The Iron Age 1901-03-28: Vol 67 Iss 13

A Review of the Hardware, Iron, Machinery .z 2 ry, ! Mi Published every Thursday Morning by David Williams Co., 232-238 aa . New York i ee 5 r een A » — > $5.00 a Year, including Postage. Vol.673: No. 13 New York, Thursday, March 28 1go1. Sinate Conte, fan Oui Alphabetical index to Advertisers ‘“‘ 139 Classified List of Advertisers.... ‘‘ 141 Advertising and Subscription Rates “‘ 61 Reading Matter Contents.... .. page 52 | Presucrs | bisto’s Patent “Steal Belt Lacing, | SAVES Time, Belts, Money. Greatest* tren; READY TOAPPLY FusHEDZow?T With Least Metal Send for Circulars and Free Samples. THE BRISTOL co... Waterbury, Conn SAMSON SPOT CORD h tts and Phenix BCs st of Sash Cord. SAMSON CORDAGE WORKS, Boston, Mass. TU =" Branch Office. 11 Broadway, New York. “MERRILL BROS., 465 Kent Ave., BROOKLYN, N.Y LOW Phosphorus Pig 56 Fine St., New York. \merican Sheet Steel Company Buttery Park Building New York M:nufacturers of all varieties of lron and Steel Sheets Black and Galvanized Plain and Painted Fiat, Corrugated and *\"" Crimped \ollo Best Bloom Galvanized Sheets \\ Dewees Wood Company’s Y nished Iron \\ Dewees Wood Company’s Ke fined Iron \\ -llsviHe Polished Steel Sheets leveland City Forge and IronCo., - Cleveland, 0, | PILLING & CRANE, : L Lewis Ree Fitaberch | A New U. M. C. .22 Short Smokeless Cartridge AT A REDUCED PRICE. Little Noise. No burning grains of powder from the rifle’s muzzle. Comparatively Cheap. Your Dealer has it or can get ii fur you. Send for Illustrated Folder Describing the New .22 sShert. THE UNION METALLIC CARTRIDGE CO., 315 BROADWAY, N. Y. BRIDGEPORT, CONN. ACCURATE, SMOKELESS, CLEAN. > CAHALL BOILERS #7 CAPEWELL HORSE NAILS. NEW YORK, PHILADELPHIA, - _ CHICAGO, SON 0 >. ST. LOUIS, Ler a BOSTON, (* PMs . DETROIT, MAR ®R.1901 BRANCHES: DETROIT. i MAR WV ) SAN FRANCISCO, — nS PORTLAND, ORE.. A Pr BUFFALO, 2 . BALTIMORE, NEW ORLEANS. THE CAPEWELL HORSE NAIL COMPANY, HARTFORD, CONN. 4 5 7 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- see | 0 ing Steel. Easily Brass Plated and Save Money, page MAGNOLIA METAL. Best Anti-Friction Metal for all Machinery ma 9a MAGNOLIA METAL CO., | 266 ana 267 West St. Lomiion, Chicago, Montreal, Pittsburgh, Sole Manufacturers, NEW YORK. Boston, San Francisco, Philadelphia. THE IRON AGE. THE [AANSONIA BRRAss yp” COPPER CO. MANUFACTURERS OF BRASS AND COPPER Seamless Tubes, Sheets, Rods and Wire. Ingot Copper. | Waterbury Brass Co. GOLE MANUFACTURERS Established 1845. 5 Tobin Bronze Sheet, Roll and Platers’ Brass, (TRADE-MaRK REGISTERED.) German Silver, Copper, Brass and Ger- man Silver Wire, Brass ard Condenser,Piates,Pump Linings, Round, Copper Tubing. Square and Hexagon Bars, far Pump COPPER RIVETS AND BURS. Piston Rods and Bolt Forgings. TAPE MEASURES, METALLIC EYELETS, 99 John Street, - - New York. Brass Kettles, Brass Tags, Powder Flasks, Shot Pouches, &c., AND SMALL BRASS WARES OF EVERY DESCRIPTION Cartridge Metal in Sheets or Shells a Specialty. Randolph-Clowes Co., DEPOTS: pause Giles and 60 Centre St., New York. | 125 Eddy St.. Provi- WATERBURY, CONN. dence, R. |. 38 Mechanic St., Newark, N. MANUFACTURERS OF MILLS AT WATERBURY, CONN. SHEET BRASS & COPPER. ee Babbitt and Anti-Friction Metals. SEAMLESS BRASS & COPPER TUBES Best and Cheapest. TO 36 IN. DIAM. New York Ofie, 258 Broadway, Postat Te- $ | BRIDGEPORT DEOXIDIZED BRONZE egraph Bidg., Room 202 Chicago Office, Gla Fisher Bid ae & METAL CO., BRIDGEPORT, CONN. 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. BRASS Fiisuers J-JRYAN & CO. — 7 — Sar a ae a —) 1 Cobeb so] —_ i —) am @ioblel-t-c0l Best Bronze, Babbitt Metals, Brass and Aluminum CASTINGS a No better counter | Buy A SEAMLESS LINENOID FOR $25.00 AND g § 4 Wheel, 83.00, Paddle Your Own Canoe. e 5 Wheel, $3.25 Crane Bros., Canoe Builders, Westfield, Mass. Guaranteed. R.A. HART, BATTLE CREEK, MICH SEND FOR CATALOGUE. HENDRICKS BROTHERS PROPRIETURS OF THE Belleville Copper Rolling Mills, MANUFACTURERS OF Brazxiers’ Bolt and Sheathing COPPER, COPPvrER WiRE AND RIVETS. Importers and Dealers in Ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. 49 CLIFF ST., NEW YORK. THE PLUME & ATWOOD Mrs. 60, 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, BOLLING MILL : FACTORIES : THOMASTON, CONN. WATERBURY, CONN SCOVILL MFG. CO., Manufacturers of BRASS SHEET, WIRE, TUBES, Hinges, Buttons, Lamp Goods, Nipples, Pumps and Oilers for Bieyeles, Braziers’ Solder. FACTORIES, WATERBURY, CONN. DEPOTS: CHICAGO, WEW YORK, BOSTON. arent: DAVOL & SONS, AGENTS FOR Brockiyn Brass & Copper Co., DEALERS IN COPPER, TIN, SPELTER, LEAD, ANTIMONY. 100 John Street, - New York. Arthur IT. 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. “Seareh-Lignt” OIL and GAS Bicycle Lantemns Send for Circulars and Electrotypes. THE BRIDGEPORT BRASS 0. Bridgeport, Conn. 19 Murray 8t..N.Y. 17 No. 7th St., Philadelphia. 85 to 87 Pearl 8t., Boston. — BESSEMER STEEL, BRASS AND OM - TEMPERED SPRINGS. Sa CU SPeSS & (AeOE OB AMAL, QUANTTTEES TO OROER F. WELCH MFG CO. 63 SUDBURY STREET. BOSTOR ‘THE IRON AGE TuursDay, Marcu 28, 1901. The Thornycroft Steam Wagon. The Thornycroft Steam Wagon Company of America, 97 Cedar street, New York, are now building steam wagons for heavy duty in accordance with designs by the eminent engineer, John Isaac Thornycroft. A _ great many wagons have been built from these designs in England, and they are largely used in that and other foreign countries. The wagon is particularly intended for carrying heavy loads, and in its structure is of ample strength, while the power with which it is provided is sufficient for uncommon grades at full loads. The mechanism is particularly noticeable for its extreme simplicity, the long, the tread being 5 feet 6% inches from center to center of the tires. The wagon has a carrying capacity of 4 tons at a speed over ordinary roads of 6 miles per hour. The general construction and arrangement will be understood from Figs. 1 to 4, which show, first, a half-tone engraving of the wagon itself, a side elevation, plan, and cross section of the frame. The Engine. A view of the engine detached is presented in Fig. 6, while Fig. 5 is a section through the low pressure cylinder and valve chest, and also presents in elevation the valve gear, which is of the constant lead radial type. The engine is suspended from the frame from three points in such manner as to be relieved from strains due es . - P iy har = - < NS, ee 3 : a . sales iT tae ey > THE THORNYCROFT STEAM WAGON, ease with which it can be handled, and the absence of any feature that might tend to cause breakage and con- sequent incapacity. Strength of parts has been provided to a degree which would, at first glance, seem to be excessive, but the designer evidently had in mind that it was advisable to err on the safe side. Many original features of the design will be noted in the accompany- ing drawings and as we progress with the description. The vehicle consists of a heavy channel iron steel frame from which the engine and transmission gearing are suspended, and which rests upon the wheel axles. The rear portion is taken up with a platform which measures inside 12 feet % inch in length by 5 feet 7% inches in width. The forward portion is occu- pied by the cab, within which is the boiler, controlling levers, water tank and ample accommodation for the engineer. As a whole the wagon measures 17 feet 6 inches over all by 6 feet 6 inches in width, the extreme hight from the ground to the top of the smoke stack be- ing 8 feet 6 inches. The wheel base is 9 feet 11 inches to any winding or distortion which may occur in the frame. It is a horizontal compound reversing; with cylinders 4 inches and 7 inches diameter by a stroke of 5 inches, and is entirely inclosed in a dust proof and oil tight case, which allows of the splashing method of lubri- cation. The valves are of the balanced cylindrical pattern. The valve gear will be understood by consulting the right hand portion of the drawing, Fig. 5. The eccentric car- ries an arm, C, which is attached to the valve rod by a link. It is also connected to the swinging link A B, which, in the position indicated by the dotted lines, moves the vehicle ahead. Swinging the end of this link around and downward to the position marked “ astern” reverses the direction of travel of the wagon. At the intermediate point the action is, of course, nil. While serving practically the same purpose, the gear is simpler and contains fewer parts than the ordinary link. At 440 revolutions per minute 20 brake horse-power are developed. When the low speed gear is in use and an ae, Wigatie 2) 1% Ree eat ge: Be 20% < BUR gectoeein wont ess , [ae the revolutions run up to 770 per minute the effective brake horse-power is 35. For the power developed the motor is exceptionally light, weighing under 500 pounds, and measuring only 314 x 2% x 114 feet. The engine can be disconnected from the driving gear and may then be employed for driving any machinery. The Boller, boiler The consists of an annular upper and lower drum, which are connected by tubes, as shown in Figs. 7, 8 and 10 It is centrally fired through an opening in the top. Although the vertical tubes entirely surround the fire, they are preserved from direct contact with the fuel, which is carried in the lower drum. Baffle plates extend about one-third the circumference of the boiler and prevent the direct escape of the gases, which have to find their way on all sides through the narrow spaces THE IRON AGE. March 2%, 1901 at 5 pounds above the working pressure discharges in- visibly and silently from the funnel. The other, set to a pressure 10 pounds higher, blows directly into the air in full view of the engineer, and thus at once draws his attention to the excessive pressure should he fail to per- a 7 = F a S22 © & =) + f or te PSO j A ae a}! Hee ES Fp Oe ee a ee “Ft Pee: a T a: al __ ; Fig. 4.—Cross Section. ceive the first. The boiler is fed by a pump driven direct from the engine shaft by worm gearing, and any ex- cessive water is returned to the feed tank by hand regu- lation. The suction and delivery valves of the pump are Fig. 3.— Plan THE THORNYCROFT STEAM WAGON. left between the tubes. The the ash fire is regulated by a verti cal damper in pan and also by the lid covering the fire door in the top. The necessary draft is created by the exhaust. Convenient and ample cleaning arrange ments are provided through an opening in the bottom drum. Easy and rapid internal examination of the boiler is provided by the very light top and bottom which are formed with special steam joints. covers, The tubes can be readily cleaned inside and out, and when neces- sary the boiler can be retubed without removing it. The heating surface is 83 square feet, the grate area 2.4 square feet. The working pressure is 175 pounds per square inch, an the test pressure 350 pounds per square inch. Two safety valves are furnished, of which one set instantly accessible. The auxiliary feed is by a self starting injector so designed as to permit of the cones being withdrawn and examined while the boiler is under stean. Change Gears. The gearing between the engine and driving axle Is indicated in Fig. 9. These have ratios of 10.1 and 10.17 to 1, although on good roads grades of 1 to 12 can be mounted with the high speed gear. greatly On occasions when increased driving effort is demanded the slow speed gear is used. These gears are changed from the side of the wagon by means of the lever S. When this lever is in position indicated by the full lines the low speed gears M N are in mesh. When the lever is moved to the right and in the position indicated by the dotted March 28, 1901 THE lines the gears K L are in engagement. The pin R is employed to lock the lever in the desired position. Method of Driving. The method of driving the rear axle and also the peculiar construction of this axle will be understood from the sectional view, Fig. 13. <A differential gear of the usual construction, but not mounted in the usual The bevel gear C, way, is shown. forming the right IRON AGE. 3 axle—-in this case 314 inches in diameter—made in one piece. The trouble arising from the usual form of two- part axles is therefore obviated. Resting upon the axle are the bolster blocks F G, carrying the wagon frame. The Driving Wheels, > The driving wheels are 3 feet 3 inches in diameter, with tires 5%, inches wide. Carried upon the axle thus described is a grip lock, C, Figs. 11 and 12, provided Fig. 5.— Section through Lo Pressure Cylinder and Va I ig. 6 .THE THORNYCROFT hand portion in the differential, is mounted rigidly upon the right hand portion of the axle and drives the flat springs E, shown in the elevation in Fig. 12, which are directly attached to the wheels, as will be explained later. The bevel gear B is rigidly mounted upon a shell, in which the axle fits, and which carries at its outer end another pair of leaf springs, which drive the opposite wheel X. Both wheels are mounted loosely upon the axle, so as to be driven directly by the springs. This construction permits of the use of an unusually heavy Engi nes, STEAM WAGON. with a pair of leaf springs extending nearly to the fel- loes. Each wheel carries attached to its felloe at the top and bottom, as shown in the drawings, two angle plates, D, provided with an inwardly projecting lug which enters between the ends of the springs. The revo- lution of the axle B has no effect whatever to turn the wheel, except through the power transmitted by the springs to the lug on the felloes. The result is an ex- ceedingly elastic connection. The power is applied when the circumference of the wheel and the spokes are re- ah ag FF = ae a ee ce te Ry oy we te Sa eye Sere 4 THE lieved of all strains except those arising from the dead load. The front or swing wheels are 2 feet 10 inches in diameter, with tires 43% inches wide. The swing gear is shown in Fig. 14. The swing bar F is provided with a pilot wheel located just in front of the engineer. At its lower end it carries a worm in engagement with the worm gear K. The worm shaft carries the lever L, to IRON \GE. March 28, 1901 An English Journal on the Steel Consolidation. The London Engineer makes the following curious comments on the United States Steel Corporation: The situation is one without precedent. The condi- tions are such as no political economist has ever dreamt of as possible. The Trust will be able to manufacture over 12,000,000 tons of pig iron every year, and at least three-fourths of all the steel used in the United States. It has been plainly stated that Mr. Morgan will not rest content until he holds every iron mine and every blast Fig. 7.—Top Tube Sheet of Boiler. e—-—_104° 1a | | $s 3 eld & 4 a BN ° sie all % ¢ a| § & sis Pi FaLad x ais ~T “2 || || I | or CRO | i —---— t Ee —————— ib TuE IRON AGE poe Fig. 8.—Vertical Section of Boiler. furnace in the United States. Let us suppose for a mo- Tue tron AcE Fig. 9.— Change Gears. Tue IRon AcB Fig. 10.—Bottom Tube Sheet of Boiler. THE THORNYCROFT STEAM WAGON. which the rod E is connected and which is joined through the bar A to the axle. Each axle, B, is provided with a cross bar, which is vertically carried in the yokes AA. Results, The writer recently had the privilege of riding in one of these wagons at the works of the company in Pater- son, N. J. What was particularly impressive was the ease with which the heavy machine was controlled and the absence of all noise either from the exhaust or mov- ing parts. Further than this, there was absolutely no smoke, although the engine was fed with soft coal. OO The Pensacola Dry Dock & Shipbuilding Company have been incorporated with a capital of $800,000 at Tallahassee, Fla. ment that the whole iron and steel producing power of the United Kingdom, with over 500 blast furnaces, was in the hands of a single individual, and we shall have a case nearly analogous to that presented to a gasping world by the United States Steel Corporation. What will be the result? As matters stand Mr. Mor- gan and his immediate partners can fix the price of iron and steel. They are, for the moment at all events, be- yond the fear of competition. They can have no com- petitors in their own country. The American consumer is absolutely in the hands of the Trust. They can have no European competitor, because the tariff defends them. A combination of the kind, indeed, could only come into existence under the fostering aid of protection. We peed not deal with the question of the sale of the sur- plus production in Europe. Our own ironmasters are March 28, 1901 THE fully alive to the danger. But, all men ask, Can this gigantic monopoly continue to live? The reply is that there are four dangers it incurs. Let us consider what they are. In the first place, there is evidence to show that those THE lRon AGE Fig. 11.—Elevation of Fig. 12. K IRON AGE. 5 American people have showa before now that, although long suffering, they arise in their might now and then, and a good deal of slaying generally follows. Mr. Mor- gan may find some day that he has raised the price of iron and steel just a little too much, and there will be \ \ _—X—X—X:, ia - fh ] ' Nae & j \ \ ar \ y Yi “| —_ ¥Y THE IRon AGE Fig. 12.—Face View of One Driving Wheel. ‘o ¥ IL Fig. 13.—Sectional Hlevation through Rear Azle THE THORNYCROFT STEAM WAGON. manufacturers, shipbuilders and railway companies to whom plenty of iron and steel at moderate prices is essential are by no means indisposed to take action ugainst Mr. Morgan and his fellows. There is an un- usual outcry heard in favor of free trade. No doubt the Steel Trust possesses enormous political power; but the an end to the Steel Trust. But apart from this, he will have to reckon with a powerful political party which is resolutely opposed to monopolies of any kind. This party will have to be silenced, in any case a difficult matter, and certain to be very expensive. In the second place, Burope, including Great Britain, may, and prob- nea Bi & viene ewe see E 6 THE ably will, put a countervailing duty on American iron and steel. This would set a complete stop to the sale of surplus metal, and would leave the Steel Trust depend- ent upon the home markets, which would not, we think, at all suit Mr. Morgan. In the third place, a prominent feature in the policy of the Trust is the concentration of management. At present numbers of very clever, able men are managing the various works all over the coun- try included in Mr. Morgan’s net. All these men will be dismissed. Already, we understand, bitter feelings of hostility exist; and Mr. Morgan will find that men who know much both of as manufacture and finance as do these ex-managers can be exceedingly dangerous if they choose. Lastly, he will have the labor problem to deal with in a very aggravated form. It is said that no unions exist in the United States that can equal in power Great Britain. On the forgotten that, when hand, it does those of other must be labor against capital in the United States, the consequences are’ seri- ous and even dreadful in a way fortunately unparalleled in this country. The situation is, indeed, very threaten- never rise [IRON AGE. March 28, 1901 Toronto, William manager. A. E. Ames & Co. of Toronto, acting as representa- tives of William A. Rogers, Limited, have offered $290,- 000 of preference stock, 7 per cent. cumulative, The relations of William A. Rogers of New York and the Niagara Silver Company have been of a most inti- mate character during the past three years, so much so that their amalgamation is a natural development. The Niagara Silver Company were started in Niagara Falls in 1893 and have grown steadily since their commence- ment. Last year a branch factory was established in New Bedford, Mass., in order to meet the increasing de- mand for the company’s goods. The business now carried on by William A. Rogers begun in 1890, but in 1895 he began the sale of silver plated ware and since that time has devoted him- self entirely to the sale of that quality of goods. The firm of Clarkson & Cross have examined the books and accounts of William A. Rogers of New York and the Ni- agara Silver Company of Niagara Falls for the last vice-president; A. Rogers, general was ing for multitudes of workmen. It is obvious to them three years, and certify that, after deducting all ex- ¢ | | _— — , : : W | Z x WwW o o re ee a ! am o= | | | B A es ‘ = E “i tit, il 1B — [— ( — a. Tt |/-— D * D | “ les id= 4D h bo ee “a ih | : TH ‘Aoz Fig. 14.—Steering Gear. THE THORNYCROFT STEAM WAGON. now, or it soon will be, that-Mr. Morgan can not only penses, the annual profits were in 1898, $35,113.03; in dictate the price of iron and steel, but the price of labor 1899, $58,928.62; 1900, $79,352.20. as well. The probability is that combination will be met The iirm of William A: Rogers, Limited, have been by combination. The spirit of the age is wholly against gigantic monopolies, and with it Mr. Morgan will have to reckon. We do not shut our eyes to the presence of a danger; but we believe that it can be overcome. Yet it to be almost that the formation of the Steel Trust may profoundly modify the conditions under which the world’s trade carried on, and may drive even Great Britain to tiy to protection in self defense. _ -_ seems certain is William A. Rogers, Limited. A consolidation of the business interests of William \. Rogers of New York City and the Niagara Silver Company of Niagara Falls has taken place under the firm name of William A. Rogers, Limited. Both firms have been engaged in the manufacture and selling of silver plated ware. The firm of William A. Rogers, Lim- ited, has been incorporated under the Ontario Compa- nies act with a capital stock of $1,350,000. The direct- are Samuel J. Moore of Toronto, Ont.; A. E. Ames of A. E. Ames & Co., bankers, Toronto; Hon. W. Caryl Ely, president of the International Traction Company of Buffalo; Robert Kilgour, vice-president of the Canadian ors Bank of Commerce of Toronto; James L. Morrison, presi- dent of the Niagara Silver Company of Toronto; Hon. Charles H. Duell, Commissioner of Patents, Washing- ton, D. C.; William A. Rogers of New York. The officers are S. J. Moore, Toronto, Ont., president; A. E. Ames of formed to carry on the business heretofore conducted by the two concerns. For the past three years the Niagara Silver Company have found it necessary to furnish Mr. Rogers with more than 75 per cent. of their total output. In a letter written by 8S. J. Moore to A. E. Ames & Co. that gentleman says that the continued growth of the business made it necessary to still further increase man- ufacturing facilities, and that it is proposed to add one or two other lines to those already manufactured and to increase the buildings and plants for this purpose. Of the $600,000 of preference stock, $810,000 has been issued for the purpose of acquiring the property of the silver ware department of the Niagara Silver Company and the property of William A. Rogers. A sum approx- imating $100,000 in cash from proceeds cf this issue, to- gether with common stock in William A. Rogers, Lim- ited, is necessary to complete this transaction. The com- pany will have in manufactured goods, goods in process of manufacture and raw materials on hand upward of $200,000. It will also have upward of $150,000 in cash available for the further extension of the business. i —— A New Wind Mill Plant.—The Stover Mfg. Company, Freeport, Lll., have purchased 21% acres of land in East Freeport, and will erect a new wind mill plant. At an early date a force of men will be put to work on the foundations and construction will be rushed so that it The plant will be will be ready for business by fall. March 28, 1901 THE used exclusively for the manufacture of wind mills and will be one of the largest and most complete manufactur- ing plants of the kind in the West. —_——— ee The Barth Electric Elevator. have The brought out ah electric passenger or tarth Mfg. Company of Milwaukee, Wis., freight elevator Fig. 1.—The Elevator. Fig. 2.— The THE BARTH ELECTRIC and controller, in capacities from 1 to 10 fons. The mo- tor is heavy and built to withstand the hard usage of It is of the variable speed and multi- polar type, and has great starting torque, thus allowing it to start quickly under full load with small current consumption, thereby avoiding overloading of the motor. elevator service. IRON AGE. ~J This is important, as the elevator is starting almost continuously. The brake is so designed as to get an easy stop at the intermediate floors and an automatic stop at the terminal landing. This is accomplished with the assistance of an auxiliary brake, which insures @ positive stop free from jolting. The worm is a solid steel forging and runs in long babbitt bearings. The worm wheel is made of bronze metal; it is accurately hobbed to fit the worm, and is also keyed to the drum shaft and bolted to the drum, Which removes all torsion from the drum shaft. The worm and gear are inclosed in an oil tight housing filled with oil. The drum is of cast iron, turned and grooved for the requisite All parts of the machine are mounted The slack cable stop is so arranged that in event of the car The thrust is taken up on ball bearings. number of cables. on a heavy cast iron bed plate, cast in one piece. meeting with an obstruction in its descent the machine will immediately stop. All cars are provided with the most approved safety appliances. The controller is simple in coustruction, with all parts easily accessible. It regulates the flow of electricity to the motor and is at all times under full control of the operator in the car, who can vary the speed from maxi- mum to minimum without decreasing the efficiency. The design is such that, in starting, the armature resist ance cannot be cut out until the switch is closed, and the is again inserted before the main switch quick magnets same resistance goes out. All contacts are double pole of the Inake-and-break type. It has no solenoids or to consume current or burn out. and no air dash pots to cut and hang up. tion. When the elevator is stopped no current is on the All parts are positive in their opera- motor, both sides of the line being open. ee The works of the Youngstown Specialty Mfg. Com- pany, at Youngstown, Ohio, makers of tin cans and tin- Controller. ELEVATOR. ware specialties, have been taken over by the new tin can combine. It is said that other tin can works at Cleveland, Conneaut and other places will be removed to Youngstown and this place will be made a center for the manufacture of tin cans owing to its facilities for receiv- ing and shipping material. ee Re hee Ne 8 THE Pacific Coast News. San FRANcIsco, CAL., March 18, 1901.—Business ac- tivity is still the order of the day, and all our metal and machinery houses have quite as much as ever they can do. Some of them, with a couple of hundred employees each, find that it is all they can do to get through their work in the working hours. Indeed, some of the em- ployees, and those the principal ones, do not get through their work occasionally till far in the night. And what with work and banquets they have a pretty lively time of it. The other evening the millionaire representatives of Chicago trade were given a banquet and entertained right royally. It pays to-day to know San Francisco and its trade. Our citizens are beginning to wake up to their great opportunities—in fact, every eye is turned to the Orient—and all are anxiously awaiting the conclu- sion of the trouble in China and the Philippines. In fact, it is only necessary to look at a good map of the latter to see what a grand opening there will be for American trade. There are hundreds of islands with thousands of ports and harbors, and the country nigh each one of these is capable of producing sugar, hemp, rice or some other article of commerce, or has in the mountains valuable forests of timber and mines of the precious and other metals. Hundreds of trading sta- tions will arise, with all of which we can have some trade. Indeed the Philippines are among the richest groups of islands on the face of the whole earth, and as their people want almost everything in the shape of tools and agricultural and other machinery, they will natural- ly enough come here to get them. And San Francisco will become one of the most important hardware and metal markets on the globe. I have already sent you details of the exports of goods of this character to the Hawaiian Islands, and now do the same for China and Japan: China. Japan. DE Goankak checsey Se 4 ucla vw nls oe. $8,400 $93,321 I ek hi al isc ace Se oe sk ila eal inte dain ee wk 7,950 190,151 Instruments, scientific................. 16,717 90,683 IE iin gin oem hmm. ws 9,540 62,111 IND. ao wae ub doin 6 Oe 8,380 18,836 NID nass.. 60000000 tunes sone 6,033 11,245 eeetee machines... ......inbesnsn aces 950 332 DE cs 5-0 06:60 4s 5-6 0m 0.0ss.5 ee 1,184 13,692 aes eek parte of... ..<issuceebsonn 2,050 4,040 SEY. cchun es a'ss 00s CE ae 63,285 249,675 DE che edis so See ¥ee ees eee 130 879 oP ee eee 150 eben DO ctisnbeoe ere cn enw neeeeeee 5,080 1,209 eee ol See 11,500 7,871 Nails (1,650 kegs China, 71,683 kegs BED cnvanccnsssvee 0s gnueenenee ,070 211,035 Wire (201,068 pounds China, 2,611,736 SOEDRS: THPM) «<0... 000000eRbeenee nr 7,080 75,870 NN FTC ae 19,769 38,758 TE 66s ukp ae wise & miele. ox a eee cm tn 1,814 Pas bees hese pes ode ens ae 2,800 Sn siiisin'traig.'p be oe Se ce 8,450 ee ee ae 1,500 DL vin nbse ieee on s6'0 es ewe’ 16,318 Se oe meee 44,648 BUD” 5 6s hry bio ahd’ 36 o_O 4,680 Agricultural machinery............... ene 14,604 BN. x bin Was wine'n eke ceemeen ened $166,268 $933,517 It will be seen that Japan has increased her pur- chases from us to almost $1,000,000 in articles of this description shipped through this port, while China has lagged behind in the race. Japan buys principally ma- chinery, watches and nails; these forming about two- thirds of the whole. Here the watches and the nails are all of Eastern manufacture, but much of the ma- chinery is from San Francisco. Most of it is, however, from the East. Most of the other articles are also of Eastern origin, and are shipped in transit. The same re- marks will apply to the articles shipped to China, though they are comparatively small in value compared with those intended for the realm of the Mikado. The Chi- nese business has, of course, been limited in volume on account of the war, and it may be expected to increase largely during the present year. The nail trade to Japan, which had fallen off, has revived again. It can easily be seen that there is room for a great increase in many of the articles given here, and which are now of comparatively so small value. J. 0. Xe IRON AGE. March 28, 1901 The Krummel Rotary Engine. The accompanying illustrations represent an engine of the rotatable piston type invented by Louis C. Krummel of Chicago. The piston revolves freely around the shaft and thus rolls along the interior surface of the cylinder. The valve oscillates and one edge of it is always pressed against the piston by the action of the steam upon the valve wing. The valve is entirely automatic in its auction and no links are required to keep its edge engaged with the piston. If a reverse motion is desired, the throttle lever is thrown over to the other side; steam is then admitted through what was the exhaust port and the valve is thrown forward so that the left edge en- Fig 2.—View with Cap Removed. = THE KRUMMEL ROTARY ENGINE gages the piston. The oscillating or rocker valve not only performs the function of separating the pressure space from the exhaust space by two steam tight joints, but it opens and closes the inlet and exhaust ports, the latter being opened slightly in advance of the former. It is easily observed that the pressure when acting upon the valve is always balanced, thus giving it an easy and free motion. The throttle valve is built on the four-way principle. It thus allows the steam to enter on one side to the inlet ports, while the exhaust discharges from the outlet ports to the exhaust pipe. By a simple movement of the lever these conditions can be exactly reversed, so that the engine runs backward instead of forward. March 28, 1901 No difficulty is experienced in keeping the engine steam tight, as, on account of the peculiar motion of the roia- table piston, the relative speed between its ends and the cap or end walls is small, and as no pressure is exerted here, the wear is reduced to a minimum. The rotatable piston precludes any scraping on the cylinder wall; in fact, high speed is favorable for such pistons. The oscillating valve, having hardened steel trunnions, does not bear hard ngainst the valve chamber walls, and ample provision is had for taking up any end wear, which in any case can only be slight, no end pressure being introduced. As an extra precaution against leak- age the piston has a tightening ring, which is forced against the cap walls by springs. The steam is lubri- cated before it enters the engine and a slight amount is allowed to enter the inside of the piston; thus all parts are sufficiently oiled. A slight packing on the shaft near the inner end of the journals prevents any escape of steam from the interior of the piston. Two of the engines as described have been in suc- cessful operation for over a year, one from which the illustrations were taken, and another on the same prin- THE IRON AGE. 9 Southern Pacific to the East, instead of their going via Panama and the Columbian line to New York. Still, European freights are relatively a little lower than American. Reconstruction on the Guatemala Northern goes on steadily; new rails and culverts have been placed all along from Rancho, San Agustin, to Zacapa and Gualon. The bridge of Zacapa has been repaired after the heavy floods, and the new Matagua Bridge is to be in place and working order within a few weeks. When the line has been completely repaired as far as Port Barrios on the Atlantic, then the Central and Pacific sections will be pushed to a finish. Of course everything has to be done on said sections, nothing besides the preliminary surveys having ever been done. A great deal of bridge work will be needed between San Agustin and the capi- tal, Guatemala City, as the difference of elevation (be- tween sea level and 4500 feet) and the numerous moun- tains and rivers on this route would make evident. It is expected that the company who have taken over this line and the old one will have to spend between $3,000,- 000 and $5,000,000 before the through line is completed Fig. 3 — Various Parts of the Enyine Separated, 7 4 / I THE KRUMMEL ROTARY ENGINE. ciple, compounded. The advantage of the latter men- tioned type is that it can be started at any part of the stroke. Provisions are also made, if desired, so that full pressure can be admitted into both cylinders, and by the mere turn of a handle the cylinders can be com- pounded. In the case of slow running stationary en- gines attachments are made so that steam can be cut off at any part of the stroke, thus allowing the full ad- vantage to be gained by expansion, the degree of which can be readily altered while the engine is in motion. - > Central American News. San Jose, C. A., March, 1901.—Our business firms will scarcely be able to.complain of the want of freight- ers to and from Central American ports nowadays, for competition has become very brisk in this line. The Kosmo-German Steamship Line has been followed by the British Pacific Navigation and the Chilean Packet lines, all of which are running directly or otherwise from Liverpool, Hamburg and London, through the Straits of Magellan up the Pacific Coast of South Amer- ica, touching at most of the Central American and Mexican ports to San Francisco, Cal. The Pacific Mail, who are the ones to bear the brunt of this competition, have already reduced their rates one-half, sending all their North bound freight via San Francisco, and the If, as is confidently expected, this line is built within two years, it will be the first from ocean to ocean across Central America. This will shorten the route from New York to San Francisco some five or six days; and freight which has been traveling down the Pacific to Panama or the Straits of Magellan will then cut straight across Guatemala and save thousands of miles. It would certainly be of the utmost advantage to Ameri- can commerce if another reciprocity treaty could be signed (or the lines of the justly celebrated Blaine treat- ies) between the United States and the Central Ameri- can Republics. During the last eight or ten years a vast demand has grown up here for American goods, es- pecially in hardware and building materials. While the Blaine treaties were in force the natives were able to appreciate the great difference between our manufac- tures and the very cheap imitations coming from Ger- many, Belgium and England. On the other hand, we lost nothing; the only commodities we let in free of duty were coffees, mahogany and tropical fruits, for, al- though these countries raise sugar and the chocolate bean, there is'little or none for export as yet. If such treaties could be concluded with Guatemala, Nicaragua, Salvador, Costa Rica and Honduras, I am positive that within four or five years the whole of Central America would be gridironed with railroads, and the canal would be as good as built. ©. B. B. + Sombre Sh “ar Sie aaa, Set mt Ax eee CR 5 vow tes oho <n ees Bie" Mines | THE The d’Auria Air Compressor.* BY HENRY G. MORRIS, PHILADELPHIA, PA. The use of compressed air for the transmission of power has reached so great a development that we find numerous large ture of establishments devoted to the manufac its production and application, and special periodicals published for the dissemination machinery for of information on the subject. Moreover, its employ ment is so general in mining operations that no apology is needed for the presentation to the institute of such a paper as the present. The admirable articles of E. A Mix, published in Compressed Air, mechanical efficiency of show a wide range in air compressors, varying, under different conditions, from 15 to 60 per cent.; and it is evident that any improvements increasing the efficiency of these machines must interest mining engineers. The present paper calls attention to a new form of air compressor, so extraordinary in character that, had I not built several of them and seen them work satis factorily, I would hardly dare to bring it forward as an accomplished mechanical fact—namely, the d’Auria air compressor, built on the same principle as the d’Auria pumping engine as Fig. 1 This is, shows, a non-rotative compressor of IRON AGE. March 28, 1901 and pipe are filled with water or any other liquid; and, as there is no loss of liquid beyond that which may leak through the stuffing boxes, are easily kept full from any source of water supply, through the small pipe and two check valves, shown in Fig. 3. When the compressor is in action the liquid column contained in the compensator pipe is affected recipro- cally, to and fro, by the plunger, and acts in exactly the same manner as a balance wheel in a watch, taking up the excess of energy in the first half, and giving it back with an exceedingly small loss due to friction in the second half of the stroke. The action of this compensator is so perfect that the machine is never bolted down to the floor on which it stands, and, under such conditions, can be run at a high rate of speed without vibrations. I have seen an 8 x 9 x S inch compressor of this type work suspended in the air from chains, and also run while on rollers, and an- other of the same size making 540 strokes per minute without being bolted to the floor, and under these condi- tions I was able to balance upon it a 5-cent piece on edge. These compressors have no dead centers. The cycle of their action being limited to the period of one stroke, they are able to start and stop instantly, and, if fitted with a sensitive pressure regulator, will stop completely THE the duplex typ So far as steam economy is concerned, it may be said to have less limitations than even a crank and fly wheel compressor, for the simple reason that, while in the latter the high degree of steam expansion ealls for heavier fly wheels, heavier crank shafts, &c., the moving parts in the d’Auria compressor are not in the least the machine works equally affected by the degree of steam expansion, and well with a high as with a low expansion. Since there is no mechanism of levers, &c., employed to equalize the propelling force and the resistance at every point of the stroke (such as is used, for instance, in a Worthington high duty pumping engine), the ques- tion arises, how perfectly smooth action is attained in the d’Auria starting at the beginning of the stroke with a high initial pressure of steam against compre ssor, no resistance, and ending the stroke with a propelling force practically nil, and resistance at a maximum. This accomplished by the draulic compensator,” result is d’Auria “ hy- which is a cylinder, A A, Fig. 3, fitted with a plunger, B. carried by the same piston rod air piston. The ends communicate with each pipe, C C C, turned into very rigid bed plate, which adds to the machine, and preserves, under all condi which connects the steam and the of the other by means of a compensator evlinder loop of the form of a strength of the alignment of the rod. piston This cylinder Paper read at the Richmond meeting of the American Institute LD AURIA AIR COMPRESSOR. small promptly normal. It may be asked, What would be the effect of a sud- den release of load on the compressor, such as might happen by the breaking of the air pipe ? This contin- gency is met in the d’Auria compressor, as in the d’Auria pumping engine, by a simple and effective de- vice. The exhaust steam in the steam cylinder is cut off by the piston itself about 1.5 inches from the cylinder head; and, from this point on, a considerable amount of on a variation of air pressure, and will start when that pressure falls slightly below the steam cushioning is done in the cylinder, stopping the piston, under ordinary about % inch from the cylinder head. Of course, this 34-inch clearance is filled up with steam at boiler pressure; whieh, while it does no harm, does a considerable amount of good by keeping the piston and cylinder head hot when steam is admitted. On the other hand, the compensator plun- ger has a number of slots, whith, in case the stroke be- comes longer than normal (that is, than conditions, at if the clearance be- %2 inch), overrun the bearing of the plunger, and open a by-pass for the column of water which is pushing the plunger forward. Thus the pres- sure on both sides is equalized, and the pistons are pre- vented from striking the cylinder head. Of course, this device comes into play only when the load is suddenly released. Under ordinary comes less conditions—that is, inch of clearance in the steam cylinde) with %% the by-pass in the compensator will not open March 28, 1901 The larger machine here illustrated is a one. In sizes, the d’Auria made com- pound, both in air and steam, and fitted with the most approved steam and air valves to insure economy of small compressors are steam. A d’Auria compressor of 3000 cubic foot capac ity per minute, compound in steam and air, with inter cooler all complete, weighs about 46,000 pounds, occu pies a floor space of 25 x 8 feet, requires no other foun dation than a floor to support its weight, need even to be bolted to the floor. crank and fis and does not A compressor of the wheel type, capable of doing equally effi Win 9 THE IRON AGE. 11 engineer, is expressed concerning the pumping engine (which involves the same principles) in the following ex- tract from a letter addressed by him to me March 20, LOOO: ‘Several weeks ago I visited the Shawmont pumping station, Philadelphia, and there saw one of the d’Auria pumping engines at work against a heavy sure, about water pres- 160 pounds (400 feet) per square inch, and found that it was operating with great smoothness and regularity. I carefully examined its principles of design and construction, and it seems to me to be a most legiti- mate evolution of the Worthington Its principles of applying steam power to development and duplex pump. the purpose of pumping water retain all of the simple details of the Worthington pump, and the methods and means provided for accomplishing the expansion of steam in a ‘ direct acting’ pump are marked by the en tire absence of mechanism beyond the necessary cut off and one plain simple plunger attached to each main piston rod; the element of force necessary for the absorption and distribution of the valves initial and terminal steam pressure being a plain, simple water column, han dled entirely without joints or working pieces by the auxiliary plunger mentioned above. “ The indicator cards seem to me to be practically per- fect, and with the expansions shown the economy of steam is assured, equal to any other type of pumping engine producing the same diagrams. The peculiar features embodied in the relief of the auxiliary plungers at the stroke ends, so as to make it possible to drive the engine boldly up to the finish of the stroke, and then stop the moving parts in a manner practically positive by the steam cushions, is an admi Fig. 3.—Longitudinal Sectional Elevation. THE D’AURIA cient work, and of the same capacity, would occupy a floor space of about 56 x 18 feet, and its fly wheel alone would weigh 45,000 pounds, the total weight of the ma chine being probably about 170,000 pounds. Where space is a consideration the new type offers considerabl one-fifth as In weight, it is as one to four, involving much saving in the cost of foundations, Moreover, it can be moved from place to place without any trouble, being, in the full sense of advantages, occupying only much area as ihe former type. Which is an important item. the word, a portable machine. No matter what its size, it will always start and stop promptly by opening or throttling the steam without any dead center. The principles involved in the d’Auria’ compensator have been recognized and stated by Professor Goodman of Victoria * Mechanics of Charles A University, Leeds, England, in his work on Applied to Engineering,’ and the opinion Hague, a well-known American hydraulic AIR COMPRESSOR rable and effective feature, thereby providing for a uni- form stroke without ‘dash relief’ adjustments. “ The mechanical effect of the hydraulic balance, so to speak, is that of a swinging wheel, vibrating instead of revolving, but possessing important advantages over a rigid mass of metal; the water in the balancing column being more adaptable to the purpose at the critical in stant of finishing the stroke, through the medium of the relief openings in the auxiliary plungers. “ This engine is, in my opinion, a very reliable machine, and possesses the valuable feature of ease of handling, together with evident freedom from accident. It also seems to have in the most complete degree that sym pathy with the main water column so peculiar to the direct acting pumping engine; the absence of which, in the crank and fly wheel engine, demands the most care ful attention in its design and operation, especially un der heavy water pressures.” + Rae RAL The Reciprocity Treaties. WASHINGTON, D. C., March 19, 1901.—Five of the eleven pending reciprocity treaties have been extended at the request of the Governments with which they were negotiated. These include the French treaty, which has been extended 18 months to September 24, 1902, and those made with Great Britain, covering British Guiana, Turks and Caicos Islands, Bermuda, and Jamaica, which would have expired on March 16, and which have been extended one year. The treaty covering Barbados, which completes the list negotiated with Great Britain, has not yet been extended, but does not expire until June 16. The advocates of the ratification of these treaties, and especially the friends of the French treaty, are much gratified that the initiative should have been taken by the foreign Governments with which they were nego- tiated, for, as announced in The Iron Age several weeks ago, the Administration had decided not to solicit the further extension of any of the reciprocity treaties in view of the extreme indifference, not to say discourtesy, with which they have been treated by the Senate. If left to the Administration, therefore, all the conventions which have been extended would have failed during the present month. The five remaining treaties, exclusive of that covering Barbados, will expire during the pres- ent Congressional recess, as follows: Argentine Repub- li