The Iron Age 1902-05-15: Vol 69 Iss 20

ae — . ryan ag enon % eee oh iP, KA a \ i amnqysuy ee G E = #80 J [ uvuosyqiuig§ A Review of the Hardware, Iron, Machinery and Metal Trades. Published every Thursday Morning by David Williams Co., 232-238 William St.. New Work, 3 ae Vol. 69: No. 20, New York, T, hursday, May 15, 1902. Single Donink, Ten Co ne & Single Copies, Ten Cents, Reading Matter Contents......... page 55 Alphabetical index to Advertisers “ 175 Classified List of Advertisers .... “ Advertising and Subscription Rates ‘ The Name Smokeless Changed to Arrow. The famous U. M. C. SMOKELESS shell is now branded ARROW, but the quality and+color remain the same. This change of name has been made to better protect the shooters of U. M. C. loaded shells, who have often been given shells of other makes loaded with smokeless powder when they wished U. M. C. SMOKELESS. THE ey COMPANY Specify U. M. C. when ordering ammunttion. sorbary, Cena. F New illustrated-Shot Shell Catalogue, showing special Tournament loads. ‘Bristol’ Recordi ; cieeaihaeen THE UNION METALLIC CARTRIDGE CO., ont, AGENCY: : 313 Broadway, New York City. FACTORY: Bridgeport, Conn. sussone ne | CAPEWELL HORSE NAILS. rt RNBUCKLES, NEW YORK, PHILADELPHIA, cx : CHIDAQO, ST. LOUIS, Cleveland thy forge and tron > Cam Verke O. BOSTON, ee BRANCHES * DETROIT, TURN BU CHIE s. * CINCINNATI, MERRILL BROS., SAN FRANCISCO; ce aoe 465 to 471 Kent Ave , PORTLAND, ORE., Brooklyn. E.D., N.Y. BUFFALO, BALTIMORE, Ss ‘Soft C NEW ORLEANS. O Odal. DENVER. PILLING & CRANE, a THE CAPEWELL HORSE NAIL COMPANY, _— HARTFORD, CONN. i Jenkins 96 Packing: _ Makes perfect joint instantly ; does net have to be followed ~ at Makes joint that wil last for on ail pressures of acids, Pr Does not rot, burn. iia jueeze out. Received the highest award—Gold Medal—at the Pan- An Genuine Stamped with Trade Mark. JENKINS BROTHERS, new york, Boston, Philadelphia, Chicago. easy and quickit isto work, | THE AMERIGAN TUBE & STAMPING C0. HOT AND COLD ROLLED Successor to SEE - STRIP STEEL. The WILMOT & HOBBS MF6, CO, PAGE ‘ MAGNOLIA METAL. Anti-Friction Metal for all Machinery Selling Apollo galvanized iron is. only showing how and how perfect the job is. American Sheet Steel Company, New York RF OER TRS RAR CEE RO ee - ~ - oR , : FSO Seg hae Reg “ora > ae te s ae s a te Str, tae SAS; + Fea Be ed ¥ nes oer RES ere Fe 3 ao ee i FBG es ee Se a Pee ee 2 : THE IRON AGE, ~ (WATERBURY BRAGS i ESTABLISHED 1845. THE ar BRASS go” COPPER Co: ’ BRASS AND COPPER Seamless Tubes, Sheets, Rods and Wire. Ingot Copper. - Tobin Bronze (TRADE-Mark REGISTERED.) Condenser Plates,Pump Linings, Round, Square and Hexagon Bars, for Pump Piston Rods and Bolt Forgings. Boiler and Condenser Tubes, Seamiess Tubes. 99 John Street, - - New York. 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. New York Office, 253 Broadway, Postal Tel- egraph Bidg., Room 202. Seer aor ee ie arctan ots NEW YORK STORE, Nos. 122 to 130 Centre St. OVER ONE MILLION LBS. ried in stock, for the Hardware Trade, Coppersmiths’ Eyelets, Shells, Supplies, brass wares of every description. 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. CO S8:74 West Monroe St nate RIVA AE Uyynee Chicago. CCU CMTC VUTTIDTITIT Rte Race a Bois mere te Founders,’ Finishers. . Guaranteed. BATTLE CREEK, MICH. HENDRICKS BROTHERS PROPRIETORS OF THE Belleville Copper Rolling Mills, MANUFACTURERS OF Bramiers’ Bolt and Sheathing COPPER, COoOPrPriEzER wWwiRE Importers and Deglers in . ingot. Copper, Block Tin, Spelter, Lead, Antimony, etc. 49 CLIFF ST., NEW YORK. R,. A. HART, Main Office and Mills at Waterbury, Conn. Copper in Sheet, Wire, Rod, Brazed and Seamless Tubing regularly car-|\99 wORRAY ST.. NEW YORK. Complete Lines Specially Carried Metallic Ferrules and small W. G. ROWELL & CO., BRIDGEPORT, CONN. RIVETS. fiche Liege oa MANUFACTURERS OF Sheet and Roll Brass WIRE PRINTERS’ BRASS, JEWELERS’ METAL, GERMAN SILVER AND GILDING METAL, COPPER RIVETS AND BURRS. of Brass, German Silver, Bronze and | Pim Brass Butt Hinges, Jack Chain, Kero sene Burners, Lamps, Lamp Trimmings, &ce eee 144 HIGH ST., BOSTON. 199 LAKE ST., CHICAGO. FACTORIES ¢ THOMASTON, x. CONN, WATERBURY, CONN. 1 SCOVILL MEG. CO., Manufacturers of BRASS, GERMAN 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 Srodiiiyn 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 tovan.” TROLLEY, TELEPHONE and i TELEGRAPH LINES. priacenore, BRIDGEPORT BRASS CO, ‘THE IRON AGE TuurR DAY. The Turbine Installation of Royal Aluminum Company’s Plant, Shawinigan Falls, Quebec. In conjunction with the water power development of the Shawinigan Water & Power Company, at Shaw- inigan Falls, Quebec, are the works of the Royal Alumi num Company, who bave leased their water from the Shawinigan Water & Power Company to furnish them sufficient power for their plant. The power house is situated at the base of the hill, near that of the Shawinigan Water & Power Company, giving an effective head ranging from 125 to 130 feet, the larger power house being that of the Shawinigan Water & Power Company and the smaller that of the Royal Aluminum Company. The water is carried from the bulkhead at the top of the hill to the power house + \ ’ ray’ 35 L902. house. The coupling which connects the wheel shaft with the generator shaft a plate between its faces, so that either generator can be disconnected by remov- ing two bolts and withdrawing the plate, thus leaving has a l-inch space between the coupling faces, allowing one generator to be out of service, while the generator on the opposite end can be utilized. In order to relieve the bolts of any pressure the plate has a tongue on each side which fits a corresponding groove in the faces of the coupling, thus transmitting all the power through the plate. The wheel or runner, so-called, is of the American type, and is 59% inches outside diameter, and runs 250 revolutions per minute under 125 feet head. The wheel is made up of two parts—viz., the outside rim, which contains the buckets and is made of bronze, and the center or hub, which is made of cast iron. The rim is TURBINES below through a penstock 9 feet diameter, passes un- der the floor of the power house and has outlets 6 feet 6 inches diameter opening upward, in which is placed a hydraulic valve, to which is connected the inlet of the turbine flumes. Provision has also been made for run- ning another 9-foot penstock alongside of and parallel with the present one when it becomes necessary to in- crease the size of the plant, which will eventually con- tain five units of 3200 horse-power each, or a total of 16,000 horse-power. The installation at present consists of two sets or units of two turbines each in a steel flume. The wheels are 1600 horse-power each, or 3200 horse-power to the unit, and are mounted on a horizontal shaft 10 inches diameter and 30 feet long. The water enters the flume from the penstock below through a 6-foot 6-inch plate steel connection and passes through the wheels, dis- charging through cast iron quarter-turns and steel draft tubes 4 feet diameter and 16 feet 3 inches long into the tail race below the penstock. At each end of the turbine shaft is direct connected a 936-kw. Westinghouse direct current generator, as shown in Fig. 1, which is an interior view of the power AND GENERATORS. fastened to the hub by 30 1-inch bolts, and is so arranged that when it becomes necessary to place a new wheel the rim is removed and a new one put in its stead without dismantling the unit, as the shaft or hub does not have te be removed from the flume, thus reducing the time of placing a new runner to a minimum. According to contract these wheels were to be tested at the tlume of the Holyoke Water Power Company, at Holyoke, Mass., and were required to develop an aver- age efficiency of 30 per cent. from three-fourths to full gate. Below is given a digest of the test made at Hol- yoke, which shows an average efficiency of 82.73 per cent. between seven-tenths and full gate, which was above the guarantee, and the efficiency of 85.38 per cent. at full gate is phenomenal for a high head wheel. Head acting Revolutions Gate opening. on whee! per minute. Efficiency. Feet. Per cent. 1.000 17.71 88.87 85.38 0.848 17.10 87.00 83.18 0.704 17.12 92.00 79.63 The gates are of the cylinder, or ring, pattern of the draw rodtype. This gate mechanism differs, however, from Oe eens Pe AY (a a gaa? # 2 THE IRON AGE. any other draw rod gate devices in the location of its bearing or sliding points and the position of the draw rods. ‘The line of action of the draw rods is in the same plane that the bearing or sliding surfaces lie, thus re- lieving the gate of any tipping or binding tendencies. The gate slides on two ways, which lie in a horizontal plane, while the center of the wheel shaft and the gate rods are also in this plane. The ways are similar to those of the guides and cross head of a steam engine, having bronze gibs which are ad- justable by means of set screws in order that the wear can be taken up when necessary. If the wear cannot be taken up in a cylinder gate when placed in a horizontal position the gate will finally drag on the bottom chutes and will tip over and bind in the case, making the gate move with ditficulty. This is a point that has been overlooked by water wheel builders generally, except in May 15, 1902 that the bearing is lubricated so long as the shaft is running, and he is never troubled by climbing up on the machine to see if his rings are turning. The journal boxes are placed on heavy cast iron bridge trees, and are adjustable in all planes by means of set screws. In the necks of the quarter turns are placed lignumvitae thrust bearings, which are made adjustable by six 14- inch bronze set screws, shown in Fig. 4, so as the bear- ings wear the lost motion is taken up by the screws. The most salient features of these wheels, besides their high efficiency when compared with other high head wheels, 1s their freedom from noise and vibra- tions, they running exceptionally steady and quiet. The power house and penstocks were designed by and under the supervision of W. C. Johnson, the well- known hydraulic engineer. The turbines were designed and built by the Dayton Globe Iron Works Company, Fig. 2.—Turbines without Generators. this particular installation, and is of a meritorious char- acter. In order that the draw rods can be placed in the same plane the rods for the nearer gate are made hol- low and the rods for the far gate pass through them. These draw rods are fastened to cast iron cross heads, to which are attached the gate stems for moving the gates. Adjustments are made by means of nuts on the draw rods and gate stems. The gears for operating the gate mechanism are on the outside of the flume out of the water and are supported by brackets. By placing the gearing on the outside its exact condition can be seen at any time without entering the flume. The wheel cases are joined together in the center by a wood lined bearing, which makes a center tie for the flume. The flume is 9 feet diameter, and is made of 5-inch steel, 60,000 pounds tensile strength, and all seams are double riveted. It has cast iron heads 144 inches thick, and stayed with ten 1%-inch stay rods. The wheel cases are bolted direct to the flume heads, and the whole mounted on I-beam foundations, made up of four 24- inch 100-pound I-beams. The shaft is of hammered iron, and is supported in two ring oiling journal boxes of the fixed ring type, in which the oil ring is clamped on the shaft and does not depend on the friction of the ring on the shaft for lubrication. By this method the lubrication is perfect, and the attendant always knows Dayton, Ohio, who make a specialty of designing and building turbines for high heads. ——————— The Calorific Heater & Mfg. Company. A strip of land on the Lehigh Valley Railroad, at Allentown, Pa., has been purchased by the Calorific Heater & Mfg. Company, who have taken out articles of incorporation for the purpose of manufacturing Calorific steam and hot water heaters, radiators and heating ap- pliances. On this property the company intend to erect a two-story brick building, 50 x 141 feet; a foundry building, 100 x 114 feet, and°a one-story frame storage pattern building, 20 x 30 feet, which will be covered with sheet iron. The plant will be equipped with core ovens, six traveling cranes, elevator and scales and a cupola, also drill presses, lathes and other machines for fitting up and finishing boilers and radiators. It is said that the plant will be fully equipped with the best and most modern machinery for turning out the Calorific heaters expeditiously and economically. These heaters, which have been on the market for several years, have not only demonstrated their excellence, but have also secured a wide popularity, so that the company are now enjoying an increased demand for them. May 15, 1902 Scotland and the Shipping Combine. Far from Constituting a Monopoly. GuLasGow, May 2, 1902.—There has been nothing like the excitement here that the London newspapers have exhibited over the shipping combine. A great deal of nonsense, of course, has appeared in some of the news- papers, obviously written by persons who know nothing whatever about shipping. There is more knowledge of the transatlantic trade in Glasgow than anywhere else except Liverpool, and here it.is well understood that not even the beginning of a monopoly has been effected. No one who knows anything of the extent of the At- lantic trade and the number of vessels engaged in it could fall into the mistake of supposing that even the absorption of the White Star Line by the Morgan syn- dicate would give the latter the command of that trade —much less of the ‘ merchant marine world,”’ as some- body is reported to have said. Here we have the head- quarters of the Cunard, the Allan, the Anchor, and the Donaldson lines, which in combination would be quite as powerful as the Morgan combination. But there is plenty of room for all, without the undercutting which has been rather too prevalent on the Atlantic for some years past, and for which, perhaps, the foreign lines are largely to blame. What amazes us here is why a pool could not have been made between the White Star and the American lines, and a sailing and rates agreement between the pool and the German lines, without so much bounce and fuss. The world has been repeatedly informed by London newspapers that the Glasgow owned lines had all been acquired by the syndicate, though, strange to say, not one of the Glasgow lines was aware of it, or had been even consulted about it. In the same way the Clyde shipyards and the Scotch coal fields are periodically being bought up by the Morgan syndicate, whose purse must be as deep as the Zuyder Zee if it is capable of cashing up on all the enterprises attributed to it by the gossip mongers. It does not oc- cur to the gossips to consider why Americans should want to buy shipyards here in which to build vessels which they cannot put on the American registry. If they simply want to buy ships to run under the British flag, they can buy them a good deal cheaper than they could build them. New. Shipbuilding Contracts Falling Off. Our shipbuilders do not disturb themselves much either over the Morgan shipping combine or the reports of their own pending doom by absorption. They go on pegging away at the work on hand and always looking out for more. Unfortunately they are not obtaining as much more as they are finishing off. Apart from the Admiralty contracts, which, however, were a big haul in themselves, the Scotch shipbuilders did not last month book more than about 10,000 tons of new con- tracts. And the new vessels were all special steam craft for particular purposes, including one sailing ves- sel of 3500 tons. It is curious how often when the de- mand for cargo steamers dries up, orders for sailing vessels begin to drop in, almost unnoticed. It is no wonder there is no demand for cargo steamers just now, considering the dead loss rates prevailing in the freight market and the number of vessels that are being laid up. . The demand will revive again some day, of course, but if it were not for the Admiralty contracts the out- look for the shipbuilding industry of the Clyde would be dark in the extreme. As it is, it is far from gay. The launches in April were 28 vessels of 46,660 tons, compared with 23 vessels of 31,240 tons in April of last year. The total for the four months is 152 bottoms, and this is the largest output in the first four months of any year except 1899, when the total was 158,825 tons. At the beginning of the second quarter of the year it was estimated that Scotch shipbuilders had merchant vessels under construction to the extent of 442,770 tons, the Tyne 224,000 tons, the Wear 158,640 tons, Belfast 177,000 tons, the Tees district 155,000 tons. These fig- ures do not include war ships. Shipments of Pig Iron to the United States, A fortnight ago the steamer “ Linwood” was char- tered to take 2300 tons foundry pig iron at a freight rate THE IRON AGE. 3 of 6 shillings 6 pence, from Middlesbrough to Philadel- phia, U. S., this being the balance of a 10,000-ton lot bought some time ago. Since then another boat has been chartered to take 3500 tons basic iron also to Phila- delphia, and charters are being negotiated for further parcels of Cleveland ordinary iron, which is now a good deal dearer than when America first began to buy, and the rise seems to have checked the German as well as the American demand. There are parcels of a few hundred tons going across by the liners from here every week, and a cargo of hematite iron has been sold for shipment at Barrow to the United States. The price of this sale is not disclosed, but Cumberland hematite war- rants are to-day worth 60 shillings. Middlesbrough hem- atite is selling at 57 shillings, and Scotch at 62 shillings. Some Cumberland hematite has been brought round to the Clyde for shipment by the liners to your side. Our shipments of pig iron keep up well, considering the de- pression everywhere save in America. In April the to- tal sent from Middlesbrough was 101,000 tons as com- pared with 119,500 tons in April, 1901, and from Glas- gow, &c., 96,000 tons, as compared with 89,000 tons in the corresponding month. Imports of Pig Iron. On the other hand, our imports have been considera- ble, shipments from Nova Scotia to the Clyde having been resumed. Two cargoes have recently arrived per “ Trold’”’ and per “ Priestfield,” amounting in the aggre- gate to about 10,200 tons. This and another cargo still to come in are believed to be the balance of a contract made last year. I do not hear of any fresh sales on ac- count of Nova Scotia. Some of this iron was discharged at a lower port for the steel works, but the bulk of it has come to Glasgow, and is being delivered to pipe foun- ders. Then a week or two ago a steamer arrived with about 4000 tons foundry iron from Kertch, South Rus- sia, and the steamer “ Dart” has just been chartered to bring another cargo here from the same port. In this last case the freight is 10 shillings per ton, and as the iron has been sold at about 48 shillings, ex ship, there must be a good loss on the cost of production in Rus- sia. It would be interesting to know what price has been realized for the Russian iron sent to America, and how the quality is turning out. The home consumption of crude iron is good, that of steel making iron better than it has been. The makers’ prices are steadily main- tained, regardless of the fluctuations in warrants, which, however, are not very great. The output is not being in- creased, and, as it is barely equal to the home and ex- port demand combined, warrant stocks are being drawn on. At the end of April there were in the Glasgow war- rant stores only 53,081 tons, with warrants in circula- tion for 51,000 tons, and in the Middlesbrough stores 140,678 tons, with warrants in circulation for 122,650 tons. The Coal Trade, Our coal trade has been very quiet for some time back, but although the home consumption is not so large as last year, the shipments are larger. Up to the end of April the total was 290,000 tons more than in the corre- sponding portion of 1901. But new export orders are not coming in with any freedom and a dull shipping season is expected. Some of the collieries are even now not able to keep at full work, and this seems to be the case also in the North of England. Prices, therefore, are easier all around, and, except in South Wales, where the best qualities seem to be rather scarce, on the down grade. This is to the advantage of iron and steel makers, who complain that fuel is still too dear in re- lation to the prices of their products. This month a reduction is being made of 6 pence per ton in splint coal for the blast furnaces, making the price 7 shillings 6 pence per ton at the pit. This reduction is from 1 shilling to 1 shilling 6 pence per ton of pig iron produced. But it is not likely that smelters will give consumers the benefit of the reduction so long as the present demand on them continues. B. T. sieieiteeaialalamas eeaiicaia’ The strike of the bridge and structural iron workers in the Pittsburgh district has been declared off, the men having come to a settlement with the American Bridge SOW Care a. a UR, EE a teran ye = tor ee ee ee A A ce NN Oe ORI a I ERI A = a ae 4 THE IRON AGE. Company by which they are to receive 4744 cents per hour and an eight-hour day. The men demanded 50 cents an hour and an eight-hour day, which was refused by the American Bridge Company, and after a number of conferences a settlement was reached as given above. On Monday and Tuesday of this week practically all of the men, who have been idle since May 1, returned to work. aro The Anti-Injunction Bill Troubling Its Sponsors. Mr. Littlefield Criticises the House Bill. WasnuineTon, TD. C., May 138, 1902.—The representa- tives here of organized labor are making a strenuous effort to induce the Senate to take up and pass the so- called Hoar-Grosvenor Anti-Conspiracy and Anti-Injunc- tion bill, which was passed by the House on the 2d inst. in plaee of the measure as reported by Senator Hoar on March 17. The bill in its original form was identical in both House and Senate, and has been passed by the House as originally introduced by Representa- tive Grosvenor. The friends of the measure in the House were so enthusiastic with regard to it that aneffort was made to render it even more liberal in the exemp- tions provided by it from punishment for conspiracies entered into, and Representative Littlefield of Maine went so far as to draft a minority report, in the course of which he said: “The proposition which seems to give the committee the greatest satisfaction is its discovery as to what it ealls ‘the effect of the bill.’ It seems that it has ascer- tained that all this bill purports to do is to make ‘ non- enjoinable, and. in some cases, unpunishable,’ ‘the agree- ment, combination or contract described,’ only ‘not an act done or threatened to be done in pursuance thereof.’ ‘The act, or unlawful act done in the execution of such agreement, combination or contract is still punishable (if an offense), still considered in restraint of trade or commerce (if it is), and in proper cases may be enjoined or restrained.’ That is to say, employers or employees in ‘the furtherance of any trade dispute’ may with im- punity make any kind of an agreement they like that tends to advance their interests, but the moment they undertake by acts done ‘or threatened by them’ to ex- ecute their agreement thus authorized by law, if such acts ‘ would interfere with such commerce to the extent of restraining it,’ they would be subject to restraining orders and punishment the same as now. That is what the committee says it thinks the bill means. ‘Summed up in a sentence it means that it is unlaw- ful to agree and contract and contrive to do what it is unlawful to do. If you undertake to carry out a valid contract, you may be committing a crime and be sub- ject to a restraining order. The law expressly author- izes you to make a contract, and immediately punishes you if you undertake to carry it out. It is to be noticed that although the report of the committee bears evi- dence of extended investigation, it does not favor us with any case that even inferentially sustains so ab- normal a proposition. There is no occasion to discuss it as a legal proposition. With all respect to the commit- tee, it does not appear to be justified by common sense. It must impress the labor organizations as a profound concession to be allowed the high and lofty privilege of being allowed to agree to do acts that they are not al- lowed to perform. With such a great addition to their existing rights they may be expected to improve their condition. To place such a construction upon the bill is to insult the intelligence of the labor organizations which are promoting this bill and stultify the attorneys who drew it. If this opinion of the committee is sound, the bill accomplishes nothing. It is to be hoped that it is not for the reason that it entertains that view that the committee reports the bill with a favorable recommenda- tion.” Senator Hoar Proposes a Distastefaul Amendment, These observations have had a very material effect upon the advocates of this legislation, but, in spite of a variety of suggestions for amendments to the bill, it was finally passed by the House in the original form as in- May 15, 1902 troduced and reported. In the meantime, however, Sen- ator Hoar, chairman of the Senate Judiciary Commit- tee, has been incubating on the measure and has evolved an amendment which has drawn upon him the universa} condemnation of the labor leaders who have sought to secure this legislation. After having once reported this bill-in exactly the same form in which it was presented and passed in the House, the Senator withdrew his re- port, and after devoting some time to an investigation of the subject again reported it with an amendment pro- viding that the exemptions from punishment for conspir- acies shall not apply if “the purpose or effect of such conspiracy shall be to create intimidation by a show of physical force, or the court shall find that the combina- tion has for its purpose the occasioning of injury to the property or business of the complainant, or is likely to result in such injury, nor except such purpose be proved to the satisfaction of the court, or the court find that such is likely to be the effect.” Against this amendment memorials are now daily pouring into the Senate by the score. They proceed from labor organizations in all parts of the country, are in stereotyped form and in all cases “ pray for the pas- sage of the so-called Hoar Anti-Injunction bill to limit the meaning of the word ‘conspiracy’ and the use of ‘restraining orders and injunctions’ in certain cases and remonstrate against the passage of any substitute there- for.” President Gompers of the American Federation of Labor has appealed to the Senate through the Presi- dent pro tempore protesting against the amendment and urging the passage of the original bill which has now been passed by the House. After an elaborate analysis of its provisions, Mr. Gompers says: President Gompers Opposes the Hoar Amendment, “Organized labor seeks no immunity from the law applicable to all other citizens and people of our coun- try, but must insist that those things which are legal} when performed by other citizens ought not to be ille- gal when performed by members of organized labor, and it was to recover those rights to the members of organ- ized labor that the original bill was drafted and intro- duced by the honorable Senator from Massachusetts. “Up to this date there is not upon the statute books of the United States, or any of the sovereign States of the Union, any statutory provision which authorizes the issuance of injunctions in labor disputes. The amend- ment last proposed by the Judiciary Committee of the Senate not only vitiates the original purpose and intent of the bill, but supplies the statutory authority upon which injunctions may be issued ad libitum. “Organized labor is seriously concerned in the ef- fort to restrict the issuance of injunctions, and particu- larly so that they shall not be applicable in the disputes between workmen and their employers. Deeply af- fected as we are and earnest as is our purpose to have Congress pass such a law, the amendment proposed by the committee in its reportissosubversive of the very pur- pose and principle for which the bill was drafted that we would much prefer the defeat of the entire measure should the objectionable amendments be retained therein. Without further legislation, we can, at least, protest against the courts’ usurpation of power. The bill, as amended, if passed, would confirm by statutory author- ity this very usurpation.” Up to the present time the Senate Judiciary Commit- tee has shown no disposition to modify the amendment of which Mr. Gompers complains. The dangerous char- acter of the bill in its original form has been pointed out by hundreds of manufacturers and attorneys in all parts of the country, and, as stated in The Iron Age last week, the National Manufacturers’ Association at Indianapolis recently passed resolutions denouncing the measure. With this light on the subject it would hardly seem prob- able that the Senate committee would be willing to ac- cept the House bill, hence there is some prospect that the legislation may fail because of the differences of opinion between the Senate and House committees; nev- ertheless all who oppose the provisions of the measure will consult their own interests and strengthen the po- sition of the Senate committee by protesting against the passage of the House. bill. We, Bn & May 15, 1902 THE IRON AGE. 5 A New Multiple Punching and Shearing Machine. The accompanying illustration shows a sheet steel punching and shearing machine designed by Williams, White & Co. of Moline, Ill. It is shown equipped with shears which will split a sheet 50 inches wide in the center, the throat being 25 inches wide. The machine is capable of splitting %-inch plate. A cutting off blade passing below the lower shear blade its entire length can be put on; it will cut off a sheet 4% inch thick and 60 inches wide, the space between the housings being 62 inches. The shears can be removed readily and punch ing tools applied; the punching capacity being 15 holes 4 inch in diameter through 44-inch plate without stag gering. The extreme distance between the centers of the outside holes is 70 inches. The machine is also equipped with automatic clamp for holding the work firmly while the machine is in action. This clamp is operated by two Notes from Mexico. Activity in Railway Constraction. DURANGO, May 5, 1902.—Work is being pushed upon many lines of railway. There are also reports abroad that lines projected but for one or another cause left in abeyance are soon to be constructed. Among the latter is the branch of the Mexican International from this city to the port of Mazatlan, on the Pacific Coast. <A start was made two years ago upon the grading of this important line. There are rumors that the recent visit of Mr. Harriman to Mexico is to be followed by an early resumption of work upon this branch. Incidentally, it may be mentioned that the new Monterey Steel Works are also said to have booked or- ders for a large tonnage of rails—800,000 are the fig- ures quoted—some of which are for the International Railway Company and the remainder for the National. The latter is pushing ahead the work of making the en- A NEW MULTIPLE PUNCHING AND SHEARING MACHINE cams keyed to the main shaft. and is elevated by two counterweights attached to the bridge tree at the rear of the ram. The main shaft is one solid forging, with the exception of the automatic clamp cams, the two main ec- centrics being forged solid with the shaft. This necessi- tates a provision in the main bearings for allowing the shaft with these eccentrics to pass through them when taking its final position during the process of erection. This point is accomplished by making the lower half of the main bearing removable. The lower part of the bearing rests on a tapered gib, which can be adjusted for wear by screws passing through the main casting and bearing against the gib. In operation the machine is controlled by an automatic stop clutch, and by press- ing the foot treadle down and releasing it immediately the machine makes one complete stroke, or one fuil rev- olution of the main shaft, and the ram stops up at the highest point. The main frame is made of one casting, which nec- essarily makes the machine much stronger and stiffer than where the table and bridge tree are bolted to the housings. The bridge tree connecting the housings on this machine is directly back of the ram. The machine weighs 27,000 pounds and is driven by a belt. It can be built for electric motor or steam drive. tire track of standard gauge. The southern division of the Vera Cruz & Tacific Railway, whose terminus is at Santa Lucrecia, on the National Tehuantepec Rail- way, is about completed. With the latter in operation there will thus be a direct railroad route from the City of Mexico to the port of Santa Cruz, on the south of the Tehuantepec Isthmus. The Crop Outlook, Foodstuffs have enhanced in price in the southern section of the country. A great deal of anxiety is mani- fested in regard to the coming crop season. There was a scarcity of rain last year, causing a short crop of corn and other staples in several States. It is feared that should the rains, which have not yet commenced in the nerthern part of the country, be long delayed, or not more copious than last year, the result will again be small crops of the staples, which are the chief depend- ence of the poor and middle class peoply consequent high prices and, possibly, suffering, J. J. D. eee Jones & Laughlins of Pittsburgh have ordered from the Tressed Steel Car Company 100 steel cars of 200,000 pounds capacity each. These cars will have double the capacity of the strongest cars now in use. Onto ¥0 ee Ke eee ee ee A en 6 THE IRON AGE. The Storage Battery in the Com- mercial Operation of Electric Au- tomobiles. Under the above title W. H. Palmer, Jr., presents a valuable contribution to the Electrical World and Engi- neer. From this paper we take the following: Electric cab service in New York City was inaugu- rated in the spring of 1897 by the Electric Carriage & Wagon Company, with an equipment of 12 hansoms and one surrey. To-day that service, conducted by the New York Transportation Company, has grown to such pro- portions that upward of 300 vehicles are in daily opera- tion, running an average of nearly 5000 cab miles per day. That the service performed by these vehicles is successful, from the point of view of the patrons, is shown by the fact that, at rates equal to, or in excess of the rates charged for the highest class of horse livery service, far more applications for service are received daily than the company, even with its increased equip- ment, is able to accept. The operation of hansoms and broughams constitutes the greater portion of the company’s business, and the portion upon which accurate figures are most easily ob- tainable, and the statements which follow have been based upon the vehicles and batteries used in that service. About one and a half batteries are kept in commis- sion for each vehicle operated. This number is sufficient to meet the requirements of service calling for the use of vehicles at all hours, both day and night. Of these, about two-thirds are, at present, of the ‘“ Chloride-Man- chester ” type, and one-third of the “ Exide” type—both the product of the Electric Storage Battery Company— one or the other being used according to the nature of the work to be done by the vehicle. No batteries of any other type are used by this company. Tests have been made of the other types of automobile cells which have from time to time made their appearance, but none have promised or performed so well as those now in use. Chloride-Manchester Battery. The Chloride-Manchester elements are so well known that a detailed description of them should be unneces- sary. The standard brougham or hansom battery of this type consists of 44 cells having 3 Manchester posi- tive and 4 Chloride negative plates. The weight of the battery complete in the tray, with all connecting straps, &e., is 1790 pounds, and the capacity 108 ampere hours at the three-hour rate of 36 amperes. These batteries as originaly furnished were assembled with corrugated perforated hard rubber separators between the plates. These separators were unsatisfactory for various rea- sons. One of the principal sources of trouble was in the tendency of these separators to flatten out if, during the hot weather of the summer months the batteries, for any reason, became slightly overheated. The flattened portions would then form pockets in which the active material, which is always slowly being thrown off from the surfaces of the plates, would collect, quickly causing partial short circrits, leading to dead or weak cells, and, if neglected, to more serious trouble, if not the total loss of the plates. This was partially overcome by em- ploying a heat proof separator, which, being corrugated before being vulcanized, was much less apt to flatten. These were, however, still unsatisfactory. To economize space, the distance between adjacent plates in the cells is necessarily small, and particles of active material frequently lodged in the perforations, forming the nu- cleus of bridges which gradualy built themselves across from plate to plate; or, in assembling or repairing the cells, a careless workman might allow a quantity of lead, melted under the hydrogen flame, to run down be- tween the plates, which, rivetting in the separator per- forations, _— eventually cause a partial short circuit. at once difficult to detect and remove. Moreover, the first cost of the separators was great, and being brittle, many were broken in the operation of cleaning and re- pairing the cells, constituting a constant source of an- noyance and expense. : May 15, 1902 ‘rhe Electric Storage Battery Company therefore set themselves the task of providing a substitute for this expensive and unsatisfactory separator, and about a year ago brought out a grooved wood separator, without perforations, which is now used in all batteries of this type, and which is free from all of the above objections. These separators are %-inch thick, with vertical grooves 3-64-inch deep, on both sides. The distance between centers of grooves is 4 inch. The width of the separa- tors is equal to, and the hight % inch greater than the corresponding dimensions of the plates. Being without perforations, they form practically a continuous dia- phragm between the plates. Partial short circuits are almost entirely prevented, and, in the rare cases where they do occur, can be read- ily removed. Cleaning is necessary at less frequent inter- vals, and the life and capacity of the elements are there- fore conserved and the efficiency increased. The first cost of these separators is small, and with a life of from 3000 to 5000 miles the maintenance cost is very low. These separators do not increase the internal resistance of the cells. Connection between the battery and vehicle wiring is made by means of copper terminal plates mounted upon the sides of the tray. On the sides of the battery com- partment in the vehicle are spring mounted contact blocks, which have pressure contact with the plates on the tray when the battery is in position in the vehicle. The 44 cells comprising a battery are connected in one series. This is a decided improvement upon former practice, when two, and even four series were the rule. The weight of a standard brougham, with battery, driver and two passengers, is about 5300 pounds. Such a vehicle, when in good condition, will consume, at the normal running speed, on level asphalt, about 50 watt hours per 1000 pounds per mile, or 265 watt hours per vehicle mile. This will be increased if the vehicle is not in good order, if the retardations because of traffic are very numerous, or if the streets traveled over are rough or covered with mud or snow. A fair average for rea- sonably clear streets has been found to be 60 watt hours per 1000 pounds per mile, or 318 watt hours per vehicle mile. The capacity of the battery at the three-hour rate is, as stated, 108 ampere hours. As the average voltage of discharge of 44 cells at his rate is about 84 volts, the watt hour capacity is about 9072 watt hours. The mileage capacity under average conditions will, therefore, be 28.5 miles. The weight, and consequently the power consumption, of the hansom are slightly be- low these figures, but the difference is not great. The radius of action indicated by these figures is ample for the bulk of the service which vehicles are called upon to perform in and about New York. It is necessary, however, to allow a relatively high margin of safety to insure reliability, since imperfections in the vehicle, a battery not fully charged, or snow covered streets, may materially reduce the mileage capacity. In order, there- fore, to care for service requiring greater mileage on a single charge than could be secured from the Chloride- Manchester cells, and also to increase the margin of safety, the Electric Storage Battery Company were asked to submit for trial a battery of higher capacity. The Exide Battery, Having anticipated this demand, the manufacturers had for some time been engaged in exhaustive tests of various types and forms of plates, and, as the result of this work, the first battery of the Exide type was fur- nished in the fall of 1900. This battery constitutes a signal advance in the art of storage battery construc- tion. Presenting to the casual view no distinctly new features, it nevertheless embodies principles never be- fore brought together and which combine to secure, in a greater degree than has hitherto been obtained, the three necessary features of a commercially successful automobile battery—high capacity, long life, and, if the phrase be pardonable, a strong constitution—that is to say, freedom from structural weakness and the ability to withstand without serious injury a great deal of neglect and abuse. The advent of this battery has given to the electric automobile industry a renewed impetus. May 15, 1902 THE IRON AGE. 7 As it is a comparatively recent development, a some- what particular description of its construction and capa- bilities should be of interest. The plates are of what is generally known as the pasted, or Faure type. The negative plate con- sists of a grid made of an antimonious lead sheet, around which a frame of sufficient weight to se- cure the necessary stiffness and strength has been cast. The body of the sheét is filled with perfora tions, evenly spaced at small intervals. These are made by a tool which does not remove any material, but instead tears its way through, leaving numerous small clawlike projections around each hole, which are curved back toward the sheet, forming a series of hooks. Half of the perforations are made from one side and half from the other, so that after the operation is com pleted both sides are thickly studded with these little hooks. Both sides of this grid are then pasted with litharge. The paste is held to the grid by the little hooks and is also riveted through the perforations, giving all por- tions of the mass a tenacious hold upon the support, and upon each other. There are no isolated pellets to shrink and drop out, no large masses pasted against a flat sur- face to scale off, and but little of the support exposed, leaving the whole of the faces of the plates active and giving a maximum rate of discharge per unit of area. The distribution of the mass of active material is nearly ideal. Being applied in a thin layer, all parts of it are close to the current carrying support and in a position to give maximum capacity per unit of mass. The thick- ness of the finished plate is 3-16 inch. The grid of the positive plate is of the cage type, con- sisting of thin vertical ribs, the edges of which are flush with the faces of the plate, and which are connected by small bars having a triangular cross section, the base of the triangle being at the face of the plate. These con- necting bars on one face are staggered with those on the other. This grid is pasted with red lead and formed in the usual way, the thickness of the finished plate being 7-82 inch. The active material is in the form of continu- ous pencils, of rectangular cross section, extending from the top to the bottom of the plate. The thin flat ribs are on two sides of the pencils, and the triangular cross bars are imbedded in the other two sides, which constitute the faces of the plate. The design of the grif gives a maximum of strength and stiffness with a minimum of weight. The continuity of the material combined with the cross bars holds it firmly in place, while at the same time provision is made for its expansion and contraction. In service the active material is gradually eroded from the surfaces. The bars, being imbedded in the mate- rial, contact is maintained until the amount of active material is so reduced as to no longer be sufficient to give the proper capacity. The separation of the faces of the plate into relatively small sections by the ribs and bars prevents the rapid removal of the active material by the wash of the electrolyte. Th separators used in these cells are of wood and similar to those used in the Chloride-Manchester bat- teries. A plain perforated hard rubber sheet is also placed against each face of the positive plates. The standard brougham or hansom battery of the Exide type consists of 44 cells of the T V-9 size, having four positive and five negative plates. The rubber jar is the same as that used for the T V-7 Chloride-Manchester cell, and the batteries are assembled in trays of the same size, making the two types of batteries interchangeable in the vehicle. The weight of this battery, complete with tray, &c., is 1650 pounds, or 140 pounds less than that of the Chloride-Manchester type. The capacity is 156 ampere hours at the four-hour rate of 39 amperes. The average voltage during discharge is 87 volts; the watt hour capacity, therefore, is 13,572 watt hours, an increase of 50 per cent. over that of the Chloride-Man- chester batteries and of 62.5 per cent. per pound. Using the figures for average vehicle consumption already given, the mileage capacity will be, under average con- ditions, 42.7 miles. The battery policy of the New York Transportation Company necessarily depends very largely upon the ~ question of cost of operation per vehicle mile. It has, therefore, been most gratifying to find, after a year of operation, that the Exide battery not only provides a sufficient mileage capacity for all classes of metropoli- tan service, but at the same time can be operated at a cost, including maintenance, but little in excess of that of the Chloride-Manchester and within the limits of rea- sonable expense. This conclusion is based upon the re- sults obtained from 75 batteries, which have been in continuous service for about one year. All batteries are removed from the vehicles for charg- ing. This is done both to facilitate inspection and to avoid the loss of time and the other complications that would result from having the vehicle lie idle during the charging period. The batteries are handled entirely by machinery. Labor is thus reduded to a very low figure. Current for charging purposes is taken direct from the high tension, alternating mains of the New York Edison Company, at 6600 volts, 25 cycles. This is transformed and converted to direct current at pressures from 98 to 110 volts. Mileage Per Charge. The average mileage per charge made by the Exide batteries in regular service is only 20 miles. The necessity of sending out every vehicle each morning, with ample power to meet the extreme possible requirement of every customer, makes it difficult to increase this average, al- though the cost of renewal would be decreased could it be done. The operation of batteries on partial dis- charges also means a reduced efficiency, as mentioned above. The reason for this will become evident from a consideration of the following, taking, for instance, an Exide battery having a capacity of 13,572 watt hours. If the watt efficiency on full discharges be taken as 75 per cent., the charge after a full discharge will amount to 18,096 watt hours, or an excess of 4524 watt hours. If. however, only one-third of the capacity be taken out,