The Iron Age 1901-03-14: Vol 67 Iss 11

oa ee 8 .. o> THE “IRCN. AGE I teino A Review of the Hardware, Iron, Machine y “nag etal Trades. Published every Thursday Morning by David Williams Co., 232-238 William St.. New York. Vol. 67: No. 171. New Yo $5.00 a Year, including Postage. Single Copies, Ten Cents rk, Thursday, March 14, 1gos. Reading Matter Contents Alphabetical index to Advertisers ‘‘ C.zesified List of Advertisers... . “ Acvertising and Subscription Rates ‘ 139 71 Bristol’s Patent Steel Belt Lacing, SAVES 141] Time, Belts, Money. GreatestStrength READY TO APPLY = FuSHEDvomY «With Least Metal | Send for Circulars and Free Sampies. THE BRISTOL CO., Waterbury, Conn. | SAMSON | SPOT CORD | i sta a Phenix aise Maceachors ofs ; Cord. SAMSON CORDAGE WORKS, Bosten, Mass. eo Pe —— a | Branch Office, 11 aes New York. | Cleveland City Forge and lronCo., - Cleveland, O. | MERRILL BROS., 465 Kent Ave., BROOKLYN UN. Y. BESSEMER PI PILLING & CRANE, :: Girard Building, Phila. —_ Block. > St., New ¥ fork APOLLO BEST BLOOM GALVANIZED IRON It pays: us to make the it pays it pays best galvanized iron ; 1e dealer to sell it ; 1¢ worker to use it; it pays 1¢ Owner to get it. Good usiness, from end to end, American Sheet Steel Company Battery Park Building New York ittsburgh. | REMINGTON ARMS Co ry wg ILION New York. SF sagt AGENCIES 3IZ Broadway New Yora. #25 AGarket St. San Francisco. C AHALL BOILERS See Page 100 CAPEWELL HORSE NAILS. NEW YORK, PHILADELPHIA, CHICAGO, ST. LOUIS, BOSTON, DETROIT, CINCINNATI, SAN FRANCISCO, PORTLAND, ORE., BUFFALO, BALTIMORE, NEW ORLEANS. THE CAPEWELL HORSE NAIL COMPANY, HARTFORD, CONN. BRANCHES: « a . Jenkins ’96 Packing. Pronounced by steam users throughout the world the best joint packing manufactured. Expensive? Not at all, as it weighs 30¢ less than many other packings, consequently is much cheaper. JENKINS BROTHERS, New York, Boston, Philadelphia, Chicago. Brass Prices High, So Use Bright“Swedoh” Stamp- qq 19 __ ing Steel. Easily Brass Plated and Save Money. page MAGNOLIA METAL. Best Anti-Friction Metal for all Machinery Bearings. Pac-Simile of Bar. Beware of imitations. MAGNOLIA METAL " Owners and Sole Manufacturers: 266 and 267 West St.. NEW YORK. Tondon Chicago btre Boston, Spar Franeiadoy Pit sae ‘ 7: ¥ NY Pittsburgh, tpbhia. e9 MAH 14 1901. 2 THE IRON AGE. THE ANSONIA BRASS s° COPPER CO. MANUPACTUREES OF BRASS AND COPPER Seamless Tubes, Sheets, Rods and Wire. Ingot Copper SOLE MANUFACTURERS Tobin Bronze Waiecbury Brass Co. Established 1845. Sheet, Roll and Platers’ Brass, (TRADE-MakK REGISTERED.) German Silver, Co , Brass and Ger- ae man Silver * Brass and Condenser,Plates,Pump Linings, Round, Copper Tubing. Square and Hexagon Bars, for Pump Piston Rods and Bolt Forgings. COPPER RIVETS AND BURS. TAPE MEASURES, METALLIC EYELETS, Brass Kettles, Brass Tags, Powder Flasks, Shot Pouches, &c., AND SMALL BRASS WARES OF EVERY DESCRIPTION Cartridge Metal in Sheets or Shells 99 John Street, New York. Randolph-Clowes Co., a Specialty. DEPOTS : --. edeaapeneay again 60 Centre St., New York. 126 Eddy St., Provi- WATERBURY, CONN. dence, R.1. 38 Mechanic St., Newark, N. J. MANUFACTURERS OF MILLS AT WATERBURY, CONN. SHEET BRASS & COPPER. BRAZED BRASS & COPPER TUBES. SEAMLESS BRASS & COPPER TUBES TO 36 IN. DIAM. New York Office, 253 —+-- ‘aia Postal Tel- egraph Bldg., Room 202 erchese Sts. Deoxidized and Ordnance Babbitt and Anti-Friction Metals, Best and Cheapest. BRIDGEPORT DEOXIDIZED BRONZE & METAL CO., BRIDGEPORT, CONN. Chicago Office, 602 Fisher Bld Boston Office, Cor. Oliver and »Matthiessen & Hegeler Zinc Co., LA SALLE, ILLINOIS. SMELTERS OF SPELTER AND MANUFACTURERS OF SHEET ZINC AND SULPHURIC ACID. Special Sizes of Zinc cut to order. Rolled Battery Plates. Selected Plates for Etchers’ and Lithographers’ use. Selected Sheets for Paper and Card Makers’ use. Stove and Washboard Blanks. ZINCS FOR LECLANCHE BATTERY. OUNDERS BRASS Finisuéss J.J.RYAN & CO, i — Sa a eae — 1 Cebeobaol_ ih —) al Oi eblal-t-col Best Bronze, Babbitt Metals, Brass and Alominum CASTINGS ‘0 R. A. HART, No better counter made. 4 Wheel, $3.00 5 Wheel, $3.25 Guaranteed. BATTLE CREEK, MICH. HENDRICKS BROTHERS PROPRIETORS OF THE Belleville Copper Rolling Mills, MANUFACTURERS OF Bolt and Sheathing Buy A SEAMLESS LINENOID FOR $25.00 AND Paddle Your Own Canoe, Crane Bros., Canoe Builders, Westfield, Mass. SEND FOR CATALOGUE. Brazxiers’ COPPER, | COoOPrPrERnR wi iRE AND RIVETS. Importers and Dealers in Ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. $9 CLIFF ST., NEW YORK. ‘priasevort, BRIDGEPORT BRASS °0., Conn. 19 array St., New York. THE PLUME & ATWooD MES. o, MANUFACTURERS OF Sheet and Roll Brass —AND— 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, FACTORIES : WATERBURY, CONN, ROLLING MILL : THOMASTON, CONN. SCOVILL MFG. CO., Manufacturers of BRASS SHEET, WIRE, TUBES. Hinges, Buttons, Lamp Goods, Nipples, Pumps and Oilers for Biecyeles, Braziers’ Solder. FACTORIES, WATERBURY, CONN. DEPOTS: WEW YORK, CHICAGO, BOSTON. JOHN DAVOL & SONS, AGENTS FOR Brooklyn Brass & Copper Co. DEALERS IN COPPER, TIN, SPELTER, LEAD, ANTIMONY. 100 John Street, New York, Arthur T. Rutter, SUCCESSOR TO WILLIAM S. FEARING, 256 Broadway, New York. Sheet Brass, German Silver, Cop- per, Brass and German Silver Wire, Brazed and Seamless Brass and Copper Tubes, Small Tubing a Specialty. Brass and Copper Rods, Brass Ferrules. Sheet and Ingot Copper; Spelter, Tin, Antimony, Lead, etc. «PHONO - ELECTRIC” WIRE. “IT’S TOUGH.” TROLLEY, TELEPHONE and TELEGRAPH LINES. os 5 WANES ven wien’ meras wor RACT Ur Of G20 Te wane PRIC: PU MYOUR ie ‘THE IRON AGE TuurspAy, Marcu 14, 1901. The Helwig Reversible Pneumatic [lotor. The accompanying engraving illustrates a reversible pneumatic motor arranged to drive a spindle to which may be attached tools of different kinds. The spindle is placed in bearings in the end of the case, so that the tool may be operated in very close quarters. The motor is composed of two oscillating cylinders, which take air at both ends. The trunnions have steel ferrules to protect them from wear. In the main frame are two air chests, one on each side, one for live air and the other for exhaust. By turning the handle half way round the functions of these chests become reversed, thereby reversing the motion of the machine, and read- ily controlling it. A one-quarter turn of the handle stops the motor. The air is admitted and exhausted the building will correspond to that of the other build- ings of the university. The basement will be fitted up with 600 steel lockers for the use of the students. The first floor will be devoted to museum purposes. The second will serve as the main floor of a large auditorium, with a gallery above. The auditorium will be used for the weekly Sibley College lectures, which are of general interest. The building, it is hoped, may be completed by January 1, 1902. => Chicago’s New Bascule Bridge.—The big new bascule eight-track railroad bridge over the drainage canal at Campbell avenue, Chicago, has just been completed, after two years’ work, and will shortly be thrown open for regular traffic. It is the largest bascule bridge in the world, being 434 feet long and 75 feet wide. The bridge THE HELWIG REVERSIBLE PNEUMATIC MOTOR. through the handle, which is provided with an adjust- able collar which can be set so that the motor runs but one way only. The handle is detachable when the ma- chine is suspended, or when it is used for tapping and reaming. A train of gears transmits power from the engine shaft to the spindle. The aluminum casing has a hinged cover, by raising which the working parts can be inspected and oiled. The largest motor of this type at present built by the Helwig Mfg. Company of St. Paul, Minn., weighs 33 pounds, and develops about 2 horse-power, with a consumption of 17 cubic feet of iree air per minute at 90 pounds pressure. The maxi- mum speed of the spindle is 200 revolutions per minute under 100 pounds pressure. The speed is controlled by he handle or throttle to meet the demand. a ee eee Contracts have been let for a new Sibley College build- g to house the mechanical department of Cornell Uni- ersity, Ithaca, N. Y. The new building is the gift of liram W. Sibley of Rochester, N. Y., after whose father he college is named. The cost will be $75,000, and the ‘ucture will be a three-story stone building of fire proof struction, surmounted by a metal dome. The plan of is located about 2000 feet west of the junction of the main drainage channel with the Chicago River and pro- vides a clear waterway for navigation of 120 feet. Eight railroad tracks cross the canal at this point. Four of these tracks are owned by the Pittsburgh, Cincinnati, Chicago & St. Louis Railway, two by the Chicago Ter- minal Transfer Company and two by the Chicago Junc- tion Railway. ‘The bridge cost $720,000. A swing in this place would be totally inadequate to fulfill the require- ments. Its center piece would take much of the room in the channel, though this would not be the serious ob- stacle in the wide canal that it is in the narrow river. All the tracks would he concentrated on one narrow structure, and if this were disabled in any way it would be necessary to keep it open to accommodate navigation, while the business of the railroad companies would be tied up. - oe The Standard Tube Works and the Shelby Steel Tube Works, both of Ellwood City, Pa., are experiencing one of the best and most profitable runs in the history of the mills. Both factories are running double turn, their principal work being on boiler flues. en aa: lar — Se a ~~ a —~ —_ a, 4 } i A i; 4 S.A: — a = -_ st 22ers : é ‘ J ¢ ee they ae wrens, swe ee ee ee Rion ee = TAG ST: sam 2 THE IRON AGE. The National Standardizing Bureau. WASHINGTON, D. C., March 12, 1901.—The President on the 9th inst. nominated Prof. S. W. Stratton of the University of Chicago to be Director of the new Stand- ardizing Bureau, and the Senate on the same day con- firmed the nomination. This appointment was fore- shadowed in The Iron Age last week and clears the way for the early realization of the plans of the Secretary of the Treasury and the officials of the Coast and Geo- detic Survey for the establishment of this important in- stitution. In speaking informally of the steps already projected for the development of the Bureau, Professor Stratton said to the correspondent of The Iron Age: “I see no reason why our laboratory, for which Con- gress has provided, should not be constructed and at least partially equipped within a year. We hope to be able to find a site within a few days somewhere in the suburbs of the District of Columbia, not too far distant from the center of the city and at the same time re- moved from the disturbing influences of electric cur- rents, noises, &c. Our appropriation will enable us to procure a site of considerable area and to construct a handsome and commodious building. Standardizing Pyrometers, “It is my expectation that the new Bureau will be of great service to manufacturers of iron and steel. The measurement of temperatures especially is a most im- portant factor in large establishments, and upon the ac- curacy of the pyrometer, for example, will frequently depend the successful execution of an important piece of work, the failure of which would mean a heavy finan- cial loss. The calibration of instruments to measure temperatures will be one of the most important func- tions of the Bureau, and I think it probable that the services of at least one expert will be exclusively de- voted to this class of work. Great progress has re- cently been made in the development of low and high temperatures, and it is of the utmost importance to every steel maker that his instruments should be as ac- curate as they can be made. “In a recent statement to Chairman Southard of the House Committee on Coinage, Weights and Measures, who had charge of the Standardizing Bureau bill, Albert Ladd Colby of the Bethlehem Steel Company gave a graphic illustration of the importance of such a bureau in the United States. He said that many processes pur- sued by his company required the accurate measurement of high temperatures with pyrometers, but that they were unable to have them calibrated in this country and were obliged to send them abroad for comparison. Steam Indicators, “It will be a part of the work of the Bureau to stand- ardize steam engine indicators used in the making of diagrams. The accuracy of these devices depends on the resistance of the springs with which they are con- structed, and in order that results may be uniform and capable of comparison with each other these indicators should be carefully adjusted to fundamental standards in the custody of the Bureau. Steam Gauges, “The standardizing of gauges for the measurement of hydraulic and steam pressures would also come within the functions of the Bureau and would be an im- portant part of our work The accurate adjustment of such gauges is highly important, and at the present time it is impossible in this country to have one of these de- vices compared with an official standard. The makers produce very good results, but they are at a disadvan- tage with German manufacturers, for example, who can have their products officially standardized by the Reichsanstalt “In this connection it should be said that it would not be necessary for manufacturers of instruments, or for those using them, to send all of them to the Stand- ardizing Bureau for calibration. It is assumed that a few of ench class manufactured with unusual care would be sent to the Bureau for accurate adjustment, and March 14, 19: } would then be employed as secondary working standa1 for the calibration of the current output. These s ondary standards could be returned to the Bureau fr time to time for readjustment, and thus the highest p sible accuracy could be secured. Calibrating Dimension Gauges, “It would not be a function of this Bureau to attem to determine the proper gauges for wire, metal plat pitch of screws, &c., as these are matters to be decid by the manufacturers themslves, but the scale of gaug having been fixed it would be a very proper function the Bureau to compare and calibrate the instrume used in measuring wire, plates, and in fixing the pitch screws, &c. Generally speaking, the Bureau will undertake to establish arbitrary standards or units, would content itself with calibrating the instruments used in making comparisons with such standards units. A useful function of the Bureau would proba! develop in the settlement of disputes between manufa turers, consumers and others concerning the accura of apparatus, instruments, gauges, measurements, & and the effect of the existence of the Bureau would have a tendency to induce greater care on the part of all per sons employing instruments of precision. “I should like to emphasize the fact that the Bureau will in no way compete with private enterprise. It will simply be a public institution, the facilities of which will be availabie by private individuals who may desire to use them under the prescribed regulations. No favorit ism will be shown, and the schedule of fees for work done will be so reasonable as to give a large manufac turer no advantage over his smail competitor.” Director Stratton has received from the secretary of the Association of Steel Manufacturers a resolution giv- ing the hearty indorsement of the association to the Standardizing Bureau. The secretary says: “ The sole object in view when forming this association in 1895 was to discuss technical matters pertaining to the manufac- ture or use of steel. We have already been instrumenta! in the standardization of structural shapes, in the stand- ardization of specifications for iron and steel, as well as many other matters pertaining thereto. The members are therefore in a position to appreciate the practical ad vantages of standards and their indorsement of the Na- tional Standardizing Bureau should therefore carry con- siderable weight.” w.L. Cc ii, —_— An Englishman on the Steel Corporation. The Jron and Coal Trades Review, of which J. S. Jeans is the editor, concludes a leader on the “ American Stee! Combine” with the following: The total quantity of pig iron produced in the United Kingdom in 1899 was over 9,300,000 tons, and the total quantity exported as pig iron, and as finished iron and steel, allowing 10 per cent. for waste and loss in com misson, would probably be about 4,100,000 tons, leaving 5,200,000 tons, as pig, to be consumed in the United Kingdom. To this is to be added the imports of iron and steel into the United Kingdom, which for 1899 were about 500,000 tons more, again as pig, making a tota! home consumption of 5,700,000 tons in terms of that commodity. It is obvious that if the Government of the day were to consent to the imposition of import duties on the same scale as those levied in the United States, the manufacturers of the latter country could not materially affect, and would not in any way be abl: to control, this major quantity—at least not directly It could only be affected by competition in thos: branches of manufacture into which our home consump tion of iron and steel enters, such as ships, armo! boilers, engines and machinery of all kinds. If, therefore, the American plan of campaign wer likely to drive us into a tight place, we should unque: tionably be justified in looking to the Government to d something to protect our great industry from threatene: ruin. But many things are likely to happen befor: then. We may even adopt the American system a home, and “better the instruction.” If consolidatio: is to be the final solvent and determinant of cheap pro Mar luet r pe¢ er if! pi March 14, 1901 luction, and the retention of foreign markets, the system eed not be limited to American experience. There ere strong men before Agamemnon, and Andrew irnegie has no monopoly of astuteness and business pacity. But we prefer to believe that the latest u 4 ~ = o ~ ~ ~ ~~ . ~- POUNDS. 139,000 SHAFT WEIGHING A TRANSPORTING mumaecntt ee PULER & STOWELL 0 American scheme is entirely too vast, too cumbersome, (oo unnatural and too subversive of public and vested ‘interests generally, to hold together for any length of me, ee eae J. Irving Scott of the Union Iron Works, San Fran- seco, recently stated to a Chicago reporter that the de- velopment of the oil fields of California had solved the fuel problem in his city. Crude oil is being used for fuel in many manufacturing establishments. It has nade coal worth about $3 a ton, as against $6 before. THE IRON AGE. Pacific Coast News. SAN Francisco, Cat., March 4, 1901.—The establish- ment of the United States Steel Corporation brings to the front the question as to whether the present condition of things does not afford an opportunity for the establish- ment of a great steel and iron plant on this coast. The ores of the State are unexcelled as to quality and as to quantity. The great obstacles in the way have always been the lack of proper fuel and of facilities for trans- portation. The fuel difficulty seems to be the worst. As far as yet discovered this State contains none proper for smelting ore, and I understand on good authority that California petroleum cannot be utiiized in this connec- tion, although it is coming into rapid use in a great vari- ety of industries. Our manufacturers up to the present have used it only to a limited extent, because they did not know whether the supply would hold out, and the change from coal to oil of course costs money. The pro- duction has increased at a great rate and promises to reach a figure of 10,000,000 barrels this year. Up to the present $44,000,000 of Eastern and foreign capital has been invested. There are already 3489 companies in the field, while the number is being added to daily. Many new millionaires have been created since the excitement began. Of course it is whispered that all the companies are not what they ought to be. But California oil is one of the great factors of the day ana will cut quite a figure in the industrial future of the State. It has imparted an unwonted activity to every interest in the State. The clearing house exchanges since the beginning of Felruary have exceeded those of last year by 16 per cent. Those of the week ending last Saturday were $24,126,- 264, against $20,874,537 for the corresponding week last year. This is generally attributed to the influence of petroleum, although I have no doubt that a large portion of the increase is due to generally improved trade condi- tions. These improved conditions are especially note- worthy in the hardware and metal trades, where general activity is the order of the day. Every day more and more attention is being paid to the matter of transportation, for our merchants realize that San Francisco’s commercial life depends on its prop- er solution. The principal matter of interest in this con- nection now is a direct line to Manila. We are nearer to the Philippine capital than any other of the great sea- ports on the Pacific coast of the United States, San Diego alone excepted, and yet we are being left behind them in the race. The first direct vessel for a long time cleared the other day, a small ex-missionary craft with a small cargo of 2250 barrels of flour. The value of the cargo was as nearly as possible equal to the sum paid for the vessel not very long ago. Since then she has about earned her cost. This is interesting as showing the con- dition of the freight market in San Francisco at present. All the commercial organizations of the city are interest- ed in this movement to establish a direct steamship line to Manila. } a oe —<_—_—_ —=> ---—-—O—C— Transporting a Shaft Weighing 139,000 Pounds. The Filer & Stowell Company of Milwaukee, Wis., recently shipped an enormous crank shaft to the Na- tional Steel Company of Youngstown, Ohio. This is said to be the largest single car shipment of machinery that ever left Milwaukee. The shaft is in one piece— that is, the crank shaft with its three cranks and the hub of the fly wheel. The total weight is 139,000 pounds. The shaft is 22 feet long, 26 inches in diameter. The cranks or disks shown are about 8 feet diameter, 16 inches face. These cranks are made from steel and were pressed on the shaft with an 800-ton press. The ordinary freight car has a capacity of only 22,000 to 80,000 pounds. The car shown in the illustration is a steel car, and the only one in the United States which is capable of carrying this shipment. The car was bor- rowed from the Pennsylvania Railroad Company. The engine of which this shaft forms a part weighs complete 900,000 pounds. The fly wheel weighs 120,000 pounds. The cylinders of the engine, which is a cross compound, are 40 x 60 inches and 76 x 60 inches, and are capable of developing 5000 horse-power. a en ar eee - Sasi ell! elbow anaes dekh tinteniaes: — _ s - =. wh “4 © lett tw =-_ RES. MEN 4 THE IRON AGE. Notes from Great Britain. The Two Chief Topics. Lonpon, March 2, 1901.—Two topics of conversation are uppermost—the American steel combine and the prospects of Mond gas. So far, the combine is an enig- ma; English steel makers do not know how to take it. Underneath every criticism is betrayed a sense of im- potence, as who would say: “The combine in its wis- dom may probably do this or that; it can do anything it wants, and we can’t stop it.” The hope is expressed that the undertaking is overcapitalized, in which case prices will probably be maintained and a cutthroat com- petition avoided. But uncertainty is the prevailing note. For example, Sir Alexander Wilson, the managing di- rector of Charles Cammel & Co. of Sheffield, on being interrogated, said: “‘ We scarcely know what to think about the new corporation. I have seen the announce- ment, but I am not prepared to say whether British trade will be damaged. The combine may have that effect. On the other hand, it may keep up trade. It is early yet to express an opinion. I do not wish to express a pessimistic view too early.” C. W. Kayser of Kayser, Ellison & Co., Limited, is emphatically of opinion that the new corporation will do the heavy steel trade of Great Britain great damage. C. W. Kayser argues from the empirical to the rational —a very dangerous intellectual process. He says: “ Brit- ish manufacturers are barred by American tariffs and yet we may see the American steel manufacturer, after supplying the demand at home, selling at lower prices abroad and cutting us out completely in foreign competi- tion. I can give you the name of a German firm who, owing to the duty on imported manufactures, are able to sell at a higher price at home than they demand abroad.” Surely a double edged argument. One more reported interview may be briefly cited. The managing director and secretary of John Bedford & Sons, Limited, said, inter alia: “ We can buy American steel, delivered in this town, cheaper than we can buy Sheffield steel. That has been so for two or three years and it is worse just now. We can’t understand a combination being made except for purpose of getting an advantage. At the present time there is no sort of competition between English and American steel. The Yankees already are pounds per ton below the English makers. The only thing they can hope for by combining is to get a better price. You don’t expect English makers to come to the same level, because their stuff is better; but they have to come in pro rata, and until they do so are bound to suffer. This combination may have the effect of hastening us back to the state of things during the period prior to last year. That period was as satisfactory as any this country has passed through.” I might quote many more British steel manufactur- ers, but the foregoing indicate, I think, the views of the most representative. It is, however, worth noting that all the Sheffield crucible steel manufacturers are by no means complacent. The operations of the Crucible Steel Company of America are watched with real con- cern. The net result is that British manufacturers are faced not only with a commercial crisis, but with an Intellectual revolution. Gaseous Fuel, The second topic. especially among Midland manu- facturers, is the probable future of Mond gas. There cannot be the slightest doubt that many manufacturers are expecting great things. It is being subjected to con- siderable criticism, both technical and scientific. Thus. Professor Lodge, principal of the New Birmingham Uni- versity, says of it: “The supply of gaseous fuel could be conducted over very considerable distances. They knew how towns went a great distance for their water supply, and there was no reason why they should not go a considerable distance for gaseous fuel supply. The supply of fuel for furnaces and large manufacturing operations and the supply of fuel for household purposes were questions that must he considered by themselves, March 14, 190i but it really looked as if gaseous fuel was going to d for both. . . . He could not help thinking that the rea solution of the fuel problem would be the manufactur of gas at the pit’s mouth, if not at the bottom of th pits, and then carry, not the coal, but the gas it produced into the towns. If they calculated the size of the pip: required to supply a town they would certainly find |: pretty big, but they must remember the immense rat: at which gas could rush through pipes. Water could no! be driven at a prodigious pace, but with a moderat: pressure gas would rush along pipes like a hurricane, and a sufficient quantity provided for all purposes.” It may be assumed that the scheme will soon be in practical operation. I may add that while Professor Mond arbitrarily fixes the price at 8 cents per 1000 feet. he expects to produce his gas at a much lower figure. Midland manufacturers affirm that, if the Mond realizes only half its expectations, they will regain their ascend- ency over their American competitors. But what is there to prevent American manufacturers following suit? The Vickers-Cramp Combine. The numerous journalistic ballons d’essai respecting the proposed combine between Vickers, Sons & Maxim and the Cramp and Midvale companies have now been pricked. Vickers, Sons & Maxim have given it out that they have not been satisfied with the amount of informa- tion placed before them. Before concluding a deal of such magnitude they required independent reports. Their requirements in this direction not being met, they broke off negotiations. The usual sequele in the shape of stock exchange quotations have marked the various stages of the negotiations. The prospect of amalgama- tion had a marked effect upon the market values of the shares of the English firm, and there was speculation for the improvement expected upon the completion of the deal. Naturally, those who bought for a rise have burned their fingers. They don’t like it. The Metal Markets. The market has, on the whole, been quiescent during the past few weeks. A feeling is abroad that no more important reductions in price will take place until coal comes down considerably. The small reductions in coal already reported have, of course, been discounted and a material fall in price is deemed absolutely essential be- fore iron and steel prices decline further. At the same time the Scottish steel masters have been considerably harassed by a quite unexpected reduction of $2.50 on steel plates by the Cleveland manufacturers. Speaking generally, it remains true that consumers are buylng from hand to mouth, as they are convinced that there must very soon be a slump in coal. In the Midlands the blowing out of so many furnaces has limited production considerably, and, in consequence, it is now difficult to buy good gray forge iron, especially Staffordshire, which is quoted at $12.50. In the marked bar section trade is severely limited by price. Common bars are selling more easily at $30 to $33. Black sheets are in a very bad way and the cost of production has not declined in the same ratio as the market price. The well-known German firm of S. Elkan & Co. are in the market for a considerable quantity of pig iron at $9. They are wait- ing for prices to come down to that depressing level. So far they have not succeeded in buying. A shipment of 2000 tons of American pig iron having reached Glasgow too late for contracted delivery has been stored in Con- nal’s yards, to await recovery in prices. It is a perilous adventure. This is the first consignment of American pig iron stored in Connal’s and has naturally attracted considerable interest. Stocks are very low—64,754 tons, compared with 213,217 tons this time last year. Other- wise prices remain as previously quoted. One feature that deserves close watching is the power of the asso- ciations. On a rising market they are all-powerful; it remains to be seen if they can escape disruption when prices are clattering down. The malleable iron founders of Scotland have recently been trying to galvanize their association into life and have now imposed upon them- selves a severe penalty for breaking away. Personally, I doubt if it will last for very long. Hitherto, in the face of a trade slump, it has been a case of sauve qui peut. 8. G. H. March 14, 1901 The Fish Keyway Milling Machine. The H. C. Fish Machine Works of Worcester, Mass., have designed a milling machine for cutting the slots in shafts for Woodruff keys. The machine weighs about 250 pounds, and has the countershaft built into the post on which it stands. It is also built on a plain post with overhead countershaft. The drive is by 2-inch belt, which, with a countershaft speed of 100 gives cutter speeds of 160, 100, and 62, which are suitable for cutters from 5% to 1% inches diameter. A hand feed of 6 inches is provided and an adjustable stop for depth of cut, to use where long shallow slots are wanted. The clamping yoke to hold the work is adjustable to any point along the V block in which the work is laid. This block is sep- arate from the slide on which it rests and another of THE FISH KEYWAY MILLING MACHINE Smaller size is provided for smaller shafts, the one shown in the engraving being suitable for shafts up to 2% inches in diameter. The cutter is sunk into the shaft by the hand lever shown in front. The action is perfect- ly sensitive, the operator being able to gauge the pres- Sure on the cutter to suit the action of the cutter. oe Shaw & Camp, Atlanta, Ga., dealers in engines, saw mills, grain separators and shingle mills, who commenced business in January, 1900, report that their total of busi- hess for first year was exceedingly satisfactory. They represent the Geiser manufactory of Waynesboro, Pa., in the State of Georgia and a portion of Alabama, and are also agents for the sale of shingle machines made by the Chase Turbine Mfg. Company, Orange, Mass. The entire holdings of John Walker and of the estate of H. M. Curry, deceased, in the Carnegie Steel Com- pany have been sold at a price approximating, it is said, $1200 a share cash. THE IRON AGE, New American Steel Shipbuilding Plants. BY WALDON FAWCETT. In no interval of two or three years prior to the opening of 1900 have steel shipbuilding plants been projected or placed in operation in the United States which represented anything like the aggregate invest- ment necessitated for the establishment of the new yards which have been planned or come into being during the closing year of the century. Something of the significance of this sudden development of Ameri- can facilities for the construction of metal vessels is conveyed by the fact that at least three of the new plants will, when completed, be entitled from every consideration to take rank with the three shipyards which have heretofore stood pre-eminent as the chief exponents of the industry on this side of the Atlantic. At a rough approximation it is estimated that the new plants projected and the improvements proposed for yards already established will foot up to about $20,000,000. The enlargement of so many of the ship- yards already in operation affords, by the way, one of the healthiest signs to be found in a diagnosis of the steel shipbuilding situation. Several plants, including establishments on both the Atlantic and Pacific coasts, which have heretofore confined themselves almost ex- clusively to the construction of merchantmen of mod- erate size, steam yachts and torpedo boats, are now adding to their equipment with the intention of under- taking the construction of armored vessels of the largest and heaviest class. Finally, there is no reason to be- lieve that this sudden exceptional activity has been induced in any degree by the hope of the creation of new conditions by the passage by Congress of a ship subsidy measure. The fact that the new plants have been enabled to obtain contracts for mercantile and naval tonnage at satisfactory prices just as rapidly as they were in a position to accept them would seem to offer conclusive evidence that the development is wholly justified by circumstances. The New York Ship Building Company. Among the new shipyards first place should perhaps be accorded to the plant of the New York Ship Building Company, at Camden, N. J. This institution, although work had been commenced prior to January, 1900, prac- tically constitutes a creation of the past calendar year. The officers of the company, President Henry G. Morse, well known in bridge building circles; Treasurer W. G. Randle, formerly of the American Line, and Superin- tendent R. L. Newman, late of the Globe Ship Building Company, Cleveland, have allowed but a limited portion of their plans to become public, but they have con- structed on the Delaware River what is unquestionably the most unique plant of its kind in the country, if not in the world. The site of the New York Company’s yard embraces a tract of about 130 acres with a water front- age of 3600 feet. The buildings, each of which is of exceptional size for the purpose designed, afford an aggregate of nearly 22 acres of floor space. The New York Company, when their plant is in full operation, will give employment to over 5000 men, and it is claimed will have, if taxed to the utmost, a pro- ductive capacity in excess of any other in America. An especially interesting feature is found in the large machine shop, which is a marvel of equipment, a smal} fortune having been invested in machine tools. Elee- tricity is used exclusively as a medium for power trans- mission. Independent motors are scattered thickly throughout the building and derive their current from two 500-kw. monocycle generators, direct connected with two 750 horse-power Rice & Sargent engines, capable of attaining 120 revolutions per minute. This installa- tion also supplies an exceptionally complete electrie lighting system, which extends to all parts of the grounds. The feature of the Camden yard likely to most forcefully impress shipbuilders is found in the per- oe ee Pe ee ae oF aan 4 | ; —_— Ss & { 3% npE es Pe po oe ar PES PU Se, = 6 fection of a plan for the construction of all vessels ef whatsoever size absolutely under cover. As at pres- ent constructed the shelters could accommodate a vessel the size of the “ Oceanic,” and an enlargement to provide for the housing of a hull of even greater dimensions could be made without entailing any inconvenience. To carry out the object outlined there has been con- structed a glass covered dry dock and shipbuilding shop which rises to a hight of about 150 feet and eccupies a water frontage of about 400 feet on the Delaware. Connect: d ‘vith this are several completely inclosed shops, so that there need be no interruption of work by inclement weather. The glass and steel con- struction extends for several hundred feet out over the water and will thus permit simultaneous work on three or four of the largest naval vessels. This novel ship shed is fully equipped with the most modern type of cranes and hoisting apparatus, but, as in other parts of the plant, electrical power is in universal use, steam being utilized only to drive the dynamos. The New York Company gave especial care to the dredging opera- tions and dock building at their plant, and a depth of 30 feet of water at low tide is assured on either side of the fitting out slips. The original estimate of the in- vestment to be made at Camden was $6,000,000, and it is quite possible that even this figure will be exceeded. The New York Company have already undertaken con- tracts amounting to several million dollars. Negotia- tions have been under way for some time looking to the placing with this firm of a commission for four large passenger and freight steamers for the Atlantic Trans- port Company, and contracts have been closed for the construction of two large steamers, each of 371 feet dength, for the American-Hawaiian Steamship Company of New York; a cargo carrier, 487 feet long, for the same company, and a small steamer for the M. S. Dollar Steamship Company of San Francisco, Cal. The Eastern Ship Building Company. Ranking next to the New York Company’s undertak- ‘ing in point of interest in iron and steel circles is the new yard of the Eastern Ship Building Company at New London, Conn. In this case a considerable degree of attention was attracted by the fact that the Great Northern Steamship Company, of which J. J. Hill, the cailway magnate, is president, placed with the new company a contract for the two largest cargo carriers in the world, before work upon the plant on the Con- necticut coast had been more than planned. The site of the yard is a tract of land on the Groton shore, op- posite New London, which was formerly the property of the New York, New Haven & Hartford Railroad ‘Company. It comprises about 30 acres of land and has a water frontage of fully 1500 feet. The president of the Eastern Ship Building Company is Charles R. Hans- com, who was for many years superintendent of the Bath Iron Works, Bath, Maine, and the secretary- treasurer is John Sherman Hoyt, a director of the Jack- son & Woodin Mfg. Company. The Eastern Company will, at least for the time being, concern themsel~es only with the construction of bulls, subletting the contracts for the machinery of their initial vessels in order that their completion may not be delayed, and erecting machinery and boiler shops as #oon as opportunity may offer. The buildings thus far completed include a plate shop 80 feet in width and a brick building 70 feet in width by 250 feet in length, containing the mold loft and joiner shop. A bending floor, comprising 4000 square feet of space, is provided, and the office building, which affords over 6000 square feet of floor space, gives opportunity for a well arranged drafting room. Pneumatic tools are to be used exten- sively in hull construction and an Ingersoll-Sergeant air compressor has been installed. The tools comprising the shop equipment are all operated by steam. Several locomotive cranes are provided for handling material. The large ships, for which, as previously mentioned, the Eastern Company have the contract, will each be of 630 feet length, 75 feet beam and 55 feet depth. Each ship will be of 20,000 gross tons burden and 33,000 tons dis- placement. The engines are being manufactured by the THE IRON (AGE. March 14, 1901 Midvale Steel Company of Philadelphia, and steam will be generated in 16 Niclausse boilers. The vessels will cost upward of $2,500,000 each. The Risdon Iron Works. Although the enterprise is as yet largely in prospect, it is fitting that an important place among the plants in- augurated with the new century shoula be accorded to the yard of the Risuon Iron Works, San Francisco. This firm, although engaged in kindred lines of activity for some years past, have only just determined to take up shipbuilding operations on the larger scale outlined. The site being utilized comprises 35 acres of land with a water frontage of some 2000 feet which it is planned to increase by the construction of wharves. Extensive orders for machine tools have already been placed and the company have sent representatives to all the ship- yards on the Atlantic seaboard to study approved methods of shipyard practice. Heretofore the Risdon corporation have undertaken only vessels of very mod- erate size, but they will be in a position within a few months to contract for mercantile and naval tonnage without restriction as to dimensions. The recent award by the United States Navy Depart- ment of contracts for additional naval tonnage in ac- cord with the present Governmental building pro- gramme has proven a stimulating influence in the case of at least two steel shipbuilding institutions. By this distribution of contracts the Moran Brothers Company of Seattle, Wash., and the Fore River Engine Company, Quincy Point, Mass., each secured battle ship commis- sions, and the effect has been to lift them from the class of minor shipbuilders and place them, probably per- manently, .mong the more prominent constructors of metal tonnage. In order to satisfy itself the United States Navy Department sent officers to both plants who, after making a thorough inspection, reported that the corporations were financially able and willing to install the additional machinery necessary for battle ship building, and would be enabled to complete the vessels within the contract time. The Fore River Engine Company. The Fore River Engine Company had decided upon more extensive operations even before assurance was given of the securance of the large naval contract, and had removed their plant from Weymouth, Mass. to Quincy Point, at which latter place a practically new shipyard has been installed. The new site comprises over 70 acres of land having fully one mile of water front. Perhaps the best idea of the completeness of this new shipyard may be conveyed by a brief enumera- tion of the shops, which are of the following dimensions: Ship tool shop, 72 x 400 feet; machine shop, 120 x 250 feet, with galleries giving a total floor space in excess of 35,000 square feet; wood working shop, 72 x 304 feet; storehouse, 72 x 165 feet, and power house, 65 x 105 feet. The machinery equipment is proportionately com- plete and includes a 25-ton overhead electric crane, 114-foot lathe, &c. Electric power is used extensively; pneumatic tools are employed for hull work and the Sturtevant system is provided for heating and ventila- tion. The Moran Brothers Company at Seattle, Wash., took up steel shipbuilding work for the first time only two or three years ago; indeed, the construction of the tor- pedo boat “ Rowan” was their first important contract in this line, but they will have ere the summer of 1901 has lapsed a plant that will enable them to undertake practically any class of ship work. This company have now on the stocks a steel twin screw steamer for use in the lighthouse service on the Pacific Coast. The William R. Trigg Company. The William R. Trigg Company had a steel ship- building plant fully installed at Richmond, Va., prior to the opening of the year 1900, but at the same time their establishment is entitled by every consideration to rank with the new steel shipbuilding institutions of the country, and never has the United States, much less the New South, afforded a more striking example of what energy may accomplish in the line of rapidity of ee March 14, 1901 development. The Trigg Company secured contracts from the United States Government for torpedo craft before their plant was under way, but notwithstanding a disastrous flood, that did much damage, the company had their new yard in full operation within five or six months of the time negotiations were opened for the site. The securance within the past year of additional naval contracts has served as a stimulus to an even more rapid enlargement of the plant than had originally been contemplated. The ambition of the officers to in- stall a plant that will cost fully $1,000,000 has been furthered materially by the recent action of H. M. Flagler of the Standard Oil Company in subscribing to $100,000 worth of the stock of the shipbuilding cor- poration. By recent arrangement with the city of Richmond and the United States Government, the Trigg Company have provided for the construction of a rock wall on the Port Warden’s line in the James River. This not only insures a depth of 25 feet of water at all times, thus permitting the construction of the heaviest class of craft, but enables the reclaiming of fully 20 acres of land which, when added to the original site, brings the total area occupied by the Trigg plant up to nearly 80 acres. Another improvement undertaken within the past few months is the construction of a gravity dock 600 feet in length. she Trigg Company have during the past year made heavy investment in machine tools of the latest pattern and it is the ultimate intention to operate practically the entire plant by means of elec- ricity generated from the water power furnished by the James River. The company have their own foundry and engine building shop as well as every adjunct for hull construction. The officials state that there will be over 1000 men on the pay roll before the middle of the present year and nine vessels are now building or under contract. A majority of the other projects for new shipyards which were broached early in 1900 are still supported by promises of ultimate realization on the part of their promotors. This appears to be the condition of the plan for the establishment of a steel shipbuilding plant at the mouth of the Mississippi River. The project for the erection of a first-class shipbuilding establishment in the immediate vicinity of New York City has not yet aterialized, nor has the scheme for the installation of a $1,000,000 yard at Chester, Pa., in which a prominent stockholder in the Roach shipyard was reported to be active. Giving consideration to the growth of steel shipbuild- ing on inland waters, there is disclosed an outgrowth of conditions almost as favorable as is existent on the seaboard. Capt. Alexander McDougall, who introduced the “ whalebacks”’ to the Great Lakes, has established at St. Louis a shipyard which has turned out several vessels of the “ whaleback” type for service on the Mississippi. The Jeu.ks Ship Building Company of Port Huron, Mich., and the Craig Ship Building Gompany of Toledo, Ohio, two firms who prior to the consolida- tion of the principal shipyards of the Great Lakes under the corporate title of the American Ship Building Company had essayed the construction of only moderate sized steel vessels, have within the past year undertaken the building of steel tonnage on an extensive scale. Finally, the new conditions whereby the steel shipbuild- ers of the Great Lakes have been enabled to enter com- petition and secure contracts for certain classes of ocean going vessels, has induced the American Ship Building Company to take steps looking to the establishment on the lower St. Lawrence of a thoroughly up to date shipyard where vessels taken through the St. Lawrence Canals from the Great Lakes in sections may be re- assembled and where if desired independent building operations may also be carried on. <i _ The Government of Paraguay has recently promul- gated a law for the encouragement of shipbuilding which allows a subsidy of $15 in gold per ton for steam ves- sels and $5 per ton for sailing vessels of over 50 tons constructed in the shipyards of the republic. THE IRON AGE. ~ ‘ The Effect of Annealing Upon Low Carbon Steel.’ BY HENRY FAY AND STEPHEN BADLAM, The enormous demand for low carbon steel for struc- tural purposes, plate, tubing and its many varied uses, offers great temptation for the manufacturer to al