The Iron Age 1899-09-07: Vol 64 Iss 10

¢ of ry = “ne a Lge & Poe) > £ + 4 : Published every Thursday Morning by David Williams Co., 232-238 A Review of the Hardware, Iron and Metal ‘Trades. «cy OF CONGRS a bp | : Zap Od G04R WISE New William 8t., York, Vol. LXIV: No. ro. ioe York, ee Septe mber 7, ie en ee oe Reading Matter Contents .. ..... page 44], Classified List of Advertisers. .... 1617) 66 9 Alphabetical Index to Advertisers ‘“* {66]. | i) ¢ Smokeless Shells Advertising and Subscription Rates ‘‘ 51 wd ° ” eo With Nitro ’ Powders Absolute and Uniformity aks «“U. M.C.’’ No 3 of Load. Primers Dynamo St. Louis, Mo. SDELTIRG New York. Boston. Republic Iron & Steel Co., CHICAGO. Manufacturers Iron Angle Bars. DISTRICT SALES OFFICES: Buffalo, N. Y. New York City. Cleveland, O. St. Louis, Mo. _ Cincinnati, O. Birmingham, Ala. THE BRISTOL COMPANY, Waterbury, Conn. Bristol’s Recording Instruments, Fer Pressure, Temperature and Electricity. All Ranges, Low Prices and Guar- anteed. Send for Circulars, “SAMSON SPOT CORD Also Massachusetts and Phenix Brands of Sash Curd, SAMSON CORDAGE WORKS, - Boston, Mass TURNBUCKLES, 11 Broadway, New York. - Cleveland, O. BRANCH OFFICE: Cleveland City Forge and Iron Co., TURN BUCKLES. Ep ee Low Phosphorus Pig PILLING g CRAN Girard Buliding, Philada. y Lewis Block, Pittsburgh. So far, we have delivered galvanized iron to regular customers promptly; and shall. If some of the rest have to Wait, we are sorry, Apollo [ron and Steel Company, Pittsburzh. ay Give more uni- versal satisfaction Bridgeport, to sportsmen than Conn., any other shell of 313 Broadway, the same _ grade New York. upon the market. Union Metallic Cartridge @. GAHALL BOILERS s** CAPEWELL HORSE NAILS. NEW YORK, PHILADELPHIA, CHICAGO, ST. LOUIS, BOSTON, DETROIT, CINCINNATI, SAN FRANCISCO, PORTLAND, ORE., BUFFALO, BALTIMORE, NEW ORLEANS. THE CAPEWELL HORSE NAIL COPIPANY, HARTFORD, CONN. WE CLAIM THE FOLLOWING MERITS FOR JENKINS BROS.’ VALVES. 1. Manufacture dd »f the best Steam Metal. 2. Noregrinding, therefore not constantly wearing out the Seat of the Valves , lontair JE NKINS DISC, which is suitable for all Pressures of Steam, Oil, an¢ 4 BRANCHES : Acids, The Easiest Repaired, and all parts Interchangeable, ». Every Valve Tested before leaving the factory. 6. ALL GENUINE stamped with Trade Mark. JENKINS BROTHERS, New York, Philadelphia, Chicago, Boston Brass Prices High, So Use Bright “Swedoh” Stamp- ses | Nf ‘ing Steel Easily Brass Plated and Save Money. MAGNOLIA MET, Best Anti-Friction Metal for all Machinery Bearings. Beware of Imitations. Genuine Magnolia Metal is made up in bars of which this is a fac-simile : mark appear words “ Manuface ‘Patented June 3, der side of each bar Chicago Office The name and trade box and bar, and the in United States” and are stamped ou the un ree 3. ¢ ae seo (ees perv or MAGNOLIA METAL CO., (°saccr.cti.ce!*) 266 & 267 WEST ST., NEW YORK ‘xi'bearborn s¢ THE IRON AGE MANUFACTURERS OF BRASS AND COPPER Seamless Tubes, Sheets, Rods and Wire. ingot Copper. SOLE MANUFACTURERS Tobin Bronze (TRADE-MaRK REGISTERED.) Condenser Plates, Pump Linings, Round, Square and Hexagon Bars, for Pump Piston Rods and Bolt Forgings. FRanpOlPt & CLOWES WATERBURY, CONN, Waterbury Brass Co. Established 1845. Sheet, Roll and Platers’ Brass, German Silver, Copper, Brass and Ger- man Silver Wire, Brass and Copper Tubing. COPPER RIVETS AND BURS. PERCUSSION CAPS, TAPE MEASURES, METALLIC EYELETS, Brass Kettles, Brass Tags, Powder Flasks, Shot Pouches, &c., AND SMALL BRASS WARES OF EVERY DESCRIPTION. HICK’S PRIMERS, BERDAN PRIMERS. Cartridge Metal in Sheets or Shells a Specialty. New York. ‘ — MANUFACTURERS OF= . DEPOTS: sSHEETIBRASS 6° fence, Rei. “$8 Mechanle St, Newark, WJ. ~ & COPPER. BRAZED BRASS MILLS AT WATERBURY, CONN. NEW YACHT COLUMBIA All Her BRONZE CASTINGS are made of our... Ordnance Bronze Bridgeport Deoxidized Bronze & Metal Co., BRIDGEPORT, CONN. ~ & COPPER TUBES. SEAMLESS BRASS & COPPER TUBES”38"DIAM. . N DEPOT, 226 LAne 5 CHICAGO, ILL. r. + MEW YORK, ROOM 202, POSTAL TELEGRAPH '3 rid 8L06, 253 BROADWAY. wee ate § PHILADELPHIA, ROOM 320 PHILA BANK BLDG FEICES, | ae NNATI, 0. ROOM 308 NEAVE BLOG. \ west ER Matthiessen & Hegeler Zinc Co., LA SALLE, ILLINOIS, SMELTERS OF SPELTER AND MANUFACTURERS OF SHEET ZINC AND SULPHURIC ACID. Special Sizes of Zine cut to order Rolled Battery Plates selected Plates for Etchers’ and Lithographers’ use Selected Sheets for Paper and (‘ard Makers’ ure Stove and Wasnbboard Blanks. ZINCS FOR LECLANCHE BATTERY. BRASS GOODS MFG. GO. """ <=" ed Brass, Silver and Nickeled rass Labels tor Cans and Rubber Moulds. Address all SPECIAL communica - GOODS tions to the MADE TO factory. ORDER, BRONZE DOOR ENOBSBSB, dd Plated Roses, Combined Rose and Escutcheon Plates, Secket Shells, &c., Patent Mirror Pin Cushion Business Cards, Mucilage Brushes. Novelties of new design made to order. SALESROOM: !17 Chambers St., New York. FACTORY: 86-92 Third St., So. Brooklyn. HENDRICKS BROTHERS PROPRIETORS OF THE Belleville Copper Rolling Mills, MANUFACTURERS O Bolt and Sheathing Brazwzicrs’, COPPER, COPPER WIRE ANO RIVETS. Importers and Dealers in Ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. THE PLUME & ATWOOD MF8, Co., Sheet and Roll Brass WIRE PRINTERS’ BRASS, JEWELERS’ METAL, GERM4n SILVER AND GILDING METAL, COPPER RIVETS AND BURRS. Pins, Brass Butt Hinges, Jack Chain, Kere- sene Burners, Lamps, Lamp Trimmings, &c. 29 MURRAY ST., NEW YORK. 144 HIGH ST., BOSTON. 199 LAKE ST., CHICAGO. FACTORIES : ROLLING MILL : WATERBURY, CONN. THOMASTON, CONN. SCOVILL MFG. CO., Manufacturers of BRASS SHEET, TUBES, Hinges, Buttons, Lamp Goods, Nipples, Pumps and Oilers for Bicycles, Braziers’ Solder, Aluminum. Factories, WATERBURY, CONN. DEPOTS : Chicago, WIRE, New York, Boston. JOHN DAVOL & SONS, AGENTS FOR Brooklyn Brass & Copper Co., DEALERS IN COPPER, TIN, SPELTER, LEAD, ANTIMONY. 100 John Street, New York. WILLIAM 8. FEARING. 256 Broadway, NEW YORK, SELLS TO THE TRADE Sheet Brass, Fancy Sheet Brass, German Silver, Copper, Brass and German Silver Wire, Brazed and Seamless Brass and Copper Tubes, Brass and Cop- per Rods, Brass Ferrules, Pure Copper Wire, Sheet and Ingot Copper; Spelter, Tin, Antimony, Lead, &c. THE BRIDGEPORT BRASS CO., BRIDGEPORT, CONN. 19 Murray St., New York. 85-87 Pearl St., Boston. 17 N. 7th St., Philadelphia. MANUFACTURERS OF Brass {SHEET AND TUBING Copper | WIRE. Lamp Goeds of all Kinds. BRASS AND COPPER GOODS In Great Varieties. ON GEARS. IN STOCK WITH CUT ORC MOAALL WORK.TO ORDER. ALND Fon Ove seen mma uaT. 49 CLIFF ST., NEW YORK. “\ TF WELCH MPO CO. 68 SUDBURY ‘THE IRON AGE. THURSDAY, SEPTEMBER 7, 1899. Bevel Gear Cutting at the Pope Mfg. Company.—l. At the works of the Pope Mfg. Company, Hartford, Conn. are several machines for cutting the bevel gears employed in the Columbia chainless bicycle. These ma- chines differ widely in the principles underlying their de- sign, and each occupies an independent field in work of this character. The Brown & Sharpe machine is based upon the principle that if two pitch surfaces are rolled act upon the tooth surfaces more and more of the sur- plus stock is removed until the form is established. The teeth may be shaped in different ways in order to ac- complish this result. In the machine the gear blank is secured to a spindle which is set at the proper angle to the generating spindle, and carriages are provided to bring the blank and generator into proper relation. The Brown & Sharpe Bevel Gear Generating Wachine, The machine built by the Brown & Sharpe Mfg. Com- pany of Providence, in accordance with patents issued to THE BROWN & SHARPE BEVEL GEAR GENERATING together without slip a tooth upon one surface will de- velop or generate a tooth upon the other pitch surface which is conjugate to the generating tooth. It consists of a generator in the form of a gear having the teeth so modified at their working surfaces as to form cutting edges, and which are arranged in varying relation to the plane representing the pitch line, so that they will re- move the surplus stock from the surfaces of the blank teeth by merely rolling the pitch surfaces together. As the pitch surfaces roll together each edge or point on the generator removes a portion of the surplus stock on the blank and forms a conjugate line or point on the surface ef a tooth of the blank, and as successive edges or points MACHINE. O. J. Beale, is illustrated in the accompanying engrav- ings. The principle will be understood from the illustra- tion, Fig. 3. in which B is the gear blank and A and C the generators. The generators may have teeth varying in hight with the corners left sharp, Fig. 4, or the cutting teeth may be file shaped, as shown in Fig. 5. By these means a series of edges or points is formed, which are so arranged that the surfaces of the tooth become in ef- fect abrading surfaces. In such a case a tooth upon the generator will generate a conjugate tooth upon the blank, the’edges or points upon a single tooth acting successively upon the surfaces of a tooth upon the blank as the pitch surfaces roll together and thereby cutting away the sur- : ; ee 2 THE IRON AGE plus stock. It is evident that the design may be used in the manufacture of any form of gearing, although it is especially useful in cutting bevel gears in which the curvature of the two surfaces changes from one end of the tooth to the other, and which cannot, threfore, be ac curately cut in the usual way By this method the di ameter ineasurements of the generator should always equal twice the distance from the apex of the pitch cone to the onter end of the teeth at their pitch line, as, if this rule were not adhered to, the generator, which repre sents a renlar rack, would not POSSESS teeth of 5? | proper taper lengthwise In the drawing A represents a portion of a generator in the form of a spur gear, and having a series of edges arranged in varying relation to the pitch surface of the September 7, 1899 the edges upon each tooth act successively upon the sur- face of a blank tooth, the surfaces of which are reduced to the correct shape conjugate to the surfaces of the teeth of the generator. The machine for carrying the blank and generator is shown in Figs. 1] and 2. The spindle carrying the gen- erator is forced forward by means of a cam roller, so as to bring the gear and generator into contact. The gen erator and blank are operated through open and crossed belts. A reversing mechanism is provided to reverse the motion of both gear and generator as the two are crowded into mesh until the pitch surfaces have been brought into contact by the complete turn of the Gam at the end of the generator spindle, when the cutting has been finished. As illustrated in Fig. 2, the arbor carrying the blank is Fig. 2.—Enlarged View of Blank and Generator. THE BROWN & SHARPE BEVEL GEAR GENERATING MACHINE generator. These surfaces become in fact filing surfaces, which remove the stock. In the blank B the teeth have been roughed out to approximately the correct form. As the pitch surfaces of the blank and generator roll to- gether the cutting edges remove the surplus stock and reduce the teeth to the correct form. In the same draw- ing C shows a similar generator in the form of a rack. The generator shown in Fig. 4 and also in the per- spective view, Fig. 2, is in the form of a crown gear, which is the dividing line between an external bevel gear and an internal bevel gear, and corresponds to the rack nh spur gearing. That is to say, its pitch surface is a plane surface. The teeth of the generator are truncated Wedges in cross section and their surfaces plane surfaces, as this form of tooth may be conveniently and accurately cut. The edges are so arranged as to convert the sur- faces of the teeth into substantially file surfaces, wnich act to abrade or cut away the surplus stock of the blank by an action similar to the action of a file. These are produced by removing portions of the surfaces of the tooth and the operation of these edges in relation to the pitch surfaces varies upon different teeth. When the pitch surfaces of this generator roll upon the pitch sur- face of the blank, the teeth of which have been roughed, mounted upon a graduated carriage, which provides for the accurate adjustment of the angle. in, —_—— Canada Cycle & Motor Company. The new bicycle amalgamation has now a name. it is the Canada Cycle & Motor Company. Another manufacturing concern, the Gendron Company, have been bought out. The forecast of the directorate is as follows: W. E. H. Massey, Senator Cox, L. M. Jones, k. Thomas. W. Y. Soper and E. L. Goold, Mr. Massey to be president and Senator Cox vice-president. Not all the existing works of the various companies incorpo- rated will be kept running. The Massey-Harris Com- pany’s bicycle machinery will be removed from the To- rovto factory and installed in the Cleveland Company’s Toronto Junction factory, which has lately been in- creased by an addition equal to its original great size, and which may now be further increased. The Massey- Harris Company require for implement manufacturipy purposes all the space heretofore taken up by their bi- cycle works. The Gendron Company will cease manu- facturing wheels and their bicycles will now be turned out in the Toronto Junction works. That company, how- ever, will continue in independent business in Toronto, manufacturing children’s carriages, &c. The Welland Vale Bicycle Works of St. Catherines, it is said, will be closed down. But in Brantford the Goold Bicyele Com- SLR RRR HF es se aa wisaeee TRIO + Vp ae oad Ee Sain i typ i eer Veootee cat ein. oo te ee RRS IRE September 7, 1899 pany’s works wil be kept going by the amalgamation. Thus in place of the five factories of the several com panies amalgamated or bought out only two will con tinue making bicycles, and these two will add to their output automobiles, the manufacture of which may be limited to the Toronto Junction works. The Brantford works will be extended, and it may be found necessary also to enlarge still further those at Toronto Junction. ee a Basic Open Hearth Process in Westphalia. The Journal of the lren and Steel [ustitute prints the following abstract of a paper by IK. Johansson in the Jernukontorets Annaler: Ile observes that German furnaces can obtain large quantities of scrap, so much indeed that the acid ful naces work with 90 per cent. of it and the basic furnaces with 8+. The arrangements of the furnaces are generally well adapted for large out turns. They are usually simi lar in form, and it is only at the Phienix Works that two new 20-ton furnaces of the Riley form with round pro ducers are met with. The dimensions of the furnaces vary With the size of the charge to be dealt with. These vary between 5 and 25 tons, the most suitable being con sidered to be from 15 to 18 tons. Various furnace dimen sions are given and the mode of construction described The producers are fed either with bituminous coal o1 with brown coal, the latter also yielding a satisfactory gas. Kdrting injectors are used to force air into the pro ducers below the fire bars, and fans are also made use of In Horde at the steel foundry three producers are always at work, and one in reserve, the open hearth plant there Fig. 4 — Mutilated Gear Generator. THE BROWN & SHARPE BEVEL possessing 16 producers, placed in four rows of four pro ducers each, but only 12 of these are used daily. rhe three 20-ton furnaces at Hésch have six step grate pro ducers, 13 feet in hight and 5 feet in diameter. Four of these supply the gas for these three large furnaces. Water gas does not appear to be used anywhere in West phalia, although at Horde it was much praised, apart from its very explosive character. The acid bottoms are alwuys sintered together, Rhine sand being used with some basic material, the mixture being so arranged that it shall sinter well together, but not actually melt even at the highest temperature in the furnace. The method of procedure in connection with the stamping in of basic hearths is described, powdered chrome iron ore being used as a parting between the acid and basic materials. The method employed in getting the furnace into actual work is also dealt with in detail. Dealing next with the furnace charges the author points out that the boil is a very short one, owing to the large quantities of scrap used. He gives the constituents of a series of charges. In all furnaces the carbon is eliminated as far as possible, the desired degree of hard ness being subsequently given to the metal by the addi- tion of spiegeleisen, ferromanganese and _ ferro-silicon. The author only saw the recarburization effected by pow- dered coke in the case of basic open hearth steel at Hiésch and at the Phaenix Works. At basic Bessemer works, however, where rail steel is being made, powdered coke is universally employed for this purpose to save the more expensive spiegeleisen. At each open hearth works the addition is made to the ladle when tapping, the charcoal powder or coke powder being charged in small packages, each containing about 2 or 3 pounds. At the Phoenix Works a couple of pounds of the loose powder are also THE IRON AGE. 3 strewn over the ladle before the metal is charged into it. Much seerecy is shown in connection with this, but it is certain that the charcoal or coke powder must be per- fectly dry before it is used. The method of working the open hearth furnace is described. Very large percentages of scrap are used, as has been previously stated. After charging, as much gus as possible is passed in to make the melting down as rapid as possible, this being about the most important point in the whole process. For the basic hearth, too, this is a most important matter. If the gas is able to play upon a portion of the uncovered hearth, it softens it considerably, and during the boil such a spot is then al Ways greatly attacked, a hole being produced. If no limestone was added with the charge after it has run down, about 2 per cent. is added, and more is subse quently added if necessary. Very little ere is usually re- quired, so much scrap beir x used. Spanish hematite is QD A °; 2) A Ap f ny c kig. 3. Sketch Lllustrating Principle. Fig. 5.—File Tool Generator. GEAR GENERATING MACHINE. the ore generally used. The various recarburizing and deoxidizing additions are always strongly preheated, either at the working doors or in special furnaces. In the first Case a thin layer of lime is first put on the dolomite to prevent adhesion, on this the spiegeleisen is placed, on top of this the ferro-silicon and on top of all the ferro- ianganese. This preheating is continued until the ferro- iInuDganese and ferro-silicon begin to melt. They are then all pushed rapidly into the bath and _ stirred for about a minute The cleaning and repairing of the furnaces is consid- ered in some detail, and the ladles, molds, &c., in use are also considered The testing methods in use are also inentioned, those at the Phoenix Works being stated in detail. In connection with this the following table is given: Tensi'e strength. Degree Carbon. rons per Elongation. of Per cent square inch Per cent. hardness, 0.06 to 0.10 21 6 to 24.1 25 to 30 000 0.10 to 0.15 24.1 to 26.7 22 to 2 OO 0.15 to 0.22 26.7 to 29 8 20 to 24 0 0.22 to 0 2s 29.8 to 32.4 e AWto 2 1 0 28 to 0 33 32 4 to 35.5 18 to 20 2 0.33 to 0.38 35 5 to 38.7 16 to 20 3 0.38 to 0.45 38.7 to 43.2 15 to 18 iy 0 45 to 0.50 43 2 to 47.0 14 to 16 5 0.50 to 0.55 417.0 to 50.8 12 to 15 6 0.55 to 0.60 WO.8 to 54.6 10 to 12 7 0 & to 0.68 54.6 to 57.1 Sto 10 s 0.68 to 0.75 57.1 to 63.5 > to 10 9 The loss of metal is largely dependent on the per- centage of scrap that is used in the charge. If this is large and free from rust then the loss is usually not more than 4 or 5 per cent. Otherwise it may reach 8 or 9 per vert. Excellent results are also obtained in regard to the tuel consumption. At Horde, for instance, this amounts Stok a ee oe —_—— a Rg, IT ESET TT 4 THE IRON AGE. to from 30 to 25 per cent. of the weight of metal pro- duced, and at the Gutehoffnung Works to only 25 or 30 per cent. At this last works hot scrap is added, the fur- nace making six charges a day. It is stated that at the works of the Bochum Company the consumption of fuel has been brought down to about 25 per cent. These re sults, the author observes, are due to rapid working, with a resulting high out turn. ee The Paris Exposition Medal. The following description of the medal which the French authorities will bestow upon deserving exhibitors at the Paris Exposition of 1900 is given by Capt. A. H. Mattox of the Bureau of Publicity of the United States Commission: The medal is cf bronze 21-16 inches in diameter, and is the work of the French sculptor, M. Georges Lemaire. It consists of a female figure, modeled in considerable relief, holding in her right hand a branch, while with her left hand she sustains an airy bit of drapery. The wording is simply ** 1)’ Exposition de Paris,” and the sun, with conventionalized rays at her left, has the figures 1900 innprinted across it. The figure is seated on the capital of a column, which is almost hidden by the ample folds of the drapery, which are excellently handled. At her feet is a scroll, a palette and a lyre, typifying the fine arts. The reverse of the medal is made up of a car- touche, which is to receive the name of the recipient. At one side and secured by a banderole is a sheaf, presuma bly of corn, typifying agriculture. Below, at the center, is an air ship, at its right is a telegraph pole and at the left a battle ship bristling with fighting tops, conning towers and turrets. The lower part of the composition is made up by the usual cog-whbeels, anvil, governor, &c. ae, is also a camera, telephone, a globe, books and an alembic —<— More Wireless Telegraphy Tests. Some interesting results were obtained with wireless telegraphy the other day at Dover, England. One of Signor Marconi’s installations, says the London Times. Was set up for experimental purposes between Dover and the South Foreland Lighthouse, and the East Goodwin Lightship. The apparatus was set up at the Town Hall buildings in Dover and the ordinary flag staff of the build- ing was utilized. The Town Hall which is surrounded by buildings, is in the center of the town. Intervening between the place where the instrument was fixed and the South Foreland are the high cliffs upon which stands Dover Castle. Messages had, therefore, to pass through or over cliffs from 300 to 410 feet above sea level for about 4 miles. The same conditions applied to the East Goodwin Lightship, except that in this case the message had to travel 12 miles across the sea. It was in order to make these tests that the experiments took place. The results were completely successful. Messages were transmitted and received with the greatest ease and with- out a hitch. Four lightship men, who have qualified as first class operators, assisted in the experiments. ——— sS-ttsti‘“_—ié—s Comptroller of the Currency Charles G. Dawes, in an interview given last week in Chicago, said that the condi- tion of the national banks throughout the country is more prosperous than ever before. The favorable condition of the banks is mainly due, the Comptroller says, to good crops, Which have resulted in the liquidation of many farm debts. The Comptroller’s monthly statement re- garding the circulation of the national banks shows that the total outstanding on August 31 amounted to $242.- 071,792, an increase of $14,893,177 for the 12 months end- ing with August, a marked contrast with a year ago, when a decrease instead of an increase for the preceding 12 months was recorded. A convention, establishing a parcels post system be- tween Germany and the United States, was signed last week, to go into effect on October 1. This is the first agreement of the kind arranged with any European Goy- ernment. The agreement fixes the postage rate on par- cels going from the United States to Germany at 12 cents for every pound or fraction of a pound. The weight of the parcels is limited to 11 pounds. A lock out of employees in the building trades, which had been in force in Denmark for several months, was ended on Monday, a satisfactory agreement having been reached. Thirty-five thousand persons were involved in the trouble. We are informed by J. G. Wright, New York agent for the New Philadelphia Iron & Steel Company, New Philadelphia, Ohio, that he is officially advised by the mill that no option has been given on their plant to the Union Steel & Chain Company. September 7, 1899 The Atbara Bridge. Engineering summarizes editorially the main facts of the famous Atbara Bridge contract, based on a Govern- ment paper which has just appeared: The control of the Atbara bridge work was in the hands of Lieutenant- Colonel Gordon at Cairo, his agent in England being Colonel Western. As every one knows, the Sirdar had, with characteristic energy, pushed forward a railway into the desert on the bank of the Nile, its immediate purpose being to aid in the great campaign, and its ulti- mate object a terminus at Khartoum. The Atbara River interposed a serious obstacle, and the line could not be completed without a bridge, the erection of which was of extreme urgency. So urgent indeed was Lord Kitch- ener’s requirement that he requisitioned for stock ma- terial that would serve the purpose forthwith. Of course this was not forthcoming, and plans and specifications were immediately prepared. This was in October of last year, and on December 29 following tenders for the work were received in Cairo. Seven offers were sent in, five from English and two from American firms; the prices per ton of the latter were £11 17s. 6d. per ton and £13 11s. 6d. per ton; the English offers ranged from £16 12s. to £13 10s. per ton, in all cases, both English and American, with delivery at Liverpool. The time required varied from 14 weeks to 9 months. A mistake, however, had been made in the design of the bridge, which in- volved the necessity of heavy false works in the bed of the river—a condition which could not be accepted. Fresh tenders were, therefore, asked for from the same firms, who were furnished with a very rough specifica- tion, the two necessary conditions being quickness of delivery and erection by launching without any false works; price was altogether a secondary consideration. The specification was as follows: “ Provide for a train of two engines followed by a train of 1 ton per foot run. “Wind 30 pounds on a train 11 feet high above the rails, plus the girder surface. “Limiting stresses, 9 tons per square inch on net sections, calculating the working load as follows: ** Dead load plus live load by 1.5. “ Provided that the dead load assumed shall never be less than half the live load. “The bridge is to be a through bridge, 14 feet clear width and 15 feet 6 inches headway, of seven spans of 150 feet clear, carried on cylinders 10 feet in diameter, the girders to be launched, but the continuity is not to be permanent. Launching strains not to exceed 9 tons.” From the foregoing it is evident that manufacturers were left an entirely free hand as to design, subject, of course, to the approval by Colonel Gordon or his col- league, Colonel Western. From the commencement of the negotiations it appeared quite hopeless to expect anytbing like an early delivery from the English manu- facturers, a delay of, at first, one year before completion in England, and afterward of two years, being the con- clusion unavoidably forced on the authorities. Nor were the two offers coming from America satisfactory as to early delivery. Colonel Gordon accordingly caused fur- ther inquiries to be made in America, and in consequence obtained an offer from Pencoyd (the first appearance of that company in the matter), guaranteeing delivery of a standard type bridge in six weeks. This offer was shortly after modified in accordance with the specifica- tion quoted above, and on January 25 last the revised results were in the hands of Colonel Western; they were as follows: Phoenix Company, declined for early delivery. Horseley, declined for early delivery. Handyside, declined for early delivery. Patent Shaft & Axle Company, £15 15s. per ton in- English port, first span in two months; the others, one every three weeks. Sanders, Pennsylvania, £10 15s. per ton, United States port; time, 344 months. Union Bridge Company, £13 per ton, United States port; time, 65 days. Roberts, Pencoyd, $31,000, United States port; time, 42 days. Certainly Colonel Gordon spared no pains in giving every facility to English manufacturers, but competition was entirely out of the question. Colonel Gordon states in his report that one of the directors of the Patent Shaft & Axle Company, who had done all that was possible to secure the contract, called on him in Cairo and asked what the result had been. “ When I told him that we had placed the order with Pencoyd for complete deliv- ery in six weeks, he told me that they could not possibly compete aganst such quick delivery, and that he doubted whether any firm in the United Kingdom could make as good an offer as they made (the Patent Shaft & Axle Company). as they were, he believed, the only firm in iue United Kingdom that rolled their own material, all the bridge makers having to depend for their rolling x x * & t & 3 pire | { ae K é t Py BRL A 482 September 7, 1899 THE on outside firms, who might or might not be able to give preference to this work.” The statements of Colonel Gordon effectually dispose of the absurd stories of favoritism to American makers, which have been circulated to excuse the deficiencies of our own manufacturers, while the equally absurd statement that while English makers were bound down to follow a prescribed design, Pencoyd was given a free hand, is also effectually contradicted. On the other band, the opinion expressed by the director of the Shaft & Axle Company, quoted above, must, we suppose, be accepted as correct. We have seen that the question of the price paid for the Atbara Bridge was of very small importance, but it is of interest to compare the offers made by the Patent Shaft Company and Pencoyd. The price of the former was £15 15s per tov, delivered in an English port; the latter Was a iump sum of $31,000, or, say, £6400, deliv- ered at New York. The weight of the Pencoyd bridge, including erection plant, was 1,507,000 pounds, or, say, 670 tons, making the price per ton £9 lls. To this has to be added freight to Liverpool, £1 2s. 6d., bringing the cost per ton to £10 13s. 64. On this point Colonel Gordon says: “The price quoted by the nearest English firm was £10,400. I may mention that this was calculated on the weight of the English bridge being the same as the American, but I now gather that it would have been about 200 tons more, and at £15 15s. per ton would mean an increase of £3150.” It has been urged that the Pen- coyd Company took the contract at a loss, but this is not so, and we notice that, even with the present great inflation of prices. they have secured a 10,000-ton con- tract for Japan at £15 per ton. “Memorandum on the Superstructure of the Atbara Bridge, The original demand for this bridge was made by me in a letter to Colonel Western (War Department repre sentative in London) on October 16, 1898, aiid he was requested to consult with Mr. Robertson as to the de sign, &c. In the meantime the Sirdar saw Mr. Roberr- son and fully explained to him the importance of quick delivery; in fact, to look about and see if any stock ma- terial could not be used in its construction. Apparently Mr. Robertson did not find anything suitable and drew out designs for a bridge with full specifications. On arrival of the plans and tenders in Cairo on December 29, 1898, I at once saw that the bridge would have to be built up from the bed of the river, and that if the sub- structure was not finished at least some weeks before the flood came down that there would be no possibility of get- ting the bridge finished this year, and so for at least four to six months the Khartoum line would be cut off at the Atbara. I therefore telegraphed to Colonel Western on January 6 last to say that we must have a bridge that was capable of being launched or built up without false work in the river. Colonel Western called for tenders to the rough spect- fication attached from the four English firms who had quoted for earliest delivery and from two American. The whole question was one of quick delivery; price was practically not considered. Estimate of Time.--On October 29, 1898, Colonel West- ern wrote and said that the bridge could not be completed under a year in the following words: = f There is at present, I am informed, small chance of the superstructure of this bridge being completed in England under 12 months—all shops being full of work.” On December 1. 1898, Mr. Robertson expressed his opinion thus: “. But this bridge will, in our opin- ion, take at least two years to build, and if, as we under- stand, a bridge is wanted before next floods the follow- ing courses are open in mitigation of break. . .” (Mr tobertson suggested a temporary bridge or ferry.) In face of all this I feared there was little chance that the bridge could be finished before the flood and therefore used every effort to get quick quotations else- where, and privately referred to America (the English reports being so hopeless), and then got a telegram from America (Pencoyd) offering a suitable standard bridge for delivery in six weeks. On this I telegraphed Colonel Western: “ Pencoyd Company, Philadelphia, offer eight 150-foot through spans, $28,000, delivery six weeks; load two consolidations, 90 tons each train load, 26 hundredweight per linear foot. Unless you can do better you may 2c cept seven spans only. Please arrange for inspection. Design is considered satisfactory as firm work to good Standards. Inform them that each of our piers will be two 10-foot cylinders, 150 feet center to center. Bridge company must fix distance apart transversely to suit their design and must provide caps for cylinders and all above.” (January 11, 1899). Colonel Western replied that this bridge could not be built without false work, on which I telegraphed: “ Why cannot Pencoyd bridge be launched ? Will you demand quotation for bridge possible for launching from them and other firms ?” (January 11, 1899.) IRON AGE. 5 And again on January 20 last: “. . . Re Atbara bridge superstructure, have you any reply from Pen- coyd ? Do not wait designs. The earliest date that can be given required immediately, also distance trans- versely between cylinders. Do you understand spans 150 feet between centers of piers 7” Receiving a satisfactory reply I telegraphed on January 23 last as follows: . . Accept unless you can lo better,” &e. And finally received reply that Colonel Western had closed with Pencoyd and to final rough specification, Colonel] Western not having received any better offer from England to the rough specification re- ferred to above. In the meantime one of the directors of the Patent Shaft & Axle Company called on me at the Citadel and asked what the result of the offers for the bridge to specification had been. When I told him that we had placed the order with Pencoyd for complete delivery in six weeks, he told me that they could not possibly com- pete against such quick delivery. The whole of the material for the bridge has been inspected by a representative sent from England bv ‘‘olonel Western. I have not referred to price, since that point was not considered by us of such importance as the time of de- livery, but having in my former memorandum stated that the price quoted by the nearest English firm was £10,400, I may mention that this was calculated on the weight of the English bridge being the same as the American, but now gather that it would have been about 200 tons more, and at £15 15s. per ton would mean an increase of £3150. Finally, I wonder that comment has not been made on the fact that the more expensive portion of the bridge plets. Eye bars are solid forgings, accurately bored t6 was contracted for by an Italian firm, the answer to this being that there is only this single firm in Egypt pos- sessing the required plant for sinking cylinders, &c., and until a British firm set up a plant in this country I con- clude that all bridges whose substructures are built as those of the Atbara and others will continue to be con- tracted for by this Italian firm. (Signed), W. S. Gorpon, Lieutenant-Colonel. Catro, May 14, 1899. Atbara Bridge: A. and P. Roberts. A bridge of the “ through ” type (pin connections), 14 x 15 feet 6 inches clear inside, capable of being erected on land and launched into position, or of being built out from the piers without any false work or other support. Seven spans of 150 feet from center to center of piers. pier head being 2500 m., or 8 feet 2.246 inches inside and 8 feet 3.246 inches outside. Designed to sound data and with ample coefficients for a rolling load of two locomotives and tenders, each of 81 tons on a buffer length of 55 feet and a wheel base of 46 feet 2 inches, followed by a train of 1 ton per lineal foot. Width of gauge 3 feet 6 inches. Ww. 8. G. Final Report of Inspection and Tests. The contract for this bridge was awarded to the Pen- coyd Bridge Company (A. &. P. Roberts Company), Pen- coyd, Pa., U. S. A., at a lump sum price by Lieutenant- Colonel J. H. Western, for the Egyptian War Depart- ment. The work includes erection material and cast iron cap plates for the piers. Orders for the material for this structure were placed with the mills immediately after receipt of the contract, which was early in February. They were distributed as follows: For plates, at Central Iron & Steel Company, Har- risburg, Pa. For shapes, at Pencoyd Iron Works, Pencoyd, Pa. Iron squares, Columbia Iron Works, Columbia, Pa. Basic open hearth steel was used by Pencoyd in fill- ing the orders for shapes and flats; basic and acid open hearth steel was used by Central in filling the orders for plates. Work in the shop actually commenced on February §, but little progress could be made on account of diffi- culty in procuring material, especially the plates, in suf- ficient quantity to allow the shop to make a fair start on the work. It was further delayed by the great snow- storm on February 13 until the 19th, when the work fairly commenced. The first shipment was made Febru- ary 25, 1899. The second shipment was made March 15, 1899. The character of the workmanship was very good and was in accordance with American practice. All chord sections top and bottom were milled accurately to lengths called for within 1-50 inch allowed variation. All pin distances were bored also accurately to lengths called for, center to center, within 1-50 inch; pins were turned exactly to diameter called for and pin holes to pin diameters plus 1-50 inch. Shoe plates were planed for bearing on bed plates and planed also for clearance a oes aa el is a eae ER, H , at the miter joints with end posts. All bottom chord splice plates were milled. All floor beam and stringer webs were milled to remove sheared edges, and flange angles of floor beams and stringers were milled to lengths called for. All rivet holes for top and bottom chord splices were reamed to cast iron. templets, and chords bearing the same mark are interchangeable, so that it is not important that any particular piece shonid zo in any particular span. All holes for rivets carrying floor beams and stringers are reamed to cast iron tem- length within 1-50 inch. At other points where finish Was not required the material was sheared to clean edges or chipped to a smooth surface with pneumatic chipping tools. Where finish is required for the trans mission of stress or for the strength of the piece it was done; where it would serve no good purpose it was not done, which is in accordance with American practice in all classes of structural and constructional work. Th character of the work was very satisfactory. Description, Seven span, single track, through bridge, 147 feet c. to c¢. of pins in end posts. Piers square throughout length of bridge Ft. In Length ‘of each span), 21 panels of 21 feet.......... 147 0 vif lt OR ee ee err eer ee : one ae Hight, ¢. to c. top and bottom chords....... eo Oe ee EE ee Ay tere ee 16 0O WV ttn. ClORY GE BOOS BOREOE: os cess cece cn ce ees ee Top and bottom chords, built up members Hight of floor beams (b. to b. of angles)..... ; - o& .7% Hight of stringers (b. to b. of angles)....... re 2 9% Weotn, ©: 10 C. DE Peers 6 i 6 oe eee’ aes hee >» 6 Pounds Weight of seven spans, minus cap plates............1,258,909 Weight of seven spans. minus cap plates, per linear toot . Tr rere r Leet TC ETC Re TT ee ee ee 1,109 Weight of seven spans, minus cap plates, per square DE. aie keke ke hk coke bs kis ee bee keane oe 74 ele, Ge Or BOGE ORE 6.o.6s 0 60 bob Skee KO 359,620 Weight of floor system only, per linear foot......... 342 Weight of floor system only, per square foot......... 21 Weight of cast iron cap plates, with screws......... 132,990 Pounds. Weight of seven spans, including cast iron cap plates. .1,391,.899 Weight of material sale 115,945 Total weight of contract.. : 1,507,844 Final Report of FROM Cl Elastic Ultimate limit. strength. Tonsof Tons of 6 THE IRON AGE. September 7, 1899 PR TINO. oc ign bin 50% «ad oan 6-584 8-634 and 5-2383 ; 1% Ver cent. Per cent. Per cent. RE RENEE or iyiik hao dk sv ee eR 0.014 0.018 0.006 Iron squares from Columbia Lron Company gave re- sults as foliows: Ultimate Reduction : Elastic limit, strength, Elongation, of area, Cut from—- tons per. sq. in. tons persg.in. percent. per cent 14-inch... 13.32 21.97 19.50 30.90 (Signed: BooTH, GARRET & BLAIR demanadailiinsihidcsicindeaie An inventory andappraisementof the value of the estate of the late Wm. R. Howe of Howe, Brown & Co., Limited, steel manufacturers, of Pittsburgh, was filed in that city last week. It shows the estate to be worth a total of §215,281.78. Of this $166,377.07 is in stock in the firm, $29,500 in cash in the hands of the firm, $9,764.71 cash in banks and the balance in railway stocks. Arrangements have been made for the erection of a shovel factory at Newcastle, Ind. The details are large- lv in the hands of John M. Morris and R. M. Watkins of that city. Among those interested are Messrs. Gaar, Miller and Wiggins of Richmond, Ind. Neweastle pays a bonus for the location. The conditions of the contract with the shovel company provide that the plant shall be operated at least eight months in the year, at the rate of 10C¢ dozen shovels per day, for a period of at least seven years. A dispatch from Odessa, Russia, to the London Stand- ard says: “ Engineers representing a big American syndicate are now at Tashkend,. in Syr-Darya, Asiatic Russia, with a project of reclaiming the immense region of Turkestan known as ‘ Hunger Steppe,’ by a system of canals and irrigation works in connection with Syr- Darya. Asa guarantee of the enterprise, which is esti- mated to cost about $90,000,000, the American conces- sionaires will receive a long lease of the Steppe.” ’ Tests of Material, NTRAIL MILL. Blonga- Reduction Chemical analysis.— 2,240 2,240 tion. of area. Fracture. Carbon. Phosphor. Mangan. Sulph. Melt. No. Cut from pounds. pounds. Per cent. Per cent. Ver cent. Per cent. Per cent. Per cent. be Se ee ee eT eee re 20.95 28.07 26.00 42.7 S ang. 0.16 0.050 0.44 0.035 2008 43% = % incd plate. .....ccvccccvess 19.33 27.30 25.00 59 4 S ang. 0.13 0.076 0.43 0.060 11,245 (eee 2 Eee 21.01 26.90 26.00 57.3 S ang. 0.138 0.072 0.31 0.041 9,161 (; €@ec' FB Saar 18.55 30.13 25.00 47.6 S ang. 0.24 0.015 0.53 0.035 12,316 ee eee 17.09 27.32 28.00 59.2 S ang. 0.24 0.011 0.46 0.043 [Bees S56 = 36 tM DlAte. ..65<canccncvaccc 16.25 28.94 30.25 58.6 S ang. 0.17 0.010 0.33 0.030 ee BSE EO Se 17.22 27.52 27.50 61.9 S ang. 0.23 0.009 0.37 0.026 ee ee a ee RD Us bcs viene eunthowb dee e 16.00 27.74 28 00 7.7 S cup. 0.22 0.011 0.42 0.033 BOLe 20ve K 3G Ince Plate... .cccesccsvences 18.21 28.45 25.50 51.5 S ang. 0.22 0.0138 0.44 0.037 Re OS, Oe ee eee 18.46 27.73 27.50 58.5 S ang. 9.23 0.011 0.45 0.040 Lf Fe a ere ee 16.88 27.69 28.75 61.0 S ang. 0.17 0.007 0.41 0.032 13,058 14% x 7-16 inch plate............... 16.64 27.24 29.00 55.8 S ang. 0.18 0.011 0.44 0.027 12,3827 14% x 7-16 inch plate............... 16.40 30.39 22.50 51.5 S ang. 0.26 0.015 0.56 0.031 PROM PENCOYD MILL, Se | OR os 6. i alla: in debris ee eal 15.90 28.60 31.00 51.7 S ang. 0.15 0.020 0.45 0.040 15-inch channels b Rese Sir chine a eect 18.56 29.00 25.00 §2.1 S ang. 0.15 0.040 0.51 0.040 SPGuee, CED, 5b sc nbe nied eebse ns 16.60 27.65 31.25 56.7 S cup. 0.13 0.040 0.44 0.040 DS Rae SIN. 5 'c.c csv. eeee eeu ek 17.62 28.79 28.75 59.2 S ang. 0.16 0.040 0.43 0.0380 CO eee eae 16.12 60.0 S ang. 0.15 0.040 0.44 0.040 SNe III so 0. bs oss Gs ube G's ta 16.10 60.0 S cup. 0.15 0.040 0.44 0.040 ee gee Pee ee 15.66 51.5 S cup. 0.17 0.040 0.50 0.040 oil. ee Rarer ee 19.85 52.5 S ang. 0.15 0.030 0.50 0.030 bo th OD eee eee 15.40 51.8 S cup. 0.20 0.040 0.53 0.040 %-2888 4-inch eye bars. sine are rumen hal a 17.86 50.7 S cup. 0.18 0.030 0.41 0.040 74 6 Soe SO Cedi wivhcaiona es aeee 17.20 58.7 S cup. 0.14 0.040 0.44 0.040 6 Ty See eee ee 17.80 49.2 S ang. 0.18 0.030 0.41 0.040 5 eS ere Care a 16.01 58.2 S ang. 0.17 0.030 0.44 0.040 5 es EO. oo cc's Gs cb ee me bee 18.41 65.4 S ang. 0.18 0.020 0.53 0.030 3 inch angles so Tae ak ie ee 15.55 64.8 S ang. 0.14 0.020 0.42 0.040 214 inch angles.... ee ee 16.86 56.3 S ang. 0.14 0.040 0.45 0.040 Bo. 8 ee eae e, - 15.39 66.8 Sl cup. 0.19 0.0380 0.70 0.040 ee ee eee 2 17.60 57.1 S ang. 0.15 0.030 0.53 0.040 »X 3 inch angles pipe inhaling ia gre bee Sane 17.30 57.8 S ang. 0.15 0.020 0.46 0.030 » x 3 inch angles : ee eee oe 16.94 61.0 S ang. 0.16 0.020 0.47 0.040 et Ce EOE. 6 5040s cs000 we wee 51.6 S ang. 0.16 0.030 0.40 0.030 x 4, inch flat (awe wie as cn 48.7 S ang. 0.16 0.020 0.35 0.040 PKG <i sncedeevinneecee 17.51 51.4 S ang. 0.14 0.040 0.48 0.030 he EO eres - 17.69 54.° S ang. 0.15 0.020 0.38 0.040 Ss inch flat.. iw keep cen aan 18.41 57.8 S ang. 0.16 0.040 0.43 0.040 SS. oOo el ete ecica ciete 16.70 44.4 S ang. 0.21 0.040 0.46 0.040 3 %, inch iat er Pee ee 20.02 54.0 S 1% cup 0.20 0.040 0.50 0.040 10-3478 %&-inch ronnds. - cae wee elr aus meen 14.72 65.6 S cup. 0.10 0.030 0.49 0.040 _8 675 %-inch rounds.. ToCveT er CT re 19.20 67.7 S.cup. 0.12 0.020 0.42 0.040 7-101S %-inch rounds ; ee Pees oe 19.30 67.5 S cup. 0.12 0.020 0.45 0.040 These last four represent rivet and bolt stock 7-941 Analysis of pin material hen TT 0.21 0.040 0.56 0.040 a : : Longitudinal. ek cee ee Oe I. ss kp wie daa A oe 16.02 26.28 29.50 63.3 S ang. eee te: He te Me MOR, ons en cccdeccacdurn 18.79 30.03 25.00 51.2 eg ee 17.79 29.45 25 00 47.3 4a 11237 39% x 84 inch plate...... weeps of 28.62 28.50 52.5 S 4% cup. 1450 20 x % inch plate............. ee 28.78 26.00 58.7 Ss cup. Across. 0301 16 x % inch plate ; errr | 27.73 48.7 Si,cup. 0.20 0.015 0.42 0.044 SO79 S87 x & inch plate........... oo ste» ae 30.89 43.9 ae co aS, bi he 6 oe ee eee 17.94 29.43 50.7 oie Fi Tr tes sas 4+ 11237 3914 x eB Oe a eee 21.50 29.09 47.6 S ang. 0.24 0.014 0.50 0.022 1450 20 x % inch plate....... chau koe 19.57 29.38 57.5 S irreg. 0.15 0.067 0.45 0.048 ee: MURR, Ccisewdcasbwdelsi sku nee 17.93 29.49 41.3 8 cup. 0.19 0.930 0.46 0.04 a $ a % ¥ September 7, 1899 The Woolley Gas and Gasoline Engine. The adoption of zas and gasoline engines for isolated electrical plants has created a demand for an engine of large power adapted particularly to this class of work. With this object in view the Woolley Foundry & Ma- chine Works, Anderson, Ind., have brought out the two types of gas engines which are herewith illustrated, one THE IRON AGE. 7 gine is loaded to its full capacity at one moment and en- tirely without a load at the next, or under a regular load. The valve is driven by means of a pin on the outside of the wheel, thus doing away with the ordinary eccentric. The valve is of the cylindrical type, made as light as is consistent with sufficient strength for the work it has todo. The ends are provided with large wearing surfaces and self adjusting packing rings, which maintain an air tight contact with the valve seat. This type insures a Two-Cycle Gas Engine. of them being a two-cycle and the other a four-cycle en gine. The two-cycle is a heavy, well-proportioned and self contained engine. All its reciprocal parts are balanced, and it bears a close resemblance to the highest type of steam engine. This engine is free from complication, and all the moving parts are easily accessible. The crank shafts are forged from a solid billet of steel and slotted. perfectly balanced valve, and one that will remain tight indefinitely. The rings readily adjust themselves to the varying conditions of contraction and expansion, and therefore will not stick or bind. The ignition is properly controlled by the valve opening the ignition port at the right time to fire the charge. The mixture of air and gas is controlled by a combination stop cock, which is graduated for convenience. The supply of air and gas is bou.-' ye le Gas Enyine THE WOOLLEY GAS AND GASOLINE ENGINE. After the crank is finished disks are shrunk upon it, made in such proportions as to properly balance the reciprocal parts, thus insuring a smooth running and long lived machine. All its wearing parts are of generous proportions. The governor is of the single weight or inertia type, and insures close regulation. The principles of inertia and centrifugal force are combined in such proportions that the engine is held to a uniform speed against all disturbing influences caused by sudden changes of the load, and will maintain a regular speed whether