The Iron Age 1902-05-22: Vol 69 Iss 21

Fi ee | >: es i aie : FR tr Ake pe GG he " roy _ + , es =e oe 4 i 9 +} 7 7a § ai rk : E I R ON 0 eco ea Ih N A e Ez A Review of the Hardware, Seieis: Me ttH “Wtmeg 1 Metal Trades. Published every Thursday Morning by David Williams Co., 232-238 William St., New York. Vol. 69: No. 21. | New York, Thursday, May 22, 1902. 38-00 s Year, mere. Single Copies, Ten Cem Reading Matter Contents.... .... on. 6 — — — — Alphabetical Index to Advertisers “* {61} 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. eee ee ee te eee ee Specify U. M. C. when ordering ammunition. 5 Bristol s Patent Steel pol} Laviag. New illustrated Shot Shell Catalogue, showing spade Tournament loads. , Time, Belts THE UNION METALLIC CARTRIDGE CO., Send fer Circulars and Free Samples. THE BRISTOL CO., THE BRISTOL CO., Waterbury, Conn. Conn. once? aaa GroatpatSerongth ‘ AGENCY: 313 Broadway, New York City. FACTORY: Bridgeport, Coan. — | ; | Ae vicstaa O SAMSON CORDAGE WORKS, Boston, Mass. > —______— ED REGULAR PATTERN. TURNBUCKLES,. 3 : o | Z CAPEWELL HORSE NAILS: wW Oo £ mF NEW YORK, Branches: PORTLAND, ORE., > i e PHILADELPHIA, BUFFALO, 4 lo CHICAGO, DETROIT, BALTIMORE, : ST. LOUIS, CINCINNATI, NEW ORLEANS, i , BOSTON, SAN FRANCISCO, DENVER. v —— nn nn eee 1 4 F THE CAPEWELL HORSE NAIL COMPANY 3 ORGINGS. } porbirnhe | 2e . PILLING & GRANE, i<rs.siocs. Peienorzn. VES P-rfectly tight under all pressures of steam, oils, or acids. Warranted to give satisfaction under the worst conditions. Received the At the Pan-Amer-« Highest Award Gold Meda ican Exposition: Insist on having the genuine stamped with Trade- Mark. JENKINS BROTHERS, New York, Boston, Philadelphia, Chicago. vanized iron—every sheet | THE AMERICAN TUBE & STAMPING 60,, HOT AND COLD ROLLED Successor to sxx 144 and part of a sheet. STRIP STEEL. The WILMOT & HOBBS MF6. CO. PAGE : MAGNOLIA mM ETAL. Fac-Simile of Bar. f word be Beware of American Sheet Steel Company, New York "as imitations. MAGNOLIA METAL CO., . ss-ns sank st., 19pdom, Calengo, Montrest. Manufacturer, (NEW YORK RTT APOLLO BEST BLOOM GALVANIZED IRON Guaranteéed—Apollo gal- To be perfect. Owners and Sole THE IRON AGE. THE ANSONIA BRass p” COPPER CO. MANUFACTURERS OF BRASS AND COPPER Seamless Tubes, Sheets, Rods and Wire. ESTABLISHED 1845. NEW YORK STORE, Nos. 122 to 130 Centre St. OVER ONE MILLION LBS. Ingot Copper. GOLE MANUFACTURERS robin Bronze (TRADE-MaRK REGISTERED.) Condenser Piates,Pump Linings, Round, Square and Hexagon Bars, for Pump Piston Rods and Bolt Forgings. Boiler and Condenser Tubes, Seamiess Tubes. 99 John Street, - - 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. negraph Bldg Room a=" =" @ | Bridgeport Deoxldized Bronze & Metal Co, Chicago (Office, 602 Fisher Bld Boston Office, Cor. Oliver and hase Sts. Copper in Sheet; ried in stock. New York. for the Hardware Trade, Coppersmiths’ Eyelets, Shells, brass wares of every description. Supplies, Deoxidized Babbitt. NEVER HAS BEEN BEATEN, 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. Select-1 Sheets for Paper and Card Makers’ use. Stove and Washboard Bianks. ZINCS FOR LECLANCHE BATTERY. Lea S68:74 West Monroe St. hicago. ME COIL AE UDG COCK ERE TM UTI TT TN eth RAL eam opewezcomer | BRASS, BRONZE and ALUMINUM CASTINGS, 4 Wheel, $3.00 5 Wheel, $3.25 Guaranteed. BATTLE CREEK, MICH. HENDRICKS BROTHERS PROPRIETORS OF THE Belleville Copper Rolling Mills, MANUFACTURERS OF Brazsiers’ 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. Founders, Finishers. R. A. HART, WATERBURY BRASS G0. Main Office and Mills at Waterbury, Conn. of Brass, German Silver, Bronze and Wire, Rod, Brazed and Seamless Tubing regularly car- Complete Lines Specially Carried Metallic Ferrules and small W. G. ROWELL & CO., BRIDGEPORT, CONN. THE PLUME & Atwooo Mré. Co., Sheet and Rol Brass —AND— WIRE PRINTERS’ BRASS, JEWELERS’ METAL, GERMAN SILVER AND GILDING METAL, COPPER RIVETS AND BURRS. Pins, Brass Butt Hinges, Jack Chaiu, Kere- sene Burners, Lamps, Lamp Trimmings, &c. coe 29 MURRAY ST.. NEW YORK. 144 HIGH ST., BOSTON. 199 LAKE ST., CHICAGO, ROLLING MILL t THOMASTON, CONN. FACTORIES ¢ WATERBURY, CONN. SCOVILL MFG. CO., Manufacturers of BRASS, CERMAN SILVER Sheets, Rolis, Wire Rods, Bolts and Tubes, Brass Shelis, Cups, Hinges, Buttons, Lamp Goods. SPECIAL BRASS GOODS TO ORDER Factories, WATERBURY, CONN. DEPOTS: NEW YORK, CHICAGO, BOSTON. JOHN DAVOL & SONS, AGENTS FOR Brooklyn Brass & Copper Co., DEALERS IN COPPER, TIN, SPELTER, LEAD, ANTIMONY. 100 John Street, - New York. Arthur T: Rutter SUCCESSOR TO WILLIAM S. FEARING 256 Broadway, NEW YORK. 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. “DearGh-Light” OIL and GAS Blcyele Lantems. Send for Circulars and Electrotypec. re BRIDGEPORT BRASS CO. Bridgeport, Conn. 19 M St... Y. 17 No 7th St. P urray St,.N-¥- {7 No, 7th St, Philadelphia. . Gals © wae oh ahiacaieenh Us aann ‘THE IRON AGE TuHursDAy, May 22 1902. The Spuhl New Chain Making Machine. For some time past many attempts have been made to manufacture a chain making machine which will bend and weld effectively at a minimum cost both in time and money. The chain makers in the Midlands of Eng- land are notoriously conservative in their methods. When challenged as to their factory work, they have al- ways replied that they are waiting for a machine that will meet the special difficulties of the locality. They have found what they want in the chain bending and chain welding machine which has been patented in all countries in the name of Heinrich Spuhl of St. Gallen, in Switzerland. This patent is the property of G. von Susskind of the Maschinen-fabrik, St. Georgen, attachment. One bending machine No. 2 is sufficient for four to five welding machines. The labor, however, is more expensive, as it requires a man to work it. The Maschinen-fabrik Company make a third bending ma- chine in which the iren bar is first cut into pieces in a power shear and then put in an annealing furnace, wherefrom, while red hot, the pieces are transferred to a magazine in the bending machine, which then bends them into proper shape for welding. . The links are hot when placed in the welding furnace. One inachine No. 2 is sufficient to supply four welding machines. The la- bor on this is again more expensive, as one man and one boy are required. The welding machine is not the least interesting fea- ture of the Spuhl patent. The links being placed with Link Bending Machine. THE SPUHL CHAIN MAKING MACHINE, near St. Gailen, Switzerland. A number of British chain makers have now adopted the Spuhl patent, and are in- stalling the machines in their works. The proc- esses necessary to the manufacture of a_ chain are in this machine quite simple. The smallest bend- ing machine, No. 1, presents the appearance of Fig. 1, with the exception that the annealing furnace in the middle is not there. The coil of wire comes from the rolling mill, and is placed in the rear of the machine. One end passes through the straightening rolls into the shearing and bending attachment, and the machine is started. It straightens the wire, cuts off and bends it into links of requisite shape ready for welding. All is done cold. One of these bending machines will supply regularly from four to six welding machines, and all the labor necessary is one boy. The working method of bending machine No. 2 is exactly the same as in No. 1, only that an annealing furnace is placed between the straightening rolls and the shear, whereby the material is spared and the bending made easier for the bending their tongues in the furnaces, having from three to six fires, are taken from the last fire by the operator and put under the welding hammer into the die. When the treadle is operated the dies creep round the links, leaving only the spot where the welding joint is to be free for the hammer to strike on. The workman with the treadle operates the dies, two blows with the hammer are viven, and the machine automatically stops. Then he turns the link and gives two blows on the other side, and the welding is finished. Meantime, the next link in the furnace is prepared for welding by the boy, is taken from him by the operator, put into the last link of the chain already welded, and so the process goes on. For the welding machine one boy is required to put the links in the tongues and move them continuously from one fire to the other; one man is required to do the welding. The welding machine is completely shown in the second illustration. With a complete installation of these machines every size of chain can be manufactured. No. 1 will take wire esr °° See — | mh seo ee ee 2 THE IRON May 22. 1902 from 3-16 inch to %4 inch and with four welding ma- chines will turn out 350 tons. No. 2 will take wire from 4 inch to % inch, turning out 750 tons, while No. 3 will take bar from % inch to 1 inch, operating 3600 tons. Thus, with the three series of machines in constant work, 4700 tons per annum can be operated. With this output a calculation is made as to the actual cost. It may be noted that for series No. 1 three bending ma- chines are required, three pairs of dies, 12 welding ma- chines, and 12 tools. For No. 2, three bending machines, three pairs of dies, nine welding machines No, 2, and nine tools. For No. 3, the same as No. 2. Taking, then, the average prices at present obtaining, the following cal- culation is made as to the actual preductivity of these machines: For chains within Series 1, £23 per ton, or for 350 tons a year £8,050 For chains within Series 2, £16 per ton. or for 750 tons 12,000 For chains within Series 3, £15 per ton, or for 3,600 tons a year 54,000 Turnover o Es > .. . £74,050 Charge of Fracture. Kg. the haio Mm. sions of c pe and dimen- inks Kg Remarks. On the sq. Total.| mm, Kg at stre ching lim- piece, its. Quality of iron, Weight of tested Charge Sha {( Fracture in | |Diam., 24 | | | first link on Belgian iron.. { |Length,111}|83 /|11,000.0/23,400.0, 25.9; side and | |Width, €4.3 | | | head. Weld | intact. French iron | |Diam.. 24.6 ) \ Fracture on from . Tur-- |Length. 114 + {3,5 [11,800.0|29 600.0) 32 0 the side. bot, Anzin... {| Width. 846) (Weld intact. ) {\Fracture on first link at . : : , head on two Swedish iron, ; |Diam , 23.8 | |, . 196.500.0' 29.32 : Length. 112! 3.8 §.800.0'26,500.0' 28.34 laces, on weld. Weld | intact. . Pteesere : i through Belgian iron, | Diam , 24.1] || midd leof hand welded } Wa Wee f 8.4 | 10,400.0/21,600.0) 24.0 || weld, Weld Width, 84.2 | 20th sides of joint not in | | jured, Fig. 2.-—Link Welding Machine. THE SPUHL CHAIN MAKING MACHINE. Material and wages, &c. : Series 1, 12 men and 15 boys. Series 2, 10 men and 11 boys. Series 3, 12 men and 10 boys. 34 men and 36 boys. Man, 5s.; boy, 28.; <X 300 days...........£8,630 100 horse-power eer 800 5100 tons iron, £6 10s..... 33,150 7000 tons coke re Amortization, 15 per cent of invested capital in machines General expenses, 150 per cent of wages... Amortization of shafting and other ma chines, 10 per cent. of £2000 52,069 Profit £21,981 From these calculated profits must, of course, be de- ducted interest on capital for patents. Some interesting tests have been made as to the ten- sile strength of four kinds of chains, each of four links. The following certified test protocol was taken in St. Gal- len, and will give some idea as to the strength of the chains made: So much, then, for the strength of the chains made. Some experiments have also been made by the purchas- ers of the Swedish rights of this machine as to the time used in the manufacture. On No. 1 bending machine operations were started at 3.32 p.m. The machine was ready at 3.33.56. Fifty links were bent in 1 minute 50 seconds, the dimensions of each link being 6.5 mm. diam- eter x 39 x 22. Thus a machine bends in one hour 1635 links. The welding machine was started 3.38, was ready 3.45. Fifty cf the links coming from the bending ma- chine as stated above were welded in 7 minutes to a chain 1430 mm. long. There being 36 links per meter, it followed that one machine welded in one hour 12,257 m., While in weight 9.4 kg. The caleulation based upon these experiments is that one bending machine and four welding machines will produce in one year 112,800 kg. The trials upon series Nos, 2 and » were apparent- ly equally satisfactory. Fifty links in No. 2 bending ‘machine were bent in 34% minutes, the dimensions of the links being 10 x 60 x 34 mm., the machine therefore bending in one hur 857 links. The welding machine May 22, 1902 THE took the 50 links as above and welded them in 9% min- utes to a chain of 2100 mm. in length. The weight was 4 kg., the number of links per meter 24. The calculation thus worked out, one machine in one hour, output 315 links, in length 13,263 m., in weight 25.3 kg.; or a set of one bending and three welding machines, pre- sumed to work the whole year, will produce 227,700 kg. One feature of the welding machine is that whereas the first patent taken out welded the link on the side, by a later patent issued the welding is done on the head, obviously a great improvement in the strength of the chain. The first patent also indicated a rather lightly built machine; the subsequent patents have allowed for much greater strength and rigidity in the building. The London agents of Gottfr. von Susskind are A. Jordan & Co. of 11 Idol lane, London, B. C. oo Worcester Industries. WORCESTER, MAss., May 12, 1902.—The pension sys- tem of the American Steel & Wire Company has gone into effect at the works of the Washburn & Moen depart- ment. As a beginning 31 old employees have been grant- ted pensions ranging from $5 to $20 a month, which they will receive for the remainder of their lives. This is in accordance with the general order issued by the company some months ago. Since that announcement the Pension Committee appointed at the time have been formulating a system and the mill committee on pen- sions of the Washburn & Moen department have been preparing a list of eligible employees. The rule is that only employees who have reached the age of 65 years and who have been with the company or their prede cessors in Worcester, the Washburn & Moen Mfg. Com- pany, are entitled to pensions. The amount of pensions is determined partly from length of service, partly by the amount of pay received by the pensioners while in the company’s employ; the larger the pay and the longer the service the larger the pension. One of the pensioners, Samuel Overend, has been with the works for 51 years, his service dating from the beginning of the name cf Washburn & Moen, when Ichabod Washburn took Philip L. Moen into partnership. Two others of the pension- ers have served 50 years and three others 45 years or over. All have recently left the employ of the company. The old Washburn & Moen Mfg. Company are still in existence and held their annual meeting last week, when these officers were elected: President, Fred. H. Daniels, general engineer of the American Steel & Wire Company; vice-president, F. E. Patterson of New York: clerk and treasurer, Harry G. Stoddard, manager of the Washburn & Moen department; directors, these officers and T. P. Alder and T. H. Taylor of New York. Mr. Stoddard takes the place of Charles Ranlet, whom he recently succeeded as manager of the department. President Charles M. Schwab of the United States Steel Corporation was the guest of the Worcester Board of Trade at their annual banquet, Friday evening, May 2. The dinner took the form of a reception to Mr Schwab, although other guests were the president of Brown University and Carroll D. Wright, Commissioner of Labor and Statistics, who has accepted the presidency of the collegiate department of Clark University. While in Worcester Mf. Schwab made a careful inspec- tion of the Washburn & Moen department. He was the guest of Philip W. Moen, second vice-president of the American Steel & Wire Company, while in the city. Mr. Schwab expressed great admiration over what he saw at Washburn & Moen’s, stating that he had previously had no idea of the works’ size and efficiency. C. BE. Terry of the R. H. Wolff Company’s plant of the Washburn Wire Company at New York has tendered his resignation. This is said to be another direct result of the accession to power of Eugene F. Phillips of Provi- dence, R. I., who now controls the stock of the Wasl- burn Wire Company. Mr. Terry was formerly head of the flat wire department of the Washburn & Moen de- partment, and left the Worcester works to go to the Washburn Wire Company at the invitation of Charles G. Washburn, president, who until recently held control of the company’s business. The Wright & Colton Wire Cloth Company of Worces- ter have taken an order for 100 wire drawing machines [IRON AGE. 3 and 15 tinning machines from the Union Steel Company for their plant at Donora, Pa. They are now enlarging their wire mills and are to add a department for the’ manufacture of fine sizes of tinned wire. The Wright & Colton order is for that department. The contract price for the machinery is understood to be close to $50,000. While the Wright & Colton Company are a wire concern, they make considerable wire machinery for the market, but only where such machinery cau be obtained elsewhere. Some of their own special ma- chinery for the manufacture of wire specialties the com- pany keep secret. The company are about completing an order for three needle wire machines for the Crucible Steel Company of America, which will be installed in that company’s plant at Syracuse, N. Y., where the needle wire department is being enlarged. The Worcester concern furnished the Crucible Steel Com- pany with one of their needle wire machines some time ago, and it was so successful that three more are now being shipped to Syracuse. The Allis-Chalmers Company have begun setting up the engine built for the Consolidated Street Railway’s power station at Worcester. The engine is to operate a 2000-kw. generator. Fred. H. Daniels, general engineer of the American Steel & Wire Company, has returned from San Fran- cisco, where he went to look over the new wire plant of the company in that city. The Norcross Bros. Company have been awarded the contract for four towers for the Marconi system of wire- less telegraph at South Wellfleet on Cape Cod. Each tower will be 210 feet in hight and 26 feet square at the base. The towers will be 184 feet apart. The contract price is about $50,000. South Wellfleet is about 10 miles from the tip of the cape. Building of all deseriptions will be hindered in Worcester by the strike of the carpenters, already in ef- fect among men in many shops, and promises to spread in the form of a sympathetic strike through the build- ing carpenters. The fear of a strike among the machin- ists is growing less and less each day. Sketches are being made for the/new foundry depart- ment of the Washburn shops of the Worcester Poly- technie Institute. The building will be 80 x 50 feet, and either two or three stories in hight. Henry G. Barr & Co. have leased one floor of the big Spiers Building, at East Worcester, now owned by the Cartwright-Borden Company, and will remove their plant there immediately from 51 Union street. The firm will have twice the room for the manufacture of their machine tools, including Universal tool grinders, upright drills and special machinery. The Worcester manufacturers of woolen machinery of all descriptions have struck one of the periods of good times which they say come to them about once in 10 or 12 years. All of them have orders way ahead, and orders keep coming in. This is not only true of the loom huilders, but of the builders of other woolen machinery, according to reports from Johnson & Bassett, Curtis & Marble Machine Company, the N. A. Lombard Company and the Cleveland Machine Works. Another big fire proof building will be erected in Worcester by the estate of Horatio N. Slater of Web- ster, Mass. The building will be 140 feet square on the ground, and at least ten stories in hight. A committee of experts from the United Shoe Ma- chinery Company were in Worcester last week looking over sites for the proposed consolidated plant which the company are to build somewhere in New England. Property owners have offered to give 35 acres of desir- able land in Worcester, with ample water supply, if the company will locate here. But the site which pleased the experts most of all was at Barbers Crossing, where there are 50 acres of level land, with two divisions of the Boston & Maine Railroad on one side and a sizable pond on the other, and with two double track electric lines running into the city, the center of which is only 2 miles away. The residential advantages of the neighbor- hood are all any one could ask, the land being high and sightly, with sewer and water connections, which would facilitate the United Shoe Machinery Company’s plan to colonize their employees, although not in the same way as the Pullman Company’s township. J. N. oe. SF eS =e ere ame Tansee ; ath _~ a Planch aches _—— = = ere - ae re =] | | 4 | } | ) | | | ! | ee THE IRON The American Institute of Mining Engineers. The Philadelphia Meeting. Wednesday was given over to a visit to the famous works of the Edison Portland Cement Company, at Stewartsville, N. J., the ultimate capacity of which is to be 10,000 barrels per day. ‘The most interesting fea- tures of the plant are the crushing machinery, the elab- orate conveying apparatus and the roasters, which are 150 feet long and have a diameter of 9 feet. The crush- ing machinery is of the type developed by Mr. Edison at his ore concentrating mill at the Ogden Mines in New Jersey. It includes a set of giant rolls 5 feet in diam- eter with 5-foot face and three sets of 36-inch three-high crushing rolls, driven by a 500 horse-power vertical cross compound condensing engine. Wednesday Evening Session. The evening brought a joint session of the Institute and of the Franklin Institute, F. L. Garrison being in the chair. It was opened by a paper by Bradley Stoughton of Columbia University, entitled “The De- velopment of the Bessemer Process for Small Charges,” in which he reviewed the Clapp, Griffiths, Walrand, Robert, Tropenas and Walrand-Legenisel “ baby” con- verters, and referred to their increasing use in the steel easting industry. The special claims put forward in their favor as against the open hearth furnace are that small and frequent charges may be delivered, with the opportunity for producing heats of varying composi- tion, and that they yield an exceptionally hot steel. Mr. Stoughton referred to the fact that few of the plants seem to check their results with the aid of scales. H. H. Campbell, general superintendent of the Pennsyl- vania Steel Company, held that the claim that the baby Bessemer converter produces exceptionally hot steel is fallacious. The open hearth furnace can readily meet the requirements as to hot steel. The trouble is to keep it cool enough. John F. Wilcox of Cleveland re- ferred humorously to the past experience with the Clapp-Griffiths converters. The paper of the evening was that of Robert Job, chemist of the Philadelphia & Reading Railway Com- pany of Reading, Pa., on “Steel Rails: Relations Be- tween Structure and Durability.” Mr. Job, whose paper was accompanied by a series of interesting microscopic slides and photographic reproductions of etched surfaces, reviews the phenom- ena indicative of improper conditions. He summarizes his results as follows: “To insure the most durable rail of a given composi- tion service tests prove that there must be: 1, Absence of brittleness and freedom from foreign matter; and, 2, presence of fine granular structure. “Absence of brittleness is indicated by ability to withstand the drop test of 2000 pounds falling 20 feet. ‘Fine granular structure is not necessitated by speci- fying merely that distance between hot saws shall not exceed 30 feet 5% inches for a 30-foot rail, without ar- tificial cooling. It is, however, insured by stipulating that the temperature of the ingot or bloom shall be such that with rapid rolling, and without holding before or in the finishing passes or subsequently, and without artificial cooling after the last pass, the distance be- tween hot saws shall not exceed 30 feet 54% inches for a 830-foot rail (90 pounds) or a proportionate distance for other lengths.” In the course of the discussion James E. York de- scribed the methods pursued in the early days in the manufacture of steel rails at the works of John Brown & Co. of Sheftield to account for the quality of the prod- uct as shown by the miscroscopic investigations made by Mr. Job. Mr. York made the point that universal rolling if introduced into the manufacture of rails may be depended upon to improve the structure, and will make it possible to finish in chilled rolls, at any desired temperature. With a discussion by letter of the paper by P. H. Dudley the proceedings closed. Thursday Morning Session. William R. Webster of Philadelphia opened the sés- sion on Thursday morning with two contributions, whose purpose was to introduce a debate on specifications of AGE. May 22, 1902 iron and steel. These were “Specifications for Steel Forgings and Steel Castings” and ‘The Present Sit- uation as to Specifications for Steel Rails.” Mr. Webster reviewed the recent action of the Rail Committee of the American Railway Engineering and Maintenance of Way Association, a body which now calls for a drop test from each heat of steel and the in- troduction of a minimum shrinkage test, and to the course of the American Society of Civil Engineers. On October 1, 1901, the Pennsylvania Railroad Com- pany embodied in their new steel rail specifications the minimum shrinkage clause for a 30-foot rail, as follows: “The number of passes and speed of train shall be so regulated that on leaving the rolls at the final pass the temperature of the rail will not exceed that which requires a shrinkage allowance at the hot saws of more than 5% inches for 85-pound and 55¢ inches for 100- pound rails; and no artificial means of cooling the rails shall be used between the finishing pass and hot saws.’” They also made a new departure in the chemica) composition of their steel, deereasing the carbon and manganese when the phosphorus is over 0.07 per cent., in order to give steel of equivalent hardness and avoid getting too hard and brittle. The clause is as follows: “The steel of which the rails are rolled shall contain not less than 0.40 nor more than 0.55 of 1 per cent. of carbon, where the phosphorus exceeds 0.07 of 1 per cent. Where the phosphorus is 0.07 of 1 per cent. or less the carbon shall not be less than 0.45 nor more than 0.60 of 1 per cent. The manganese in no case shall exceed 1.20: per cent.; and where the phosphorus exceeds 0.07 of 1 per cent. the manganese shall not be higher than 1 per cent. Also, in no case shall the phosphorus exceed 0.10 of 1 per cent.” In addition to the above, the company now advo- cate higher carbons, since their droptests show that rails finished at a lower temperature give a greater deflection than formerly, when finished at the higher temperature. They also find that higher carbons can be used with safety when the proper check is kept on the lower fin- ishing temperature. They specify a deflection of not more than 3% inches for 100-pound rails after the first blow. Mr. Webster urges that some general agreement as. to American practice be reached before the Interna- tional Railway Congress meets at Washington in 1904. In an appendix to his paper on “ Specifications for Steel Forgings and Steel Castings” Mr. Webster gives those prepared by the American Section of the Interna- tional Association for Testing Materials. The first contribution to the discussion was a letter from P. H. Dudley, in which he referred to the experi- ence for the last 11 years with the higher carbon rails. rolled under his specifications, the total quantity pro- duced and put into track having been upward of 700.- 000 tons. H. H. Campbell of Steelton raised the question whether there had been made in practice under the re- quirement of a 5%-inch shrinkage any rails which had: not been held before the finishing pass. Mr. Job ad- mitted that there had not been, but urged that the re- quirement was in the direction of securing the best methods attainable. Mr. Campbell insisted that a shrinkage of 5% inches was tco small. Dr. C. B. Dud- ley of Altoona, chemist of the Pennsylvania Railroad, spoke in a general way of the methods followed in drawing up specifications. He instanced the case of the now well known thermal test for car wheels as proof that the engineers of the consumer do not put all into the specifications. Before the thermal test was adopted 200 ear wheels were submitted to it by the railroad testing department, and in the course of the investiga- tion it was found that the wheels broke under it in nine different ways. Of these only two were put into the specifications; when the wheel breaks into pieces and when it cracks so as to involve the tread. All other breaks are accepted. Specifications are drawn up after a study of all the available data and close consultation of the different department officers. They are then printed, and through. the purchasing agent are submitted to the manufactur- ers for criticism, at the same time going also to the di- vision engineers. It was found at first that the mann-- May 22, 102 THE facturers were loath to formulate their objections, but more recently the specifications have been the result of conference and compromise between the consumer and the producer. Dr. Dudley then described at length how new prob- lems have presented themselves through the rapid in- crease in size of the rolling stock and the effect upon the safety of the traffic. In recent years there have been breakages of lcocomctive driving axles, a source of accidents previously almost unknown. Dr. Dudley pointed out that any broken parts on the Pennsylvania system ultimately reach Altoona, where the causes are earefully studied. The questions which are raised are: Was the fracture due to the material? Was the failure due to the design? and, finally, was it due to workmanship? He referred to the occurrence of widespread and alarming failures like that of a lot of 300 car axles, of which seven broke in service during the first three weeks. It has been found, however, that the three ques- tions, even if answered, do not always furnish the rem- edy for failures. It has been found, for instance, that springs so designed that they will ride well on good track do not give good service on rough track. Dr. Dudley re- ferred also to a case of 60 driving axles put under 30 high speed passenger engines of the Atlantic type. These are 10% inches finished. While the finishing cut was being taken a pin hole developed which opened out a cav- ity nearly large enough to admit of a man’s fist. When investigated this proyed to be a case of careless heat- ing. As a matter of precaution, a 2-inch hole was bored through the center of 20 of the axles. Since then there has been added to the specifications of all axles about 6 inches in diameter the requirement that a 2-inch hole be put through the center, this diminishing the strength by only a trifle over 1 per cent. Julian Kennedy of Pittsburgh spoke on specifica- tions for boiler plate and finishing temperature, and was very emphatic on the necessity of annealing steel castings. He stated that the failures of steel castings were due, 5 to 1, to lack of annealing when compared with adequate chemical analysis or proper physica! qualities. The balance of the session was largely oceupied with a technical discussion of fine poifts in testing materials in which Gus C. Henning, Professor Lanza and William Kent participated. On Thursday afternoon lunch was served at the Houston Club of the University of Pennsylvania, this being followed by the reading of papers on precious metal mining, oil geology, &c. Conclusion. In the evening there was a brilliant reception at the Academy of Fine Arts. The whole day of Friday was devoted to an excur- sion on the Delaware, beginning with a visit to the busy shipyards of William Cramp & Sons Ship & Engine Building Company. This was followed by a planked shad luncheon, and by a visit to the League Island Navy Yard and the New York Ship Building Company. The management of the latter having in the past shown a hostility to the publication of anything beyond the most glittering generalities, we abstain from any reference to their plant. The return to town closed what has been the most satisfactory meeting of the Institute for a long time, in all its different aspects. ie epesieete ta dilipceteptnaace The Appleton Mfg. Company, Batavia, Ill., manufac- turers of agricultural implements, have replaced their plant, which was destroyed by fire over a year ago, with one of much larger capacity. The new plant consists of two parallel buildings, each 80 x 530 feet, separated by a court about 40 feet wide. In one building are located the foundry, blacksmith shop, wind mill department, galvanizing department and storage warehouse. Ad- joining the foundry a core and cupola room, 44 x 44 feet, has been built into the main building. In the other building are the machine shop, wood working depart- ment, paint shop and offices. Adjoining the machine shop is an extension in which the power plant and heat- ing system are installed. The entire plant is equipped with modern machinery, and is encircled by a railroad siding to facilitate the handling of material. IRON \GE. 5 The Use of Steel in Car Construction. At the April meeting of the St. Louis Railway Club a paper was presented by J. W. Stokes having the above title, and from which we take the following: The greater availability of lumber as compared with steel has thus far prevented the general use of steel in car bodies, and immense quantities of large capacity ears, whose bodies are composé¢d of wood, have been added to the equipment of the railroads during the past two years; and judging from the large orders already placed, the addition will continve for an indefinite pe- riod, forcing the retirement of rolling stock of smaller capacity or restricting its use to branch lines. In order to give the required additional strength to wooden cars of greater carrying capacity eight sills are now used instead of six, as was the general practice when 40,000 capacity marked the limit. The sills are made of larger section and end sills are also made of larger proportions: the number of truss rods has also been increased from four to six and sometimes eight in number, and from 1 to 144 inches and sometimes 1% inches in diameter, and the depth of the truss is usually increased. The chief strength of a box car built of wood must always be in the underframe, and the above additions to sills and trussing have been added and in- creased with this object in view. This has resulted in increased weight of cars, so that the proportion of dead weight has about kept pace with the increased tonnage capacity. The increased sizes and length of longitudinal sills of long leaf have made the selection of longer timber necessary and must result in a much smaller percentage of native lumber being available for use in car building; and while the present conditions of busi- ness have tended to prevent the general introduction of steel in car body construction, the conclusions clear- ly shown by the requirements of traffic are, both from increasing scarcity of timber and the development of steel making and its suitability, that it must soon be- come the exclusive material for car body and under- frame construction. Within a short time we have seen the wood body transom, the wood truck bolster and the spring or sand plank disappear and have seen steel substituted with the most satisfactory results possible. From the earliest days of railroad operation efforts have been made to substitute pedestal trucks composed of composite steel forms and many of them are in use, but there is now a revival of and recurrence to the original diamond frame, the merits of which have become so evident that they have passed beyond the stage of argument. ———— ge The H. Wetter [ifg. Company’s New Plant. On January 19 last the stove plant of the H. Wetter Mfg. Company, at Memphis, Tenn., was destroyed by fire, and exactly three months from that date, on April 19, the company so managed as to be able to start up the new plant. Without any loss of time after the fire the management at once began to make a careful inves- tigation of different locations in the United States, and many cities and towns offered tempting inducements in order to secure the location of the industry. After careful consideration it was determined that no place in the country presented as favorable advantages as did South Pittsburg, Tenn., situated in the heart of some of the largest iron and coal fields in the world. Through their agents the company purchased the plant at that place, which was built several years ago, dur- ing the “boom” times, at a cost of $250,000. Being com- plete in all its details, but a short time was required in getting it into running order. The property extends over an area of 10 acres, and the plant consists of five modern buildings, two being three-story structures, 60 x 250 feet, and a three-story building, 50 x 150 feet, and two one-story buildings of 200 x 200 feet and 60 x 60 feet, respectively. a William Hardie Leitch, general manager of the Jersey City Galvanizing Works of Jersey City, N. J., died suddenly on Friday, May 2, at his home, 373 Madison street, Brooklyn, N. Y., as the result of heart 6 THE failure induced by stomach trouble. Mr. Leitch was born at Allegheny City, Pa., 52 years ago, but had lived many ycars in Brooklyn, where he was well known iu coinmercial circles. He had been connected with the Jersey City Galvanizing Works for a long period, and bad been treasurer of the New York Manufacturers’ Association since its organization. He is survived by his widow and daughter and one son. ssdeaichasateaacaiidl idieensiictaeaide A 300-Ton Chain Testing Machine. An indication of the growth of structural and engi- neering work may be found in the demand for large chain. This demand is an index of the increase in size of present engineering works and also of the increased number of such large operations. The manufacture of large chain is still an “infant industry ” in this country, and the Lebanon Chain works of Lebanon, Pa., are pio- neers in it. We referred a few weeks ago to their suc- cess in manufacturing some of the largest size chain yet made. We here present a brief descripticn of the testing machine used to prove it, and to break the triplets.. This machine was designed and built by the Philadel- A 300-TON CHAIN phia Machine Tool Company, 448 North Darien street, Philadelphia, Pa. J. W. Bramwell cf that company had some years ago enlarged the machine of the Boston Navy Yard to 600,000 pounds capacity, and these two machines are to-day probably the only successful lever machines of this size in this country. The Emery ma- chine at Watertown Arsenal is the only other machine that we are aware of which will weigh 300 tons. As shown by the engraving, both the pulling and weighing mechanisms are at the same end of the ma- chine. The ways extend to the left so as to take the 90 feet of chain required for proving. Besides the anchor head at the outer end of the machine, there is a head for breaking the triplets. These heads are beyond the limit of the picture, but a portion of the ways may be seen as they extend past the cylinder. The pulling mechanism of the machine consists of a hydraulic ram with a pump to feed it. The cylinder is 16-inch bore, and the red has a stroke of 7 feet. The bore is highly polished to save the leather packing, and a special feature is the quick return of the ram. The cylinder is nicely hung from two arches, and the recoil. which is very great when a piece breaks, is most successfully taken by a careful disposi- tion of springs. The pump for supplying the cylinder has two cylinders, high pressure and low pressure, and IRON TESTING AGE. May 22, 1902 each is double acting. Its very large capacity has helped to greatly reduce the time heretofore lost when test- ing. Another feature of this pump is the adjustable str.ke on the high pressure cylinder. The low pressure pump automatically gees out of action at about 300 pounds to the square inch. The pressure then runs up rapidly with only the small cylinder working, but the operator can control this rapidity by reducing the stroke. The weighing mechanism is erected immediately be- hind the cylinder. While this arrangement takes up a little more space by adding about 6 per cent. to the total length of the machine, its advantages over placing the levers above the cylinder are obvious. The weighing levers and beams are mounted on a trussed frame, which makes the weighing mechanism entirely self contained. The total pull of 600,000 pounds is divided between two bell crank levers placed one above the other. These ievers are very massive and cast in steel. The leverage is further reduced in the usual manner. The beam is of the micrometer screw type—that is, the poise is moved cut on the beam by a screw lying along its top, and the end of this screw has a divided head. The marking on the beam is only for even thousands, and the divided MACHINE, head on the screw gives the reading for every 5 pounds up to 1000. The poise is divided into two equal parts, and as each half travels the length of the beam this device is equivalent to a beam twice as long fitted with a poise in one piece, and the delicacy of reading due to a long beam is thereby obtained. In use the operator throws into gear one poise and runs it out to the end of the beam. At 300,000 pounds this poise is at the end of the beam and is automatically thrown out of gear with the screw. If the specimen runs beyond 300,000 pounds the operator throws in the next poise without moving from his position and runs it out until the specimen breaks. The macnine has been subjected to very severe tests in operation. It has carried .considerably beyond the rated capacity when testing it. In use it has proved 665 fathoms of 3 3-16 inch chain and broken 33 triplets in 6 hours. The time for breaking the 33 triplets was 1% hours. They are required to exceed 510,000 pounds, which ali of them did, and one of them went up to 548,- 000 pounds. It is claimed that this is by far the quick- est werk ever done on a testing machine, and it is nota- ble that on careful inspection after the continual heavy banging due to the recoil not the slightest ad’ ustment was found necessary. May 22.1902 The Jones Mixer Patent Decision. Summary of the Opinion of the Supreme Court. WASHINGTON, TD. ©., May 20, 1902.—The opinion of the United States Supreme Court in the case of the Car negie Steel Company rs. the Cambria Iron Company, in volving the validity and infringement of the so called “Jones mixer” patent, the conclusions of which were briefly announced by the csurt on the 5th inst., has been completed by Justice Brown, and comprises a very elaborate discussion of modern methods of steel mak- ing. The art is carefully traced up to the date of the Jones patent, and. in ¢onnection with the alleged an ticipation of his device a considerable number of inven tions alleged by the defendant to be more or less simi- lar to that of Captain Jones are minutely described in such a way as to differentiate them from the method pursued with the use of the ‘‘ Jones mixer.” An inter- esting feature of the opinion is devoted to a descrip tion of the exact manner in which the defendant in this case infringed the Jones patent, for it will be re- membered that in the argument in the Supreme Court counsel for the defendant asserted that if the use of the mixer made by the Cambria Iron Company was an infringement, then all the iron and steel makers in the country were open to a similar charge. In discussing the case the court first takes up the question of anticipation and describes the British patent to Tabbener in 1856, the object of which was to dis- pense with the necessity of employing large furnaces, using in lieu thereof several similar furnaces discharg- ing their contents into one reservoir; next, the Deighton patent, which the court said presented the common in- stance of a patent which attracted no attention and was commercially a failure; third, the American patents to Durfee in 1871, which the court says cover a process so manifestly different from that described by Jones that it demands no further attention; fourth, the Witherow patent, which “seems to have been merely to provide a reservoir for the storage of the large quantity of metal from the blast furnaces and to maintain its heat until the comparatively small quantities required in the con- verters had been drawn off for use.” All these were dis- posed of as having no bearing on the case. Referring to certain methods of handling hot metal which have not been covered by patents, the court says: What Made the Jones Process a Success, “To enable the Jones process to be successfully car- ried out it is necessary: 1, That the intermediate reser- voir or mixer should be of large size, ‘say 100 tons’ ca- pacity; 2, that it be covered to prevent the access of cold air from without; 3, that it be provided with a stop, so that it may not be tilted so far as to be emptied of its contents; 4, that a quantity of molten metal so large as to absorb all the variations of the product of the blast furnace received into it and thus to unify the met- als discharged into the converters be constantly re- tained in it. None of the prior patents or processes to which we are referred meets these requirements. In- deed, it is scarcely too much to saythat none meets more than one of them. When we add to this that none of them was ever used, or was ever susceptible of being used, without material alteration, to carry out the Jones process, it is evident that the defense of anticipation by prior patents rests upon a slender foundation. “Our attention is also challenged to certain unpat- ented practices, among which is one known as the Whit- ney foundry practice for the casting of car wheels, wherein the metal is tapped from three cupolas into an open reservoir of 8 to 10 tons capacity, permitted to mix and even up in it, and the charges withdrawn to be cast into car wheels, the reservoir being maintained half full. The practice was to run the metal from the cupola fur- naces into the reservoir ladle until it was nearly full, then to begin pouring out charges into the casting ladles, while still continuing to pour metal into the ladle from the furnaces, the ladle being kept approximately full during the working day, when it was emptied and re- filled on the following day. Aside from the fact that this process has only to do with cupola metal, uniform- THE IRON AGE. itv in which was largely secured by a careful selection of the pig iron charged into the cupola furnace, and had no reference whatever to the direct process of charging eonverters with the product of blast furnaces, it appears that while Whitney recognized the fact that the charges of iron from the cupolas when run together into the ladle would mix, it appears that with this running to- gether of the different charges the mixing operation ended. The maintenance of a permanent pool, and the constant pouring in and out in ladlefuls—the essence of the Jones invention—had nothing to do with the proc- ess,” Coming to the final question as to the infringement by the defendant of the Jones patent, the court de- scribes in detail the so-called Bessemer intermediate ladle ‘used by the defendant and generally by all Amer- ican mills manufacturing steel by the Bessemer proc- ess’ pricr to the Jones invention. Continuing, the court Sas: “It appears elsewhere in the testimony that the in- termediate reservoir or ladle was from 15 to 18 tons ca pacity, and the converter from 6 to 8 tons; that the mol- ten metal was tapped from the cupolas into the reser- voir and withdrawn for the converter, and as the inter mediate ladle held considerably more than the amount of metal necessary to charge a converter, there was some incidental mixing; but the main and perhaps the only purpose of the reservoir was for storage, and if any quantity cf metal were left in the reservoir it was by accident rather than by design. It will be noticed, too, that the reservoir was open at the top. It does not appear to have been made use of in carrying out what is known as the direct process, the difference being that the cupola practice furnished a metal for the Bessemer converter that was uniform in composition, or practical- ly so, while the direct metal was largely variable in com- position. Description of the Cambria Mixer. “The testimony further shows t