The Iron Age 1899-11-02: Vol 64 Iss 18

THE IRO GE A Review of the Hardware, Iron, Machinery 120 Rossa Teades. t 19198 uy Published every Thursday Morning by David Williams Co., 23% «(0 j [UvIostgg Jew York, Vol. LXIV: No. 18. New York, Thursday, November 2. 1899. linea a Reading Matter Contents ........ page 52 Claeied List of Advertisers “163 dL. Mi. @. - Empty Paper_Shot Shells Advertising and Subscription Rates ‘‘ 59 ‘¢ Smokeless ’’— ‘¢+Acme ’’—‘* Trap ’’ Fitted with the | ‘*Primrose Club ’’— celebrated : |**Nitro’’ — ‘*High U. M. C. : Base’’—‘‘ New Club ”’ are an absolute neces- PRIMERS. ee ee sity to sportsmen in Dynamo Bt. 4s Mo. SDELTIN® Wow York. Boston. Republic Iron & Steel Co., CHICAGO. MANUFACTURERS BAR IRON. _— Bridgeport, DISTRICT SALES OFFICES: out of the way local- a Buffalo. N. Y. New York City. “oe Conn. i Cleveland, O. St. Louis. Mo. ities where loaded Cincinnati, O. _ Birmingham, Ala.| shells cannot be ob- 313 Broadway, THE BRISTOL COMPANY, | tained, and to those New York. ogg nag sae gpa silidenesaarang ristoi s ecordaing | Instruments 5 particular load. San Francisco. ’ —— (Union Metallic Cartridge Zo. All Ranges, Low Prices and Guar- anteed. Send for Circulars, — ~ peworemeess CAHALL BOILERS 8% ™ Also Massachusetts and Phenix Brands of Sash Cord. SAMSON CORDAGE WORKS, - Boston, Mass, CAPEWELL HORSE NAILS. a TURNBUCKLES. NEW YORK, PHILADELPHIA, CHICAGO, BRANCH OFFICE: 11 Broadway, New York. 4 " Cleveland City Forge and Iron Co., - * ‘Cleveland, O. ml ogy TURN BUCKLES. DETROIT, BRANCHES: ciINCINNATI, My ill Bros, nes PORTLAND, ORE. PORTLAND, ORE., Brooklyn, E. D., N. ¥. BUFFALO, PILLING & CRANE, NEW ORLEANS. ‘Lomts Bleck, Pittsburgh THE CAPEWELL HORSE NAIL COMPANY, HARTFORD, CONN. WE CLAIM THE FOLLOWING MERITS FOR JENKINS BROS,’ VALVES. 1. Manufactured of the best Steam Metal. 2. Noregrinding, therefore not constantly wearing out the Seat of the Valves. 3. Contain JENKINS DISC, which is suitable for all Pressures of Steam, Oil, and 4 5 6 Regular customers get it se ne Bee SENS Acids, The Easiest Repaired, and all parts Interchangeable. Every Valve Tested before leaving the factory. ALL GENUINE stamped with Trade Mark. JENKINS BROTHERS, New York, Philadelphia, Chicago, Boston. Brass Prices High, So Use Bright “Swedoh” Stamp- ge. [50 Irregular customers don't, | ing Steel. Easily Brass Plated and Save Money. Pt MAGNOLIA METAL as fast as they want it— Apollo galvanized iron. . ‘6 : t Anti-Friction Metal for all Machinery Bearings. Beware ot [mitations l . o Bes . n these piping times. Genuine Magnolia Metal is made up in bars of which this is a fac-simile : i The name and trade- Se: mark appear on eac h ; box and bar, and the one Besser Scare words manufactured Apollo [ron and Steel Company, Pittsburgh. in United States” and ‘Patented June 3, { j are st amped on the un- ¢ der side of each bar. ‘Magnolia Metal is still se cing S. a. sage price it has always sold at—N ‘0 Office MAGNOLIA METAL CO., (Saaercxsel*) 266 & 267 WEST ST., NEW YOR funer Baling. 2 THE IRON AGE THE ANsonia Brass ~” CGorrer Co. BRASS AND COPPER eget. ILE MANUFAC Waterbury Brass Co. Established 1845. Sheet, Roll and Platers’ Brass, German Silver, Copper, Brass and Ger- TURERS Tobin Bronze TRADE-MARK REGISTERED.) Condenser Plates, Pump Linings, Round, man Silver Wire, Brass and e and Henages Bars, for Pum COPPER RIVETS AND BURS. Piston Rods and Bolt Forging PERCUSSION CAPS, TAPE MEASURES, 39 John Street, New York. 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. DEPOTS: 60 Centre St., New York. 126 Eddy St., Provl- dence, R. |. 38 Mechanic St., Newark, N. J. MILLS AT WATERBURY, CONN. NEW YACHT COLUMBIA All Her BRONZE CASTINGS are made of our... Ordnance Bronze Bridgeport Deoxidized Bronze & Metal Co., BRIDGEPORT, CONN. pH 8 CLOW ! R AN D 0 L th — i — MANUFACTURERS OF=— | SUEERIEEASS 1. SRAZED BRASS & COPPER TUBES. SEAMLESS BRASS & COPPER TUBES’38"DIAM. ; Dy S eTERN DEPOT, 226 LAne Ss we CHICAGO, ILL. a Mn, (4 lea ee eI TELEGRAPH peurn | 8L06, 253 BROADW. eaee § = ADELPHIA, ROOM 320 PHILA. BANA AOLDG. f2,{ ¢ INNATI, 0. ROOM 308 NEAVE BLOG. \ Matthiessen & Hegeler Zinc Co., LA SALLE, ILLINOIS, SMELTERS OF SPELTER AND MANUFACTURERS OF SHEET ZINC AND SULPHURIC ACID. of Zine Selected Plates Selected Sheets for Paper and Card Makers’ ure. Special Sizes cut to order Rolled Battery Plates for Etchers’ and Lithographers’ use Stove and Washboard Blanks. ZINCS FOR LECLANCHE BATTERY. Swiss Hide Belting HIGHEST GRADE. Runs straight, stretches but little, lasts long. MANUFACTURED BY MACHINISTS’ SUPPLY CO,, Rochester, x. ¥. HENDRICKS BROTHERS PROPRIETORS OF THE Belleville Copper Rolling Mills, MANUFACTURERS OF Braziecrs’, Bolt and Sheathing COPPER, COPPER WIRE AND RIVETS. Importers and Dealers in Ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. 49 CLIFF ST., NEW YORK. THE PLUME & ATWOOD Mes, Co., MANUFACTURERS OF Sheet and Roll Brass WIRE PRINTERS’ BRASS, JEWELERS’ METAL, GERMAN 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. ROLLING MILL : THOMASTON, CONN. FACTORIES : WATERBURY, CONN, SCOVILL MFG. CO., Manufacturers of BRASS SHEET, WIRE, TUBES, Hinges, Buttons, Lamp Goods, Nipples, Pumps and Oilers for Bicycles, Braziers’ Solder, Aluminum. Factories, WATERBURY, CONN. DEPOTS : New York, Chicago, Boston. JOHN DAVOL & SONS, AGENTS FOR. Brooklyn Brass & Copper Co., DEALERS IN COPPER, TIN, SPELTER, LEAD, ANTIMONY, 100 John Street, - New York. WILLIAM §. FEARING, 256 Broadway, NEW YORK, SELLS TO THE TRADE Sheet Brass, Fancy Sheet Braga, German Silver, Copper, Brags 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. hoa {AZo ‘ 68 BU08URY fj THE IRON AGE. THURSDAY, NoveMBer 2, 1899. Gas Engines for Motive Power. Gas engines are assuming a prominence which can no longer be denied. Fears are entertained in some quarters lest they should drive steam engines out of com- petition, but the facts do not justify this assumption at present, although what the future may bring forth it would be rash to prophesy. The gas engine, in its im- proved form, has been a commercial factor for too short a period to be termed a keen competitor with steam motors. Whether eventually it will supplant steam en gines will depend largely upon the cost of gas for fuel. It has been proved that Westinghouse gas engines can be successfully built of 650 horse-power, and give as tions aud for isolated plants will be determined largely by the cost of gas for fuel. In districts where a scarcity of water exists the gas engine will have a preference, for the demand for water in a gas plant is limited to that needed for cooling purposes, and where necessary this can be limited to a very insignificant quantity; while the water consumed in a steam plant can only be limited by the use of costly condensing apparatus. The point of rivalry between steam and gas motors, in which the latter may be preferred, is for isolated en- gines in works extending over a large area. There is no difficulty in conveying gas by pipes, however long the distances, but there is a distinct limit to the piping of steam, due to the loss by condensation. This field of usefulness is aiready being filled by gas engines in sev- WESTINGHOUSE GAS ENGINE OF 300 HORSE-POWER. «lose regulation as the most efficient steam engines; other things being equal, therefore, the question between zas and steam to be decided by the buyer will be solely one of first cost and operating expenses. At present there is no great divergence between the cost of a gas engine and that of a first rate steam engine and boiler plant, although as the manufacture of gas engines increases and becomes standardized the introduction of economies will suggest themselves. Where natural gas is obtain- able, or illuminating gas can be had cheaply, the gas plant will probably be selected, on account of the low cost of operation. Westinghouse gas engines have re- <dluced consumption to 11 cubic feet of natural gas per horse-power hour. Taking natural gas at 20 cents per 1000 cubic feet, the cost of fuel for a 650 horse-power engine will not exceed $1.48 per hour. From present appearances the relative competition between steam and gas engines for central power Ssta- eral large works. Probably the largest single gas en- gine contract recently made was to equip the Portland cement factory at Iola, Kan., for 12 Westinghouse en- gines, aggregating 3000 horse-power, including nine en- gines of 300 horse-power each and three smaller units. Natural gas from a well on the company’s grounds will supply fuel. One of these engines is shown in the en- graving. In these engines the governor acts by controling the explosive mixture which is taken into the cylinder. This results in the adjustment of the power of each ex- plosion to the amount of work being done; hence the en- gine runs with the steadiness and regularity of a first- class steam engine. The regulation is so close that it is possible to operate direct connected electric outfits where the armature of the dynamo is mounted rigidly on the engine shaft, the electric lights being cbaracter- ized by extreme steadiness. Since all the cylinders of a three-cylinder engine are rate ee rE, = career eae ee a a0 SN oe — . te s ee ee le See ~ 2 THE IRON AGE. alike. a description of one only will be necessary. Wuen the pisten is at the top of its stroke and begins to move downward :t draws in a ¢vlinder full of a mixture of gas and air. On the return stroke this charge is com- pressed into the clearance space between the top of the piston and the cylinder head. The piston having reached the top of its compression stroke, the charge is ignited by the spark formed by opening an electric circuit in the clearance space, causing an explosion, which drives the piston downward on its working stroke, the burnt gases being expelled through the exhaust on the return stroke, which when, completed brings all the parts of the engine in position to repeat the same cycle of opera liens. The governing apparatus makes it possible to deter- nine accurately the best proportions of air and gas to be used. At the top and bottom of the mixing valve chamber are horizontally moving levers, with pointers swinging over graduated ares. The upper lever controls the gas supply and the lower one the air supply. The ratio be- tween the readings on the two scales, with the levers in any fixed position, shows exactly the proportions of air and gas in the mixture supplied to the cylinders. When the engine is running on a steady load, if one mix- ing lever is meved backward or forward while the other remains stationary, the regulating valve stem will be seen to move up or dewn as the mixture becomes less or more efficient. indicating that a greater or less quan- tity is being used. An automatic starter is used in connection with the engine. It consists of a small air compressor driven by the engine, which forces air into iren tanks, maintaining a supply which is kept in readiness for starting at any time. Three or four revolutions with the air pressure are sufficient for starting. The entire operation is strictly automatic and can be accomplished by one at- tendant without assistance. The Westinghouse Machine Company now have under construction at their works at East Pittsburgh a gas en- gine of 1500 horse-power. It will have three cylinders, each 34 inches in diameter and stroke 60 inches. The tiv wheel will be 19 feet in diameter and will make 100 revolutions per minute. The engine will be 27 feet high and the combined length of engine and direct connected generator will be 44 feet. —_ —s The Delaval Turbine. At a recent meeting of the Leeds Association of En- gineers, at Leeds. England, the president of the associa- lion, J. A. ‘Tempest, alluded to the latest engineering in- dustry introduced into Leeds—namely, the manufacture of the Delaval steam turbines, turbine dynamos, turbine pulps, turbine fans, &c., and said that special works have been erected, having an area of 1 acre under cover. The motive power is obtained from a 100-horse-power steam turbine dynamo (to be afterward supplemented by two more), steam being supplied by a 10-foot 6-inch by 10-foot €-inch marine type boiler with induced draft (Ellis & Eave’s patent). A surface condenser of very large capacity is provided, so that all the steam turbine motors may be submitted to an exhaustive test under working conditions before being sent out of the works. The shops will be equipped with machine tools specially designed for the economic machining of the various parts and the larger toals will have separate electric motors te each machine. 2nd the lighter tools will be driven in groups from an electrically driven countershaft. The larger overhead cranes will also be electrically driven, aml a light railway will run throughout the works to facilitate transmission of the material and finished ma- chines. The Delaval sieam turbine is of the impulse type, a number of nozzles, so constructed that the steam is expanded to the terminal pressure in passing through them, and condneted to a large number of vanes fixed on the periphery of the turbine wheel, which in a 100 horse- power turbine is about 20 inches diameter, running at about 13,000 revolutions per hour, and reduced by gear to 1500 revolutions per minute. The normal consumption ‘ss about 20 pounds per electrical horse-power per hour. —— W. LP. Potter, an attorney, and Geo. W. Ejisenbeis, treasurer of the Central Accident Insurance Company. and other Prominent Pittsburgh men, have formed the November 2, 1699 American Finance & Audit Company, with a capital of $500,000, It is the intention of the company to purchase and hold for investment stocks in business corporations and financial institutions, after a thorough audit has been made of the corporation whose stock is desired. A New Jersey charter was secured for this purpose, as the Pennsylvania laws rigidly limit the purchase of prop- erties and the right to hold stocks in other corporations. The company will practically take the place of the in- dividual in the matter of purchasing and holding securi- ties for investment, with the added advantage that their large holdings will permit them to cxamine into the con- dition of the property they intend to buy. —————— Central Pennsylvania News. ILARkISBEURG, October 30, 18¥9%.- The chief trouble in this district among the iron and steel mills is the short- age of fnel. Owing to the aggravated car famine on the railroads, due to the unprecedented demand for transpor- tation facilities at this period of the year, the coal sup- ply is not up to the requirements of the various mills, and in several instances there have been narrow escapes from shut dowus. The car deficiency is also causing much embarrassment in the shipments, all the mills mak- ing complaints on this score. The Paxton furnaces, owned and operated by the Pax- ton Lron & Steel Company, have been turning out a fine quality of iron, and the output has been large. These furnaces furnish the pig iron for the Harrisburg Nail Works, at West Fairview, owned by the Paxton Lron & Steel Company, which have been running steadily since the start last July. The product is muck bars, and the monthly output is 750 tons. Seven of the nine furnaces are operated, and the bi-weekly pay roll foots up over $2000. Last week there was an advance of 10 per cent. in the wages of all employees at this plant not working on a tonnage basis. The Harrisburg Boiler & Mfg. Company will prob- ably erect an additional building to accommodate a rapidly increasing business. A foundry addition has just been compieted, and a new riveter installed. The Pennsylvania Steel Company have about com- pleted the changes in their rail shipping yards, which will greatly facilitate the handling of the heavy shipments. Large orders have been booked at the Pennsylvania Steel Works, in addition to the big rail orders of the im- portant railroad companies, which will keep all the de- partments running steadily far into the new year. The coke supply was better last week, and the blast furnaces were worked to nearly their full capacity. A new dump is being provided for the Lochiel Fur- nace and mills. A bridge is being constructed over Spring Creek, and when this is finished the cinder will be dumped on the lowlands beyond. John Q. Denny, general manager of the Susquehanna Steel Company, says the orders are very heavy and that the outlook is very bright. The Standard Steel Company have decided to enlarge their plant, at Burnham, and the Logan Iron & Steel Company, located at Lewistown, are enlarging the capacity of their works. It is understood that the Pennsylvania Steel Company are negotiating for the purchase of the Lochiel Furnace. which has been operated by the steel company under a lease since 1895 About 6000 tons of steel will be required for the via- duct on the Burmah railways, now under construction by the Pennsylvania Steel Company. The third and last shipment of materials will leave New York on Novem ber 25 by the steamer * Monmouth.” The bridge and construction department is also getting out materials for the long bridge over the James River, at Richmond. Va., and for the several bridges on the line of the rail- road to be constructed in Cuba by the Cuban Steel Ore Company, who will also build a steel pier 1000 feet long about 30 miles from Santiago. The other day a representative of a San Francisco mill was here trying to place an order for 100 tons of bar iron for quick shipment. He had visited a number of Eastern mills without success. s. i, ie BK, F. Perkins & Son, Holyoke, Mass., issue a neat cat- alogue calling attention to their line of improved venti lating and exhaust fans and in this is inclosed a book of testimonials from many concerns who have used them for years. A great variety of fans are shown including the improved Perkins fan with high speed engine con- nected, In describing the new plant of the Bullard Mac ine Tool Company of Bridgeport, Conn., the generators ~vere referred to as being of the Bullock type. As a mnt : fact they are of the Westinghouse type. November 2, 1899 Lucas & Gliem Universal Cold Saw Cutting Off Machine. The accompanying engravings show a cold saw cut- ting off machine built by Lucas & Gliem, Philadelphia, for cutting beams, shapes, shafts, rods and a variety of other materials. As will be seen by the plan an I-beam THE IRON AGE. 5 thus treated may be painted, &c., without any fear of the decorations peeling off. Sane cee Soil Pips Foundry in New York. Under date of October 20 the National Foundry Com- they pany announce that have purchased the entire PLAN OF COLD SAW CUTTING OFF MACHINE or similar shape may be cut in one cut, either on a Straight line or at any angle up to 45 degrees. Beams or long shapes are cut on the low square table seen at the side of the machine, sections on top of the table, and rounds in the V, making the machine universal as re- gards its capacity for work. The tool has a variable au- tomatic feed, and is provided with an automatic stop and quick movement to the saw carriage by power in either direction. The saw runs in a bath, which keeps it equipment of the Union Iron Works for the manufacture of cast iron soil pipe, tittings, sinks and plumbers’ iron ware, and have established their northern plant on the property formerly occupied by the Lewis & Fowler Mfg. Company as car shops and foundries at Sandford street, “running through the block to Walworth avenue, near Flushing avenue, Brooklyn, N. Y., they having a com- plete line of patterns for standard, medium and extra heavy pipe, fittings, sinks, &c., and expect to be in full LUCAS & GLIEM UNIVERSAL COLD SAW CUTTING OFF MACHINE. well lubricated at all times. The construction of the ma- cliine is covered by letters patent. in ae *« A new varnish for aluminum, of German origin, is described as follows by an English contemporary: Dis- solve 100 parts of gum lac in 300 parts of liquid ammonia, preferably in an enameled vessel, heat being applied for about an hour. When cold, the varnish will be ready for use. Before coating with this preparation the aluminum must be carefully pickled or cleansed with potash and dried by gentle heat. After applying the varnish the ob- ject is placed in a stove and heated for some time to a temperature of about 570 degrees F. Aluminum goods operation within 30 days. The National Foundry Com- pany have secured as their foundry manager E, G. Blaks- lee, who was the founder of the E. G. Blakslee Mfg. Company, predecessors of the Monitor Iron Works. -_— — The Columbia Bridge Company, designers, manufac- turers and erectors of steel bridges and buildings, and all classes of structural steel work, have opened offices in the Conestoga Building, Pittsburgh. The new plant of this concern is located in Edenburg, Lawrence County, Pa., on the lines of the Pittsburgh & Lake Erie and Pittsburgh & Western railroads. The officers are: Joseph Kountz, president and treasurer; Jos. L. Kountz, secretary, and Geo. W. Knopf, engineer and manager. Oe Bee te os ak oe —— Sle ae ee. ean The New York State Commerce Convention. Having its inception in the New York Board of Trade and Transportation, the first State Commerce Conven- tion opened in Utica, October 10, and laid the foundation for work which cannot be estimated, and the results of which cannot be unsuccessful. The delegates repre- sented the brightest business men of the State, all the principal cities and many towns being represented. It is impossible in this report to give all the addresses, nor more than brief summaries. The Erie Canal and taxa- tion were the subjects discussed. G. Waldo Smith, president of the Wholesale Grocers’ Association of New York, called the convention to order, and stated the object: “ We are here to discuss measures by which the commerce of the State can be promoted and the interests of the State advanced. The views of this convention should be crystallized in resolutions and submitted to the Legislature to be put into legislation. The canal and Hudson River did much to build up the State, and the day will come when they will be more useful to the State than ever. The Erie Canal. Hon. John TD. Kernan, of Utica, in an address on “The Loss of Canal Commerce Through Railroad Com- petition and Discrimination, and Its Remedy,” referred to the days when the Erie Canal always presented a busy scene, and was a large factor in transportation. To-day statistics tell us that railroads are doing the busi- ness cheaper and better. Since canal grain carriage from the West to Atlantic seaboard ports has decreased from 32 per cent. of the total in 1878 to 3 per cent. in 1898, it may be asked of what further use are the canals? How and why have railroads thus vanquished New York State canalsincompetitive strife for traffic? In the answer to this question lie the lessons to be learned if we are to maintain in efficiency the grandest public work that our forefathers ever built—the greatest regulator of rail- road rates for 50 years past upon this continent. Even in its decrepitude, railroads from the Mississippi to the Atlantic bow to the Erie as soon as the ice is broken, and keep their rates lowered until it freezes. Railroads have won their victory to a great degree by the ex- penditure upon terminal tracks, elevators and ware- houses, while the State has hardly dockage enough to berth a boat decently. There would be no limit to canal business were adequate terminal facilities added to a suitable waterway. Illegitimate railroad practices and discriminatjons have done much serious damage. For years it has been a common practice to compel shippers, in return for favorable rates, to agree to ship nothing by canal. By the agreement of New York railroads with the other trunk lines a constant differential of 1 cent a bushel on grain is given to the trunk lines between all Lake Erie ports from Buffalo to Fairport, Ohio, and the cities of Philadelphia and Baltimore. In other words, New York railroads prefer that their so-called compet- itors shall carry all the lake grain that they do not get themselves rather than that a canal boat should get a pound of it. The most alarming feature is the control railroads have secured over canal terminals. At both Buffalo and New York the elevators and warehouses, if not absolutely owned by railroads, at least, act in such concert with them as to secure from all canal grain rates for transfer service so high as to be practically pro- hibitory. The proposed enlargement would be entirely useless unless there be added at Buffalo and New York wharfage and elevators where grain and merchandise can be stored and transferred at cost under State con- trol. This latter measure is the key to the whole situa- tion. Erastus Wiman of New York spoke on ** Water Terminals.” He said: “ While for water commerce New York has all the elements of greatness, for a mixed commerce by land and water it is of all ports most expensive, from the fact of the complete separation of the point of receipt from the point of storage; and the point of storage from the point of shipment. We receive three-fourths of af- rivals in Jersey City; we store all that is to be stored in Brooklyn, and we ship nine-tenths of the shipments from New York. In other ports the freight car, the transfer storehouse and the steamship are side by side. The cost of transfer by lighterage in the harbor of New York, be- tween the points of receipt, storage and shipment, is in- variably 3 cents a hundred pounds, or $18 for an ordi- nary 30-ton car. It costs more to take a barrel of flour from the point of its arrival near the Battery to 125th street, 10 miles, than from Duluth to Buffalo, 1000 miles. New York can have the cheapest kind of freight if it will only give the canal proper terminals. The fathers pro- vided ample facilities by the canal district at the junc- THE IRON AGE. November 2, 1899 tion of the East and North rivers. By statute these ten piers were set apart and reserved to the canal forever. But for the sum of $35,000 a year the Dock Commission of the city has leased this property to the railroads of the State—the greatest crime of the century. Three large docks should be constructed at Buffalo and new terminals with double decked steel warehouses in New York. George B. Sloan of Oswego spoke on ‘“*The State Canals and What Should Be Done With Them,” No plan of canal improvement can be begun until it has been voted upon by the people. They must know the cost of any improvement. They would vote down a ship canal because of the cost. If anything of this mag- nitude is contemplated, it must be by the Federal Gov- ernment. The first plan is the Seymour plan, which is to continue the improvement already begun, requiring $15,000,000 more. This would reduce the cost of trans- portation nearly one-half. The second plan is to widen all locks to 26 feet, lengthening them to 260 feet and deepening them to 11 feet. This would allow much larger boats to be used, reducing the, cost of carrying a bushel of grain from Buffalo to New York to 1.18 cents. This would require from $30,000,000 to $50,000,000. No plan should be submitted to the people except in its en- tirety, and they should be treated with sincerity. Gov- ernor Black’s commission regarded the Seymour plan as the most feasible. Ex-State Engineer Martin Schenck of Troy, on the same snbject, said: “I am in favor of the retention of canals and their vast improvement. The Seymour plan wil! add to the carrying capacity of boats 50 tons, but will this plan be adequate to the demands of commerce? A ship canal is not feasible. An ocean steamer with her high hull is impracticable. Lake vessels as they are now are not likely to use it to any great extent. I have de- voted twenty years to the study of canals. I am con- vinced that neither a ship canal nor the present canal are wanted. A canal which could be used by barges would be the most feasible. This would insure the commercial supremacy of New York for a hundred years. The canal can be shortened in some places. The towpath can be done away with, as the vessels will be moved by steam or electricity. The locks should be 260 feet long and 26 or 27 feet wide. Don’t abandon the canal. Enlarge it as I have outlined and you will be repaid a hundred fold.” Mr. Schenck submitted plans prepared by himself for enlarging the canal at a cost of $35,000,000. John P. Truesdell of New York, on the same subject, said he spoke from the standpoint of a New York mer- chant, who knew the efficiency of the railroads, the in- efficiency of the ganals and the efficiency of the water- ways of Canada. A large portion of the products of the West and Northwest must continue to go to the seaboard via the great lakes and the canals. Since the completion of the Welland Canal Canada has demanded an increased share of commerce. Before the end of this year the Welland Canal wili be navigable for vessels 255 feet long and 42 feet beam. The canal will be 14 feet deep. By coustructing a canal from Georgian Bay to Toronto and another from Georgian Bay to Montreal, the route from the lakes to the seaboard can be made 1000 miles shorter than it now is threugh New York. To successfully com- pete with Canada we must have a canal 14 feet deep, with locks 260 feet long. Such a canal will carry a ves- sel of 1500 tons, and it can carry grain at 1 cent per bushel from Buffalo to New York at a profit. The cost of carrying grain from any lake port to New York would then be only 2 cents per bushel. No railroad could com- pete*with this. G. H. Raymond of Buffalo dealt with the ** Possible Commercial Future of the State in the Iron and Steel Trafiic from a Proper Improvement of the Erie Canal,” The string of great cities and the host of smaller cities and villages from Buffalo to New York clustered along the easiest line of movement from the great West to the seas owe their prosperity primarily to the canal. Pennsylvania is pre-eminently the manufacturing State of this country. Iron and steel are to-day the commer- cial barometers of the world. Pennsylvania, possessing the first discoveries of iron ore and following it up with her inexhaustible beds of coal, naturally took the leading position in the iron traffic. With such a start it has not seemed possible that Pennsylvania would ever be at- tacked in respect to this position. However, it is to-day possible to wrest from Pennsylvania a very large portion of her iron and steel traffic and bring it within the bor- ders of this State. There is but one thing that can pre- vent this and that is the absolute stupidity of its citizens in respect to the Erie Canal. There seems to be but one proper plan for the improvement of the canal. Take down one side of one tier of locks, set that side back 7 feet. Lengthen it so as to move boats 125 feet long November 2 1899 with 25 feet beam and deepen it so that boats can draw 8 feet of water. If it cost $100,000,000 it would be money well expended. But it will not. It requires but a trifle of consideration of the present course of the iron and steel traffic in this country to see why Pennsylvania must lose it to a very great extent and also to see that nothing can prevent New York State reaping what Penn- sylvania sowed many years since. ‘The ores of Pennsyl- vania have never been exceedingly rich. Cheap coal made this ore profitable to work when nothing better could be bad. Recent years have brought out the most marvelous deposits of iron ore in Michigan, Minnesota and Wisconsin. These deposits are virtually great mountains of ore. Situated only 80 to 150 miles from lake transportation it is very easily moved to the lakes. The enormous increase in size of lake craft from 600 tons to over 7000 tons has decreased further the cost of car- rying, so that to-day the ores of the Northwest, carrying as high as 65 per cent. of the best iron in the world, are moving in millions of tons down the lakes each year. The great blast furnaces of Pennsylvania have aban- doned almost entirely the use of any other ore, except occasionally for mixing purposes. It is not possible to abandon these enormous plants like Carnegie’s, but they are running at a much greater cost than would be the case at Buffalo. As the demand for Northern ores in- creased, Mr. Carnegie, to save a trifle of profit that other roads were charging for moving ores from Lake Erie to Pittsburgh, recently built at his own cost a new road from Conneaut to Pittsburgh. To further decrease the cost an effort is being made to build a canal from Lake Erie to Pittsburgh. All this is being done simply to enable Pittsburgh to hold her own. She cannot compete with New York State at any cost if the canals are prop- erly improved. A glance will show Pennsylvania’s helplessness. The Northern ores are now loaded on 7000 ton steamers and moved to Conneaut, we will say, for shipment to Carnegie’s works. The lake freight to Con- neaut is exactly the same as to Buffalo. At Conneaut it is placed on the rails and moved to Pittsburgh at a cost of 96 cents per ton. After it is smelted, run into pigs, or rolled into beams or shapes, for the export or New Eng- land traffic, it is then again placed on the rails and moved to New York or Philadelphia at a cost of $2.50 per ton on pig iron and $3 per ton on steel beams, &c. Ap- proximately, it takes two tons of ore for a ton of pig. This makes a ton of pig iron laid down in New York via Conneaut and Pittsburgh at a cost for freight of $4.42. Now look at the course of this traffic via the State of New York. The ore as noted will be delivered as cheap- ly at Buffalo as at Conneaut. It will there be dumped directly into the smelter and made into pigs or steel same as at Pittsburgh. Then it can be freighted on the lock widened and deepened Erie Canal from Buffalo to New York at 50 cents per ton. There is just one thing that must be borne in mind. At present coke costs more at Buffalo than at Pittsburgh. Coal costs a trifle more, but if we allow the added cost at Buffalo of $1 per ton on the pig iron or beams we will more than cover the additional cost. Therefore, we have the cost of a ton of pig iron made at Buffalo and laid down in New York, including the allowance of higher coke and coal, at $1.50 per ton, against $4.42 via Pittsburgh. It should be added that just at this time a new coke supply is to be opened up at the Reynoldsville district which will practically lay coke and coal down as cheaply in Buffalo as is now done in Pittsburgh. Here is a saving to-day of almost $3 per ton if iron is made at Buffalo, over Pittsburgh. A sav- ing in freights of $1 per ton would mean $2,500,000 on Carnegie’s output alone. This would pay close to 5 per cent. With such a canal it will be possible to lay down at New York steel beams and plates at a lower rate than can be done at any other point on the Atlantic coast. If New York can buy ship’s plates and beams cheaper than Delaware by $3 per ton, nothing can prevent the build- ing up along the shores of New York Bay of the greatest shipbuilding plants in the world, and the cities along the Hudson would get their share of these plants. Utica, Syracuse and Rochester and other cities would be able to buy their iron and steel for a less price than New York and Hudson River cities. The advantages that must accrue to the wage earner and retail business are evident. The farmer would be benefited by having a larger and better market for his products. Would it not be a proper thing to so amend the con- stitution that a permanent commerce commissioner could be appointed whose sole business it would be to watch all tendencies of commercial activity outside the State in their bearings on all lines of commerce in this State, so that he could recommend to the Governor what course should properly be taken to check such tendencies from injuring the commerce of the State? Dr. 8, A. Robinson, of New York, presented the mat- ter of terminal facilities at Staten Island and urged that it be used for that purpose. He considered it the finest plece of undeveloped shipping property in the world. THE IRON AGE. During a discussion as to whether canal or rail trans- portation was cheaper, John D. Kernan said: “It has been said that railroads can carry freight cheaper than the canal, no matter what condition you put the canal in. I’or the sake of argument, concede that to be true. It does not affect my position. It isn’t the fact that rail- roads can carry freight at a certain cheap rate, but some- thing that will compel them to carry it at that cheap rate that we want. The wit of man has never been able to compel railroads to carry freight as cheaply as they can carry it. In 1885 the Legislature tried to fix maximum and minimum rates. I spent months on the question and found it could not be done. It is a species of tyran- ny, an invasion of individual rights. Even if the State could fix the rates, they would be rendered obsolete by changed conditions, and the Legislature could not be called together every time a change was needed. The only way to keep freight rates down is by maintaining the canals in condition for active service.” Report of the Committee on Canals, The Committee on Canals presented their report, and the resolutions were enthusiastically adopted: Whereas, The commercial supremacy and the prosper- ity of the city and State of New York were created by conditions of traflic which were developed by the Erie, Oswego and Champlain canals, and that from their in- ception these waterways have been efficient factors in preserving such prosperity and supremacy; Whereas, The neglect in maintaining these canals in suitable condition and the inefficient methods of trans- portation employed thereon have resulted in the decline of their efficiency and relative usefulness, so that they have become less important factors in controlling freight rates from the West to the Atlantic seaboard than formerly, principally because the same intelligence which has brought about the great development of the railroad systems, thereby increasing their cheapness of service and efficiency, has not been brought to the canal systems; Whereas, The Dominion of Canada, recognizing the power and influence of suflicient waterways in determin- ing the course of traffic, has enlarged the canal connect- ing the great lakes with Montreal, and is contemplating the construction of a canal connecting Lake Huron di- rectly with the St. Lawrence River and thereby has in- creased the importance of Montreal and other Canadian seaports in such a way as to seriously threaten the trade of American ports; Resolved, That the Erie, Oswego and Champlain canals ought to be materially improved to maintain the commercial supremacy of the State, thereby promoting the prosperity of its people. Resolved, That the outlay in making such improvement would be a wise investment of money for the people of the State. With due regard, however, to public economy, we believe that the policy of the State should be on the line of improving the canals to secure the greatest bene- fit from the disbursement made in the shortest time. The improvements must be progressive and calculated to attain a definite object and so made that each step will be complete in itself and give immediate benefits to com- merce, The discussion of railroads and railway legislation was then taken up without any formal programme, after which the subject of taxation was considered. Taxation in New York. F. B. Thurber, president of the United States Export Association of New York, on the subject, “ Taxation of Business Capital,” said: ‘The business interests of the State are the State’s breadwinners and should not bear more than their share of the burden of taxation—in any case not more than competing business interests in neighboring States. The central idea of our tax law is equal taxation of all property. This is just and correct in theory, but in practice it has been found impossible to reach a certain class of property represented by securi- ties which can be hidden in stockings, tin boxes, or if necessary kept out of the State, so that all that remains is to tax all visible property as equally as possible.” He gave illustrations of injustice found in the different rates at which capital owned by firms and individuals is as- sessed and taxed as compared with that employed by business and industrial corporations. Firms doing a large business without being taxed on the stock of goods or accounts receivable, when turned into a corporation are assessed, and taxed up in the thousands. He criti- cised the inequality in our tax laws as found in the way banks are taxed as compared with trust companies. In 1897 banks in New York State were taxed at a rate more than five times greater than the trust companies. In Pennsylvania trust companies are taxed higher than banks, about 8% mills against 6 mills for the banks. In a tax on account of the canals over three-quarters of the tax is borne by the counties on the canals, while the 5 eS en een a SS een va poets ag tues 6 THE IRON AGE. regulative influence of the canals on freight rates affects the most remote counties. Lawson Purdy, secretary of the New York Tax Re- form Association, said: The first principle of taxation is that it should be so laid that persons owning the same class of property should compete on equal terms, even with people owning the same class of property in other States. Taxation upon personal property in this State is as bad as any lottery. The value of personal property in any community must always be proportion- ate to the value of real estate, but the report of the State Board of Tax Commissioners shows the most extraor- dinary variations. There are towns in this State where it is the boast of assessors that manufacturing indus- tries ara not taxed at all. There are other towns where they load every dollar on the manufacturing industries that they can impose, thus making competition between manufacturers unfair. Reports show that the exemp- tion of manufacturing plants has been one of the great- est sources of prosperity to Baltimore and that the im- petus thus given to the establishment and extension of manufacturing industries in that city has far exceeded in value the taxes which have been abated. Legislative reports in 1894 on the taxation of mort- gages showed plainly that not more than 3.28 per cent. of the mortgages in this State are taxed, although the law provides for the taxing of all mortgages. The injus- tice is appalling of taxing all of one man’s property when less than 4 per cent. of the same class of property is taxed throughout the State. To sum up: The interest of trade and commerce demands the abo- lition of taxes upon personal property, because taxes are unequal upon property of the same kind, and upon per- sons owning the same class of property within the State, and they are burdensome as compared with the condi- tions in neighboring States. Taxes upon manufacturing plants are necessarily unequal, prevent their establish- ment and drive them away. They tend to increase the cost of goods and to place the burden of taxation upon those least able to bear it. Taxes upon merchandise are unequal and tend to obstruct trade. Taxes upon mortgages either fall upon a small part of the community and are therefore confiscatory, or, be- ing imposed on all mortgages increase the burden of those in debt. The tax on mortgages in this State costs real estate owners in increased interest at least seven times as much as the State receives. Taxes upon banks and trust companies must finally be paid by the business community. The true remedy is to abolish the taxes upon both. The organization tax tends to prevent incor- poration within this State and should be reduced to a nominal sum. The general property tax is the worst tax known in the civilized world. An instructive paper, by Allen R. Foote of Takoma Park, D. C., was read on the same subject and in many points harmonized with the views of Mr. Purdy and Mr. Thurber. Report of the Committee on Taxation. The Committee on Taxation reported as follows, and the report was adopted: Resolred, That steam, electricity and machinery have become such controlling factors in the industrial and commercial world and necessitating the employment of capital co-operating on so large a scale to utilize their advantages, and labor and capital are each so dependent upon the other that neither can prosper without the aid of the other: That the Empire State should offer at least equal advantages with our sister States for the co-operative employment of labor and capital, and the many partners known as stockholders in corporations should not be more heavily taxed than partners in business firms: That any burdens upon capital employed competitive- ly should be equal and to this end the great disparity in the taxation of banks and trust companies should be equalized: That the driving of thousands of millions of New York eapital to other States to incorporate, this State thereby losing millions of dollars in revenue, is an absurdity which cannot be too soon remedied by making our tax laws and regulations affecting industrial corporations at least as favorable as those of New Jersey: That as soon as possible all capital engaged in produc- tion and trade should be exempt from taxation. to the end that our manufactures may be developed. our labor kept fully employed and a home market created for our farm products: That we agree with the report of the Legislative Com- mittee of the State Grange, made in 1894, and indorsed by many commercial bodies and granges throughout the State, that the tax on mortgages is paid by real estate owners, that it is double taxation, that it keeps interest rates up. that as a question of public policy this drain on the producing class of the commonwealth should be remedied, and the remedy is not by taxing debts of this November 2, 1899 class which results in making them, and necessarily the whole commonwealth, poorer; That inequality in the assessment of real estate is a serious obstruction to trade and commerce, and that to remedy this evil this convention adopts the recom- mendation made again and again by the State Board of Tax Commissioners to the effect that in assessing real estate the value of the land and of the improvements thereon should be separately stated, as has been done for several years in the city of Buffalo and several neigh- boring States; That inasmuch as the attempt to directly assess and tax personal property has never been able to reach more than a very small proportion of it, and has pro- duced great inequality and injustice in the taxation of that which has been reached, it is our opinion that it would be better to entirely exempt such personal prop- erty from direct taxation, leaving real estate without any increased burden to be taxed for local purposes only. A recommendation was made that a committee of three be appointed to apply to the Dock Department of New York City for docks for the purpose of Erie Canal boats and freights. This was referred to the Executive Committee with power. Resolutions were also adopted petitioning the Legis- lature of the State to take into serious consideration the advisability of establishing in New York City a perma- nent commercial and industrial exposition commensurate with the grandeur and dignity of the Empire State, and the importance of its wonderful resources and indus- tries. The convention adjourned with cheers for the Presi- dert of the United States and for Mr. John D. Kernan, president of the convention. While the delegates felt that they were probably only sowing what some one else would reap, yet they were fully satisfied that the convention had carried out the objects for which it was called. ‘There is no reason why the Legislature should not know what the business men of the State want in the way of canals and taxation. It is intended that the addresses and proceedings be pub- lished and scattered broadcast through the State, as a matter of education on the subject. The Committee on Permanent Organization were wise in their selection of John D. Kernan of Utica as presi- dent. He was especially fitted for presiding officer, be- cause of his previous connection with railroad commis- sions. i, —_ Converting Utah Lignite. Under the developments of the Hemingway coking patents Utah promises to become the Connellsville of the West. These patents are under the control of L. Z. Leiter and his son, Joseph Leiter, who constitute the financial support of the Universal Fuel Company of Chicago. of which W. E. Rothermel is general manager. The latter gentleman interested his friends in Utah to the extent of their making a shipment to Chicago of a car of lignite coal from the great deposits in Iron County in that State. The result of the conversion of this lig- nite in the Hemingway ovens has proved successful beyond the expectations of all parties interested. It was demonstrated that the bee hive oven, with the patented improvements attached, can be used with charges of coal from the run of the mine, or, as it is commonly termed in mining circles, the “ mine run.” In the drawing of an oven of the Utah coal of 5 tons’ eapacity