are formed tapering and the roller studs turret fits the cam so that the turret shaft | 2, convey a very clear idea of the shape of| made so as to be adjustably secured is rigidly controlied during its entire revo |the cam and also show the roll turret in|in the roll-turret in a way we shall | lution, and at no one time is either of the| two positions, The m xt three figures|describe later. The cam has two two rolls which engage the cam free of the | show the cam and roll-turret from differ | faces or roller tracks, J and I, form- cam. The cams timed so that the roll-| ent points of view, while Fig. 6 is a side|ing the opposite edges of a wide, con- turret stands still one-half of the time and elevation of the roll-turret and Fig. 7 a| caved rib, extending through somewhat revolves during the other balf, the move-| section of the same. more than 360°, which for a part of its ment of the roll-turret, being accelerated| The frame carrying the several parts is | length, preferably at each end thereof, is a nd retarded the same as the half stroke! formed with bearings supporting a con-!of a circular form—that is, concentric » “Gas mnie 21) PAWS V MODS 5 5p 4 s ' ' ; : \ ‘ ‘de Hi i | j “ . 4 = — wee ~ ot Amey = : eva) We 7 BWI) S BPS LSS LF = ih eP \% == . ae oe 4 Lf - a ae, “ — Se ah & ss wm SS. A Ware w —— f f é I ee a ~~ n er el a A ee ee cane ee - en = 184 with the shaft S—and which for the re- maining part of its length is of a spiral form, substantially as shown. By making this rib wide enough to fill the space be- tween the rollers upon two adjacent arms it is possible to use but one roller upon Fig. 3.—Elevation Parallel with Fig. 4.—Plan at Right Angles with Cam Shaft. Fig. 6.—Roll-Turre THE IRON AGE. each roller being used twice in succession during each revolution of the shaft 8, first as the leading roller and then as the following roller of a pair of them, once on the face I and—usually afterward—once These cam on the face J of the cam. August 4, 1892 preceding pair, thereby securing a con- stant and positive control over the movements of the shaft S. Ip this case a single roller is the following roller of the leading pair, and the leading roller of the following pair, so that there Fig. 5.—Elevation at Right Angles with Roll-Turreé Shaft. t. Fig. 7.—Section through Roll-Turret Parallel with its Shaft. A NOVEL FORM OF CAM. each arm, or four in all, whereas if that| faces extend around the cam somewhat) are never more than three single rollers in rib were narrow it would be necessary to|more than one turn, so_ that leading end—which is N or N’, according | former construction. use two rollers upon each arm. In that case each one of the four pairs of rollers is brought into use successively, while in the present case the four rollers form also four pairs, which are also used successively, their | use at any time, instead of four, as in a This is illustrated to the direction in which the cam is re-| best in Fig. 5, where those three rollers volved, being usually the latter—-may en- ter between two pairs of rollers before their | view. are shown in dotted lines at the top of that It will be understood that rollers following end passes from between the! are used to work against the cam faces in August 4, 1892 THE IRON AGE. 185 order to avoid friction, and not because they are essential to the operation of the device, for the arms or the pins held in them may be made to terminate in a simi- lar form and fulfill the same function so far as relates to the conversion of motion. Referring now to the roll-turret, Fig. 6, the stems 6, 7, 8 and 9 are held in place by clamping them in the hubs by screws, 15, the hubs being cut open on one side, as shown, to permit this. The lower end of the turret B is bored larger than the shaft S’, and is threaded to receive the tubular adjusting screw D, Fig. 7. The point of this screw is tapered, as shown at 16, to form a circular wedge for pushing out the stems, the inner ends of which are preferably correspondingly beveled or tapered, as shown at 17, to secure a better bearing surface. A check nut, 18, is provided to securely set the screw D. When it is desired to spread out the circle of the rollers to a larger diameter for ad- justing their bearing pressure on the driv- ing cam it is only necessary to loosen a nut, 18, and possibly the screws 15, and screw up the wedge as the case may demand. To set in the rollers the reverse operation is performed, the wedge being screwed down and the stems driven in against it. Itis evident that if in making this mechanism the arms of the turret are not made exactly equal distance from each other the error may, owing to the tapering form of the rollers, be cor- rected to some extent by a proper adjust- ment of the roller studs longitudinally of their axes. Of course the division of the roll-turret into ‘‘ quarters” must be very accurately done, and the expanding screw must be accurately concentric with the shaft, but with care in these respects no serious difficulty has been encountered in reducing the invention to successful oper- ation. In practice the rolls are of steel, tem- pered and ground perfectly uniform. Also, the roll stems are similarly made true and interchangeable. This cam is the invention and has been patented by Francis H. Richards of Hart- ford, Conn. Arbitration Proposed. The situation of affairs in labor circles at Pittsburgh has not shown much change since our issue of last week, the principal event of importance being the proposition of the Pittsburgh manufacturers to submit the settlement of the wage scale to arbitra- tion. As we announced in our issue of last week, the Pittsburgh manufacturers, at a meeting held about three weeks since, introduced a resolution which was unani- mously adopted, to the effect that they would agree to submit all differences ex- isting with the Amalgamated Association to a board of arbitrators. This proposition was brought up at a meeting, and in an- swer to the proposition the Conference Committee representing the Amalgamated Association stated that they were unable to accept the proposition, as a settlement by that course might possibly mean a change in the base of the scale, which they had not been empowered by the Amal- gamated Association to make. At a meeting held on Wednesday, the 27th ult., the question of settling the entire matter by arbitration was again brought up and presented to the Conference Com- mittee of the Amalgamated Association. This Conference Committee, through their chairman, Wm. Weihe, announced that be- fore they could agree to arbitrate the dif- ferences existing it would be necessary to secure the consent of two-thirds of the lodges in the Pittsburgh district. W hen the Pittsburgh manufacturers had been informed that the Conference Com- mittee, representing the Amalgamated Ass ociation, would endeavor to secure the consent of the various lodges to allow the differences to be settled by arbitration, the following resolution was prepared and unanimously adopted. Copies were fur- nished to the Amalgamated Association and also to all of the Pittsburgh manufact- urers directly interested. It reads as fol- lows : Whereas, The Conference Committees of the manufacturers and representatives of the Amalgamated Association of Iron and Steel Workers have, after 15 long conferences, found themselves utterly unable to make a satisfactory adjustment of the differences existing between them, and it being evident that a satisfactory solution cannot be arrived at except through the operation of a more or less prolonged strike and continued stoppage of work, we, the manufacturers, submit the following : Resolved, By the combined Western Iron Scale Conference Committees, that the rep- resentatives of the Amalgamated Associa- tion of Iron and Steel Workers submit the proposition of the manufacturers to arbitrate to the sub-lodges for authority to apply to the | courts of Allegheny County for the appoint- ment of a board of arbitration under the laws of Pennsylvania, and that all points of differ- ence be subinitted to said board, whose decis- ion shall be final and binding on both parties. This to be understood : That you give us a final answer not later than Tuesday week, August 9, 1892, at 3 p.m. Yours truly, W. C. MORELAND, JR., Secretary. In order to do this, the votes being taken by mail, it was decided to adjourn the meeting until Tuesday, August 9, which was done. It is understood that immediately after adjournment steps were at once taken by the Conference Commit- tee of the Amalgamated Association to se- cure the expression of opinion from the different lodges of the Pittsburgh district as to whether the Conference Committee could accept the proposition made by the Pittsburgh manufacturers. In interviews with several prominent manufacturers of the above city the representative of The Iron Age was informed that it is the belief among many of the manufacturers that the Conference Committee of the Amalgamated Association will be delegated with power to settle all differences existing with man- ufacturers by arbitration. In case, how- ever, the lodges do not favorably receive the proposition it is believed that the Con- ference Committee will ask that they be vested with power to change the base rates in the scale if it is necessary to do this in order to bring about a settlement. Incase the scheme of referring the whole matter to a board of arbitrators is carried through it will be done under the laws of the State of Pennsylvania, and the board will pro- ceed under the rules and regulations as defined by the Wallace act of 1883. The judges of the courts of Allegheny County will be called upon to name the arbitrators and 60 days will be allowed in order to reach a decision. Testimony will be heard from both sides, and the final decision of the arbitrators will be binding on both parties. We believe the course of the Pittsburgh manufacturers in agreeing to settle the differences existing by means of ar- bitration is a commendable one, and should be adopted by the Amalgamated Associa- tion. Since the commencement of the troubles at Homestead, prominent officials of this organization have repeatedly stated that they are ready at any time to arbitrate the differences existing between the Carnegie Steel Company, Limited, and the locked out employees of the Homestead Steel Works. This being the case, why should that organization refuse a similar course in order to settle the wage scale with the Pittsburgh manufacturers ? At several of the meetings held between the Conference Committees the charge was repeatedly made by the members of the Amalgamated Association Committee that the Pittsburgh To any one conversant with the situation it can be seen at once that this claim is absurd, as it is well known that the Home- stead steel scale is entirely separate from any other scales, either iron or steel, and has no bearing whatever upon the differ- ences as shown in the respective scales formulated by the Amalgamated Associa- tion and the Pittsburgh manufacturers to govern wages in rolling mills. In the face of astatement made by the Conference Com- mittee of the Amalgamated Association that they were unable to make any change in the different bases of theiron scale, the question arises, What has been the use of holding a dozen or more conferences with Pittsburgh manufacturers? The position taken by the manufacturers of that city was well known to the officials of the Amalgamated Association weeks before any conference was held, and if, as claimed, the Amalgamated Committee had no power to make changes in the scale we are unable to see what action could be taken looking to a settlement of the differ- ences. The Pittsburgh manufacturers have contended right along that they were ready at any time to meet their employees in conference, and the fact that they have held more than a dozen conferences witha so-called Conference Committee of the Amalgamated Association proves this statement conclusively. Ever since the commencement of the present troubles, both at Homestead and in the iron mills at Pittsburgh, the Amal- gamated Association have been inconsist- ent. First, they have proclaimed that they cannot agree to arbitrate with the Pitts- burgh manufacturers, and in the next breath they are crying for arbitration to set- tle the Homestead difficulties. If this or- ganization are as eager to adopt peaceful methods at all times to settle labor disputes as they have claimed the present opportu- nity to arbitrate should be taken advantage of at once. In case it is finally decided to arbitrate, it is expected that a number of the mills will resume operations shortly after August 9, with the understanding that they pay wages called for by the new scale as proposed by the Amalgamated Association until the arbitrat ors have ren- dered a decision. No scales will be signed, however, and any concessions that may be made to the Pittsburgh manufacturers will be secured to those who start up their mills before a settlement is reached. The next meeting of the two Conference committees, to be held in the Ferguson Building on Tuesday, August 9, will no doubt be ex- tremely important to the iron interests of Pittsburgh, and the outcome will be eagerly watched by every person who is directly or indirectly interested in a settle- ment of the labor troubles. napervencigiiliailapiiiscenns J. W. Whittaker, an official of the Amal- gamated Society of Engineers, resident at Manchester, England, in testimony given before the Royal Labor Commission, declared that the society, which was es- tablished in 1851, now had 515 branches in different parts of the world and a total membership of 72,006. The average rate of wages earned by members of the society was 29 shillings and 2 pence. The hours of labor were 53 or 54 a week. Engineers receive about $7 a week, as against from $3 to $4 a day in the United States. The endurance of steel plates under se- vere stress was illustrated in the case of the steamship Portia, plying between this port and Halifax, which was run into on Saturday night by a schooner under full sail. A hole about 5 x 8 feet was made in her bow near the water line, evidently the result of a direct blow. The impact cracked the steel plates for several feet on either side of the hole. The ballast tank manufacturers were endeavoring to pre-| soon filled with water, but the only effect vent a settlement until after the labor| was to depress the head of the vessel about troubles at Homestead had been arranged. 10 inches. ss oe ; eS ate Co: See: ew t = T {i Rf ie ‘ +. ~~ a a : gee RP” BP 7G fog BR) With: Wi . \ Wea Wak SNS’ SRE W 1) Rr “ee. “ld” dle Ss ii i J) A RAWSA, ) Soa. se ue & . BR ~ , <3 Seas aes SAPP PED Mesiaa GAC aw ——__ —_, S\e ci Sete <2 “Se all ete oy ae = Sa a ae * . — ao ; 4 ore ~ 7 TY ENE rk ' a ag A Bx is 2% > D2) ee By) o>: wie ey a 186 Railroad Statisties. According to the advance sheets of the introduction of Poor's Manual for 1892 the total number of miles of railroad in the United States at the close of 1891 was 170,601, of which 4471 structed during the year. miles were cop The mileage of lines making returns of their share capital and funded and floating debts equaled 167,909, against 163,420 for 1890, the in- crease being 4489 miles, the rate of increase being 2.7 per cent. The share capital corresponding to the Inileage completed at the end of 189 equaled $4,809,176,651, against $4,6404- 239,578 in 1890, the increase equaling $168, 937,073, the rate of increase being 3.6 per cent. The funded debts of all the lines at the close of the year aggregated $5,235, 295,- 074, asum $129,33,049 in excess of the total of 1890 ($5,105,902,025), an increase of 2.5 per cent. The other forms of indebtedness of the several companies at the close of the year equaled $345,362,503, against $376,494, - 297 for 1890, a decrease of $31,131,794. The total share capital and indebtedness of ail kinds of all the roads making re- turns equaled at the close of the year $10,- 389,834,228, an increase in the year of $267,198,328 over the total of 1890 ($10,- 122,635,900), the rate of increase for the year being 2 6 per cent. The cost per mile of all roads making return, as measured by the amount of their stocks and bonded indebtedness, equaled $59,820, against $59,577 for 1890. In 188 the total capital investment of the railroads of the United States, meas- ured by the amounts of their share capital, funded and unfunded debts, was $5,108,- 241,906. Their gross earnings in that year equaled $615,401,931, or 12.4 per cent. on capital invested, while net earnings amounted to $255,193,436, being 4.9 per cent. on capital invested. In 1885 the total capital investment was $7,825,533,179; gross earnings equaled $772,568,833, or 9.9 per cent. on capital invested; net earnings, $269,493,931, be- ing 3.4 per cent. on capital invested. In 1886 the total investment was $8,163,- 148,652; gross earnings were $829,940,- 836, equal to 10.2 per cent. of investment, and net earnings $300,603,564, or 3.7 per cent. on capital. In 1887 the total invest- ment was $8,673,187,216; gross earnings were $940, 150,702, equal to 10.8 per cent. of investment, and net earnings $334,989, - 119, or 3.9 per cent. on capital. In 1888 the total investment was $9,369,398,954; gross earnings were $960,256,270, equal to 10.2 per cent. of investment, and net earnings $301,631,051, or 3.2 per cent. on capital. In 1889 the total invest- ment was $9,680,942,249; gross earnings were $1,002,926,059, equal to 10.3 per cent. on investment, and net earnings $322,122,721, or 3.3 per cent. on capital. In 1890 the total investment was $10,- 122,635,900; gross earnings were $1,097,- 847,428, equal to 10.8 per cent. on invest- ment, and net earnings $346,921,318, or 3.4 per cent. on capital. In 1891 the gross earnings of $1,138,- 024,459 equaled 9.1 per cent, of the total investment, aggregating $10,389 834, 228, and net earnings, $356,209,880, equaled 3.1 per cent. The total amount of interest payments in 1891 were equal to 4.25 per cent. of the aggregate bonded indebted- ness of all companies, as against 4.27 per cent. in 1890 and 4.40 per cent. in 1889, and the total amount of dividend pay- ments was equal to 1 85 per cent. on all paid-up capital stock in 1891, 1.80 per cent. in 189) and 1.81 per cent. in 1889. The following statement shows the num- ber of miles of railroad constructed and in THE IRON AGE. operation each year in the United States from 1872 to the close of 1891 inclusive: Miles in Year. operation. PING so 50 ee eepeeisritensecesees 66,171 LAY aii wen buulen nie Keg eeen es 70,268 TR ie et hc nian omen eda 72,385 1875 . 74,096 ee 1) 76,808 NM s Dinsis six ethieana eiatew ms 79,088 DES sina tiars ane bs. naeeg eh Geka 81,767 RON iS 054-0 bce scheed buat nwanem 86,584 POG sbia hiss sone eene Keeseene an 93,206 RE sess | em aniee ewan 103,143 OO ss akan adhere ewe Ra ews 114,712 BBG bh cbowcGee coupes mae mete 121,455 BE iron vslenaene baa oecamaeen 125,379 1885... se volebe SioeR ea eels 128,361 cis QUEER EO CLE. 136,579 BN os 5:55 Re Khas RES SSeS Eee ES 149,257 BOOS 50s sant wenes eee eeeneaee 156,169 SOGO cas svevarethaeaktaueeeae ee 161,353 FOI DNs sees cuswensneuaeane 166,702 errr erre errr rere ee 170,601 Annual Increase of mileage. 5,878 4,097 2,117 1,711 2,712 2 280 2,679 4,817 6,712 9,847 11,569 6,743 3,9 24 2,982 8,018 12,878 6,912 5,184 5,349 3,599 The mileage in each State and territory on Dec-mber 31, 1890, and 1891 was as follows: States and groups of States. New England: Maine...... New Hampshire..... i Se Massachusetts..... ; Rhode Island........ Connecticut......... Group I, Total.... Middle Atlantic : OW BORE sons wsiiscs New Jersey......... Pennsylvania........ Delaware...... Maryland....... are District of Columbia. Group II, Total... Central Northern : ET err re Sree NE SEE TET TET Illinois... Wisconsin. Group LIL, Total... | South Atlantic : We. < base awade West Virginia.... .. North Carolina...... South Carolina...... Ress os eeac0 err Group IV, Total... Gulf and Miss. Valley : OAIORT ... «0000000 Tenmessee............ re Mississippi........... ae Group V, Total.... Southwestern : PRT. sins cae oa a J Kansas TOUMEO oa hk Kk ovens New Mexico....... ‘ Indian Cvuuntry and Oklahoma T’ritory Group VI, Total... Northwestern : Bs kackxcexasanas Minnesota ...... ca oe South Dakota.. We POM 6a ésnnce te PI i's nn svksaies Group VII, Total.. 18 1377.43 1,142.25 YSS8.45 2,06 0.60 217.48 1,0( 16.64 6,828.93 7,745.85 2,08 9.86 8.652. 36 314. 1,270. 5! O4| 20.66 20, 16 71 6,16 10,115 +080, -~} ee 44)| 8.48) 9.19} 90) 5,612.62 36,026.68 © Oka ak 3,350.65 1,4 3.50 3,128.17 2,280.15 ~~ 4,61 2,489.52 80 17,300.59 22.20 ).85 1.85 15,342.66 6,142.02 2'610.41 1,002.98 OT © wiyawe 4.36 181. 1,383.26 1,144.88 | 1,001.91 2,100.32 223.48 1.006 .54 6,860.¢ 7,765, 22 2,132.41 8,919.98 320.12 1,269.44 20.66 iz _ eo ~) Ft 63 89.38 85.61 3,973.64 1,547.11 3,205.46 2,491.06 4,870.25 2,566 87 18,254.39 2,962.45 2,996.20 3,576.47 2,440.39 1,880.0] 8,486.51 5,670.88 5,480.49 9 90) OF wy wre bb 2,699.92 1,048.71 2,200.82 27,8 0.10 7 87.44 | 5} sources. . Be 5 | Total avail. revenue.. August 4, 1892 States and groups of States. Pacific : So SPO itiind sawn cues Washington......... Nevada...... Arizona. . Mc cbataevanewinn Psd areaanes bees Group VIII, Total.) 12,017.80) 1890. 4,328.03 1,455.58 2,004.65 923.18 1,094.81 1,265.49) 946.11 —$___. 1891, 4,484.63 1,503.52 2,309.23 923.18 1,097.57 1,335.66 959.68 12,613.47 The principal figures relating to the railroads of the country are as follows: Mileage of railroads... Second track, sidings, Total track ‘ Steel rai's in track .... Iron rails in track..... Locomotive engines... Cars— Passenger. ‘ Baggage, mail, &c... PROUETG cts scccnce. 40 Total revy’ue cars.. Liabilities : Capital stock..... .. Bonded debt........... Unfunded debt..... Current accounts Total liabilities... Excess of assets over oo eee Totai Assets: Cost of railroad equipment. . Real estate, stccks, bonds and other in- vestments..... | Other assets. hea Current accounts and Total assets ... Freight mileage... . Traffic earnings senger..... Freight Pas- Total. Net earnings. sed Receipts from other Payments: Rentals, tolls,&e . . Interest on bonds..... Other interest..... . } Dividends on stock.... Miscellaneous. ..... Total payments.. Balance. surplus or deficit. . 1891 Miles. 167,845.56 46,683.89 214.528.95 174,775.14 39,753.81 Number. 38.563 ° 23,083 7.068 1,110,286 1,140,737 Dollars. 4,751, 750,498 5, 75 821,989 345,102,632 374,051,161 10,649,726 ,280 341,697,259 10,991 423,539 8,927,571 ,592 1,588,590, 522 233,802,243 241 399,182 . 10,991,423,539 Dollars. 290,799.696 734,185,910 80,549,200 1,125,534,815 3° 0,807,370 101,139,823 451,947,198 64.243 7382 222,652,306 5,917,593 89,099,757 31,008,271 412,921,659 S. 39,025,534 1890. Miles. 163,358.90 40,694.61 Number. 31,812 21,664 7.253 1,061 952 1,090,869 Dollars. 4.500, '71,561 5,053,319 990: 275,281.27 269,914,696 10,288,687 518 301,918,125 10,590,605,643 8,710,300,302 1,458,599,088 223,202,519 198,503,733 10,590,605,643 Miles, Miles, Miles of railroad oper- ee rere 164,261.91 157,976.46 Rey. train mileage : Passenger es 820,712,013 = 287,244,707 Freight.... . 493.541,969 482,900,422 Pe OGss 586s cans 16,945,394 13,780,016 7. ere 831,202,376 798,925,145. Passengers carried. 556,015,802 420,489.082 Passenger mileage... .. 13,316,925,239 12,521 ,565.649 Tons of freight moved 704,398,608 691,344,437 «+ 81,210,154,523 79.192,965,125 Dollars. » i 3 1,078,835,339 341 ,66t 369 108,046,387 449,712,756 58,841,849 217,922,077 34.7338, 102 401,653,879 S. 48,058,878 It will be observed how large a mileage of iron track the country still possesses. eS I Farmers in the great West are offering as much as $2 and $2.50 a day to men who will turn in and help harvest the grain crop. August 4, 1892 THE IRON AGE. 187 Triplex Electric Mine Pumps. The horizontal triplex electric mine pump was designed by the Goulds Mfg. Company of Seneca Falls, N. Y., espe- cially for operation in horizontal drifts of mines for pamping water to the bottom of the mineshaft. It consists of a Goulds which will be entirely remodeled, their accommodation and general facilities being materially increased. The company’s of- fices, which are now housed in South Fourth street, will be transferred to Broad street, thus assembling the entire head- quarters staff of the company under one roof. When complete the new station standard triplex pump, mounted upon one! will make a worthy companion for the GOULDS HORIZONTAL TRIPLEX ELECTRIC MINE PUMP. end of the frame of a car and operated by an electric motor placed upon the opposite end of the frame, power being transmitted from the motor to the pump shaft by means of suitable gearing. The pump is built with phosphor bronze _plungers, bushed cylinders and glands to resist the action of the acids usually encountered in mine pumping. The connecting rods are tied to the crank shaft by solid bronze bushed strap ends having adjustment for wear. The bronze suction and discharge valves are of simple pattern and adapted for severe and continuous service. The triplex electric mine sinking pump is intended for use in sinking new shafts | or pumping out old ones that have been | flooded. The motor is placed on top of the pump, this construction being adopted in order to present as small a cross-sectional area as possible. It is arranged with tie rods for connecting it to the windlass for | lowering and raising. Ali the moving | parts are protected by covers. Suction can be made either at the side or bottom, as may be desired, the discharge being verti cal. The pump proper has the same gen- eral features as the one first described. ee The contract for the erection of a new | train shed for the Pennsylvania Railroad Company at Broad street, Philadelphia, | bas been awarded to A. & P. Roberts & Co. of the Pencoyd Iron Works, Philadel- | phia. The shed, as planned, will be the largest of its kind hitherto constructed, | the following being its principal dimen- sions: Length 598 feet 8 inches; breadth | 304 feet, and hight at its topmost point 147 feet 6 inches. This magnificent span of | roof will cover 16 car tracks, accommodat- | ing in all 204 cars. The whole erection will be on a scale hitherto unparalleled in railroad architecture, exceeding in propor- tions the Pennsylvania's Jersey City depot and the new Reading Terminal station in | Philadelphia, which at present hold the palm of magnitude. The materials to be used will be iron and glass; the building being absolutely fire The work of construction will be pro- ceeded with at as early a date as pos- sible, and it is hoped that the shed will be completed before winter. Exten- sive additions and improvements are also to be undertaken in connection with the main buildings of the Broad street station, proof, | The Niagara Electric Transmission. The Niagara Construction Company, who are now engaged in carrying out the project of utilizing a portion of the vast power at Niagara Falls, deemed it wise to go to the firm of Faesch & Piccard of Geneva, Switzerland, for working draw- ings for two turbine water wheels of 5000 horse-power each. In designing these wheels the head of water and the amount at the disposal of the projectors was pro- vided, and with this data before them the plans were drawn. Contracts for building these wheels will be let to some American concern. Sufficient water for the generation of 6000 horse-power has been contracted for by one of the large pulp mills now located uear the falls, who will put in their own machinery for the utilization of this power. Arrangements have already been mad for supplying much of the electricity needed for operating lamps and electric roads in Buffalo, and it has been definitely settled that for the transmission of power to a distance electricity will be used. The company are now considering the several forms of dynamos and motors now used and it is probable that they will shortly come to a definite conclusion as to which they prefer GOULDS TRIPLEX ELECTRIC MINE SINKING PUMP. | great municipal buildings of the Quaker City, beside which it stands. — oo —- | The sum of $1,263,320 was appropriated | by the New York Board of Estimate and Apportionment for permanent improve- |ment of public works. For additions to the city institutions on Ward’s Island and at Central Islip $500,000 were appropri ated. It is probable that an establishment will be erected sufficient for the carrying on of manufacturing in distinct and small branches, in which the power will be pro- vided by means of electric motors. The main object in inaugurating an equipment of this kind isto educate the prospective user of electricity in the use of motors, and the plant will be needed to give him an idea of what he pays for, how much he pays for, and how the same is gauged. lah - ~- = = = _* Vis, .\ = -: eta) ee 2 PEL UE: beg wah, Ris LS VA Sip * a ae, bn inJsiva SS rm.2 “tka th aes SEN Sere oe fie ues ae BB wnt Shee «i ToS «a 188 WORLD'S FAIR NOTES. | The Extent of the Buildings. The July map of the World's Fair| grounds shows 60 buildings projected at Jackson Park, 50 of which are in process of construction. When the gates are thrown open next May 125 special build ings, with 200 acres of floor space under their roofs, will be within the inclosure. The list of buildings on which work is now being pushed includes the 13 main «expo sition buildings, 2 annexes, 23 State build- ings, the Government Building and above 10 minor buildings for various purposes. The July map shows changes made from old plans and new buildings added. The building for the Indian school has been located at the southeast corner of the grounds, Among the new buildings just projected is the ‘* Workingman’s Home,” which is to be erected near the Woman's Building. This home, to be built by the Pennsyl- vania State Board, 1s designed to show a model residence for the small wage earner. On the State buildings 570 men are now employed. These buildings are for the following States: Illinois, Pennsylvania, Massaehusetts, Indiana, Ohio, Wisconsin, Virginia, Rhode Island, Kansas, Montana, Connecticut, New York, Maine, Delaware, Maryland, Nebraska, Colorado. California, New Hampshire, Michigan, Missouri, Minnesota and Iowa. Along the Midway Plaisance will be a group of structures the seeing of which will be equivalent to a trip around the world. Almost every nation will be repre- sented here by some characteristic build- ing, a number of natives, their customs, amusements, &c. There will be pagodas from India, mosques from Turkey, Alge- rian temples, « village from Ceylon, a palace of the Moors, a village from Germany, anda complete street scene from Cairo, Egypt. The 84 acres embraced in the north end devoted to State and foreign buildings will be studded with various styles of architecture, all, however, in general har- mony. This latter has been secured be cause of arule that every building erected must be approved by Chief of Construction Burnham. Transportation Exhibits. The New York Central Railroad will make one of the interesting exhibits at the fair. It has decided to reproduce in exact details and full size the first railway train run in America—the old engine, the queer looking coaches and the track on which they ran. Space for this purpose was se- cured last week. The particular reason which the New York Central has for exhibiting the first railway train in America is that it ran over that road, known as the Mohawk and Hudson Railway, the first part of the New York Central from Albany to Schenectady. This antiquated train started July 31, 1832, 60 years ago. The engine was im ported from England and its name was John Bull. The first cost of the John Bull was $3763, but before it could be put in operation in this country the freight charges, customs fees, &c., amounted to a total of $5856. Twelve dollars of this item, it appears, was for weighing. The coaches to the train were nothing more than bodies of stage coaches mounted on wheels. The persons who took the first ride were regarded as starting on a very hazardous expedition. Some New Yorkers were on the train, among them ex-Governor Yates, Thurlow Weed, editor of the Albany Evening Journal, and Major Meigs of Albany. In addition to the train, the company will reproduce full size the Schenectady railway station In behalf of citizens of Milwaukee a reservation of 1024 square feet is re- THE IRON AGE. quested in which to exhibit a complete miniature model in staff of the harbor and city of Milwaukee, Wis., showing its docks, shipping facilities, streets, parks, public buildings and other points of local interest. Fair Finances. On Wednesday of last week the $5,000- 000 appropriation bill was voted on in the Lower House. It passed by a vote of 117 to 105. Filibustering tactics were then re- sorted to on a motion to reconsider, and the House adjourned without further ac- tion. Fair directors at Chicago were greatly pleased. It gave to all a new in- spiration for carrying on the work. Ina addition to the $5,000,000 voted by Con- gress $3,000,000 more will be needed, and the task of raising in Chicago $8,000,000 in addition to the $11,000,000 subscribed there was regarded as a gigantic task. In fact, the directors had beguao planning to reduce expenses and stop certain build- ing plans, There was consequently a great reaction when the favorable news was re- ceived from Washington. It is interesting to know that while every effort is being made to persuade Congress to make the appropriation of $5,000,000 necessary to the success of the fair, the Chicago directors do not intend to be caught napping and are now arrang- ing to secure the money from other sources should the Government fail them. This matter has not been discussed in any regular meeting of the directory or Executive Committee, but the ground has been thoroughly canvassed by those who are most deeply interested, and it can now be said that a method of solving the dif- ficulty has been arrived at. In this, as in many other things, the directors have de- cided to follow the example set them by the French, who have always made their international expositions successful in every sense. There are members of the directory who really hope that Congress will refuse to make the appropriation. They are of the opinion that it would be better to borrow the money needed and keep the exposition open on Sunday than to accept the gift from Congress with the Sunday-closing attachment. One of these gentlemen yesterday had the following to Suny: ‘** After Congress adjourns we will know just what todo, If the appropriation is made everything will run slong without trouble. If Congress refuses relief we will issue bonds bearing 4 or 5 per cent. inter- est, and every one will be sold within 30 days. These bonds will be gilt-edged se- curity, being secured by mortgage on the gate receipts. Such preferred bonds were issued~in Paris, and they were greedily bought up by capitalists of Berlin, Paris and London. The most clear-headed financiers in the country have given this matter thought, and it is absolutely cer- tain that no difficulty will be experienced in raising the funds.” French Engineers to Make a Visit. Marquis de Chasseloup Laubat and his brother, Count Laubat, distinguished civil engineers, arrived at Chicago from Paris last week on an important mission. They came to make arrangements for a large number of civil engineers who are coming to Chicago next year to attend the con- ventions of engineers that are being planned by the World’s Congress Auxiliary, The Marquis said that it was probable that the entire society of French engineers would come in a body. A Geological Congress. Geologists of all countries are expected to be in Chicago next year to attend an in- ternational congress to be held early next July. Arrangements for such a congress have been completed by President Bonney of the World’s Congress Auxiliary. The August 4, 1892 scientist who attend are assured that their talks will not be lost to the world. Arrangements will be made to secure the publication of the proceedings of the con- gress and the important papers presented at the sessions. These publications are to be a memorial of the civilization of the nineteenth century. Every subject of in- terest will be considered. Dr. Joshua Lindahl, State Geologist of Illinois, has been appointed chairman of the Commit- tee on the Geological Congress. His ad- dress is at Springfield, Ill. I A Useful Hardening Process. For ordinary purposes it is safe to say that the best results in hardening steel tools and other articles of this material are obtained from the use of pure soft water as the cooling medium. There are many so-called ‘improved processes, consist- ing of baths composed of various mixtures, for which more or less superiority over the old-fashioned method is claimed. As a rule, however, their merits are more imagiuary than real, as a fair comparison with water would demonstrate. Water has, among other advantages, that of cheapness ; consequently it may be changed as often as necessary to keep its tempera- ture very little above normal. Where brine, acidulated water or any of the vari- ous mixtures are used it often becomes necessary to suspend operations in order to give the bath time to cool down suffi- ciently to give the required degree of hard- ness to the steel. This, of course, is only a matter affecting the convenience, and would not be considered a serious objec- tion were the results, as regards quality of the work, superior to those obtained from the use of clear water. The latter medium, however, may safely be con- sidered the standard, and all other methods should be rated in comparison with it. Still, there are special effects resulting from the use of some of the mixtures which cannot be obtained from pure water; and frequently the former are em- ployed for that reason. For instance, so- lutions of salt brine, sulphuric acid and sal ammoniac have the effect of cleansing from the film of scale usually unavoidable where the heating is done slowly, which is the only way to obtain the proper unifor- mity of temperature throughout the entire mass of the article. Oils are employed almost universally for hardening such arti- cles as do not require, either primarily or permanently, the tull degree of hardness of which the steel is capable; and in many elasses of work of this character the sub- sequent operation of drawing the temper is entirely dispensed with. Of course this would not be possible for articles requir- ing a fine temper, but for such as it is suitable for it effects considerable saving of labor, and, consequently,of cost. When the highest possible degree of ex- cellence of temper 1s necessary, it can only be obtained by slow, uniform and careful drawing, from full hardness. If it is desired to gauge the temper by color, the particular tint or shade due to the de- sired degree of hardness will not be a re- liable guide unless the primary hardening be thorough. The use of mercury as a hardening bath—though long known—is not universally nor even extensively under- stood, and even were the results from its use entirely satisfactory, it is doubtful whether it would ever come into general use, on account of the expense of the metal. The process, however, does not give any better quality of work than can be obtained from water—that is, as ordi- narily used—and it may be questioned whether the advantage would not prove to be decidedly in favor of the latter. A very simple and inexpensive modifica- tion of the process nas been discovered, August 4, 1892 the effect of which is very marked—sur- prising, in fact—and more particularly so as the means employed would seem wholly inadequate to produce such a result. Of course, where the highest degree of per- fection is attained it can only be through great care and skill in the manipulation, both in heating and cooling, and this, added to a thin coating of borax, and the mercury cooling bath, constitutes the proc ess. For all fine work aclear flame from charcoal fire is always preferable to black smith’s coal. Great care must be exer- cised to prevent an excess of air from the blast, as, otherwise, the oxidizing action is very rapid and causes scaling, as well as deterioration in the quality of the steel. The use of charcoal fire admits of the work being in plain sight during the en- tire heating, and it can, therefore, be turned and shifted as required, in order to obtain perfect uniformity of temperature. Gradually heated to a barely visible red (in shadow), the article should be witb- drawn from the fire and carefully covered with borax—the latter being, preferably, previously fused and pulverized. It will adhere to and glaze the surface like a coat of varnish. As the heating progresses it may be ne- cessary to repeat the application of borax to insure an absolutely perfect covering. The temperature may then safely be raised to a degree very considerably higher than would be safe were the steel unprotected from the action of the flame. A full bright red for high tool steel is perfectly allowa- ble, while without the borax the limit would be the traditional ‘cherry red.” To insure perfectly uniform heating in all portions of the article it should be main- tained at the required temperature for a sufficient length of time to allow a ‘‘ soak- ing ” or equalizing action, and immediately upon this point being assured the work should be quickly withdrawn from the fire and plunged into the mercury. It is of the utmost importance that the immersion be prompt and complete, and that the work be kept constantly moving about ino the bath in order to prevent the local heat- ing of the mercury and a consequent for- mation of mercurial vapor, which would interpose a fiim between the steel and liquid metal, and by preventing actual contact interfere with the rapidity of transmission of the heat of the steel into the mercury. Also, the article must be kept continuously in the bath until its temperature and that of the bath have become very nearly equalized, as, should its withdrawal be premature, there is not ‘only a loss of the full possible degree of hardness, but the danger of warping and even breakage is imminent. While the result of failure to comply with these necessary precautions will al- most invariably be a complete failure, their ‘careful observance will insure a quality of work which may almost be said to defy comparison with any other known method. The steel comes from the bath perfectly free from oxide or scale—due, of course, to the protection from atmospheric contact by the coating of borax. If any of the latter substance still adheres, its removal is easily effected. Occasion- ally some portions of the surface are coated with mercury — apparently by amalgamation, but it also is readily re- moved. The most highly finished articles may be hardened in this manner, and their polished surfaces come from the bath in- tact, except as to having assumed a whitish color. But the most remarkable result is in the great strength and hardness of the steel. By all other known processes extreme hardness is always attained at the expense of strength—that is, the greater the degree of hardness the more brittle under a break- ing strain will it become. Strange as it may seem, however, by the process under consideration the strength and hardness THE IRON AGE. 189 appear to increase alike, and therefore the|nealed and rehardened and tempered as necessity for the subsequent operation of | for ordinary shop use. tempering, except where avery low degree of hardness is required, becomes unneces- sary. To illustrate the superiority of the results obtainable by this process, a very simple demonstration will suffice and can- not fail to convince the most skeptical. From a bar of ordinary carbon tool steel about 2 inch square cut off two pieces, 2ach about 6 or 8 inches long, and from these make (by grinding or filing, but without forging) two gravers such as are used for hand turning. As the desired quality in such tools 1s hardness only, the tempering process is always omitted. ifarden one of the gravers by the ordinary water process, and the other by the mer cury and borax. After hardening they should be ground on a wet grindstone, and a keen edge given by an oil stone. The diamond-shaped faces forming the ends of the tools should be fairly smooth, as it is the most convenient surface on which to make the test. Place the mercury hard- ened tool in the vise with the diamond face in a horizontal position, and grasping the other firmly in both hands, place the point against the face of the first, using all the pressure possible-—then push, slowly and firmly, and endeavor to cut a groove init. The result will be failure, try as often as you will. Either the fine point of the attacking graver will snap off, owing to its want of strength, or it will be dulled and blunted, like a piece of soft steel. Now, reversing the opera- tion, let the attack be made by the mer- cury-hardened tool on the face of the other, and a clean groove and correspond- ing chip will be cut from it without any serious damage to the aggressive point, though, of course, it cannot stand it in- definitely. If the test be repeated, it will invariably give the same result, provided the mercury hardening has been properly done. Another convincing test is that of drill- ing. This will demonstrate not only the hardness, but also the wonderful strength imparted to the steel, which, in case of the graver test, is not nearly so marked. Take an ordinary flat drill—say about ;', inch diameter—and harden it carefully, after forging a new point to insure against cracks or flaws from previous use. Grind (wet) the angle of face about 60° with re- lation to the axis. The angle of clearance back of cutting edge should be very flat, to give the greatest strength to resist the strain of cut. Place the drill in a heavy- geared drill press, or, preferably, a back- geared lathe, as the latter is much stiffer than adrill press, and any appreciable amount of springing or yielding under the strain is fatal to any attempt to drill hard- ened steel. Put the lathe on slowest speed in gear, and all is ready for the test. About as convenient a test piece as possi- ble is an old file—say about half worn, to make sure its full hardness has not been impaired. This should be placed against the drill point and forced up solidly against it by means of the dead spindle; then start the lathe and feed up, by main strength, or the only effect will be to dull the drill. If the manipulation is correct the drill will cut the hard steel, the chips falling in the shape of fine needles, the full length of cutting edge of the drill, and a clean, true hole can be made entirely through the file. Whea it is considered that a great increase is necessary in the hardness of the drill over that of the material to be drilled, it will be appreciated that the hardening by this process must be of exceptional character. Also, that the tremendous strain supported by the point of the drill at starting the hole—when the full power of the operator must be applied to insure its cutting—gives evidence of the strength imparted to the steel. By way of comparison, let the same drill with which the file has been drilled be an- Try then to drill, say, a saw blade, which is soft enough for easy filing. If it cuts at all it will only be for a few revolutions, when it will begin to ‘*squeak,” and finally refuse to cut. Now reharden to full hardness, and try to drill the saw. It will cut, so far as mere hardness is concerned, but will fly to pieces immediately it gets fairly to work, being brittle as glass. As to the causes of the peculiar effects from this method of hardening, be they chemical, physical, or both, there does not appear to be any very satisfactory expla- nation. Of course the greater thermal conductivity of mercury, as compared with water, notwithstanding its much lower specitic heat, will account for a more rapid cooling of the steel, and as the change of molecular structure of the steel wi-l be dense in proportion to its rapidity, it would seem that this point was sufficient to account for the result. But this hy- pothesis is untenable, from the fact that the use of the mercury bath alone does not give the result, and it is only obtained when the former is used in connection with the borax treatment during heating. A microscopic examination of the structure, as shown in a fracture, reveals a very marked difference between the two meth- ods, and even und