The Iron Age 1901-10-24: Vol 68 Iss 17

‘THE IRON AGE THURSDAY, OcToser 24, 1901. The Fosdick & Holloway Drilling Machine. A new radial drilling machine designed and built by the Fosdick & Holloway Machine Tool Company of Cin- cinnati is here illustrated in all its principal features. The main improvement consists, first, in a simplification Detailed Description. Sliding upon the guides formed on the column is the cross head C, Fig 2, which is formed with trunnions for the support of the swinging arm D. This arm is formed with guide surfaces at one side which carry the saddle E, which supports the spindle F and its driving mech- anism. The machine is driven from the shaft a’ through THE FOSDICK & HOLLOWAY DRILLING MACHINE. and improved arrangement of the driving connections for the drill spindle and its feed mechanism, which in- Sures a positive and regular action; second, in the con- struction of the various means of regulation and con- trol whereby all are placed near the spindle head; third, in the method of obtaining increased range of speed. The spindle may be instantly disconnected from the power feed devices while the machine is in operation and controlied in either direction by hand, or instantly reconnected with the power feed at any point. the bevel gears a’ a’, the latter having a slot and feather connection with its shaft. From the shaft }’ the power is delivered by the bevel gears 0’ B® to the horizontal shaft c, carried in bearings upon the bracket D. The saddle is extended vertically into the yoke E’, through which the drill spindle has its upper bearing, its lower bearing being a lower extension of the saddle. These bearings permit both longitudinal and rotary motion of the spindle. The means for producing and changing the rotary —— q ! ‘it H 2 ; THE motion of the spindle in either direction are carried di- rectiy on the spindle itself. Two oppositely placed bevel gears, I and J, are carried at the inner sides of the yoke upon sleeves, f g, projecting through and having rotating bearings in the yoke frame, and are driven constantly in opposite directions by an engaging bevel pinion, K, secured upon the shaft K’, journaled through the side of the yoke and receiving power mediately from the coun- tershaft c. The corresponding faces of the bevel gears I J are countersunk to receive expansion ring enlarge- ments, f? g', of the sleeves, constructed as shown in Fig. 7. Between the two bevel gears is a sliding clutch, L, splined to the drill spindle and provided at opposite sides with wedge fingers, /, adapted to engage in and spread IRON AGE. October 24, 1901 friction gear, fit. as others might be used with similar ben: Feed Mechanism. The feed mechanism is constructed and arranged as follows: The first essential element is a sleeve, M, seated upon the spindle with a rotating fit, but engaging it in perpendicular motion. The sleeve is provided with an external longitudinal rib, whose outer surface is cut into teeth, constituting a rack, m, Fig. 3. The spindle F ro tates within the sleeve M, but the latter is prevented from rotation by the engagement of its rack, m, in a corresponding groove in the bearing e, through which it passes, Adjacent to the rack is a horizontal hollow ‘ seneeeeeae i Ay, = 4 Fig. 2.—Side Elevation. THE FOSDICK the rings f g@ to engage the gears, respectively. The clutch is otherwise of ordinary construction and is moved by a dog attached to a vertically sliding rod, fh’, moved by a rack and pinion device, 4’, by means of a hand lever, f°, on the pinion. The general effect of the friction gear thus placed is to start the spindle in either direction without shock or jar, yet with instant rapidity of action, due to the location of the device directly on the drill spindle, whereby all lost motion of intervening parts is avoided. It also results that the governing lever h® is located directly alongside of the spindle itself in convenient reach of the operator, who may therefore control all the movements without removing his eye from the drill at work. The advantages of location here specified do not depend upon the precise form of the & HOLLOWAY DRILLING MACHINE. countershaft, n, provided with a spur pinion, mn’, engag ing said rack. Power Device for Elevating the Spindle, A worm wheel, G, runs loosely upon the hollow shat n, but is engaged in rotation therewith, as desired, b) the following construction: The worm wheel has an en larged hub, G’, Fig. 4, at one side countersunk to forn an annular chamber for the reception and play of divided ring, i, Fig. 9, which by expansion caused Db) insertion of a wedge between its divided terminals e! gages frictionally the inner circumferential wall of th enlarged hub. The ring is loosely held in place by a co! lar, H, rigidly secured to the hollow shaft n, adjacen The collar has a radially slotted hub, to the hub G*. October 24, 1901 rojecting somewhat within the chamber of the hub G', n which slot is pivoted the hand lever G’, free to move herein and extending radially outward. The parts de- ‘ribed are placed together, as indicated in Fig. 4, and he lever G* is provided with wedge shaped projections, . at opposite sides of its head, so that when the handle f the lever is moved toward the worm gear its wedge haped projections engage between the terminals of the ng i and expand the same, thereby frictionally engag- ng the worm wheel G with the shaft n. The lever G’* vhen it has disengaged the split ring i also serves as a means of rotating the hollow shaft n by hand, whereby he spindle F may be quickly elevated or depressed and FT THE IRon AGE Fig. 3.—Sectional Front Elevation. THE IRON AGE. 3 o o? o*, of different diameters in series, carried upon the worm shaft N, extended. The gears o' o* 0’, shown en- larged in Fig. 11, run loosely on the shaft N, except as alternately connected to it by the following mechanism: The shaft N is hollow through the upper part of its length and carries an internal rod or shaft, p, having near its upper end a cross key, p', set therein, projecting diametrically at one or both sides through a correspond- ing vertical slot in the hollow shaft N and beyond into engagement with one or the other of the gears o' 0’ 0’, according to the degree of elevation of the shaft p. The central gear o* is a trifle wider than the key and pro- vided with one or more radial key slots, and the upper Fig. 4.—Sectional Side Elevation. THE FOSDICK & HOLLOWAY DRILLING MACHINE. at any point instantly reconnected with the worm wheel G. Extending through the hollow shaft or sleeve n is a central shaft, n?, provided at its forward end with a hand wheel, n*, and at the opposite or inner end with a spur pinion, nm‘, engaging a horizontal rack, y, on the swinging arm D, by which means the entire drill carrier E may be moved radially outward or inward in relation to the column D. Spindle Drive. The worm wheel is driven by a vertical screw shaft, N, arranged adjacent to it and deriving power through a gear train as follows: The spindle F carries a spur gear, 0, meshing through intermediate idler gears car- ried on studs secured to the frame with three spur gears, gear o' and lower one o® eack with a circular counter- bore adjacent to the central gear (allowing the cross key p* to play without engagement) and adjacent to the coun- terbored zone with one or more key slots. The action is, therefore, as follows: The shaft p be- ing at its lowest limit of adjustment, its key, p', engages the lowest gear, 0°, and rotates the hollow shaft N. The rod being elevated one degree, the key p' passes into the counterbore of gear o*, and the key is therefore disen- gaged from the gear. By elevation a second degree the key is brought into engagement with the central gear o*, by a third degree into the counterbore of the gear o*, where it is again entirely disengaged, and by a fourth degree of elevation it is brought into engagement with aes 4 THE IRON AGE. the upper gear o’. Thus it will be seen that a neutral zone of disengagement exists adjacent to the central gear at each side, and by moving the key to the same the feed may be stopped at will; also, that this period of cessation intervenes between each change of speed in the feed, leaving the shaft N free to be moved by hand, if desired, so that the drill spindle, whether in motion or not, may be elevated or depressed by hand to any point, or the power feed may be thus instantly stopped while the drill is in operation. The movements of the central shaft p are controlled by a sleeve, p*, arranged to slide vertically upon the hol- low shaft N and connected with the inner shaft p by a connection extending through a vertical slot in the hol- low shaft. The sleeve has a circumferential groove whereby it is engaged in the usual manner with a yoke piece or short arm of a hand lever, g, pivoted upon the saddle frame and provided with means to secure it in desired positions. This lever also, it will be observed, is located convenient to the work, and by its use the de scribed movements of the power feed may be instantly controlled or the power disconnected, leaving the feed to be controlled by the hand wheel N’, secured to the lower end of the shaft N. The use of three gears instead October 24, 199 other disengaged. This change is readily effected wl! the parts are in motion, so that the change of speed instantaneously effected. The forward prong of ;¢ rocker arm is extended into a hand lever, s, and operat in the usual manner over a rack bar, s', with recess to secure it in ultimate positions. Thus it will be seen that all the various control] and adjusting mechanisms are so far arranged that are within reach of the attendant from his position the work and can be manipulated without change of position. ” —_—— Pacific Coast News. SAN FRANCISCO, CAL., October 14, 1901.—At the a: of my last letter it was confidently predicted by a le OS h ? A iy { Fig. 5.—Detail of Rack for Shifting the Reversing Clutch. Fig. 6.—Sectional Plan of Drill Carrier al H _| THe Ron AcE Tus IRON AcE Fig. 7.—End View of One of the Spindle Fig. 8.—Face View of Collar Carrying Fig. 9.—Face View of Worm Wheel, Sleeves. Hand Lever. Showing Divided Expansion Ring. THE FOSDICK & HOLLOWAY DRILLING MACHINE. of two, as is usual, also gives a wider range of speed to the feed. Speed Variation, Upon the rear countershaft c (carried upon the swing- ing arm D) is placed a sleeve or extended hub, R, Fig. 10, with two gears, 7, rigidly secured to it. The sleeve is splined to the shaft c and is embraced by a yoke or fixed collar, , of the drill carrier frame E, whereby it is moved as the latter moves along the shaft c, carrying the vears rr in constant relations with the drill carrier E. Adjacent to the gears r* is a rocker arm, 8, Fig. 4, pivoted upon an extension of the collar r and carrying upon each of its prongs a spur gear, 1* 9°, respectively, in constant mesh with the gears +, respectively, and in such relation to gears # k* upon the counter- shaft K' of the drill carrier that by slight oscillation of the rocker arm in either direction one of the gears ™ is engaged with the corresponding gear k' or kK and the ing iron man that the machinists’ strike would be ov« in about a week, but although the general strike has ceased the trouble keeps on the same as ever. In stubborn persistency it much resembles the molder: strike, which lasted so long and inflicted so much i! jury on the industrial interests of San Francisco. A the end of the week referred to quite a number of m: chinists went back to work, but on the same day we! withdrawn by the managers of the strike, it is said, ow ing to a misunderstanding—some think to show thei power. They were to work nine hours, the managers 0 the strike claim, at ten hours’ wages, the iron men 4 nine hours’ wages. There the matter rests. Some b¢ lieve that the strike will last till after the elections that is, till after November 5, when the Board of St pervisors, and most of the city officials, are elected. |! has now lasted over five months, and the damage don: to the interests of the San Francisco iron trade is by means measured by the tigures that tell of the loss wages and profits. In some instance ten hours’ wages being paid for nine hours’ work, but these are mostly shops that are getting up orders that cannot be de- ed. In other instances Eastern competition renders impossible, and the struggle must go on till these ablishments are closed for good, or till the managers e supplied the places of the strikers with other men. iny strikers are going back to work any way, while re or less men are being obtained from the East. ese cannot always be retained, still additions to the ce at work are made day by day. The Union Iron rks report 1750 men now at work and the Risdon ) men. The total force at work is somewhere be- een 3000 and 3500 men. The character of the work ne by them improves day by day. There is no doubt it the shops would like to get back the old men, but y are gradually getting the new levies into order and ablishing a first-class working force, such as San rancisco has always boasted of possessing, and which has always been proud of. After the conclusion of the truckmen’s strike general f THE IRON AGB Fig. 10.—Cross Section of Rocker Arm. ictober 24, 1901 THE IRON AGE. 5 canned fruit will be short, but that of salmon exceeds all former records, so that the consumption of tin plate and pig tin has been larger than ever before. The sal- mon pack exceeds 4,000,000 cases. J. O. L. a - The Louisiana Purchase Exposition. A statement of the sizes of the principal exhibit build- ings has been issued. The largest of these will cover 324% acres, and will be devoted to agriculture and allied industries. Seven other buildings will cover about 17 acres each, and four others about 9 acres each. The total space now provided for will amount to about 187 acres. These figures give some idea of the magnitude of the exposition. The Commission of Architects has examined and approved the ground plan for the fair. The work of de- signing the largest buildings ever used for World’s Fair purposes was assigned as follows: Agricultural Building, 700 x 2000 feet; Isaac S. Taylor. Manufacturers’ Building No. 1, 600 x 1200 feet: Fames & Young. Manufacturers’ Building No. 2, 525 x 750 feet; Eames & Young. Social Economy Building, 550 x 700 feet: Barnett, Haynes & Barnett. Liberal Arts Building No. 1, 600 x 600 feet: Carrere & Hast- * ings. Liberal Arts Building No. 2, 525 x 750 feet; Carrere and Hast ings. Transportation Building, 600 x 1200 feet: Widmann, Walsh & Boisselier Education Building, 550 x 700 feet: Theodore C. Link. Art Building, main division, 300 x 600 feet: two wings. each 200 x 300 feet: Cass Gilbert Mines and Metallurgy Building, 600 x 1200 feet: Van Brunt & Howe. Fig. 11.—Enlarged Section of Gears. THE FOSDICK & HOLLOWAY DRILLING MACHINE. matters have settled down rapidly into the ante bellum condition. Most of the strikers have been taken back, and as business is good this year no doubt all will ulti- mately find places. But the object of the strike was not attained by the strikers, so that it was a dead loss of money and energy. The hardware trade was, perhaps, ess incommoded by it than any other department of jusiness. There is a very good business at present in these allied lines. The strangeness of it all is that the Clearing House exchanges have all along been in excess if those of last year, in some instances as much as 35 er cent. higher. The clearings for September were 10 er cent. more than they were a year ago. All this shows that but for the strike there would have been a henomenal year. The shipping having been released, vheat and barley are now being shipped with great ac- ivity, and other vessels are receiving quick dispatch. or the past three or four weeks the exports, exclusive f Hawaiian, now reckoned as coastwise, have run from <750,000 to over $1,000,000 a week. The shipments to he Hawaiian Islands will average $250,000 per week. a word, everything bespeaks prosperity. And the in- errupted trade is now likely to last on till near the close if the year. In some respects the record of the year will show a hortage; for instance, in the iron trades (manufac- uring) and in the use of pig and scrap. The pack of Service Building, 300 x 300 feet; Isaac S. Taylor. Electricity Building, 600 x 550 feet; Walker & Kimball. United States Government Building, 100,000 square feet; J. Knox Taylor. A uniformity of eave line will be observed at a hight of 65 feet. The total cost of these buildings has been estimated by Isaac 8S. Taylor at $7,000,000. A number of other buildings not yet assigned to be erected. > Stephens, Adamson & Co., manufacturers of power transmitting machinery, elevating and conveying appli- ances, &c., Aurora, Ill., have opened a Chicago office at 939 and 940 Monadnock Builfing, under the man- agement of D. B. Piersen. Mr. Piersen has had excel- lent experience in the branches of business conducted by the firm. The opening of the branch office is the direct result of a request from the Chicago trade for a local representative. F. E. Rainier, formerly of Rainier & Williams, an- nounces that he has organized the F. E. Rainier Ma- chinery Company, 153 South Jefferson street, Chicago. The company will conduct a general machinery busi- ness, and will shortly have a large stock of new and sec- ond-hand machines in great variety ready for inspec- tion. ns Gene me ectemeene SS GE a Six | ———— PM Pet fs Pe ane ee fo ee neato Gein Br Machinery for the Puget Sound Navy Yard. WASHINGTON, D. C., October 16, 1901.—The Bureau of Supplies and Accounts of the Navy Department to-day opened bids for machine tools, supplies, &c., for the Puget Sound (Washington) Navy Yard. The bidders and their proposals were as follows: Bidder 1. McCay Engineering Company, Baltimore. 2. Northern Engineering Works, Detroit. 8. Tatum & Bowen, San Francisco. 6. Schwabacker Hardware Company, Seattle 7. Pacific Tool & Supply Company, San Francisco. 8. J. O. Bradney, Tacoma. 9. Parke & Lacy, San Francisco. 10. Hunt & Mottett Company, Tacoma. 12. Frank W. Baker, Seattle. 13. Bement, Miles & Co., Philadelphia. 14. Chas. Este, Philadelphia. 15. Manning, Maxwell & Moore, New York. 16. Browning Engineering Company, Cleveland. 17. Dunham, Carrigan & Hayden Company, San Francisco. 18. Jones & Lamson Machinery Company, Springfield, Vt. 19. Benedict & Burnham Mfg. Company, Waterbury, Conn. 20. S. Obermayer Company, Cincinnati. 21. Brown & Sharpe Mfg. Company, Providence. 22. Randolph-Clowes Company, Waterbury, Conn 25. Crucible Steel Company, Pittsburgh. 26. Taunton & New Bedford Copper Company, New Bedford, Mass. 27. U. T. Hungerford Brass & Copper Company, New York. 28. Richard H. Gray, San Francisco. 29. Niles Tool Works Company, Hamilton, Ohio. 31. Jas. Clendenin, Baltimore. 83z. Drew Machinery Agency, Menchester, N. H. 83. Walter A. Foster, New York. 84. J. S. Turner & Co., New York 85. Manhattan Supply Company, New York. 56. Montgomery & Co., New York. 87. Connersville Blower Company, New York. 88. Fox Bros. & Co., New York. 40. U. Baird Machirery Company, Pittsburgh. 41. Henshaw, Bulkley & Co., San Francisco. 42. Railroad Supply Company, Chicago. 43. E. J. Etting, Philadelphia. 45. Bullard Machine Tool Company, Bridgeport, Conn. 46. Brown Hoisting Machinery Company, Cleveland. 47. Western Electric Company, New York. 48. Merchant & Co., Philadelphia. 49. Daniel A. Lowber, New York. 50. Francis Harrell, New York. 51. Geo. A. Ohl, Newark, N. J. 52. Thresher Electric Company, Dayton, Ohio. fh4. Sprague Electric Company, New York. 55. E. A. Bienenstck & Co., St. Louis. 56. Benj. Lowenstein, New York. 57. Prentiss Tool & Supply Company, New York. 58. New Jersey Foundry & Machine Company, New York. ‘ 59. Holbrook, Merrill & Stetson Company, New York. 60. Waterbury Brass Company, Waterbury, Conn. 61. J. B. Kendall, Wasbington, D. C. 62. General Electric Compary, Schenectady, N. Y. 64. Putnam Machine Company, Fitchburg, Mass. 65. Handlen & Buck Company, St. Louis. 66. Kempsmith Mfg. Company, Milwaukee. Class 1. Eighteen lots hexagon nuts.—Bidder 6, $1104; 28 $994; 49, $926.20; 6, $1134. Class 5. One lot screws.—Bidder 6, $1054.30; 12, $923.61; 17, $897; 31, $775.61; 82, $756.04; 35, $682.30; 36, $638.30; 49, $889.71; 50, $756.58; 65, $961.65. Class 6. Lot sheet brass.—Bidder 6, $4295.98; 19, $4618.22; 22, $4368.34; 59, $4617.23; 60, $4618.22. Class 8. Lot copper rod and sheet copper.—Bidder 6, $1893.07 ; 19, $1655.81; 25, $1655.84; 26, $1655.81; 27, $1655.81; 31, $1688.56; 48, $1671.12; 59, $1558.81; 61, $1741.08. Class 10. Lot pig lead, solder, pig tin and slab zinc.—Bidder 28, $738; 31, $861; 56, $682.75. Class 11. Lot Muntz metal.—RBidder 6, $2208; 19, $862.10; 22, $951.70: 26, $885; 27, $862.08 (informal) ; 48, $862.10; 60, $862.10; 61, $1056; 65, $997. Class 12. Lot sheet iron and sheet steel.—Bidder 17, $1704.30; 61, $1860 OS. Class 18. Lot bar steel.—Bidder 6, $1360.95; 10, $1293.60; 12, $1339.77 ; 25, $1441.95: 28, $3143.15; 61, $2052. Class 19. Lot drills, reamers, taps, &c.—Bidder 7, $1002.30; 12, $1093.18 (informal); 17, $1142.85; 35, $979.17; 36, $1111.38: 38, $937.82; 50, $914.48; 65, $1116.68. Class 20. Two portable cylinder boring maehines.—Bidder 8, $2243 (informal) ; 40, $2465; 41, $2485; 50, $3460; 57, $1769 ; 65, $2495. Class 23. Four 18-inch swing, 8-foot bed, screw cutting engine lathes.—Bidder 7, $2560; 9, $2352; 15, $2144; 41, $2360; 64, $2712; 65, $2360 Class 24. One automatic bevel gear planing machine.—Biddcr 9, $1491; 41, $1550. Class 25. One automatic gear cutting machine.—Bidder 7, $1895 ; 41, $2350. Class 26. One universal milling machine.—Bidder 7, $945; 9, $728 ; 15, $685: 21, $1001; 29, $925; 33, $867; 40, $983; 41, $1010: 55, $815; 64, $665; 65, $885; 66, $806.75 (in- formal). THE IRON AGE. October 24, 19(); Class 27. One double head buring and turning mill.—Bidder ° a, $2480, b, $2730; 41, $1990; 45, $2000; 57, $2250 Class 28. One 2 x 24 inch flat turret lathe.—Bidder 9, $123) 15, $1513; 18, $1515; 40, $1500; 41, $1530. Class 29. One machine for cutting and threading iron and st, pipe.—Bidder 9, $1383 ; 15, $1745; 33, $750; 40, $141 41, $1230; 55, $1464; 65, $1400. Class 30. One four-spindle machine for tapping nuts.—Bidder 9 $457; 15, $415; 40, $479.50; 41, $460; 55, $440: «6 $400. Class 31. One horizontal hydrostatic press.—Bidder 9, $174 13, $1790; 15, $1925; 29, $1630; 40, $1725; 41, $180 57, $1869: 65, $1825. Class 32. One quick return stroke 28-inch shaper.—Bidder 1 $725 ; 41, $1125; 55, $872; 57, $865. Class 33. Two 20 horse-power stationary electric motors.—Rid der 1, $1240; 9, $562; 40, $2359.50; 41, $1350: 47 $1398 ; 52, $1308; 54, $1480; 62, $1308; 54, $1480: «62. $1980. Class 34. One metal sawing machine.—Bidder 9, $1550: 1: $2845 ; 29, $1660; 33, $1670; 40, $1670; 41, $1575; 42 $1497.50; 55, $1340; 57, $1597; 65, $1660. Class 35. One continuous motion rivet making machine.—Bid der 15, $1775; 29, $1940; 40, $1798.75; 41, $1550; 55 $795: 65, $1500. Class 36. One boiler maker's flanging clamp.—Bidder 15, $350 29, $770; 38, $424; 40, $458; 41, $770; 57, $415. Class 37. One foundry cupola.—Bidder 2, $949; 20, $1155.20 41, $1420; 43, $995; 55, $518; 65, $1060. Class 38. One 10-ton jib crane.—Bidder 2, $1277; 16, $925; 43. $1170; 46, $2300; 55, $989; 58, $1687; 65, $1250. Class 39. One positive pressure blower.—Bidder 1, a, $1695, | $1785 ; 9, $1140; 15, $1215; 25, $1774; 37, $1840; 41 $1800 ; 43, $1805; 52, $1620; 58, $1623; 65, $1425. Class 40. One inclinable power press.—Bidder 3, $189; 7, $225 9, $215; 15, $195; 29, $220; 35, $235; 40, $211.90; 41, $196.41; 55, $178; 65, $195. Class 41. One rotary slitting shear.—Bidder 3, $639; 9, $735 15, $684 ; 29, $796; 35, $374.50; 40, $745.75; 41, $535 51, $536; 55, $95; 57, $345. Class 42. One power squaring shear.—Bidder 3, $1077: 15. $2038 ; 35, $897.50: 41, $760; 51, $1150; 55, $681.75 57, $770. Class 43. One improved 8-inch power brake.—Bidder 9, $2530; 15, $615; 40, $725; 41, $320; o1, $1365. Class 44. One pneumatic peening hammer.—Bidder 41, $480: 51, $2050. Class 45. One wood boring machine.—Bidder 3, $164.50; 15 $169 ; 41, $153; 65, $201. Ww. L. Cc. —— Paper from Seed Hull Fiber.—It is announced from Niagara Fallsthat the National Paper Company are to b« incorporated under the laws of New Jersey within a few days, with a capital stock of $3,000,000, for the purpose of manufacturing paper out of cotton seed hull fiber and flax fiber combined. It is given out that the new company have acquired or will acquire the plant of the French- Hickman Flax Fiber Company, located on the lands of the Niagara Falls Power Company, at Niagara Falls, and that this plant and place will be the chief point of oper- ations. It is nearly three years since the French-Hick- man plant at Niagara Falls was erected. The breaking out of the Boer war and the death of Stanton Day, the company’s manager, caused a hesitation in the com- pany’s plans, and now it is understood the new company will manufacture their product under a process invented by Thomas Newsome of Roslindale, Mass. Mr. Newsome has assigned his patents to the American By-Products Company of New Jersey, and this company, it is under- stood, will in addition to their other business, extract the fiber to be used in the plant at the Falls. It is said that plants are to be located at advantageous points in the South. The French-Hickman Company had fiber plants in Fargo, N. D., and it is supposed these pass to the new concern, while some of the flax to be used at Niagara will come from Northern New York. High grade papers will be the product. _ — A Committee of the Association of Railway Superin- tendents of Bridges and Buildings reached the follow- ing conclusion after an investigation of the subject. whether it is best for railroad companies to erect their own steel structures or let the manufacturers erect them: “Your committe is convinced it is best for railroad com- panies to erect their own steel structures. In most cases where such structures are given over to the manu facturers to erect, the railroad company’s forces are re quired to do all the hard, expensive work—viz., putting in and maintaining false work, taking out old structures, and finally making a general cleaning up, leaving the cream of the job for the manufacturer’s gang.” October 24, 1901 fhe Becker Vertical Milling Machine With Direct Connected Sturtevant Motor. The vertical milling machine here illustrated is built the Becker-Brainard Milling Machine Company of de Park, Mass. The spindle has long bronze bear- +s made adjustable for wear, the diameter at the main wing being 3 inches. The mills are secured rigidly means of a draw bar, large surface mills being fitted the threaded nose of the spindle. The spindle driving illey, mounted upon an adjustable auxiliary bearing, is k geared 5 to 1. To balance the action the back ars are made in duplicate. The head has automatic hand movement of 9 inches, and an automatic stop log which will throw out the feed at any point within limit of its vertical movement, thus making this THE [IRON AGE. 7 terchangeable, increasing the speed 6 to 1, thus provid- ing 16 changes of feeds for the rotary attachment. Sturtevant Motor. Sturtevant motors are designed especially for direct connection to this type of milling machine, and embody features not found in standard commercial apparatus, The variation of speed required for different sizes of cutters where working different metals is very great, and on the type of machine referred to with its usual back gearing the range of speed required of the motor is from about 250 to 750 revolutions per minute. The usual method of reducing the motor speed by means of a rheostat in the armature circuit cannot be used on this class of work, as the speed, being dependent upon the load, varies with the depth and width of every cut and increases greatly when the cutter is running THE BECKER VERTICAL MILLING MACHINE WITIL DIRECT CONNECTED STURTEVANT MOTOR. machine an excellent vertical boring machine. A mi- crometer stop gauge located at the upper left hand side of the frameaccurately gauges the depth of cut. The platen 8 514% inches in length over all, and 14 inches wide, with automatic feed in either direction. There is a quick re- turn motion geared 3 to 1. The saddle is of the same ength as the platen and has an automatic feed in and it of- 16 inches. Both of the feed screws are dialed. he knee has an automatic vertical feed. The extreme listance between the spindle and platen is 21% inches, and between the spindle and rotary table 16 inches. The tary attachment has a graduated table 22 inches in ameter. It is fed automatically in either direction, and \djustable dogs are attached to the periphery of the table to automatically trip the feed. The table feeds are derived from compounded gears “ving eight changes for each change of spindle speed. he intermediate gears on the rotary feed bracket are in- out, thereby burning the cutter teeth and ruining it. On this account rheostatic control as usually considered is not attempted at all, the various speeds being obtained by means of a special armature having two commuta- tors, the two separate windings of which are used either independently or together in conjunction with a variable field. All of these changes are made by & simple controller of the panel type, which is placed upon the side of the machine. The motor is of the eight-pole type with tripod bear- ing hangers and is either open or inclosed, as required. An inclosed motor is preferable on the score of safety from flying chips, &c. The frame of the motor is a steel casting having the tripod hangers bolted to it. The armature is of the toothed drum type having a commu- tator on each side. Carbon brushes are invariably used. The method of speed variation employed is such that the motor can be used in any shop having either 110, 220 ope en) enn Se oS ne aS IE EE) PTI aa a ke ® 2 4, nl eee me Weld abe a —~ ee ead 8 THE IRON AGE. or 500 volt power service, and does not require any spe- cial complex generating plant or wiring system to make it operate satisfactorily. <i Admiral Melville’s Report. The Faiiure of the Personnel Bill. An Engineering Experimental Laboratory. Wasuinaton, D. C., October 22, 1901.—Admiral George W. Melville, Chief of the Bureau of Steam En- gineering, )ias completed his annual report for the fiscal year 1901, and through the Admiral’s courtesy the cor- respondent of The Iron Aye is enabled to present the advance abstract given below. The report is notable for two unusually important features—namely, the frank and emphatic statement concerning the failure of the so-called personnel bill to maintain the efficiency of the navy along engineering lines, and the strong recommenda- tion in favor of the participation of the Government in a series of important engineering experiments which are now engaging the attention of private enterprise. The Admiral gives it as his unqualified opinion that there has been “ retrogression rather than an advance” along engineering lines during the past two years and that this fact is so well recognized that the organization of a sep- arate engineering corps has been suggested, although he himself does uot regard the suggestion as practicable. On this point the Admiral says: “T am simply stating a fact when I assert that the number of trained and expert engineers in the navy is being steadily reduced. The practical working of the amalgamation scheme thus far has been, in great part, to take the junior half of the old engineering corps and transfer them to line duties. Individual officers of the old line have conscientiously striven to perfect them- selves in engineering duties, but up to the present time no systematic measures have been taken to train officers for the engineering needs of the future. The work is too important and the needs of the future too great to de- pend upor individual effort to secure sufficiently numer- cus and trained officers for such duties. Herein has been the radical weakness of the system that has been pur- sued since the passage of the bill. “The failure to establish systematic methods for maintaining engineering efficiency was anticipated by earnest friends of the navy during, the discussions at- tendant on the passage of the personnel bill. When the subject was being investigated the question was raised of how officers trained in engineering duties were to be obtained under the amalgamation scheme. The positive assurance was given that this was provided for by al- ternation of duty between the deck and engine room. The point was then raised, Why should it not be specifically stated in the bill that this alternation must take place? The answer to such question was that this was a detail which could best be carried out by departmental order or regulation. The sincere advocates of the measure be- lieved that it would ndt be best to limit the Department by specific operation of law. As the proposition was one which had been indorsed by the Secretary, and even commended by the President, it was presumed that the whole influence of the Navy Department would be ex- erted in improving the status of engineering. It was cer- tainly expected by the Naval Committee of the House and Senate that the Department by regulation would provide for the engineering needs of the future; other- wise this need would have been carefully taken info consideration in the framing of the measure. “It may be urged that the work of the navy has greatly increased since the passage of the personnel bill, and that there has been an inadequate number of of- ficers available for all kinds of duty. This is a fact; but engine room supervision. The officers sent from the en- gine room and transferred to deck only one commis- sioned officer fram deck has been sent below. This does not completely describe the extent of the depletion in the engine room supervision. The officers sent from the en1 gine rooms were transferred to the deck for permanent duty, while in most cases the junior officers transferred from the deck have only done engine room duty for short periods. In explanation it has been stated that 100 war- October 24, 19.) rant machinists have been appointed and detailed for en gine room duty. It must be remembered that all thes: warrant machinists came from the enlisted force of engine rooms and had very little experience in handling large bodies of men. Without detracting, therefore, froin the merits and capabilities of the warrant machinists they are not altogether fitted by previous training or perience to take charge ef an important department the ship. Their successors, in many instances, wer: petty officers whose experience at sea was very limited The gain in the engiue rooms from this source has be: more apparent than real. If, however, warrant machin ists are competent for such duty it may be pertinent t inquire why the boatswains and gunners, who are als: warrant officers, are not equally competent to carry on the routine deck duty. Such an arrangement would per mit some of tke junior otlicers of the line to receive en gineering instruction. even if it were not deemed desir able that they should render service beneath the protec tive deck. In the British service boatswains and gun ners carry on such deck duty on small ships, and it is to be presumed that our warrant officers would also bi competent for the task if such assiguments were made. Decrease in Machinery Efficiency. “ As a result of this inadequate supervision in the en gine rooms there has been a perceptible decrease in th efficiency of the machinery and a progressive increase in the cost of repairs. Definite data upon this question is difficult to secure, since this retrogression is progressive in character, and the full extent of the evil cannot be de- termined without searching investigation. The condition of the machinery of the torpedo boat flotilla shows the trend of affairs. “During the past year the disablement of torpedo boats has been of such frequent occurrence that the ma- jority of the boats have been under repair a great part of the time. Many of these mishaps are serious in char- acter, and the present condition of the flotilla affords an incontrovertible argument in favor of the proposition that practical engineering ability of high order is re- quired for their successful care and operation. In my opinion the machinery of the torpedo boat craft would not be in its present deplorable condition if engineer of- ficers of experience had been detailed for supervisory duty in connection with the boats. “It is strikingly significant that the decrease in ma- chinery efficiency has been most marked in the case of the torpedo boats. With this type of craft it has been at- tempted to practically maintain the machinery in opera- tion without the supervision of trained engineer officers. With such a system in operation it is not surprising that inefficiency should be the rule. Upon official trials the builders of such boats find it necessary to fill the engine rooms with supervising engineers of ability and experi- ence, who command high salaries. After such boats are turned over to the Government it cannot be expected that an insufficient and unskilled force will be capable of operating them. The depreciation of the boats will take place at a rapid rate if either an inadequate or inefficient personnel is to be intrusted with their care and main- tenance. “That efficiency beneath the protective deck is no less important in naval warfare than efficiency above it can- not be doubted. The boiler plant is the heart of the ves- sel, and any weakness in that direction will be followed by general decline everywhere else. The difference be- tween an efficient and inefficient force on board a war ship was shown at the battle of Santiago. The crown- ing act of that victory was the overtaking of the “Co ion” by the “Oregon.” In this chase a battle ship of 16 knots speed, manned by an efficient engine room for: overtook a 20-knot armored cruiser, whose motive pow was inetficiently handled, since only about one-half t! boiler power was developed on board the “Colon” tha could have been secured by a skilled force of mechani and firemen directed by a trained and educated comp! ment of engineer officers.” Recommendations, With a view to improving existing conditions, as we! as to provide for engineering necessities of the futuré Admiral Melville makes the following recommendations: “1. That the policy lately inaugurated of detailing etober 24, 1901 THE IRON AGE. 9 inior officers of the line exclusively to engineering du- es be greatly extended. “2. That a post graduate course of instruction in ma- ie engineering and design be established at the Naval cademy for those junior officers of the line who desire familiarize themselves with marine engineering. “3. That at least two war vessels be used in part for ie general training of firemen. “In the British navy the training of stokers is sys- maticaliy carried on in the cruisers ‘ Northumber- and,’ ‘Nelson’ and ‘ Beilerophon,’ vessels of 10,000, 600 and 7500 tons, respectively. In these ships the toker is taught that he has not only hands to use but a lind to employ. After a course of instruction the re- ruit has a better chance of becoming for naval pur- ooses not only a handy man but a reasoning creature. “Such an eminent authority as Lord Brassey recom- mends that the modern armored cruisers ‘ Powerful’ and ‘Terrible,’ ships of 14,000 tons displacement and 25,000 horse-power, be employed for the special training of the engine room complements of British war ships. “ Fighting ships are even looked upon by the British Admiralty as desirable for the training of sailors. It has been officially announced by Lord Selborne that the squadron of training ships will not be resuscitated. In- stead of developing the sailor lads on the royal yards it is proposed that they be sent to sea in fighting cruisers. This significant action by the British Admiralty shows the trend toward mechanical training for the entire ship’s force. “4, That several torpedo boats be kept in commis- sion for the training and instruction of the machinists and water tenders of the torpedo boat service. “5. An urgent necessity has arisen for the training for naval duties of the youthful and inexperienced ma- chinists enlisted in inland cities. These young men can be induced to seek a life career in the navy if some sub- stantial recognition is accorded faithful, efficient and continuous performance of duty. The number of chief machinists now in the navy is simply inadequate for ex- isting needs, and a sufficient complement can only be se- cured by giving the machinists, second class, a sys- tematic and thorough course of instruction so as to make them familiar with the care, operation and repair of the various auxiliaries used in the naval service. These aux- iliaries include capstan, blower and winch engines; evap- orators and distillers, refrigerating, hydraulic and pneu- matic machinery; also the simple forms of electric motors. These machinists should be instructed as to the manner of making all kinds of joints used for high pres- sure purposes, the method of packing various forms of Stuffing boxes, and, in general, the manifold duties that must be performed in the engine department of a mod- ern war ship. “It would be extremely advisable to send all ma- chinists, second class, to a navy yard for practical work on ships under repair for several months. The experi- ence and knowledge that they would gain from this ex- perience would make them more efficient for duty on board ship, and the navy would be the gainer from hav- ing such men trained, in great part, at a navy yard where the diversity of work on repairs would develop all who had an aptitude for a naval career. If such a course of instruction is provided it can be confidently predicted that the corps of warrant machinists can be recruited from this source alone. “ As it is not probable that all the deserving machin- ists can from henceforth expect to secure warrant rank, I would urgently recommend that all machinists among the enlisted force who have served honorably for a pe- riod of 20 years be only assigned to duty at navy yards. There is much duty that these men could do at the naval stations, such as running tugs, taking charge of the steam fire engines, looking out for the various boiler plants and taking charge of the machinery of the ships in ordinary. “Under existing conditions machinists only remain long enough in the service to fit themselves for taking positions in the merchant marine. They are lost to the naval service just when they are most efficient, and such a deplorable state of affairs should be remedied, if pos- sible. I nelieve that the Department has only to offer Some substantial reward in the form of permanent duty at a navy yard to induce many machinists to render 20 years’ faithful service, and to look upon the navy as a life career, and not as a temporary vocation which af- fords an opportunity for travel and sightseeing. “6. That the warrant machinists be placed upon the same footing as regards pay and rank and emoluments as given other warrant officers. In some respects the warrant machinists are discriminated against, and so long as this distinction exists they will have a griev- ance which must interfere with the efficiency of the en- gine room force. Every avenue to promotion and in- crease of pay that is accorded other warrant officers should be given warrant machinists. The responsibility and character of the duty that rests upon this class of officers is as important as that devolving upon sail mak- ers, carpenters, boatswains and gunners, and the oppor- tunity for advancement should be equally as great. “That a special rate of pay be allowed those petty officers in the engine department who qualify as water tenders of torpedo boats. Such a substantial reward is given those who qualify in certain deck duties, and the same inducement should be held out to the leading petty otlicers doing duty beneath the protective deck.” Engineering Experimental Laboratory. With regard to the great necessity and value of Gov- ernment participation in engineering experiments of gen- eral importance Admiral Melville says: “The subject is one that should receive the prompt indorsement and encuuragement of the Department and the generous support of the Congress. Since the nation is about to spend $7,000,000 in buildings and appliances for the rehabilitation of the Naval Academy it would seem as if the establishment of an engineering experi- mental laboratory in connection with that institution would be exceedingly necessary and appropriate, and that the present is an exceptional time to embrace ad- vantageous corditions. ‘‘ While ihe Naval Academy is not, perhaps, the most suitable place in all respects for an experimental station, yet for want of an independent establishment, Annap- olis presents many advantages and inducements for the location of this necessary adjunct to an engineering navy. “With the cheerful co-operation upon the part of the Bureau of Navigation, under whose cognizance the acad- emy is placed, it is proposed to erect and equip a build- iag which will be of substantial worth to the navy as well as to the engineering world. ‘‘The primary necessity and reason for conducting ex- periments and tests is the increased efficiency of the naval service. A secondary and probably equally impor- tant reason for the establishment of the station at the Naval Academy lies in the fact that the laboratory can be made available for the purpose of instructing the cadets. As a post graduate course of engineering will undoubtedly soon be established at the Naval Academy, there will be justification for an experimental station at the institution for this purpose alone. “There is available in the academy inclosure suf- ficient and suitable ground for the erection of a building that would fuifill the reqnisites desired. This building should be placed in a commanding position, so that even the junior classes of cadets would be impressed with the fact that engineering science is a study that is essential to the development and success of the future naval com- mander. It is even possible that the estimate in which the navy at large gauges the value of engineering knowl- edge might be measured by tbe character and equipment of such a laboratory. A building suitable for the de- sired purposes, and which will conform to the architec- tural features of the new academy buildings and grounds, ean be built for $250,000. As the navy already possesses many valuable engineering appliances and models, it should not require over $150,000 more for equipment. “As stated in several annual reports, the experi- mental work for which an urgent appropriation is re- quested is only for such purposes as will directly benefit the naval service and the engineering profession at large. Incidentally it will be of incalculable benefit for the test- ing of many patent appliances which inventors offer for a Government test, and which may prove useful or eco- nomical for the naval service.” W. L. C. a a me SS | 7 ewe Soe oo ew eee Oe a . + ee eles Ve ee shite Se OL 10 THE IRON AGE. Lake Ore Matters. DvuLUTH, MINN., October 19, 1901.—The injunction asked for by the Breitung Estate against the Cleveland Cliffs Iron Company has been sustained by Circuit Judge Stone at Marquette, and the Cleveland Cliffs ex- plorations on the Breitung lands will stay stopped. This is quite generally regretted by those who have wanted to see these lands developed by a progressive and hon- ored concern like the Cleveland Cliffs Company. The situation was this: In 1857 the Pioneer Iron Company were given a 99-year lease of the lands in question, by virtue of which they might explore them, and were to have a free royalty on all ore mined therefrom and smelted in their furnaces and forges in Marquette County. The judge reasons that the grant to the Pio- neer Iron Company died with that company in 1887, even though the Cleveland Cliffs Company purchased the company’s stock and have since owned it. He also states that it was the evident purpose of the agreement that the ore to be mined free of royalty was for the forges and furnace then being built at Negaunee, and that the subsequent destruction of this plant, some years ago, would have itself voided the agreement, had it then still been in force. The grant was manifestly to the Pioneer Iron Company, and their successors “in corporate succession,” as the deeds stated, and when the 30-year period of the company’s existence expired they had no corporate successor. The judge ruled that such a reorganization of the Pioneer Iron Company as the Ceveland Cliffs Company are is clearly not the Pio- neer Iron Company named in the 99-year instrument. He found it unnecessary to consider the ownership of the Pioneer stock by the Iron Cliffs Company or the present ownership of all the latter’s shares by the Cleve- land Cliffs Company. The latter concern have been ex- ploring these lands for a year or two up to the time of the injunction, and have been supposed to have found ore therein. Whether the Breitungs will follow up the opportunity thus presented is a matter of question. The East New York mine of the Marquette range is now shipping all the ore it had in stock, which, though a small amount, has been some time in accumu- lating. The East New York was abandoned some years ago as valueless, but the present operators took hold and have developed it into quite a property, shipping in all this year and last about 50,000 tons. The Princeton, at Swanzey, is also looking very well, and will have shipped this year about 75,000 tons. It was another of the abandoned mines up to 189