The Iron Age 1903-02-12: Vol 71 Iss 7

THE A Review of the Hardware, Iron Published every Thursday Morning by Davi’ Vol. 71: No. 7. Alphabetical index to Advertisers ‘* Classified List of Advertisers..... aa Advertising and Subscription Rates “ biases S SAVES Time, Belts, Meney. GreatestStrength apoy = Fuusnedvowe With Least Metal. Send for Circulars and Free Samples. THE BRISTOL CO., Waterbury, Conn. oe a CORD Also pecnchugecte and Fnoaix SAMSON CORDAGE WORKS, Boston, Mass. TURNBUCKLES. Bases Odies. as Broadway, New York. Cleveland City Forge and lronCo., - Cleveland, Q PILLING AMEE PILLING & CRANE, Girard Buliding, Philada. Lewis Biock, Pittsburgh. Empire Re er. eae e Oey ae Seen New York. APOLLO BEST BLOOM GALVANIZED IRON All workers in galvanized iron agree that Apollo is best. It is cheapest too. American Sheet Steel Company, New York New York, Thursday, Reading Matter Contents.........page 60 8] Bristol’s Patent Steel Belt Lacing, re cra: Be wai aia Bai a oat ty “oe 706 IRC” ‘GE ery and ms 1 Trades. »» 232-2388 William St., New York. co vp $8.00 a Year, including Postage Single Copies, Ten Cents. 190}. Hammerless Gun Guaranteed for Nitro Powders. Grade K. Made with Remington Blued Steel Barrels, $25.00. Grade K ED. Made with Damascus Barrels and Automatic Ejector, $35.00. Send for handsome new Catalog, just issued, containing complete description of Guns, $25.00 to $750.00. Mailed free. REMINGTON ARMS CO., IL.ION, N. DZ. 313-317 Broadway, New York. 86-88 First Street, San Francisco, Cal. Seld by all Gun Dealers. Net Retailed by the Manufacturers. REGULAR SATTERM. HARTFORD, CONN. asus PATTERN. 0 oO |: GAPEWELL HORSE NAILS: i+ New YORK, Branches : PORTLAND, ORE., > )& PHILADELPHIA, BUFFALO, 4 gq CHICAGO, DETROIT, BALTIMORE, 5 ST. LOUIS, CINCINNATI, NEW ORLEANS, a J - BOSTON, SAN FRANCISCO, DENVER. 2 , 4 THE CAPEWELL HORSE NAIL COMPANY 3 he nm ie 2 Hh z — re > _— = 4 SS = »>* S => >> >. —~ Oe ae ~ Jenkins ’96 Packing. Makes perfect joint instaptiy; does not have to be followed > Makes joint that will last for years on all pressures — 8s, acids, &c. Does not rot, burn, blow or wr out. oe highest_award—Gold Medal—at the Pan-American Expo- sition. All Genuine Stamped with Trade Mark. JENKINS BROTHERS, New York, Boston, Philadelphia, Chicago, THE AMERICAN TUBE & STAMPING CO. HOT AND COLD ROLLED Successer to SEE 153 STRIP STEEL. The WILMOT & HOBBS MF6. CO. PAGE . MAGNOLIA METAL. Best Anti-Friction Metal for all Machinery ae London, Chicago, Montreal. Pittebeseh. Boston We manafses ure all grades of Babbitt Metals YORK. at competitive prices. SF Xa Wes we a Le 4 as 4 oo ee ee ‘ oe ee 2 THE. IRON AGE. | ANSONIA BRaAss p” COPPER CO. MANUFACTURERS OF BRASS AND COPPER Seamless Tubes, Sheets, Rods and Wire. : ESTABLISHED 1845 N. Y. Store, No. 122 to No, 180 Centre St. Providence Store, No. 181 Dorrance St. an‘ No, 152 Eddy St. GERMAN AN SILVER "= IN SHEET, ROD AND WIRE SOLE MANUFACTURERS Tobin Bronze z Mc ge ™ = ie ar) Pere - <1 > nme ~ ; ~ SP NEE ges eet ST 1h re eer. 2 I, MINER RNR, om Goo : % : : > : x TAY a v5 ; } (TRADE-MaRK REGISTERED.) for : Condenser Plates,Pump Linings, Round, ' 2 Square and Hexagon Bars, for Pump Key Stock i Piston Rods and Bolt Forgings. Cutlery Metal : Seamless Tubes for Boilers as Dacian. Electrical Purposes 99 John Street, - - New York. Plated Ware | also 66 ’ 99 : Randolph-Clowes Co., ¢)“Pope’s Island White Metal oe: Main Office and Mill, for like uses when extra drawing | es WATERBURY, CONN. and spinning is required. Pet | teidianialiaideiheg WRITE FOR SAMPLES. |. SHEET BRASS & JOPPER. 9| RAAAAAAAARAA AAA : BRAZED BRASS & COPPER f GENUINE No. 1 BABBITT. ; : TUBES. c smateeampahesy, 3 — Sscamess cess. Sle Huhta ie” ; | |e eX yen . nS paso GREATEST DURABILITY. ; % New York Office, 258 Broadway, Postal f Bridgeport Deoxidized Bronze ¥| >. ag Telegraph Bldg., Room 715, € and Metal Company, ¥ Px Chicago Office, 602 Fisher Bldg. € Bridgeport, Conn. 3 Sper @weowreere Ee Nec Nee aN Ne Nie ete we; ae Matthiessen & Hegeler Zinc Co., LA SALLE, ILLINOIS. SMELTERS OF SPELTER AND MANUFACTURERS OF a Le oot ey sag SHEET ZINC AND SULPHURIC ACID. em Special Sizes of Zinc cut to order. Rolled Battery Plates. * Selected Plates for Etchers’ and Lithographers’ use. ee. Selected Sheets for Paper and Card Makers’ use. aE Stove and Washboard Blanks. ZINCS FOR LECLANCHE BATTERY. = UT ak = TiLN cee J, RYAN & CO; ice . . Ta West M >e St., Chicago. oe Best Saar nret rr NS ati or anne te ae 1} | BRASS, BRONZE and ALUMINUM CASTINGS. : AOA £2 FalikO)" Founders, Finishers, - WORK TO ORDER. SEND FOR OuR 1008 Amos T. F. WELCH MFG. CO., 68 SUDBURY 5 aaeauey OranET, 7, BOSTON a HENDRICKS BROTHERS ge PROPRIETORS OF THE | Belleville Copper. Rolling Mills, Brasicrs’ Bolt "Small Sheathing COPPER, COPPER WIRE AND RIVETS. and Dealers in Ingot Copper, Block ‘Tin, Spelter, Lead, Antimony, etc. 49 CLIFF ST., NEW YORK. 29 MURRAY ST., W. G. ROWELL & CO., BRIDGEPORT, CONN. WATERBURY on B Twe PLE & Arwooo MF. Co, win Oe nt at vated, com SHBBL ANC Roll Brass —AND— WiRE PRINTERS’ BRASS, JEWELERS’ METAL, GERMAN SILVER AND GILDING METAL, COPPER RIVETS AND BURRS, Brass Butt Hinges, Jack Chain, Kero- sene Burners, Lamps, Lamp Trimmings, &c. NEW YORK. 144 HIGH ST., BOSTON. 199 LAKE ST., CHICAGO, FACTORIES : WATERBURY, CONN. ROLLING MILL : THOMASTON, CONN. SCOVILL MFG. CO., Manufacturers of BRASS, CERMAN SILVER Sheets, Rolls, Wire, Rods, Bolts and Tubes, Brass Shelis, Cups, Hinges, Buttons, Lamp Coods. SPECIAL BRASS GOODS TO ORDER Factories, WATERBURY, CONN. DEPOTS: CHICAGO, NEW YORK, BOSTON. JOHN DAVOL & SONS, AGENTS FOR Brooklyn Brass & Copper Co., DEALERS IN COPPER, TIN, SPELTER, LEAD, ANTIMONY. 100 John Street, - New York. Arthur IT: Rutter SUCCESSOR TO WILLIAM S. FEARING 256 ‘Broadway, NEW YORK. Small tabing in Brass, Copper, Steel, Aluminum, German Silver, &c. Sheet Brass, Copper and Ger- man Silver. Copper, Brass and German Silver Wire. Brazed an“ Seamless Brass and Copper Copper and Brass Rod, “PHONO-ELECTR “IT’S TOI TROLL] TELEPI an TELEG) LINES. WIRE. vt, BRIDGEPORT BRA Conn. 19 Murray St., New No bett: ws mi 4 Whee 5 vises R. A. aaa BATTLE onze ee it Rates <. HE IRON Z THURSDAY, FeEsrt The Francke Four-Ported Engine. ‘ By means of a single valve and an ingenious combina- tion of ports the advantages of a four-valve engine are obtained in the Francke four-ported steam engine, which has just been placed on the market. As will be observed by the accompanying illustration, the engine is of the in closed type, is very compact, occupying but small space, and presents a neat appearance. At present the engine is built in sizes ranging only from 5 to 25 horse-power Larger units are being designed. The engine is of the high speed type, the smaller sizes operating as high as GH aRY 12, 1903 It has only one valve, so designed as to give a per- fect four-valve steam distribution and so simple in con- struction that the first cost is no higher than any first- class sitaple engine, while the highest grade of work- manship and material is maintained, and the final cost is materially less, due to reduction in cost of foundation, erection and transportation. From Fig. 2 it will be noted that the valve is simply a cylinder with a steam port on one side end an exhaust port on the other, turned on the outside to fit a cylindrical bushing containing the ports leading to the cylinders, and on the inside to. fit a tube eontaining rHE FRANCKE FOUR-PORTED ENGINE 1000 revolutions per minute. It is built either with auto- matic or with throttling governor for direct connection or belting to dynamos, centrifugal pumps or similar ma- chinery. The novel arrangement of the ports and the single valve are calculated to give to small engines the economy of larger units in use in present practice, and at the same time to adhere to the simplicity of small en- gines now in use. W. J. Francke of New Brunswick, N. J., is the designer and builder of the engine. Thomas C. Maxfield of 120 Liberty street is sole sales agent. The engine is of vertical type, containing two cylinders, with the valve placed between them, thus being enabled to serve both cylinders. An advantage claimed for this engine is that it is not four-ported in the sense of having four ports to multiply the clearance space and thus making it necessary to close the exhaust early to get compression at the expense of an economical point of release, but that all its functions—lead, cut off, and even compression and release—are entirely inde- pendent of each other. the live steam ports, and is rotated by a pair of bevel gears from the shaft running constantly in oil. A sim- ple mechanism and one not liable to wear or injury from shock, jar or vibration. The speed at which it may be run with absolute safety from injury of any kind is only limited by the speed which good engineering prac- tice has demonstrated as possible for pistons and con- necting rods properly counterbalanced and cushioned by a valve, with which the exhaust port can be closed at a point where the perfect cushioning of the reciprocating parts is attained. The valve is connected to the governor by means of a substantial spindle which drives the governor and makes the valve and governor practically one integral part, the valve rising and falling with the motion of the governor in a ratio determined by the relative length of the governor arms. The steam port in the valve, one edge of which determines the lead given to the engine, is cut longitudinally with the valve on its inside diam- eter, so that the up and down motion imparted to the valve by the governor does not change the position of the valve with relation to the position of the piston, and the lead is maintained constant and may be changed at will without interfering with cut off, release or com- pression. On the outside diameter of the valve the form of the port changes so that two ports are formed which have a slant corresponding to the slant of the ports cut in the bushing in which the valve rotates, consequently when the valve is raised by the action of the governor the cut off takes place earlier, and when the valve is lowered it takes place later, without in any way changing the lead, release or compression. The exhaust port in the valve is simply a slot cut longitudinally with the valve, one edge of which opens the port and the other edge closes it. As the valve edge which opens the port does not close it, which it does in case of the reciprocal valve motion, the position of the opening edge may be set in exactly the position which is determined by the indicator to be the best for the speed at which the engine is to run without interfering with lead, cut off or. compression, and the closing edge may be set in exactly that position which is determined THE IRON AGE. fic OMP — \ C RESSION, Lj February 12, 1! 03 ing rods and pistons, shorn of the weight of cross head and piston rod. The governor is of the centrifugal type, connected directly to the valve spindle itself, both the weight and the valve being driven by bevel gears from main shaft, operating continually in oil; the governor’s only func- tion being to raise or lower a light balanced valve, ac- cording to the load on the engine. By means of this mechanism very close regulation is obtained with light weights and springs and the simplest form of construc- tion. ° For lubrication ring oiling bearings are used for the shaft and an oil bath for the running gear in the crank case. A sight feed lubricator takes eare of the pistons and valves. The exhaust steam impinges on the flat surface of the exhaust valve port, forming an oil sepa- rator, which spreads the oil over the entire valve surface. _ — The Niagara Falls Steel Tower Condemned. The Niagara Falls steel observation tower is to be torn down before the end of the present year. This de- Fig. 2.-——Sectional Views. THE FRANCKE FOUR-PORTED ENGINE by the indicator to be the best to get compression neces- sary for the economical use of steam and that smooth running and freedom from shock which is so essential to high speeds, without interfering with the lead, cut off or release. It will be observed, therefore, that this single valve in its simple elementary form gives a four-valve dis- tribution of the steam superior to four-valve reciprocal distribution in that it allows even the release and com- pression to be set independently of each other. It also allows high speeds to be attained without the shock, jar or vibration incident to the rapid reversals of heavy moving parts in the reciprocating valve motion, and gives an automatic variable cut off without that ex- cessive and wasteful compression which in many high speed engines actually exceeds the initial pressure and when the steam ports open for the lead reverses the cur- rent of the steam for an instant, actually driving the steam back into the.boiler instead of allowing it to flow freely to the engine at the most important moment. By referring to the cut it will be seen that the reqiprocating parts of the conventional type of engine have been almost entirely eliminated, leaving only the two connect- cision on the part of the controlling company comes as a result of litigation that had a somewhat novel origin. The tower stands on the riverway, opposite Prospect Park, and about 1000 feet back from the American fall. The tower is 351 feet high, and at its base the Tower Hotel is built around it. In winter time the’ prevailing winds at Niagara Falls are from the southwest, and it has been found that these sweep the spray cloud of the falls against the tower hights, where the icy breath of winter congeals it. At times the tower has been’ quite coated in some parts by this frozen spray. Adjoining the tower on the north is a museum which has a glass roof. In times of thaw the ice on the tower has fallen and broken the roof of the museum building, doing s me little damage. The owners of the museum instituted suit for damages,and a substantial verdict was awarded, while it was further ordered by the court that the com- pany should tear down the tower or abate the nuisance. This the owners of the museum claim the company have failed to do, and anorder wasobtainedinthe Supreme Court commanding the tower company to show cause why the tower should not be torn down. The case was referred, and one hearing was held*before the referee, when final- February 12, 1903 ly the tower company capitulated and agreed that they would remove the tower before the end of the year. The tower is a familiar object to all who have visited Niagara, and those who have ascended to its top have enjoyed a magnificent view of the surrounding country. From its top it was possible to see the buildings of the Pan-American Exposition and searchlight signals were exchanged with the Electric Tower on the exposition grounds, while the tower shaft of light was hurled toward the hights back of Toronto, Ontario. It has been standing about ten years, but its misfortune is to be lo- cated too near the spectacle of which it was designed to afford a remarkable and memorable view. —_———______ The Manufacture of Bolts and Rivets from Drawn Rods. Our attention having been attracted to the great in- crease in recent years in the use of heavy wire or drawn rods in the production of bolts and rivets, we have made some inquiry relative to this matter and have received from the manufacturers some very interesting informa- tion. This information is reproduced below in the form of extracts from the letters received, the names of the writers being withheld: “The use of drawn rods is increasing very rapidly in the manufacture of bolts, and we think they are supplanting rolled rods, for the reason that a larger output from the machines can be obtained, owing to the uniformity of diameter, and the waste is reduced to a minimum by reason of the fact that with drawn stock there are comparatively few defective bolts, and the spread between drawn stock and rolled rods is so small that bolt makers are finding it economical to use the drawn stock. This condition will be dependent entirely upon this difference in price, and should the difference decrease, the use of the drawn stock would increase, and vice versa,” . ‘According to our observation, during the last ten years, the use of drawn rods has increased, and we think for many kinds of bolts they are supplanting rolled rods and the tendency is all in that direction. How- ever, there are several varieties of small bolts for which the rolled rod is still used and likely to be for some time to come. As. the leading sizes of small bolts, such as carriage bolts, are made from sizes of rods that are sold flat when drawn and are subject to extras when rolled it is quite a matter of economy in using the drawn rods. Formerly rolled rods were usually delivered in 12-foot lengths, and as drawn rods are delivered in large coils there is quite a percentage of waste saved. Further- more, in many machines for upsetting and heading bolts feeding from a coil is necessary.” “It is customary to use drawn stock for making bolts and rivets by the cold process. The reason for using drawn stock is that it is nearer to size than stock which has been rolled, and is free from scale, which is neces- sary when the cold process is employed. The process of manufacturing bolts and rivets on cold headers is fast supplanting the hot process for these reasons: The daily production is greater and the quality of the work is better. Cold machines are automatic and a group of machines can be operated by one man. ‘The hot ma- chines in almost every case are hand fed, and one opera- tor is required for each machine, and in some cases two operators are needed—one feeds the stock into the ma- chine and the other heats the stock.” “ Bolt and rivet makers who use solid dies for head- ing are using the drawn iron, as it must be very accurate to be thus used. It comes in coils and is straightened in the machine automatically while making the bolt or rivet. I think up to 14 inch is about as large as it is being used that way, that is, in coiled wire. When larger than that it comes in rods; I think, however, where this class of work is required to be accurate they are using more and more of the drawn rods, but not in coils, as it would be difficult to straighten. I think the michine screw makers are using this drawn iron and are using the machines to put the head on and doing aw:y to some extent with the milling from the rod, THE IRON AGE. which must be as large as the head to be made. Our machines are doing this and we have sold several for this purpose. Up to the present time, and to some ex- tent now, coupling bolts are made from iron as large as the head is to be and then milled down, making per- haps 50 to 100 bolts per day, while a header now getting into use will take the blanks cut from the drawn rod and will put a standard head on a 1-inech diameter coupling bolt and will turn out from 2000 to 3000 per day, making the bolt almost perfect as it comes from the machines. This, however, is done hot. We are inclined to think that this class of stock will be used more and more.” “The use of drawn rods and wire has increased very greatly in the past few years in bolt making. At the present time nearly two-thirds of our material used here for making bolts is of wire, whereas we once used wholly hot rolled rods.” “We make no rivets larger than 7-16 inch in diam- eter, and we make these, and always have made them, out of wire which, of course, is drawn from rods.” “In our business we use none but bright drawn stock, and for fine goods this is the only stock to be used. For rolling threads on larger bolts, and where the heads are made hot, we think the rolled stock will not be supplanted at present. When rolling screw threads on blanks it is necessary that the stock should be fairly round in order to bring up a full thread, and it is rather difficult to make hot rolled stock close enough to give a perfect rolled thread, but for larger work, as track-bolt thread rolling, and the rougher class of threads, it is not absolutely necessary that the thread should be full on the entire bolt.” “As to the use of drawn rods, we would say that if this stock was a trifle higher than the rolled rods it would be preferable on account of its being rolled nearer to size and more nearly round. At a less price it would be much more preferable. No doubt the reason of its being used more largely is on account of its price. As long as the price remains so that it is practicable for us to use it, we shall certainly continue to do so.” “To the best of our knowledge drawn rods are not used at all in the manufacture of machine bolts. We believe this class of material is used exclusively by the manufacturers of the lighter class of bolts, as as stove and tire bolts, machine screws, &c., or, in other words, such class of work as can be upset cold. You will read- ily see that the accuracy of a drawn rod would be of little value where the bolt is forged hot.” “It is our observation that the use of drawn soft steel in coils is increasing in the manufacture of small short bolts. The reason is obvious—-namely, the cost of fuel and a man to heat the stock. One man can run two or more machines that make a neater bolt, which we think covers the extreme cost of material and tools.” “Tt has been our experience that there is greater economy in the use of drawn rods than of rolled rods whenever there is any turning to be done. The drawn rod comes more accurate in size, has a better finish, and is easier on tools.” “ Rivets 7-16 inch in diameter and smaller are made from drawn rods or wire and are headed cold; % inch and larger are upset hot, and as far as we know rolled rods are used instead of drawn. We make some % inch cold from wire, but the bulk of ™%4-inch rivets are hot made.” “We are of the belief that drawn rods are being used more and more in the manufacture of bolts.” icici During the past year the Michigan College of Mines, Houghton, Mich., has added to its plant two needed buildings. One of these is occupied by the departments of civil and mining engineering. In addition to the usual class and lecture rooms, it provides a large draft- ing room and extensive mining and hydraulic labora- tories. The other building is devoted to the needs of the department of chemistry. The year book issued by the college contains interesting information con- cerning its location, the question of employment of its graduates, &c. It contains also two valuable maps of the copper and iron districts of Michigan. <r; a eee i fh 8 Ls 4 THE IRON AGE. The Inauguration of President Hum- phreys of Stevens Institute. On February 5 there was inaugurated as president of Stevens Institute of Technology, Hoboken, N. J., Alex- ander C. Humphreys, who succeeds the late Henry Mor- ton. The ceremonies began on Wednesday evening, Feb- ruury 4, with a reception given by the alumni to Presi- dent Humphreys in the Carnegie Laboratory. On Thurs- day afternoon the formal inauguration took place. After prayer by the Rev. Edward Wall, the president of the Board of Trustees, S. Bayard Dod, delivered an address, Prof. Chas. F. Kroeh then speaking on behalf of the faculty; W. F. Zimmermann, on behalf of the alumni; Chas. F. Thwing, president of the Western Reserve Uni- versity, on behalf of the universities and colleges, and H. S. Pritchett, president of the Massachusetts Institute of Technology, on behalf of the schools of engineering. Andrew Carnegie was also one of the speakers. The oath was administered by Hon. W. J. Magie, Chancellor of the State of New Jersey. President Humphreys then delivered his inaugural ad- dress, which comprised a discussion of the specific needs of the institute as he conceived them and a consideration of his ideals of a technical education. “In the past,” he said, ‘“ there has been a tendency in our technical schools to specialize too closely. Gradu- ates of technical schools are sometimes to be heard re- gretting that they had not first taken a B.A. course. Part of this, no doubt, is a well grounded regret ocea- sioned by a too narrow training, but part of it is the natural inclination we all experience to long for that we do not possess and lightly regard what we have grown familiar with through years of use. No doubt every pos- sible effort should be made to include in the engineer- student’s curriculum all that the four years will safely contain of such nontechnical studies as will be best qualified to make the course broad as a whole. But let us be careful that the reaction from the fault of too close specialization does not carry us to the other ex- treme. “First our students should be thoroughly and com- pletely trained in the fundamentals required in the prac- tice of their profession. They must be given a working knowledge of the higher mathematics and an accurate knowledge of the fundamental laws of nature; and throughout the course they must be trained to apply in the drawing room, the shops and laboratories, the mathe- matics, chemistry and physics (especially mechanics and electricity) learned in the lecture and class rooms. There are certain studies which cannot be omitted properly or safely from any engineering course, be it mechanical, civil, mining, electrical, or any other. I should include in this list English, logic, history, modern languages, economics and business methods. ‘“‘ All this and more must be covered in a course which claims to harmonize theory and practice, for the engineer who is most practical in the shop may be most unprac- tical in business affairs, and here it is to be understood that the engineer must find his success within the limi- tations of commercial conditions.” On Thursday evening a dinner was given by the alumni to President Humphreys, a very large and dis- tinguished company being present. C. S. Ackerman, president of the Alumni Association, presided, and speeches were made by Bishop Burgess, Col. E. A. Stev- ens, a son of the founder; S. Bayard Dod, president of the Board of Trustees; Franklin Murphy, Governor of New Jersey; Professor Chittenden, director of the Shef- field Scientific School at Yale; Prof. Edgar Marburg of the University of Pennsylvania; Dr. H. S. Pritchett, president of the Massachusetts Institute of Technology; Tracy Harris, president of the New York Princeton Club; Malcolm S. Greenough, president Cleveland Gas Company; Dr. R. H. Thurston, director Sibley College, Cornell University; Dr. Chas. F. Chandler, Columbia University; Col. H. G. Prout, editor Railroad Gazette for the engineering press; Gen, A. W. Greely, for the United States Army; Walton Clark, general superintendent United Gas Improvement Company; Eben BE. Olcott, February 12, 1903 president American Institute of Mining Engineers, and Capt. W. H. White, vice-president of the Lotos Club. Two announcements of interest were made. The first was that Col. E. A. Stevens, son of the founder of the institute, had presented to the school the land needed for a dormitory. The other was made by Professor Marburg of the University of Pennsylvania, and was to the effect that the university had conferred upon Presi- dent Humphreys the honorary degree of Doctor of Sci- ence. The new president spoke on the bearing of technica) education on commercial supremacy. The United States, he said, have an advantage over Great Britain in their provisions for technical education and over both Eng- land and Germany in the matter of caste distinction. He said in part: ““In the atmosphere of political and social freedom in which we iive and work our technical training has its full opportunity. The Englishman enjoys a_ personal liberty equal at least to that we enjoy. He will not sub- mit to some things we do submit to. But, as it seems to me, we only submit to tyranny so long as we fail to recognize its strength. “Unfortunately we are too spasmodic in our protests and too easily hoodwinked by our political bosses. In England the governing body is a class in which the tra- ditions of caste are still supreme. Those who rebel do so generally because and only as long as they are re- fused an entrance within the sacred portals. We have only a weak reflection of these conditions. When this question of commercial supremacy is discussed in Eng- land, Germany is generally referred to as being tech- nically ahead of the United States. “This is no doubt true in certain departments of ap- plied science. Practically I do not believe it is true. Germany has a strong tendency to standardization in education, which is dangerous. “Here also we are free to pursue such educational lines as the several institutions believe to be for the best. Competition and emulation here work for good, as in all the practical affairs of life. “It is not enough that the technically trained en- gineer should be practical in the shop and in the field; he must be practical in his ability to meet business men on their own ground. ° “Some engineers fail to secure success because they carry too large a proportion of science; some because they have not enough, and others because they fail to recognize that commercial efficiency must outweigh theoretical efficiency. The training of the engineer must be a harmonious blend of science, practice and commer- cial judgment. And here, though we can yet do much to increase the percentage of graduates of this quality, we are, so far, ahead of the world.” Alexander Crombie Humphreys came with his parents to America when he was eight years of age. He was born March 30, 1851, in Edinburgh, Scotland, of English and Canadian descent, his father, E. R. Humphreys, be- ing a well-known educator. The family took up its resi- dence in Boston, where the boy attended school and later, receiving an appointment to the United States Naval Academy, successfully passed a special test ex- amination. It was then discovered that he was less than 16 years old, and he was on that account rejected. He, therefore, entered upon a business career, intending at the proper age again to apply at the Naval Academy. ‘His first experience was in a Boston insurance office. In 1866 he came to New York and remained with the Guarantee & Indemnity Company until 1872. In that year he was appointed secretary of the Bayonne & Greenville Gas Light Company of Bayonne, N. J., with charge of their business interests, and the following year was given full charge as superintendent. Thus be- gan what has been his life work in the line of gas works engineering. Desirous of adding to his acquirements in practice the training of a technical school, he obtained from the com- pany’s directorate permission to absent himself two mornings of each week to attend the lectures at the Stevens Institute of Technology. Entering the school in 1877, he was graduated in 1881, having devoted to his studies only such time as he could spare from business February 12, 1903 THE during the four years. So unusual and so praiseworthy was this that resolutions of commendation and con- gratulation were adopted by the faculty of the school on June 11, 1881, this probably being an act unprecedented in the history of education. In the year of his graduation he became chief en- gineer of the Pintsch Lighting Company, and thereafter erected Many gas plants, conducted experimental work and gained knowledge of railroad car equipment. In 1885 he accepted the position of superintendent of con- struction of the United Gas Improvement Company of Philadelphia, and shortly thereafter was made their general superintendent. Of what be accomplished in this posi- tion nothing can better be said than the following, taken from an editorial in the leading organ of the gas in- terests: **Mr. Humphreys has built up the present system of management of controlled companies that is the admira- ALEXANDER C. HUMPHREYS. tion of gas men throughout the world, and which en- ables the company’s small army of employees to be worked as a unit. In 1885 the company had practically no well defined system for managing their various prop- erties, which at that time numbered less than ten. Dur- ing the next two years, while the new system was be- ing developed, more than 20 works were added to the number. The development of the Humphreys system, which is the chief distinguishing work of the author, had to be undertaken without any guide in the way of previous experience and nothing to copy after.” Ultimately Mr. Humphreys was given charge of the company’s department for sales of water gas apparatus, and also the commercial branch of the operating and purchasing department. For nearly ten years he con- tinued his association with this company, his resignation taking effect in August, 1894. As was said at that time, be had “ compressed more hard work and energy into those ten years than the average engineer would expend in his generation.” A tribute to his work at the time of his resignation said: “An impartial histcry of the progress of water gas during the past 20 years must place in the foremost ranks three names. These are Lowe, Granger and Hum- phreys. To the first belongs the palm of mechanical success: to the second, that of commercial success; to [IRON AGE. 5 the third, that of the perfect development of both of these. If such a history were to be confined to a single chapter the caption of that chapter might well be writ- ten: Water Gas, Before and After Humphreys.” Previous to the time he resigned as general super- intendent of the United Gas Improvement Com- pany, the firm of Humphreys & Glasgow had already been established in England. Mr. Glasgow was also a graduate of Stevens Institute, being one of the class of 1885, and had been with the United Gas Improvement Company from the time of his graduation. In 1894 the firm established an office in New York City; in England the business being the construction of water gas appa- ratus and in America that of consulting gas engineers. The London office of Humphreys & Glasgow has con- structed a large amount of water gas apparatus of the double superheater type with a daily capacity of 130,- 375,000 cubie feet, while the United Gas Improvement Company, their American colleagues, have constructed apparatus whose daily capacity is 305,025,000 cubic feet. Installations ‘of Humphreys & Glasgow carbureted water gas apparatus have been made in Scotland, Ire- land, Denmark, Belgium, Cuba, China, Holland, Ger- muny, West Australia, New South Wales, New Zealand, Japan and Switzerland. Both Mr. Humphreys and Mr. Glasgow have contrib- uted generously to gas literature. Among Mr. Hum- phreys’ writings is “* Water Gas in the United States,” a lecture delivered in 1889 before the British Association for the Advancement of Science. Mr. Humphreys has been the chief executive officer of more than 50 gas and electric light companies, and was for a time president of the Syracuse Gas Company, Syracuse, N. Y.; vice-president of the United Coke & Gas Company, Philadelphia, Pittsburgh and New York, and president City Gas Company of Norfolk, Va. He is now president of the Buffalo Gas Company, Buffalo, N. Y., and president of the Hibbard-Rodman-Ely Safe Com- pany of New York. He is a member ‘of the American Association for the Advancement of Science and of the leading engineering societies, and was president of the American Gas Light Association for the year 1898-1899. Mr. Humphreys has constantly manifested a deep in- terest in the Stevens Institute and in its graduates. Since his appointment as member of the Board of Trus- tees of the institute he has been one of its most infiu- ential members. On the Finance Committee of this board he has been of especial service. Upon the death of President Morton the suggestion that Mr. Humphreys should be bis successor met an instantaneous response from the trustees, faculty and alumni, and a unanimous sentiment that he was the best man that could be named for the position. At the next meeting of the trustees he was elected, but his-business affairs were so pressing that he was unable to accept until he had arranged them so as to enable him to devote to the office of president the time and energy which it required. This he did a month later, when he cabled his acceptance from Lon- don. -_ The Union Club has been formally organized at Pitts- burgh, and will occupy quarters on the two top floors of the Frick Building, in that city. The membership of this club is made up of a large number of prominent iron and steel manufacturers in Pittsburgh, and the appointments of the club are said to be among the finest in the country. The new club will be formally inaugu- rated on Monday, February 16. The following Board of Directors was elected: Reuben Miller, John G. Holmes, William B. Schiller, R. B. Mellon, R. H. Boggs, J. Ram- sey Speer, Albert J. Barr, Thomas Patterson, C. A. Painter, George T. Oliver, Joseph R. Woodwell, F. T. I’. Lovejoy, W. E. Corey, William Watson Smith and William A. Carr. The following officers were elected: William B. Schiller, president; R. B. Mellon, vice-presi- dent; William A. Carr, secretary and treasurer. John G. Holmes, chairman, R. B. Mellon and George T. Oliver constitute the Htiuse Committee, while the Mem- bership Committee is composed of Reuben Miller, chair- man, Joseph R. Woodwell, F. T. F. Patterson and J. Ramsey Speer. Lovejoy, Thomas ae ed ee a de oF Schade bi a Bd es 1 ' 4 ost 6 THE IRON AGE. The South Russian Iron Industry.* BY ARCHIBALD P. HEAD, LONDON. (Concluded. ) Iron and Steel Works.—Having now described the raw materials, some mention may be made of the blast fur- naces and steel works, where the finished article is pro- duced. Appendix I gives a list of the 18 chief iron and steel works in the South, together with various particu- lars as to capital and nationality. From column 6, it will be noticed that most of these works have been built since 1892, and are therefore quite modern. Column 4 shows that Belgian capital largely preponderates. Al- though the first works in this district (the New Russia Company) were started in 1869 by an Englishman, Mr. Hughes, very little English capital has flowed in the same direction. It is different with Belgian capital. Since the establishment of the first Belgian company, the February 12, 1903 in repairing it. If to this be added the cheapness of manual labor, there are sufficient reasons for the avoid- ance as far as possible of all complicated machinery. Generally speaking, a proper mean course has been fol- lowed between too much mechanism on the one hand and too wasteful an expenditure of labor on the other hand. After making due allowance for these conditions, the design and workmanship of some of the most mod- ern blast furnaces and accessory appliances leave lit- tle to be desired, and bear comparison with some of the best plants in Europe. The personnel are, as a rule, of the nationality of the owners. Thus in works of Bel- gian or French capital the director and departmental managers are Belgians or Frenchmen respectively. In Russian works, on the other hand, positions of respon- sibility are largely occupied by Poles. The workmen are in all cases Russian. It will be seen that of the 18 important works in South Russia enumerated in Appendix I, all make pig in — a - Appendix I.—lIron and Steel Works in Southern Russia, Ref. Source No. of Name of works. Where. plans. capital. Column 1. 2 3 4 Hughes, or New Russia Co...... Hughesofka.... 1 English. Belgian and Dnieprovienne, or 8S. Russian Co..Kamensikoie... 2 Russian. Briansk Metallurgical Co........Ekaterinoslav.. 3 Russian. Russo- Russo-Belge Metallurgical Co....Volintsevo..... 4 Belgian. Russo- Donetz-Urievka Metallurgical, Co. Urievka....... 5 German. Drushkova, or Donetz Iron & Steel GAA ii ss Han Gen emewhasse nn eee Drushkova.... 6 French. Taganrog Metallurgical Co...... Taganrog...... 7 Belgian. Nicopol-Mariopol Mining & Met- German and aliargienl O02... .cscvscvcvves Mariopol...... S Russian. Pastoukof, or Soulinskie Works..Souline....... 9 Private. Russian “ Providence’ Works... Mariopol...... 10 Belgian. Makievskaia Works-............ Makievskie....11 ‘ Gdantsevski, or Krivoy Rog Iron Pe C6 5.cak OUE Neca ee eee Krivoy Rog....12 French. Olkovaia Iron Smelting Co...... Ouspensk...... 13 Belgian. Krematorskova Metallurgical EE oi ic a 6 nhs We a oS SR oe séewes Almaznaia Colliery Co...........: Almaznaia.....15 Belgian. Kertch Metallurgical Works...... Rerteh ...s.cce 16 osee Verkhne Dnieprovienne Works...Ekaterinoslav..17 Belgian. Bielaia Blast k .rmace Co........ a 18 Belgian. £900,000 1869 and steel. ri. 1869 do. 3 1,784,189 1898 do. 3 72,335 47,135 119,470 1,972 » Production during 1900. Average No. of Finished No. of blast iron work- Paid up Date of Prod- fur- Pigiron. and steel. Total. men em- capital. start. ucts. naces. Tons. Tons. Tons. ployed. 5 6 7 8 9 10 11 12 Pig iron 267,820 159,030 426,850 8,319 764,440 1889 do. 5 209,980 170,580 380,560 6,329 1,701,005 1887 do. 5 145,780 107,790 253,570 7,068 1,579,296 1895 do. 3 150,150 122,255 272,405 2,715 845,883 1895 do. 5 109,510 31,006 140,516 3,630 702,810 1894 do. 3 94,770 79,620 174,390 2,411 1,189,522 1895 do. 3 79,148 62,356 141,504 3,166 789,684 1896 do. 2 76,770 37,410 114,180 1,769 ‘ 38,738 25,284 64,022 3,004 do. 2 47,080 16,664 63,744 1,259 ieee 1892 Pigiron. 3 52,038 Odie 52,038 820 297,365 1896 do. 2 TEE! «beeves 76,277 450 haem ces do. 2 Dae wanes 15,059 298 2 ain ee 1900 do. 2 14,688 senaee 14,688 176 ance eee hens do. 2 25,059 st lertecs 25,059 2,274 515,482. .... do. Be. atiehea! sha eees? 0 ees 396,486 New. do. BS 5 Ses) . east . wectee 1,475,202* 859,130* 2,334,332 a Totals. .5 * Later corresponding figures are as follows: Pig iron—1901, 1.482.000 tons; 1902 (rate of), 1,457,000 tons. Iron and steel— 1901, 984,000 tons; 1902 (rate of), 894,000 tons. Dnieprovienne, or South Russian Company (associated with Messrs. Cockerill of Seraing, Belgium), there has been a constant influx of Belgian capital. Out of the most important works enumerated at least eight are partially or entirely Belgian capital, while out of the to- tal number of 55 blast furnaces 21 are Belgian. The author personally visited five of these works— viz., Briansk, Donetz-Urievka, Gdantsevski, Almaznaia and Bielaia—and was much struck by the good, substan- tial and well constructed nature of the work. General- ly speaking, the structural portions of the works have been built in Russia, and the machinery in Belgium, Germany or France, or to a small extent in England and America. There is, perhaps, an absence of labor saving appli- ances in the blast furnaces, notably in the handling of materials between the stock piles and the furnace top. But it must be remembered that Russia is different from Western Europe and America, in the scarcity of skilled mechanics for the maintenance of machinery. Mechanical instinct is not a conspicuous quality among Russians, and the care and foresight exercised by those in charge of machinery are too often regulated solely by the amount of supervision and discipline to which they are subjected. Consequently thére is not* only a great liability for machinery to go wrong, but great difficulty * From a paper read before the Society of Arts, London, iron, in a total of 55 blast furnaces, and 11 are steel makers in addition. ‘The works are not concentrated in manufacturing centers, but scattered along the Ekat- erine Railway. The whole country is what is known as steppes—viz., extensive undulating plains, entirely tree- less, except by the edges of streams and rivers. Every eminence is crowned by a tumulus, said to have been erected in olden times, either to repel the Tartar inva- sions or as a burial place for chiefs. The scattered na- ture of the works and the comparative scantiness of population, as well as the want of enterprise of private builders, make it necessary for each company, whether mining or metallurgical, to erect colonies for their work people, which generally consist of comfortable houses, varying in accommodation from the eight-roomed house, containing four unmarried men per room, to the sump- tuous mansion of the director. The rainfall is small, be- ing about 11 inches per annum, due to the treelessness of the land. This necessitates elaborate and expensive arrangements for water supply at most works. At one blast furnace plant visited by the author an artificial lake has been made, 97 acres in area, holding 143,000,- 000 gallons of water, and situated 200 feet below the blast furnaces, to which water is pumped in two stages by electrically driven pumps. Blast Furnaces.—The typical modern blast furnace in the Donetz district, sich as would be suitable for the February 12, 1903 THE IRON AGE. 7 production of Bessemer or foundry pig iron, or, by the addition of manganese ore, of spiegeleisen, containing 20 per cent., and ferromanganese, containing SO per cent., of manganese, has a productive capacity alterna tively of: Ws ole oi Wa aaah thon aw wie ww ‘ 150 tons per 24 hours WPIOBCIGINOE 6 cs desc bc icsceecnivse weno = - Pe er eee oe ~~. o 34 The cost of manufacture and protits derived from these three varieties of pig iron are given in detail be- low: Cost of Foundry Pig Li Ver ton pig iron s ad See Oe. Beet SO ca cetocwss are ea eae 4 Cae. Cee. BO 6t es eked e Bdie8 sneen ie ae 4 PEE, AO UO cise ca enecenees l 4 Labor, general expenses, &¢ ‘ : wean 0 Oa ee ee ee we ee DO 0 Taking the market value at the present exceptionally \ figure of 63 shillings at the time of the author's visit, there is a protit of 8 shillings per ton. In 1890 the market value was 106 shillings Cost of Spriceyeleise Ver uu spiews St s a Iron ore. ly tons Ket aens 19 0 Manganese ore, U.6 ton popes ‘ 23 v Coke, 1.4 tons ‘ . ; ol bo Flux, 1 ton... ‘ 2 s Labor, general expenses, «ec. Shee einis 17 2 rotal... ; me O4 ] Taking the market value of spiegeleise! t £6 os. Gd., this yields protit of ol shillings 0 pence per ton Cost of Ferromangancse Per ton o erromanganes £ s a SPO Ate, Ah ROR hee awe ee erect ees ans 0 1 11 Manganese ore, 24% tomsS.......-eee0:- wi oo @ 2S 0 Coke, By TOMB. cc ccccccvcesecccsvess ose pa 2 PIM, 2 COM c ace epee ba ew see oa 66b.e 8-0 : ; oe Ss Labor, gemeral expenses, KC.... 6... eee ee eee renee 019 10 tk Cicer ey Se ECE ras came wee ON ‘aking the market value of ferromanganese at the exception- ally low tigure of £16 10s., this yields a profit of £7 10s. 5d. per ton. Import Duties.—There is an import duty into Russia on ordinary pig iron by way of Black Sea ports of £2 19s. 5d. per ton, which is sufficient to keep out foreign competition. An, excise duty of 2 shillings per ton of Russian made pig iron was abolished by the Govern- ment in 1901, in order to afford some relief to the har- assed trade. On account of the heavy import duties pig iron has been imported in but small and decreasing quantities, as follows: 1900, 51,000 toms; 1901, 29,700 tons; 1902, at the rate of 14,520 tons. The import duty on ferromanganese and spiegeleisen is £4 19s, per ton, which is sufficient to keep out Eng- lish made spiegeleisen, but not sufficient to keep out English made ferromanganese, which latter can be sold in South Russia at about £2 per ton below market price, and which is sent regularly from England by way of Black Sea ports at the rate of about 4250 tons per annum. At the present time spiegeleisen and ferro- manganese are being made in Russia at five of the works enumerated in Appendix I. The import duties on finished steel products are as follows: Steel ingots and plates, £5 18s. per ton; merchant iron, £5 18s. per ton; steel sheets, £8 9s. to £9 18s. per ton. Government Control.—The Government exercises a very real and somewhat paternal control over the min- ing companies for the protection of the work people, employing an army of officials for the purpose. All companies are obliged to supply a Government mining engineer, and are subject to periodical visits by Govern- ment inspectors. The companies are obliged to provide proper accommodation for the operatives in the way of houses, hospitals, churches, &c., and the slightest acci- dent resulting in injury to any workman is the subject of Government inquiry. The employers appear to live in dread of accidents, on account of the troublesome in- vestigations which invariably follow. Steel Works.—The 11 steel works in South Russia are, as a rule, well equipped with modern machinery. Both the open hearth and Bessemer processes are used for conversion of pig iron into steel. The finished product may be classified as follows: Per cent of total steel production Railway materials (rails, fish plates, tires and axles) 47.5 Merchant bars, sheets, columns. . ‘ ‘ cw ae Miscellaneous ........¢-. 15.3 po Re eee ee ee re ere ee ee 100.0 The present market prices of finished steel products are: Rails, £8 5s. per ton; rolled joists, £5 15s. Gd. per ton; merchant iron, £8 5s. Railiways.—The abnormally large proportion of rail way materials indicates that railway construction ab sorbs about half the steel production of the South. This is due to the fact that Russia has been, and is still, go ing through a period of great railway construction, en tered upon with a view of developing the resources of her empire, both European and Asiati: The new mile ige opened within the last few years is as follows Re ( | Icxisting railwa Ye d loubled Miles Miles . PNOS LSOT OD PN) ag 160 Pie ha 4 17 ° , ‘ About two-thirds of the Russian railways are owned by Government and one-third by private companies, as follows: Ownership of Re ca Government Private railways companies rota Miles Miles Miles In full operat 21,697 10,118 SL. SLE In partial ope it 1.014 DS 1.599 tnder construction... . 1,110 3,394 $504 \uthorized to be built 460 1,557 2,026 Totals f c 24.290 15,654 30.044 Since 1899 the Russian Government has gradually bought up private railways, and amalgamated into a few large companies those not so bought