The Iron Age 1902-03-20: Vol 69 Iss 12

I H E I RO N omen GE A Review of the Hardware, Iron, Machinery auu-~ Published every Thursday Morning by David Williams Co., 232-238 William St., New York. 20 yi aen SU PUIGS ades Vol. 69: No. 72. Reading Matter Contents ........ page 58 Alphabetical Index to Advertisers “‘ 167 Classified List of Advertisers .... “* 160 Advertising and Subscription Rates ‘“‘ 65 : co Propucts THE BRISTOL COMPANY, Waterbury, Cena. Bristol’s Recording Instruments. For Pressure ‘Cemperature and Electricity. Silver Medal, Paris Exposition. All Ranges, Low Prices, and Guar anteed. Send for Circulars, SPOT CORD ——— =; SAMSON —_— a a ee vate and Phenix ae ee ash Cord. nds of SAMSON CORDAGE WORKS, Boston, Mass. TURNBUCKLES. Branch Office. 11 Broadway, New York. Cleveland City Forge and Iron Co., . - Cleveland, O, TURN BUCH UES. MERRILL BROS., ely aD go 465 to 471 Kent Ave , Brooklyn, E.D., N.Y. F ORCGINGS. Girard Building, Phila. PILLING & CRANE Lewis Block, Pittsburgh, ) Empire Bldg., New York. — APOLLO BEST BLOOM GALVANIZED IRON The metal-worker who uses common galvanized iron makes his business harder to do and harder to get ; and, of course, his profits less. American Sheet Steel Company, New York New York, Thursday, March 20, 1902. U. M. C. AMMUNITIO is sold by all dealers because it is a staple— Shooters have learned to rely upon ft Order it by Name and insist that your dealer gives you nothing else. U. M. C. cartridges and shot shells are “time tried;” 35 years of progress. $5.00 a Year, including Postage. Single Copies, Ten Cents. rth nlp Nini nme N = Catalogues, THE UNION METALLIC CARTRIDGE CoO. 313 Broadway, New York, N. Y. Briegeport, Conn. 425 Market St., San Francisco, Cal. CAHALL lI6. BOILERS »* CAPEWELL HORSE NAILS. BRANCHES: NEW YORK, PHILADELPHIA, CHICAGO, ST. LOUIS, BOSTON, DETROIT, CINCINNATI, SAN FRANCISCO) PORTLAND, ORE., BUFFALO, BALTIMORE, NEW ORLEANS, DENVER. ee f ps ——— - THE CAPEWELL HORSE NAIL COMPANY, HARTFORD, CONN. Jenkins Bros.’ Valves are manufactured of the best steam metal, and ave folly ee Why experiment with cheap valves? If you want the BEST ask your dealer for valves manufactured by Jenkins Brothers. Re- member all genuine are stamped with Trade Mark like cut. JENKINS BROTHERS, New York, Philadelphia, Chicago, Boston THE AMERICAN TUBE & STAMPING 60, HOT AND COLD ROLLED STRIP STEEL. The WILMOT & HOBBS MFE. CO. MAGNOLIA METAL, Pac-Simile of Bar. Successer to SEE PAGE 149, Best Anti-Friction Metal for all Machinery Bearings. Beware of “on imitations. MAGNOLIA METAL CO., 113-115 Bank st., . London, Chteogo, Montreal Pustsbareh Bootes Owners and Sole Manufacturers, NEWYORK. at competitive prices. bi aa eet Tic BA SE et a vo a een -ceweee: ob ine -" - ena ats tah ne ctaittantin mae natal acaba ndlentdnaties ceeds tactnt THE ANSONIA Brass p” COPPER CO. MANUFACTURERS OF BRASS AND COPPER Seamless Tubes, Sheets, Rods and Wire. Ingot Copper. SOLE MANUFACTURERS Tobin Bronze (TRADE-MaRK REGISTERED.) Condenser Plates,Pump Linings, Round, Square and Hexagon Bars, for Pump Piston Rods and*Bolt Forgings. Seamiess Tubes. 99 John Street, BO844GOe Randolph-Clowes Co., Main Office and Mill, WATERBURY, CONN. MANUFACTURERS OF SHEET BRASS & COPPER. BRAZED BRASS & COPPER TUBES. SEAMLESS BRASS & COPPER TUBES TO 36 IN. DIAM. pa hn a Office, 258 Broséwey, Postal Tel- Bidg., Room Chicago Om ce, 602 Fisher I Bid Boston Office, Cor. Oliver and Purchase Sts New York. THE IRON AGE. WATERBURY BRASS G0. ESTABLISHED 1845. Main Office and Mills at Waterbury, Conn. Manufacturers of Brass, German Silver, Copper, THE PLUME & Atwood MF6. Co,, Sheet and Roll Brass —AND— WIRE PRINTERS’ BRASS, JEWELERS’ METAL, GERMAN IN SHEET, ROLL, ROD, WIRE, | siver ann GiLpiNG METAL, COPPER RIVETS BRAZED and SEAMLESS TUBING, SPECIAL BRASS, BRONZE, and GERMAN SILVER in sheet an Wire, for the HARDWARE TRADE. Rivets and Burrs, Metallic Eye- lets, Shells, Brasswares of every Description. Ferrules and Small New York Store has been removed from 60 Centre St. to 122- eae Centre St. Deoxidized Babbitt NEVER HAS BEEN BEATEN. Bridgeport Deoxidized Bronze & 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. ENN eres PAE Hs 868-74 West Monroe St. Ch icago. Best Bronze, Babbitt Metals, Brass and Meni I Baba On Short Notice. NoPenage. ""“ | BRASS, BRONZE and ALUMINUM CASTINGS, 4 Wheel, $3.00 5 Wheel, $3.25 Guaranteed. R. A. HART, HENDRICKS Founders, Finishers. BATTLE CRESK, MICH. |W. G. ROWELL & CO., BRIDGEPORT, CONN. BROTHERS PROPRIETORS OF THE Belleville Copper Rolling Mills, MANUFACTURERS OF Braziers’ Bolt and Sheathing COPPER, COPPER WIRE AND RIVETS. Importers and Dealers in Ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. 49 CLIFF ST., NEW YORK. | AND BURRS. | Pins, Brass Butt Hinges, Jack Chaiu, Kero sene Burners, Lamps, Lamp Trimmings, &c. | 29 MURRAY ST. NEW YORK. 144 HIGH ST., BOSTON. 199 LAKE ST., CHICAGO, ROLLING MILL : THOMASTON, CONN. FACTORIES : WATERBURY, CONN, SCOVILL MFG. CO., Manufacturers of BRASS, CGCERMAN SILVER Sheets, Rolis, Wire Rods, Bolts and Tubes, Brass Shelis, Cups, Hinges Buttons, Lamp Coods. SPECIAL BRASS GOODS TO ORDER Factories, WATERBURY, CONN, DEPOTS: NEW YORK, CHICAGO, BOSTON. JOHN DAVOL & ‘SONS, AGENTS FOR Breekiyn Brass & Copper Co.. DEALERS IN COPPER, TIN, SPELTER, LEAD, ANTIMONY. 100 John Street, - New York Arthur T: Rutter SUCCESSOR TO WILLIAM S. FEARING 256 Broadway, NEW YORK. Small tubing in Brass, Copper, Steel, Aluminum, German Silver, &c. Sheet Brass, Copper and Ger- man Silver. Copper, Brass and German Silver Wire. Brazed and Seamless Brass and Copper Tube. Copper and Brass Rod.; “PHONO-ELECTRIC” WIRE. «1s Tova.” TROLLEY, TELEPHONE and TELEGRAPH LINES. BRIDGEPORT BRASS CO., Murray St., New York mii tpalsnlee Mills, Bridgeport, ‘THE IRON AGE TuHurspay, Marcu 20. 1902 New Brown & Sharpe Universal [iilling The drive is from the main spindle of the machine by Machine. lin to the sprocket whee l, Fig. 2, that drives e shaft 2 This shaft carries the two main The Brown & Sharpe Mfg. Company of Providence: driving gears 3 and 4, the gear 4 running di R. I., have placed upon the market a universal milling reetly upon the shaft and the gear 8 upon machine which embodies many new features of interest the hub of this gear, these in turn being driven by the One that attracts attention is the entire absence of the clutches 5 and 6. The clutehes are operated by the lever usual feed pulleys and belts. thereby eliminating the ts Pigs Sh h when thrown over against the stop pin W BROW SHARK SIVERSAL M ING MACHINI overhanging brackets anc other appurtenance S engages clu ’ th oe », INaking it the driver and sary to a belt driven feed viving the faust serics of speeds indicated on table 10; The variable feeding mechanisn being entirely nd hen the reve @ position, or against stop pin 9, new feature, a detailed description w ) teres clutch 5 is thrown out | «luteh 6 engages gear 4, and It is driven from the main spindle of the ‘ ’ S1O Sé s of ds is obtained The power is ecbain and sprocket wheels. The gearing o e mi stnitted from either of the gears 3 or 4, Fig. 2, to the ism itself being spur gears and e drive to tl feed termediate s tt \ ¢ the two sets of gears 11, 12 clutch gears in the knee being also by sp ore : , d t4, lo, 16 re Keyed into position on the with properly arranged bearings, the “ ) f na tral the nower to the series of loose gears friction is slight, thus making the efficien¢ : 1S. 19 2 y 4 re mounted to run one upon high. It is designed to obtair 1 wide rang f ’ 1 i a he gears 17 and 22 rur varying in geometrical progressio1 fully ( (tine ry tive ft yu, that transmits the powe1 the requirements of moder g bide ne pl ct f telescopic shaft down at rig The mechanism us A hole is sel mitaine nal I l This method of mounting is bee! ‘ ‘ sure S h gear, and at the \s THE gears all rotate in the same direction the motion between the bearing surfaces is a differential one, due to the difference of speeds between the gears. The variation of feeds is obtained by engaging different gears of the series 17, 18, 19, &c., Fig. 2, the shaft 2a. The locking pin disk 23, Figs. 2 and 4, is keyed to the shaft 2a and carries a series of six locking shown at the with pins, parallel with the shaft, two of which are 24 and 25, Fig. 2. so arranged as to engage the various IRON AGE. March 20 1902 one time. The locking pin disk 23 is figured 1, 2, 3, 4, 5, 6 on its periphery to correspond with the feed table; the index disk being plainly marked with a 0 and provided with a series of holes to receive the adjusting pin. The mechanism may be set for any desired feed by inserting the adjusting pin in any convenient hole in the periphery of the index disk and turning the index disk until the 0 coincides with the number corresponding to ted by the remoy feed table ng the feed require d,2s ind Ca Fig. 2.—Driving Mechanism. Fig. 3 Clutch Operating NEW BROWN & SHARPE gears of the series, recesses being provided in the hubs of the gears to receive them. The position of these lock ing pins is controlled by the index disk 26, that turns on the locking pin disk 25 and carries a cam for operating the pinion levers 27, Figs 2 and 4, fastened to the ends of the small pinions, shown at 28, that engage rack teeth cut in the locking pins. The index disk is provided with a recess, 29, Fig. 4, into which the pinion levers drop and allow the corresponding locking pins to engage the gears; and as there is but one recess in the index disk there is no possibility of engaging more than one feed at ‘ Lever and Inder UNIVERSAL Pin Disk Ch re MILLING MACHINE > pinand turning the shaft until locking pin drops into sear. As shown in Fig. 2, the locking pin 24 engages the vear21, makingit thedriver forthe shaft 2a and giving the No. 3 feed, shown on table 10, Fig. 3, which, with cluteh 6 engaged, would be 0.008 inch per revolution of spin- dle and with clutch 5 0.044 inch. In this case the 0 on index disk 26 would coincide with No. 3 on locking pin disk 28. The transmitted from the variable feed mechanism through the telescopic shaft shown at right in Fig. 1 to the gear case. This case contains the feed power is March 20. 1902 reversing meehanisi, lever. the Which is operated by a movement of which serves to start, stop or reverse feeds. ali The levers shown just in front of this operate re spectively the power vertical and the power transverse feeds. To guard against accidents or breakages. w inherent in any positively driven echanis1 S screw is placed t elescopie shaft. wv to break under any unus\ sti nd to the machine 1 -hanisn The feed tripping mec! 5 the double plunges 1 dies It can be set preve throw ( itch and is : é \ preciated is 1 é S ‘ sary to run the t lle dog beyond ft] the feed, it being only required to iever, The two stop pins 80 and 31 ) ment of the lever as follows: The plunge 2 rec for receiving the pins, so that when pir )is pushes the lever ca moved only to the left, as the pin w come against the shoulder of the plunge d prevent moving down; with the pin 31 pushed in, the shoulde at the lower end of the recess comes ag the pin an allows the lever to be moved only to tl eht. When | A.22 | 30 aimee Fig. 5 Feed Tripp ng VW hantsn NEW BROWN & SHARPE UNIVERSAL MILLING MACHINE feed the table in both directions the both project an equal distance is desired t pins are pushed in until The table is heavy in proportion to the capacity machine, and provided with T slots sufficiently deep to insure strength. The are through which the table can be swung is amply long; for example, on the No. 2 machine this are is The power with the table set at any angle side of zero; used No 286 degrees. feeds can be to 53 degrees, on the 2 machine, either this is an exe wide range and greatly increases the capacity of chine for automatically cutting Spirals eptionalls the ma The telescopic knee screw is another important fea ture, the advantages of which are readil it does not extend below the base, and the machine ¢@a1 appreciated, as be placed any point upon tl floor, regardless of girders or foundations. The thrust of this screw is taken by ball bearings The clamping arrangement for the overhanging a1 is worthy of tention; it is simple and efficient. O1 lever, shown at the front of the machine, Fig. 1 es a shaft with rack teeth that engage the nuts on clamping bolts, thus clamping both ends of the arm one movement of the lever. The arm being a straig steel bar makes it possible to place any of the regular a tachments in the arm. Arm braces are rigidly. The arbor suppo! for the arbor bearing, also carries an adjust that is always in position. The design of this machine throughout that great care has been taken to secure the greatest ef ficiency, together with extreme accuracy and simplicity. position without the furnished for tying the arn t, besides carr shows THE IR¢ The parts are so arranged as to be compact and easy of IN AGE. 3 ind feed case aceess; for example, the is self contained bolted to the side of the frame whole without disturbing any of the It ean be removed as a other mechanisms As to the rigidity of the machine, we would call atten tion to the disposition of the metal, there being no excess vhere not nee \ g strength is required the met V1 e | Ind to e sull ibly d sposed; for ex ¢ = } spindle hy rings > Marine Generating Set. | ‘ igotness s used xten ns W e gre o is of the 1u es ell of a high grade zi n ts high pe rmeabi y. It is » as great an extent as I \ ut terferil vith the performan: he ne rhe it wound type and well iminated. It is suunted upon the engine shaft. The Self oiling and self dynamo is in direct recent type is of the governor. All the and run in oil. shs 298 pounds and will supply 30 16 candle- 5 watts output per pound of weight, at 9 speed of S50 revolutions per minute radial type. The engine of a brush holders are of aligning bearings are used. 1 a Herreshofft ially for this class of work. It with throttling completely connection W intended espe slide valve pattern, working parts are inclosed This set we power lamps, or —_ Atha Machine Molded Steel Castings.—At the works of the Benjamin Atha & Co., Newark, N. J., a new de- partment just added the production of small machine molded steel castings weighing from 10 The demand for this class of work has been for to 250 pounds each has been so heavy that this move became necessary The Newark plant now includes four steel foundries: one operating solely on electric work, one for miscel for heavy castings and the new foun The results obtained satisfactory, being r¢ laneous work, dry for from the n markably smo one machine molded castings achine molds is very yt! In the large foundry castings are be ing produced as heavy as 50,000 pounds \ large amount of work is being done for the New York el vated ee Corundum.—In 4 V pamphlet issue th Canad ( ( vy of Toronto, p ( / if | { i aa 6 | if 2 an er oneous { ent was et t ( eqd om 20 to 40 Cel of col lu res st i the 1 lainder eing oxide r Ke As matter of fact the product is from 95 to 98 per . . onal At the vr ¢ N Yo Se yn of he S ety of Chie Industry, to eld March 21 at the Chemists’ Clul New Yorl the following papers vill be re A. G. St vel Graphite in Ores Har- son P. Eddy l Kiffect « Pickling I quids Upon Sewage Treat t Alfred J. Cohi Blue Print and tion I (;eorge | N s Determinatior Sil ) n Ferro §S ) Among a series of monographs issued by the Un 1 States Department Labor, for the exhibit at the Pa {merican Exposition of 1901, are the following: Value ind Influence of Labor Statistics, by Carroll D. Wright Present Status of Employers’ Liability in the United States and the Protection of Workmen in Their Employ ment, by Stephen D. Fessenden e ! An order for has been placed with the Roach Shipyard, at Chester, by the New Yor a 5000-ton freight and passenger steamer & Cuba Mail Steamship Company THE Russia and America in the Near East. BY ALEXANDER HUME FORD Ha \ ing Far practically Russia and America are suddenly out most energetically for the trade in the furkey, Persia and Arabia. issiohb hew captured the commerce of the least, reaching near East Both have placed in com lines to the Orient. America contemplates still others, while with the breaking up of ice at Odessa in the first year of the sia sent the steamship and steamship new Rus * Karneloff,”’ with a full cargo, merchants and engineers to Persian Gulf ports. The “ Karneloff ” on which I spent many weeks well suited for the century numerous locate in is a steamship With Russian work in which she is now engaged, and it is probable, hereafter, that much of our goods sent to Persia for transshipment to British vessels at Liverpool or Aiden will find its way to the Shah’s people via the Russian boats, which will touch at the ports in Turkey with which we have direct steamship communication. Turkey is no more distant from our Atlantic coast than Japan is from our Pacific ports. Direct steamship communication enables us to send over $80,000,000 worth of our products to the Japs, or $10,000,000 less than the value of British goods sent to Turkey. Constantinople is the key to Turkey and beyond, and America, destined to be the leading commercial nation of the twentieth century, cannot afford its opportunities in Western Asia. From Constantinople radiate the lines of railways which in the coming decade will connect Europe with China, India, Palestine and Egypt. Mile for mile, water transportation is cheaper than rail, so that with a clear waterway to Turkish ports we suffer no disadvantages, unless Germany should charge defer- ential rates on her Asiatic railways, which she naturally will if open door regulations do not forestall any such commercial sharp practice. Nor, without distinct inter- national assurances, could we expect for long better treatment from Russian railroads in Asia, for while Rus sia is doing all she can to encourage our commerce within her spheres of influence, once she herself becomes a manufacturing nation it is not reasonable to suppose have pioneers; she is to neglect that the nation, traditionally protective, will willingly hand over to us one of the richest prospective markets in the world. Russian and American interests seem predestined to predominate the near Kast during the early part of the century, when will be with territorial conquests, and America with commercial advantages. After that will come the contest for permanent commer- cial supremacy. Russia content Even adjacent European nations will be handicapped in the race, for while, they may mark out spheres of influence, alone can pour a steady stream of population into Asia Minor and secure event ual possession. Already her lines from Moscow and St Petersburg, thanks to a recent outpouring of American capital, cross the Caucasus to Kars, near the Turkish frontier. From this fortified outpost of Russia a Russia rail- road is being built on to Erzerum, the central city of Armenia. Russian soldiers now guard this line and the massacre of Armenians by the Kurds doubtless belongs to the past. From Batum on the Black Sea, also con- nected by iron rails with Moscow, a railroad is now being built to Trebizond, from whence it will proceed along the coast of the Black Sea toward Constantinople. For these railroads Russia expects America to supply the building material, rails and equipment. She will develop North- ern Turkey as she is developing Manchuria. Millions of dollars will pour into the country, new cities will spring up in a season and old ones will be Russianized. The surplus population of Southern Russia will find an out- let thousand of miles nearer than the distant region, and, temporarily, American terests will benefit, Amur manufacturing in- just as they have done in Northern China under the rejuvenating methods of Russia during the past few years. But where Russian influence ends and German begins we can hope for neither advantages nor concessions, and at present the Kaiser seems to have the greater part of Asia Minor close within grasp of his mailed fist. His interest commences at Constantinople, IRON AGE. March 20, 1902 Where begins the railroad system now ending at Angora and Konieb. Until recently this road was under English control, but the British stockholders sold out to the Ger- an Concessionaires, Who are to extend on to the Persian Gulf. Germany bas shown an iron determination to head off all other nations trom carrying railroads into Asia Minor. Her first move was to build southward to Konieh, thus beading off both the French and British railroads, pro- ceeding westward from Smyrna, at a single stroke giving Germany the control of the two great distributing ports of ‘Turkey. By surveying her railroads down the valley of the Euphrates Germany gains important stragetic and commercial advantages. The English line from Adana has been compelled to surrender, and with the I’rench line from Damascus northward, becomes a mere feeder to the German air line. In the North alone have German plans been thwarted. Coincident with the con- cession to build railways in Asia Minor, granted by the Sultan to the Dutch Bank in December, 1899, Russia announced her intention of immediately extending her rails from Erzerum to Angora, where they will meet those of the German line. It is needless to say that America will have no part in supplying material for building the German railways in Asia; in fact, contracts have already been given out in the home country for rails and equipment, but as this once richest portion of the world is opened up to modern methods of transporta- tion and an industrious population is poured into the rich but populated regions, the purchasing power of the country will be increased many fold. Our consuls in the near East, seeing how futile must be our efforts to remain much longer uninvolved in the fate of Turkey, with our foreign commerce assuming such a proportion as to threaten to crowd that of Europe, sug- vest that we take time by the forelock and build a rail- road from Samsun, on the Black Sea, through the richest agricultural portions of Turkey along the banks of the Tigris to Bagdad, following a route made rich in Amerl- can history by our missionaries, who have established schools and colleges in this region, where thousands of Turkish Christians are receiving a system of education which will fit them for advanced conditions sparsely At the beginning of our life as a nation Turkey turned to us for an alliance against European aggression. It would seem strange if, after turning a deaf ear for more than a hundred years, we should at last be the means of restoring the Ottoman to commercial Eng- land from would demands for an open door in the near East, and France, with her dwindling sphere in Syria, would gladly welcome such assurances, while Russia, to prevent the possibility of her way to the Persian Gulf and Palestine, where she is already establishing schools, being blocked by Germany, would doubtless assent, trusting that in the future, as her people emigrated by villages to the now waste provinces, making them inhabitable by extensive irriga- tion, Russian influence would become irresistible and sweep all before it. power selfish motives back our England, awaking at last to the importance of not being crowded out, is preparing to protect the road to Egypt by building railroads across Arabia and Turkey to the Persian Gulf. Selecting a most fertile route, the Syria Otaman Railway Company, with a capital of £$5,000,000, expect to build from Haifa to Damascus, and thence westward to Bagdad, and down the valley of the Tigris to Bushire, the center of English trade on the Persian Gulf. Germany, Russia and England are all heading their Oriental railroads for this point, England having in contemplation road fron) Suez across the and as a branch of Damascus another rail Arabian desert to Bushire; this is to connect at Jeru- with the French line to Aleppo, which city the German railroads from Constantinople will soon connect with all Europe; when Rhodes’ colos- sal scheme is carried to completion road will more aptly be known as the Calais to Cape- town route. There is a bare possibility also of an all British railway route from Calcutta to the Cape. From Bussorah to Kurachee, where the Indian railway touches Belluchistan, is but 1400 miles, but if the low coast line still salem or the Cape to Cairo March 20, 1902 s followed | rnilroad we Claimable desert for the enti ever, connect the British, Asian Russia has far better routes than the above su ed through the fertile regions of Persia, so that whe B bay is connected by rail with London t will probabl be over lines, unless Ge Russian the nation, , yyé - y +} r | t rmany oO e glorv of should determine to sink the $100,000,000 the and the the Black commercial entrepét of all Central Asia. will radiate to all ~=(4) miles of desert vin India Sea, will necessary to bridge tween Koneah borders of Trebizond, on | Northern From this Turkish port Russia’s railways Southern Asia soon be made the Turkey ports of Here our ships, laden with railway construction mate will line the wharves, 1s they have done at Vladivostock and Port Arthur for the past few vears. The great caravans soon be abolished, and the civil to Kars and Tiflis will izing steam engine and freight train will take the place. Tifflis, with its trans-Caucasian army of 270,000 J 4, SA Ne — oS Sarpy frenc/ + : i ee (Tas <e \idin Ey Konieh 6, Be - * Py —_ Z “> . “t Ta “Rey ~ Mercina J — RAILWAYS ASIA MINOR AS ee ( AIRY e nt s/ Cossacks ~ Prebizond Should Atnericans follow the example of the merchants of all other civilized Constantinople and other near and far Eastern would do nations and banks in centers of commerce, it more to give us the trade of Asia than any Russia would encourage this, as it markets nearer to her, needed single effort we could possibly exert would not but only bring also simplify the Amer our money methods of manufacturers securing material from ican Satum, on the Black Sea ains the Caspian, and to the border of T Rails are being laid toward C from in regularly to Baku, ou irkey istantinopls and Persia and Teheran. In Persia, Tabriz will soon be reached: the construction of the projected road fror this point to Bagdad, and the branch line Resht, on the Caspian throwing will be pushed with vigor. thus western Persian under Russian rule, for the Czar never allows one of his railways to proceed into territory not governed by himself. Persia has ways been looked pon by Russia as her dependency and several times officially influence Slices have been British during the present century seemed annexed. Ten years ago, when ( be ¢ Yy mol Rus in territo rie red » the trans-Siberian pro ct, Muscovite diplomats in Teheran demanded of the \ ling S } vreen I t } © would ne tu ivs to be |} Pers fi l d « f ea ( Y ( red by . ing mtract ex] ed Nove Y 900. and has een followed b ne f ore d } reous to Russia. fe the Czar’s Gove eT iving f Persia’s debts England, has f the section f Persian customs out of British nds, and hy ne oan of several millions rubles to the late Sha nduced him to give his royal word, secured by bond, not to permit any other power to build a railway n Pers vithout the consent of Russia. Belgian em- lovees now « t Persiar ustoms dunes, and to those familiar w Russia’s influence over the so-called Belgian svnd te now building the Franco-Russian lwavy in ¢ 1. it is needless to remark that nothing vill he de e Belgians contrary to the will of the Czar. Tntil Russia is quite ready to show her hand in M seeeeee /) Pers lway concessions ¥W e given to Belgians ta sent wever, Russia is feeling her way to see how f 3 hie an go withou ‘ ceiving a remonstrance from Great Britain In Northern Persia Russia s for years been con structing a magnificent syste if roadways through the mountains, in evident readiness for the laying of ies and rails. Following the trade routes from Trebizond Saracks northern borders Herat, R on the ussia has pushed ner trade and improvements, preparing a way for a rail vay which ist oll e old ! in trail Never for getful of tt ute game she pl ng, Russianized \rme! s ( I das tI intile Nonee! I ect the (za d as hey rece t ) il¢ ial to @ ¢ f transpo ion yf the d the tories in Russ t is needless f t British met! nts have be lrive ( Nol z ! ) f md in Persia It by Russia prohil toa | reed on freicht ( ne fror r f ’ ntry efiv for this reaso the British Persian Bank at Tehe ohts the R r concession i { to Banda \b C the \ ' \ THE In Southern British interests are English have built excellent which millions of dollars’ worth of their merchandise annually by caravans. Un they tribute to the tierce robbing caravans. ‘The und Central Persia capitalists send predominant. roads over they many howover, that bandit like Russia, predatory pay tribes exist by Czar solved the problem in Northern Persia b) ossacks along his roads, but in Southern stationing ( British soldier can \ j noved Persia the veut o tirece that no her troops from many years ago. Feelings i uate Russian generals, and | PSt ports Ispahan, the estimated coustruc Ih iene; 3 STHD.000.000. COST Ol anch will project Gulf, where From Ispahan a b Bushire, at the head of the Persian the an, Knglish and Russian systems of railroads ned destined to concentrat Russian and English naval vessels now anxiously the Persian Gulf, retaining an open door, fiant and but awaiting the completion of he patrol England insistent on Russia Zrowing ae iron railway from St. Petersburg to the two chief ports of the guif That it will differ in any respect from the exclusive policy followed in Northern if they do not cause war, mand of the before announcing her policy. Persia no one doubts. These two railways will give Russia stragetic com Gulf and an outlet to the Indian Ocean, and at last she can become a maritime power and through the Bushire and Bandar Abbas will pour a mighty stream of American commerce. Our ships from both the Atlantic and Pacific coasts will make them ports of call on their way to and from the Philip pines; great freighters will carry thousands of tons of railway materials, from cross ties to locomotives, track Persian ports of laying tools to rails, to the new commercial Eldorado. Persia, five times as large as England, and under proper conditions more productive than California, will be at last opened up to civilization. better the ever Russia will give than they have and travel made the land will ind Russia will be Bandar Abbas the fleet will carry the troops and immi the Far East, the ex trans-Siberian road or by Atlantic will be Persians a far known, under a governinent taxes will be reduced safe, svstem of rrigation like a ron once more rich in a powerful steamers blossom rosé new possession I of the grants to Volunteer sent via the Russia in now way of pe nsive Mediterranean. A new rail and water op ned and route up and a naval base established which will causs Britain endless j Great expense in Indian keeping an increased of ironelads in waters Russia has been reaching an, nor should we much as witl it Britain « we ma sympathize n never develop and popu hile Russia can and will. If only we aid naintaining the open door, Russia’s absorp may be made to prove of vast advantage ‘commerce. well to build ae Northern Persia to front of the ie richest part of al does ross she not only fe base in rms a new } yaspian system, but opens up t granary for supplying an army for the invasio1 ragetic necessity, for in case ld pour down from the moun the the danger and pre pared herself aga { { ar ro by the desert and wreck over trans Russia sa Ww forcing Persia into ecre reaty granting the Czar permission to send his through which the to Khorasan, the richest province of Persia will run for 300 miles this railroad control new section reach all being chiefly used to put down insurrec- and rule Imperial Telegraph Russian agents already while the lines Russian parts of Persia, tions. More and more every year Persia comes under the domination of Russia, and the Shah must soon be his the Amur of Bookhara to salaried vassal, much as is day to say that the Northern [RON AGE. March 20, 1902 Persians prefer the rule of the Czar to that of the Shab Betore the tral conquering Cossacks swept down over Cen Noribern dared plant their Kiaids from the nomadic tribes of the rt were After the conquest ol Merve the the Asia the Persiaus not lands. dese Sawark and Shah collibion thousands of his these Ssehit aS a free gilt to who had been made slaves by raiders the unsurmountable chain of snow-clad peaks ng the southern shores of the Caspian, Russia's Asia Northern Pers to road would long since have been extended Baku, in Caucasian Russia however, the nearest connection is still over the dsk, where the trans-Casplan gat railway cross the desert to the north three lines of But f ‘ ‘ —r With St Pe auuncing southb ersburg are ad the Volga, is being Aral, Oxus, Alexdoof Ga neal al speed to the from Sea of thence it will the Charjui. Ollow the fertile alley ot connecting with the trans-Caspian road at Krom Orenburg, in he | lashkent, rals, avother railroad is to run southeasterly to the valley of the Jaxartes, and at city a railway from Omsk on the trans- Siberian line will also end. Already the trains from the Caspian thunder into Tashkent, while the road has been pushed to Andijan, on the borders of Chinese Turkestan following this ancient soon the rails will cross the mountains and enter Kash var. In fact, this city is even now considered but an outpost of Russia, for a railroad from Kashgar to Peking having been in the course of active preparation for some years past. With only the trans-Caspian railway in operation Russia has civilized Central Asia and developed its resources to such an extent that the country bas become not only self sup porting, but besides exporting food stuffs to surrounding nations sends enough cotton to Russia to keep her mills voing, making that country independent of Egypt and our Southern States. Millions of rubles are being spent on irrigation works, Russia’s policy being to make two surveys across China blades of grass grow where there has been one before. The tribes have been localized; and, exultant in their new prosperity, gladly pay the not manded by the Government It is of the wealth Yankee tation of the overerushing taxes de the building of and the American the railroads down the valleys that pr Even over the Oxus Jaxartes mises to into pour party of the inv millions Eden territory pockets. now a investors are looking land at Czar, who, in exchange for some they contemplate spending in making a garden of n this will All that is onquest ol make extensive grants of for America to this wonderful land, from whence the teem- desert, needed make a commercial ng hoards sprang to people and repeople India and Eu Arabian railroad Herat not 300 miles away, at British : proposition, fearing the ope, is an from the Sea Russia vould gladly entrance ending Anglo Pesha connect her Afghanistan System, now t Iwushk, in near with the Indian roads terminating var and Quetta, but statesmen will not listen to such a powerful advantages it Her even would Kikussia in case of war. merchants, give to too, oppose such a connection, for now Russian soods sweep over the mountains by and suc British England would certainly benefit by caravan made articles. Still, the system which would place London and Calcutta. Her mails and longer be compelled to take the With rates essfully compete witl th iowever, com pletion of a railroad within a week of Bombay merchants would no edious roundabout t1 watel the rail connec tion made and Russian railway prevailing, the England to India would instead of fully three times that That Russia does not despair of marching triumphantly into India by rail is evidenced by the fact that in addition to the lines she s now pushing through Persia to the Arabian Sea, secret preliminary been made by her engineers through Afghanistan and Belluchistan One of these projected from Herat to Kandahar and on through Kelat to Soumeani, on the very border of India, and almost touching Kurachi on the Arabian Sea, where the English trans-Indian ends. The ost of a first-class ticket from be less than $100 mount as at eventually present surveys have lines is railway system March 20, 1902 building of this road would present difficulties ho great engineering and would E India for hundreds of Petersburg connect the western frontier of lies US several From Sai nnd a strateg Russia va sa projected sout ard, passing through Kandahar. It wou connect with the first mentioned route at Kandahar. By n the Pamirs, the roof of the world LuSs >; pus her iron rails In this region of Indian sing the British E countle ns of treasu straget t l Norther! In S] ( ( V pl test with Eng | Russia yne ra \ t e Pel G B nan s B S t Ne} é ntil tf 1) lles and strag ( ] Fs I er act ey ad ¢ ! \s \ ‘ combin I vers has e\ ( s ded in perma nently thwarting any plan laid | Russian diplomats therefore it would seem better for America to recognize the inexorable destiny of Asia as field for Slavoni« expansion, take in a Such a compromise factory diplomacy, evitably to would certainly me by the forelock and lead the powers Asia would prove a complete and satis both American and with the commercial advantages falling in demand for a permanently pen door to all conquest for Russian Yankee traders, as the territorial acquisition become predominantly Russian. eS The Production of Bessemer Steel and of Rails in 1901. The American Iron and Steel Association has issued the statistics of the production of Bessemer steel! and United States in 1901; also of the production of Bessemer steel rails by the producers of Bessemer steel ingots. thousand tons of Bessemer steel castings ingots -astings in the The ingot statistics include a few Ingots, The tota Bessemer steel 1901 tons iD production of 192 909 8,713,302 ingots n 6,684,770 2.028.532 was tons against 1901 of 1901 The following table gives fTOSS 1900, showing an increase in tons, over 30 per cent. The production of was by far the largest in our history our production of Bessemer steel Ingots nd steel cast ings in the last six years, including the production of th: Robert-Bessemer and Tropenas works. Of the prod tion Inst ve r 6764 tons were steel castings o et similat 1900 of 6467 tons Yea Besse ’ B Gross tor ng G ngot LSY6 119,906 L899 7 5S 1897 175,315 ) 6.684 1RO8 (609.017 ) \ 2 The or tion of Bess« r ste rots ( is four years States has been as fo VS 1898 ROI ) ) States ty s.G tor G tons Penn 102,254 1G8 {Ss + 293.4 Ohi 1.489.115 1.679.2 QR { 154.246 Illin 105.041 1.21 » 94.2917 Other St 12.608 7 2.344 140,800 6,609,017 S 8,71 2 Pher 0 Clapp-Griffiths wo | tio 1901, an Role Besse | S were ct Seven Tropenas plants were at w the same is in 1900. A e Robe Bess nd Tropenas p were } e¢ t] roductio ‘ S oS The Production of Steel Rallis, The production of al inds of Bessemer steel rails by the producers if Bessemer ster ngots 190 is 2,836,275 cross tons, agninst a similar production LYOU of 2,361,921 tons and of 2,240,767 tons in 1899 The m imum production of Bessemer steel rails by the prod ers of Bessemer steel ingots was reached in 1901 ] year of next largest production was 1900, wl \ closely followed by its predecessor, 1899. In 1887, 14 years ago, 2,044,819 tons were made. This was the fourth year of largest production. The the production by States of Bessemer following table shows steel rails bv the THE IR producers of Bessemer stee! ingots ie last four years Che gures give lo not include sma juant of $ le « ve from purchased blooms or fro ( 4 Ste S = St S | { or Ww 1 prodt S ) YO] | { 1 | 2 : | 9 29 ( , _ , Ss a‘ i+ U “a ; z 3.822 856.2 O7 602.058 t 2 It \ ( I { ed tl tL there was a considerable de Ine in 1901 t production of steel rails weighing S ponnds d ove Ss compared ith 1900 The tot dduction of rails in 1901 will inelude 1 de from open hearth steel and iron rails. When he figures e collected it probably be found that uur total production of a nds of rails in 1901 was about » $75,000 tons Great Britain’s largest annual production of Besse mer ste¢ Is was in 1882, when she made 1,235.785 tons. In 1901 we iore than doubled her best year’s work -_ The Norton Grinding Company. the Norton Grinding Company of Worcester are to Barber’s Crossing for the grinding machines, for were organized. The business is now Norton whom the Norton Grinding Com build a new machine shop at manufacture of heavy pany pian which the con conducted i! Wheel Company, with the machine shops of the Kmery pany are intimately associated. The new shop will be lo eated near the plant of the Norton Emery Wheei Com pany, and w be 150 x 8O feet on the ground and tw stories ht though the main room of the shop will extend to the turret roof, which will provide amp vit \ ) ( This of t the Secon story W ( rel gallery vhicl ¢ shter tools w e located though f t present the smaller parts of the grinde ( j j ( N tol } el W hee She ‘ é port convel ‘ ling ( eling rhe pable of nd ‘ f : the s A the eAY ve f ed to the new pliant as eter \ sid rie 1! I ew to ed i ‘ ( S ss t 5 end \ k \ to t B & M R ad erinding ~ . ) ce 1 tit yt S o nd it $ f ( f tl irg ' ‘ ’ 7 ce ne I Ss idi¢ ) { if ) Tt 5 I - UVe = star t it t ! ¢ I { é ens le W ind gives nd 1s st muel ea f t} old lathe f 1. | f mp LR & Sar an © nt eneine ‘ ISI ,e <0) ) nches ong iy Hl es s turned and ground complete t of 0.002 ine n 42 minutes Another valve 12 hes in diamete v 60 inches long, weighing S827 pounds, was ground to a limit of 0.002 inch, removing 1.025 inch fro the diameter, in 1 hour 15 minutes ( ) stes ithe spindles 50 inches long with nins THE were 0.005 diameters, the bearing inches, rough turned argest being 5% and ground to a in five hours. lathe work are the grinding machine from the forgings inch limit complete, ready to use 12 to 80 saved with ten hours of work in The company build machine, one weighing 11,000 pounds, the other 8000 pounds. They are provided with means for reducing the diameter of work as little as 0.00025 inch automatically In many hours of cases two sizes of this een Technical Education vs. Shop Edu- cation. BY EGBERT P. WATSON A certain German philosopher, Jean Paul Richter, to wit, said: “Every man has two educations, that which is given to him, and the other that which he gives him- self. Of the two kinds the latter is by far the most val- uable. Indeed, all that is most worthy in a man he must work out and conquer for himself. It is that which constitutes his best nourishment. What we are merely taught seldom nourishes the mind like that which we teach ourselves.” Without endeavoring to force a parallel, it struck me when I read the above paragraph that it was apposite to the subject of technical education which is now occupy- ing so much attention, and upon which such enormous sums have been and are still being expended in—to speak boldly—rethreshing old straw. In other words, the cur riculum in all such institutions is to ground young men in the first principles of applied mechanics (kinetics), with occasional shop practice on all kinds of machine tools, and also in foundry, smithing, boiler work, &c. After a certain period spent in such pursuits, investigat- ing all the phenomena likely and unlikely to occur in the management of them, coupled with an academic course, a young man graduates and receives a diploma as a bachelor of arts, or mechanical engineer, which- ever he chooses. He is then ready to dispose of his serv- ices and talents to the highest bidder, for he naturally hopes that his profession will yield him, at the least, a living at once. In a majority of cases this does not oc- cur, for with the vast number of technical institutes all over the country turning out mechanical engineers the supply is quite equal to the demand. On the other hand, the demand for workmen, pure and simple, who make no pretension to having technical educations, and have only what they may have obtained in the public schools, is far ahead of the supply, and will be for many years to come; it certainly will if the selfish policy of re- stricting the number of universally adopted. A man in moderate circumstances has a son of 16 whom he wishes to see employed. This son rather inclines to mechanical subjects, and, having read of the apprentices is careers of great engineers, is fired with an ambition to follow in their footsteps, and he so informs his father. If this parent is well read and wise in his generation he will say: ** Son, look well before you leap; it is not given to all to become great in the occupations they embrace as a means of livelihood, and it by no means follows that because Ericsson was a great engineer you will be the same. The rank and file are a thousand to one com- pared to the generals, and, admitting that you gain their eminence in the course of long years, you reap very lit- tle in material wealth for all your labor. Engineers usually work upon salaries which are always inadequate, considering the time, labor and research they have spent upon their educations. They get no more than the aver- age professional man, and although I have a wide ac. quaintance among them and have had for years, I do not know of any who have made more than an ordinary living but not quite ordinary, too. Engineers have become rich, through the possibilities were exceptional, not at all chances and those that fall The number of these, too, and the sources of their wealth came in inheritance, in from fortunate speculations to which they were prompted by financier- ing friends. Now if you feel that engineering is to be your life work, put your hand to the plow and look not back; I will do all that I can to help you.” their salaries unless to their profession ordinarily. is very small, some cases from others ‘ IRON AGE. March 20, 1902 This is excellent advice, and heeds it he wil! not choose a calling in life f the supposititious young repent it, for it is folly to then abandon it after the Suppose, however, the young man determines to become an engineer, and sends for circulars setting forth the advantages that certain in- stitutions afford to those who wish to take a course of study, what does he learn from them? Nothing beyond the bare announcement of the branches pursued and the conditions man and freshness of youth is gone. ’ to be observed; so far as any choice is con cerned except that of locality he might as well enter one as the other. He does enter, and having obtained a di- living. Not feeling com- petent to announce himself as a mechanical engineer in competition with others who busi- he thinks it would be well to engage as a ma- chinist in regular commercial work, where he must stand or fall by his ability. Acting upon his resolution he goes to a machine shop, and, presenting his diploma, asks for an engagement, for part of his course having been upon machine tools of all classes he feels quite fa- miliar with shop work. He is disconcerted to be told by the foreman that his diploma has no value in his eyes, and that his experience has been too slight to enable him to be classed as a machinist. The only chance he ean obtain is an opportunity to work for nothing until his value is shown, and not every shop is willing to do that. What is actually needed to-day is men who can ‘come ready to go to work,” as the phrase is, and they get but short shrift if their output is not up to the standard in quantity and quality. I know of one shop, where I had business lately, in which there were no less than six young men working on lathes and other ma- chine tools who were paying 20 cents an hour for the privileges of the shop and instruction from time to time in commercial machine work. These men, so the pro- prietor assured me, were students who had taken courses in technical institutes, and were now taking supplement- ary courses in competitive work, so to call it, with men who had spent years in learning their trades for their bread and butter. The assertions made are facts as I have found them, in no case fictitious “to point a moral or adorn a tale, and they set forth situations which will have to be met by those who rely upon the dicta of diplomas from what- ever source as a means of instantaneous bread. These young men have had technical educations, as the phrase is commonly understood, but these are not available for without further time and money. who may have ploma, goes forth to make a have established nesses, returns some, outlays of with their attention thus far, may feel that I have misapprehended the ob- jects of technical institutes, and misstated them, in that they do not undertake to turn out finished workmen, and nowhere hold out such inducements to voung men. The industrial, or workshop, part of the course is only to fit them to oversee and direct the exertions of mechanics in their employ, and to enable them to approximate the cost of contracts that may be offered them. This seems to me quite fallacious. How is a young man who has had but a few months’, not years’, experience with machine tool work in a dilenttante sort of way, without the penal- ties of discharge in case of failure, no sort of responsi- bility to himself or any one else, to oversee the labors of others who have grown gray in the business? How can he arrive at anything like the cost when he does not know a tithe of the possibilities of hindrances and de- lays and how to circumvent them, and when he is a to tal stranger to the numberless tricks of the trade that can be played on him? He cannot do it; competit