The Iron Age 1903-05-28: Vol 71 Iss 22

THE [IRON GE eyngnsuy ; UBINOST PWG A Review of the Hardware, Iron, Machinery and Metal Trades. Published every Thursday Morning by David Williams Co., 232-238 William St.. New York. Vol. 71: No. 22. New York, T: hursday, May 28, 190}. S500 a Yeas, tactuding Postage Single Copies, Ten Cents. Reading Matter Contents.........page 68]: Alphabetical index to Advertisers “* 173 Classified List of Advertisers..... “ 165 Advertising and Subsoription Rates “* 172 OP.C. Smokeless Powder Shot Shells are being continually improved to meet changing conditions. Dealers should carry a stock of the best loads of U. M. C. NITRO CLUBand ARROW shells to meet the increasing demand. U. M. C, products are half sold before they are offered by the retailer. This is due to their long standing reputation and the thorough advertising behind them, tv * a & ~ Propucts THE BRISTOL COMPANY, Waterbury, Conn. Bristol’s Recording Instruments. For Pressure Temperature and Electricity. Silver Medal, Paris Exposition. All Ranges, Low Prices, and Guar anteed. Send for Circulars. The Union Metallic Cartridge Co., Agency, 313 Broadway, BRIDGEPORT, New York City, N. Y. CON CAHALL BOILERS" = assachusetts and Ph rands of Sash Cord. poe SAMSON CORDAGE WORKS, Boston, Mass. oN REGU 4 cirras mn. : CAPEWELL HORSE NAILS: Brarch ion, 8 11 proawwey, New York. Cleveland City Forge and Iron Co., - Cleveland, O. NEW YORK, Branches: PORTLAND, ORE.. TURN BUCEHELZES. ——— DALTING: CHICAGO, DETROIT, BALTIMORE, MERRILL BROS., ST. LOUIS, CINCINNATI, NEW ORLEANS, oe can ree 465 to 471 Kent Ave., BOSTON, SAN FRANCISCO, DENVER. Brooklyn, E.D., N.Y, THE CAPEWELL HORSE NAIL COMPANY HARTFORD, CONN. PLATE PATTER SOFT COAL. Girard Building, Phila, Farmers’ Bank, Pittsbur PILLING & CRAN Kmpire Bldg "New Yor § Board of Trade, Boston. Nesiivd azivon = 7 Wy 5 REGU LAR PATTERS. Jenkins ’96 Packing. Makes perfect joint instantly ; does not have to be = tng up. Makes joint that will last for years on all pressures of oils. acids, &c. Does not rot, burn. blow or ry oe ea ae ee highest award—Gold Medal—at the Pan-American Expo sition. All Genuine Stamped with Trade Mark. JENKINS BROTHERS, new York, Boston, Philadephia. Chicago THE AMERICAN TUBE & STAMPING C0, inch in Apollo galvanized HOT AND GOLD ROLLED Successer te 23. STRIP STEEL. The WILMOT & HOBBS MF6. CO. paas MAGNOLIA METAL. Best Anti-Friction Metal for all Machinery B Fac-Simile of Bar. Beware of imitations. “SSS MAGNOLIA METAL C0.. Owners and Sele Manufacturers, 61I-613 West (3th St., Pitter Chicage, Fisher Bidg. NEW YORK. No matter how busy we are,if you finda hard square- iron, we want to know it. American Sheet Steel Company, New York ee SE OE RETO RE a mnanenrenage ee 8" er mere om amen 2 THE IRON AGE. NSONIA E RASS {0 oe A Pe aieen Co. B R AS S L WIRE BRASS AND COPPER |(‘()PPER > #00 Seamless Tubes, Sheets, Rods and Wire. L WIRE GERMAN (s, SILVER WIRE LOW BRASS. SHEET BRONZE. SEAMLESS BRASS AND COPPER TUBING. BRAZED BRASS AND 6OLE MANUFACTURERS Tobin Bronze (TRADE-MaRK REGISTERED.) Condenser Plates,Pump Linings, Round, Square and Hexagon Bars, for Pump Piston Rods and Bolt Forgings. Seamless Tubes for Boilers and Condensers. 99 John Street, <9 New York. York. Randolph-Clowes Co., Main Office and Mill, WATERBURY, CONN. MANUFACTURERS OF WATERBURY BRASS (0., WATERBURY, CONN. 130 Centre St., New York. Providence, R. I. RARER ERRNO GENUINE No. 1 BABBITT. Mandiest Metal you can use, as there ee racticall no shrink in it ver = “ts Saves in every way—Tim Money and Patience. GREATEST DURABILITY. SHEET BRASS & COPPER. BRAZED BRASS & COPPER TUBES. SEAMLESS BRASS & COPPER TUBES ‘TO 36 IN. DIAM. New York Office, 258 Broadway, Postal Telegraph Bidg., Room 718, Chicago Office, 602 Fisher Bldg. BOCU204G8 04004 68 08 Bridgeport Deoxidized Bronze and Metal Company, Bridgeport, Conn. ee le Na Neer Nak Nate Naa Nad ae Nate Neate de Matthiessen & Hegeler Zinc Co., LA SALLE, ILLINOIS. SMELTERS OF SPELTER AND MANUFACTURERS OF SHEET ZINC AND SULPHURIC ACID. Special Sizes of Zinc cut to order. Rolled Battery Plates. Selected Plates for Etchers’ and Lithographers’ use. Selected Sheets for Paper and Card Makers’ use. Stove and Washboard Blanks. ZINCS FOR LECLANCHE BATTERY. WN ree LU Rey csso-74 West Monroe St., Chicago. Best Bronze, Babbitt Metals Brass-and Aluminum C4ST!NSS BRASS, BRONZE and ALUMINUM CASTINGS. Founders, Finishers, W. G. ROWELL & CO., BRIDGEPORT, CONN. HENDRICKS. BROTHERS Belleville Copper | Rolling Mills, Brasiecrs’ Bolt ax nana Sheathing OPAPP AAAAA Oi Nee Neb Neb Nb Nei Ne Neb Neb Neb be BESSEMER STEEL, SRASS AND ON .TEMPERED SPRINGS. aa — = == Ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. 49 CLIFF ST., NEW YORK. R.A. —_ THE PLUME & Atwooo MF6, Co., MANUFACTURERS OF Sheet and Roll Brass WiIRG PRINTERS’ BRASS, JEWELERS’ METAL, GERMAN SILVER AND GILDING METAL, COPPER RIVETS AND BURRS. Pins, Brass Butt Hinges, Jack Chain, Kere< sene Burners, Lamps, Lamp Trimmings, &c. 29 MURRAY ST., NEW YORE. 144 HIGH ST., BOSTON, 199 LAKE ST., CHICAGO, FACTORIES ROLLING MILL : THOMASTON, CONN. — WATERBURY, CONN. | SCOVILL MEG. CO., Manufacturers of BRASS, CERMAN SILVER Sheets, Rolis, Wire, Rods, Bolts and Tubes, Brass Shells, Cups, Hinges, Buttons, Lamp Coods. SPECIAL BRASS GOUDS 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 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 Scamless Brass and Copper Tube. Copper and Brass Rod. THE BRIDGEPORT BRASS CO., BRIDGEPORT. CONN. 39 Marray St., New York. 85-87 Pearl St., Boston. 217 N. 7th St., Philadelphia. Brass SHEET AND TUBING Copper | WIRE. Lamp Geeds of all Kinds. BRASS AND COPPER GOODS In Great Varieties. BATTLE OREEK, ‘MICH. ST aan penn pirating. Ramee sete aN HE IRON AGE THurspay, May 28, 1903. Electric | Drives Applied to Bickford Radial Drills. To meet the varying conditions which have attended the increasing demand for electrically driven machine tools the Bickford Drill & Tool Company of Cincinnati, Ohio, have applied several different styles of motor drives ie Fig. 1 Constant Speed Motor Mounted to their radial drills. Each of these possesses distinct ad vantages of its own in adapting the tool to the particular 2 set of conditions with which it must comply. H. M. Nor ’ ris, the engineer of the company and manager of the Cincinnati works, has conducted elaborate tests and ex periments along the lines of ascertaining the best forms of drives, with the results herewith illustrated. One of the neatest and most compact forms has the motor mounted on top of the column and is illustrated in Fig. 1. This design of drive employs a constant speed motor. On the particular machine represented in the engraving the motor is of about 4 horse-power. The changes of speed are accomplished by means of rapid change gearing. An extra set of gears is interposed on the head, making it possible to obtain eight changes of speed. The constant speed motor combined with the me- on Column Bight Specds Obtainahle chanical speed change device permits the variation of the speed without attending fluctuations in power. With the machine arranged in this manner many advantages are had, for by mounting the motor on top of the column the base is perfectly free, allowing for the placing of work in any position on the base. This is also an excellent arrangement when it is desired to have the machine port- able, as the apparatus is entirely self contained. In mov- ing the drill it is only necessary to break the wire con- t 2 THE nections. As will be noted from the engraving, the motor is contained in a neat casing which excludes dirt and dust. A No. 1 radial, fitted with a speed Triumph motor, is shown in Fig. 2. 3 horse-power variable In this type Fig. 2.—Variable Speed Motor Geared Direct.—Number of Speeds Obtainable Equal to Four Times the Number of Buttons on Speed Controller. IKON AGE. May 28, 1903 normal speed of the motor, while in the case of the ar- 5 the variations are obtained by working down from the normal speed of the motor, rangement shown in Fig. which unavoidably entails a loss of power and control. In Fig. 3 a design is illustrated which is in more uni- versal use than any other. This is not because it is more efficient than any of the other types, but because all of the parts except the rawhide pinion are identical for practically all makes of motors. This permits the manufacture of these parts in quantities and the stand- urdization to an extent of radials equipped with this form of electric drive. It has also the advantage of cheapness, which, coupled with its neatness of design, wide adaptability and the promptpvess with which it can be supplied, makes it a most popular drive. The en- craving shows its application to a No. 1 radial drill. The motor is of the constant speed type of 3 horse-power, set on an extension to the base. The changes of speed are obtained by aid of the new Bickford speed or gear box or rapid change gear system. ‘The power is transmitted to the gear box by means of two spur gears and a rawhide pinion, which, by merely altering the number of teeth in the pinion to suit the speed of the motor it is desired to use, furnish a correct range and gradation of speeds for all sizes of drills. The lever by which the various combinations are effected in the gear box is shown in the engraving. The drive illustrated in Fig. 4 is rather of a special nature, as it is only adapted to the type and size of mo- tor shown, and limits the number of speed changes to Fig. 3.—Constant Speed Motor Geared to Speed Boxr.—Sirteen Speeds Obtainable. ELECTRIC DRIVES APPLIED of motor the speed changes are obtained by inserting resistance in the field circuit. The motor rests on a bracket made to fit the standard radial drill base and transmits power to the machine through a single pair of gears, which by means of a rheostat gives, with the back gears, approximately correct speeds for all sizes of drills from % to 344 inches. Neither loss of power nor loss*of control over the speeds is incurred by this drive, as the speed variations are obtained by working up from the TO BICKFORD RADIAL DRILLS. eight. The engraving shows a No. 1 radial fitted with a 3 horse-power, type C, 710 revolution, Westinghouse in- duction motor working on a two-phase, 3000 alternation, 200 volt, circuit. The motor rests on a bracket made to fit the standard form of base and operates through a two-speed gear box, which, in conjunction with the back gears, gives instantly any one of eight speeds, ranging in) geometrical progression from 46 to 176 revolutions per Ininute, Sent <a ae mane « ee Semone May 28, 1908 The arrangement shown in Fig. 5 is a No. 1 radial fitted with a 5 horse-power motor set on an extension of the base, whereby there is obtained instantly with a sin gle voltage six times the number of speeds furnished by the back gears. This is accomplished by means of a speed | vm sno Ace Fig. 4.—Induction Motor Direct Connected to Speed Boxr.—Eight Speeds Obtainable. THE IRON AGE. 3 ducing its speed the requisite amount of 43 per cent. with- out effecting a corresponding reduction in power, and does not enable the operator to know at what speed he is running, since the speeds always vary with the load. Fig. 6 shows a No. 1 Radial fitted with a 3 horse- power constant speed motor mounted on an extension to the base. The power is transmitted to a gear box where the changes of speed are obtained by a silent running chain, which, through the use of suitable sprocket wheels, furnishes, with almost any make of motor, correct speeds for all sizes of drills. The starter and cut out, it will be seen, ure located immediately back of the gear box. This arrangement being entirely self contained permits the transportation of the machine to any part of the shop without necessitating any further changes than breaking the wire connections. This drive can, however, only be used in connection with motors making 1100 revolutions per minute or less. —— eee Chicago Building Operations. Notwithstanding the unrest in labor circles and the holding up of new contracts for buildings, there is still considerable activity in Chicago, and it may be well to eall attention to the building operations now being car- ried on. Most important on the list is the First National Bank Building, the first section of which is now up to the fourth story. It is probable that construction will be in Fig. 5.—Variations Obtained by Means of Electric Controller.— Number of Speeds Equal to Four Times the Number of Buttons on Controller. ELECTRIC DRIVES APPLIED controller located within convenient reach of the operator. The power is transmitted by means of a silent running chain, which arrangement permits the use of almost any make of motor. While, when the controller is made to suit the back gears, this device gives a greater number of speeds than the drives employing the constant speed motor and gear box, it also possesses disadvantages. It requires a larger motor, owing to the impossibility of re- TO BICKFORD RADIAL DRILLS. process for at least a year. The estimated cost of the structure is $3,000,000. The old buildings occupying the site of the Railway Exchange Building have been cleared away and founda- tions for the new building have been begun. This.build- ing will be 17 atories high, 171 x 171 feet, and cost $1,600,- 000. It was recently announced that the hardware con- tract for this building had been placed. This proves to 4 THE be an error, however, it being claimed that while some contracts were taken by the generai contractors that the hardware has not been placed with manufacturers. Buildings have been removed from the lot upon which the second section of the Schiesinger & Mayer Building will be erected, in for the foundation. This building will be 12 stories high, 100 feet front by 144 feet deep, and will cost $500,000. Progress is being made in removing the old buildings from the site of the new Iroquois Theater and Iroquois office building, fronting on Randolph and Dearborn streets respectively. ‘The office structure will be 12 stories high and the cost of the improvements is estimated at $500,- 000. Preparatory to putting in the readiness foundations for the IRON AGE. May 28, 1903 the way for the new Hamilton Building, which will be five stories in hight, 100 x 100 feet. It is contemplated to further extend this building subsequently. The esti- mated cost of the improvements is $250,000. Rapid progress is making in the construction of the ten-story warehouse at 121 to 129 Plymouth place, which is being erected by Charles Pope. The new building oc- cupies an area of 100 x 100 feet. Considerable progress has been made recently on the warehouse of brick and steel construction, which ing erected on Lake street and the Chicago River for Kelly, Maus & Co. Additional important improvements are understood to be under negotiation, prominent among them being a new building to occupy a lot fronting 72 feet on Adams street, is be- Fig. 6.—Constant Speed Motor Connected to Speed Bow by Silent Chain. ELECTRIC DRIVES APPLIED 100-102 Madison street, the old build- The new structure will be Hartford annex ut ings are being taken down. 14 stories nigh, 50 x 105 feet, and will be erected at a cost of $250,000. Preparations have been made for the construction of a new mercantile building at the corner of Franklin and Congress streets, now occupied by the But ler Building, which is being torn down. The new struc- ture will involve an expenditure of about $250,000. At the southeast corner of Franklin and Congress streets a ten-story fire proof building is being erected which is ex- pected to be completed by January 1. Another mercantile building, ten stories in hight, of fire proof construction, 54 x 142 feet. it is said will be Franklin street. southwest ao~= 90 erected by the Carter Estate at 335-357 to be completed by the first of the year. The four-story buildings on the southeast corner of Clark and Van Buren streets are being razed to prepare TO BICKFORD -Sirteen Speeds Obtainable. RADIAL DRILLS. extending 165 feet to Quincy, with a frontage of 52 feet on the latter street, by Martin A. Ryerson. The building will have about 10,000 square feet of floor space, be con- structed of pressed brick and terra cotta. The estimated cost is $180,000 A contract has been let to the Wells Brothers Com- pany for the construction of a ten-story building on the south side of Congress street, extending from Franklin to Market streets, with a frontage of 212 feet on Congress and 105 on Franklin. It will be of modern steel construc- tion and will cost approximately $300,000. It should be remembered that for most of these build- ings contracts for structural steel have been let and there- fore do not indicate that much additional tonnage is in sight for the manufacturers. It is also understood that plans are being prepared for a new building to be erected by S. D. Kimbark on Wabash avenue. betweer Monroe and Madison streets. to be 14 May 28, 1903 stories in hight, of brick and steel construction. It is un- derstood that the tonnage of steel in this building will be about 500 tons. The piacing of the hardware contract for the United States Post Office and Custom House Building is reported to have been postponed another month. eo The National Association of Manufacturers. At the New Orleans convention a special committee of seven was elected, to which the president and secretary of the association were added, for the purpose of extend ing the organization. This special committee met in the offices of the association, 170 Broadway, New York, on May 21, and passed a resolution empowering the secretary to communicate with the employers of any trade which shall, by the request of any five members of the associa- tion engaged in any one trade, ask that such trade be specially organized into an association, and the secre- tary was also authorized to render any reasonable as- sistance in perfecting organization. The New Orleans convention also passed a resolution authorizing the same committee to devise and put into effect practical plans for bringing about the co-operation of State associations. In accordance with this authority the committee has'empowered the secretary of the asso- ciation to develop sources of information enabling him to keep closely in touch with all proposed legislation affecting manufacturers, and, at his discretion, to call the attention of the association to it, if, in his judgment, the rights or interests of a member were affected. The Executive Committee met on the following day. Of the 15 members 13 were present, the largest number ever present at a meeting of the Executive Committee of the association. Those present were: George T. Cop pins, Walworth Mfg. Company, Boston; A. H. Bullard, Bullard Machine Too] Company, Bridgeport, Conn. ; Wil liam McCarroll, American Leather Company, New York ; E. F. Hartshorn, Stewart-Hartshorn Company, Newark, N. J.; A. B. Farquhar, A. B. Farquhar Company, York. Pa.; J. <A. Jeffrey, Jeffrey Mfg. Company, Columbus, Ohio; James Inglis, American Blower Company, Detroit ; H. 8S. Smith, Manasha Wooden Ware Company, Manasha, Wis.: C. N. Fay, Fay-Sholes Company, Chicago; J. W. Van Cleave, Buck’s Stove & Range Company, St. Louis; H. S. Chamberlain, Citico Furnace Company, Chatta- nooga, Tenn.; David M. Parry, Parry Mfg. Company, Indianapolis; Marshall Cushing, secretary, New York. The two absent members were F. H. Stillman, Watson- Stillman Company, New York, and Charles A. Carlisle, Studebaker Bros. Mfg. Company, South Bend, Ind. At this meeting committees were appointed to carry out some of the important measures of the organization. They named the usual Executive Committee at large, con- sisting of the following: George A. Draper, Draper Com- pany, Hopedale, Mass.; Charles A. Schieren, Charles A. Schieren & Co., New York; Daniel C. Ripley, United States Glass Company, Pittsburgh; Thomas P. Egan, J. A. Fay & Egan Company, Cincinnati; F. C. Nunemacher. Louisville: Daniel A. Tompkins, D. A. Tompkins Com- pany, Charlotte, N. C. The Legislative Committee, which will look after legislation of particular interest to the association, com- prises the following: A. D. Bellamy, Florence Wagon Works, Florence, Ala.; H. T. Scott, Union Iron Works, San Francisco, Cal.; Charles M. Jarvis, P. & F. Corbin, New Britain, Conn.; H. W. Gause, Harlan & Hollings- worth, Wilmington, Del.; Daniel Fraser, Norris Peters Company, Washington, D. C.; J. F. Hanson, Bibb Mfg. Company, Macon, Ga.; James Deering, International Harvester Company, Chicago; J. S. Ketcham, Brown- Ketcham Company, Indianapolis; James W. Porch, Lukens Iron & Steel Company, New Orleans; C. W. Post, Postum Cereal Company, Battle Creek, Mich.; W. S. Dickey, W. 8S. Dickey Clay Mfg. Company, Kansas City, Mo.; Benjamin H. Tatem, Bald, Butte Mining Company. Helena, Mont.; E. B. Pike, Pike Mfg. Company, Pike Station, N. H.; R. C. Jenkinson, R. C. Jenkinson & Co., Newark, N. J.; Otis H. Cutler, American Brake Shoe & Foundry Company, New York; Ludwig Nissen, Ludwig Nissen & Co., New York; Joseph Kilbourne, Kilbourne & Jacobs Mfg. Company, Columbus, Ohio; Thomas Dolan, THE IRON AGE. 5 United Gas Improvement Company, Philadelphia; Theo- dore C. Search, Philadelphia; Henry P. Sharpe, Brown & Sharpe Mfg. Company, Providence. R. I.: James May- nard, Brookside Mills. Knoxville, Tenn.; E. T. Bull, J. I. Case Threshing Machine Company, Racine, Wis. The following vice-presidents were elected to fill vacancies remaining after the adjournment of the New Orleans convention: California, Fred. J. Koster, San Francisco; Delaware, Charles W. Pusey, Wilmington ; District of Columbia, Daniel Fraser. Washington; Iowa, Fk. S. Kretsinger, Fort Madison; Kansas, H. N. Strait, Kansas City; Maryland, Summerfield Baldwin, Balti- more; Minnesota, H. S. Kinney, Winona; Mississippi, F. P. Fox, Vicksburg; Montana, Benjamin H. Tatem, Helena; Virginia, Gifford V. Lewis, Richmond. At this meeting the president was authorized to se- lect additional legal counsel for the association, with in- structions that a general plan be prepared whereby the members may defend themselves against unlawful acts of unions. While not specifically mentioned, the acts to which attention will be given in drawing up the plan of defense will be injunctions and the interference with em- ployees. The manufacturers feel that it is absolutely necessary that they do something toward preventing unions from intimidating men who are willing to work. In their experience with strikers it has been found that few strikers and their sympathizers hesitate to interfere with law abiding men, simply because they are willing to work for wages that the strikers themselves will not ac- cept. It will be the purpose of the legal counsel appointed to provide a method which will effectually and legally protect the interest of the members of the association. The membership of the association has been steadily increasing. The gain in April was 182, and additions in May have brought the gain well up toward 200. The withdrawals since the New Orleans convention have numbered only two. To The Grand Trunk Transcontinental Railway. Prominent among railway enterprises is the build- ing of a transcontinental railway from deep water at (Juebec to the Pacific Coast at a port 300 to 400 miles north of the Canadian Pacific terminus. The new line is to be known as the Grand Trunk Pacific Railway. An application for a charter has been made to the Canadian House of Commons. The first hearing of this application came before the Railway Committee on May 7. The Grand Trunk Railway appeared in advocacy of the enter- prise, letting it be known that the projected line is an en- terprise of the Grand Trunk Railway Company. The length of the main line, as now projected, will be about 3025 miles. North of the Canadian Pacific is a great ex- tent of territory within the cereal growing belt calling for transportation facilities, and one of the objects of the pro- moters of the new transcontinental line is to develop this territory. It is also expected to benefit materially the east- ern maritime provinces and those of Quebec and Ontario. The new line is further advocated by its projectors as fur- nishing the shortest line between Liverpool, Japan andother Oriental countries. In a statement made to the Parlia- mentary Committee it was shown that a line from Quebec to Yokohama is 525 miles shorter than by the Canadian Pacific; from Montreal nearly 400 miles shorter: that from Halifax to Yokohama in connection with the inter- colonial the proposed route will be the shortest line by 310 miles, and from St. John to Yokohama by 260 miles: that from Liverpool to Yokohama the Grand Trunk Pa- cific combination by way of Halifax and Montreal will be shorter by 310 miles than by Halifax and the Canadian Pacific ; also that from Liverpool by way of Montreal the proposed line will be shorter by 393 miles than by Mont- real and the Canadian Pacific, and shorter by 1212 miles than via New York and Chicago. The statement is also made that it will be a shorter route than via Moscow and the Trans-Siberian Railway, while from Liverpool via Quebec the advantage over existing routes will be even greater. According to press reports the Parliamentary Railway Committee at its session May 13 adopted the preamble to the charter, thus sanctioning the application, but with- out passing the succeeding clauses adjournment was taken unti) May 27. ne CRANSTON LL A CLLR OED CA EE CIA ' ' ae as sees tes i Unsatisfactory Situation in Scotland. Labor Troubles Among the Shipbuilders. GLascow, May 14, 1903.—The crisis in the shipbuild- ing industry here, which is still in progress, is due rather to a quarrel between the local members of a trade union and their Executive Council than to a direct dispute be tween masters and men. In point of fact, the issue was really a revolt in the camp of the Amalgamated Society of Engineers, commonly known as the A. 8. E. Not the less, but perhaps all the more, are the industrial and economic aspects of the most serious import. Toward the end of last year the shipbuilders on the northeast coast, and at the beginning of this year those in the Clyde area, came to the conclusion that no re- vival of activity of shipbuilding could be expected until the cost of producing new ships was reduced. The Eng- lish builders were in a more depressed condition than the Scotch, but the plight of both was the same. Every- thing possible was done to bring down costs by improved methods and economies in the yards, but the greatest item of cost in the production of a ship is labor, and that had to be dealt with in a comprehensive fashion. There are few employers in any trade who will not postpone as long as possible a reduction of their wage bill, for apart from consideration for the men there is always the possibility of provoking a strike. Broadly, the reduction in labor aimed at, whether in time rates or piece rates, was 5 per cent. The North of England builders asked more, and were in difficulties with some of their men before the Scotch builders be- gan to act. Numerous conferences took place in the two districts, with the result that one class after the other of the several workers in the shipyards consented to the reduction so as to help toward promoting a revival in business. The nonunion workmen, of course, con- curred, and the acceptance of the reduction in each and all of these trades was on the understanding that the reduction would be general, and that no trade union con- nected with the industry should be exempted from the common arrangement. The men in the engineering branches of the trade, however, did not concur. These include the members of the A. S. E., of the Steam Engine Makers’ Society and of the Society of Machine Workers—known as the Allied Trade Unions, which fought the engineering employers in 1897 and concluded a treaty of peace with them in 1898. These workmen argued that the general state of their trade did not warrant any reduction. After numer- ous local conferences the matter was referred to a board consisting of the executive committees of the Employers’ Federation and of the Allied Trade Unions. The board “ recommended ” that not all the reduction asked by the North of England employers, nor the date named by the Scotch employers, should be accepted, but that a reduc- tion amounting to 5 per cent. be adopted in both districts, to come into force on and after May 1. The Men Refuse to Submit. The employers in both districts accepted, but the men in both districts rejected, though the award was prac- tically drawn up by their own delegates. By a vote of 6500 to 2200—only a very small proportion, by the way, of the whole number concerned—they declared in favor of a strike if the employers acted on the recommendation of the board. The employers, of course, did so act and intimated at once that the new scales of pay would begin on May 1. On hearing of the adverse vote of their mem- bers the Executive Council of the A. S. E. promptly ad- vised their men to go on working at the new rate, and said they would arrange for another conference with the employers. In the North of England the men complied at once, on the condition that a conference should be arranged immediately. But in the Clyde district, or a considerable portion of it, the A. S. E. men went on strike, in utter disregard of their executive. The Executive Council of the society have the power to refuse strike pay to those who go on strike without their approval, and also to prevent contributions from the National Federation of Trade Unions. Such pay- ments they at once forbade, to the great indignation of THE [RON AGE. May 28, 19038 the rebels, who had been looking forward to $5 a week for doing nothing. A delicate problem in trade unionism was suddenly projected, and made all the more delicate by the fact that the re-election of an Executive Council is in progress, and that Mr. Barnes, the secretary, is to be a candidate at the next Parliamentary election for one of the Divisions of Glasgow, where the rebellion has oc- curred. The industrial position is this: That the employers cannot, in honor to the other trade unions, cancel the reduction in the wages of the engineers, and they are quite pronounced in their determination not to do so. And if the A. S. E., as a society, support a strike in the shipbuilding branch a general lockout by the federated employers all over the country must sooner or later re- sult. Of what use is collective bargaining or organized agreements with trade unions if a part is allowed to be greater than the whole? This week, however, the Clyde men have made a virtue of necessity and have agreed to drop into work at the reduced rates, pending the result of a conference arranged between the Executive Council of their society and representatives of the Em- ployers’ Federation. Whether they will go on working at the reduced rates after the conference remains to be seen, but all the other workers in the shipbuilding trade have accepted similar reductions, as have also the steam engine makers in the engineering branches. Meanwhile I learn that at a conference between the federated em- ployers and the officials of the A. S. E., held at York yes- terday, the employers, while declining to withdraw or abate the reduction, agreed to allow the question of wages to be raised again in three months’ time, instead of making the arrangement binding for the usual term of six months. The Iron Trade. The pig iron market has, of course, been much dis- turbed by the dispute in the shipbuilding trade, as well as by the character of American advices. Last week there was a rapid run of heavy selling of warrants fol- lowed by a hardening, but as prices hardened trans- actions dwindled. Of legitimate business there was little or none until London operators, attracted by the low prices, again began to buy. This brought in a new set of bears, who speculated heavily on the strike in the shipbuilding trade coming off on an extensive scale. This week, with more appearance of a peaceful settlement of the dispute, sellers withdrew and prices recovered about 1 shilling a ton. Moreover, the receipt of an order for a small quantity (1200 tons) of Cleveland foundry iron for America (after the demand for that quality from your side was believed to be over), and some further inquiries for hematite iron, gave more strength to war- rants. At the time of writing Cleveland warrants are 46 shillings 6 pence, Scotch 52 shillings and Cumberland hematite 57 shillings 9 pence. But this week business generally is dislocated by the state visit of the King and Queen to Glasgow and its attendant ceremonies. Makers’ prices have varied little. Current quotations are: Colt- ness No. 1, 72 shillings 6 pence; No. 3, 59 shillings 6 pence ; Gartsherrie No. 1, 64 shillings ; No. 3, 57 shillings 6 pence ; Summerlee No. 1, 67 shillings 6 pence; No. 3, 59 shillings ; Calder No. 1, 63 shillings 6 pence; Langloan No. 1, 70 shillings 6 pence; No. 3, 59 shillings 6 pence; Clyde No. 1, 63 shillings 6 pence; No. 3, 57 shillings; Carnbroe No. 1, 57 shillings 6 pence; No. 3, 55 shillings 6 pence; Monk- land No. 1, 57 shillings; No. 3, 55 shillings; Govan No. 3, 55 shillings 6 pence; Eglinton No. 1, 58 shillings; No. 3, 55 shillings; Glengarnock No. 1, 64 shillings; No. 3, 57 shillings ; Dalmellington No. 1, 57 shillings 6 pence; No. 3, 54 shillings 6 pence; Shotts No. 1, 66 shillings 6 pence; No. 3, 58 shillings 6 pence. Middlesbrough hematite is 57 shillings 6 pence for mixed numbers, and Scotch hematite 62 shillings, delivered to steel works. The shipments both from the Tees and from Scotch ports are keeping ahead of last year. The shipments to foreign countries in April amounted to 93,578 tons, as compared with 72,884 tons in the cor- responding month last year. The shipments to the United States in April were 34,840 tons and in the four months ending April 184,471 tons, the corresponding figures last ot Dement May 28, 19038 year being 7720 tons and 34,840 tons, respectively. All this means a large business still doing with your side. It is not confined to crude iron, for considerable orders are on hand for both crude and finished steel. I notice that we had no imports of American pig iron into this country in April, and have only had 8386 tons in the four months ending April. In the first four months of 1902 we had 4907 tons and in the first four months of 1901 we had 25,311 tons. Times have changed, but next year you will probably be sending us 20,000 tons a month or more. ‘To-day there is no market, on account of the visit of the King and Queen to this city. But yesterday the tone was flat on receipt of cables from your side re- porting a further decline of $1 per ton in the prices of Northern foundry. At present rates, however, of our coal and ore costs our smelters must be doing quite well just now. Good Finds of Iron Ore in Spain. Scotch iron smelters get most of their iron ore from Bilbao. We learn that the former fears of the coming exhaustion of the ore there have been exaggerated. The necessities of the situation have caused further search and some good finds of ore have been found in ground that had been previously passed over as useless. Moreover, in mines which were abandoned in the good old days by the owners because they were not yielding enough, a large quatity is now being extracted by new owners and improved appliances. It is now predicted that there need be no falling off in the supply for at least a decade. Last year the exports from Bilbao were 4,196,851 tons, of which 2,996,908 tons were to Great Britain, 672,368 tons to Hol- land (for Germany), 57,688 tons to Germany direct, 224,- 570 tons to Belgium, 199,305 tons to France and 45,998 tons to the United States. The average quality, how- ever, is not so good as it was, although the 50 per cent. guarantee is maintained, and the practice is to mix a large proportion of inferior ore with the better quality, so as to work off the poor stuff. There is a slightly higher percentage of phosphorus in the Bilbao ore than there should be. Launch of the ** Commonwealth.** An event in the Clyde this week has been the launch of the “ Commonwealth,” tne largest battle ship in the world, by the Fairfield Shipbuilding & Engineering Com- pany. This vessel has been brought to the launching stage in ten months—an unprecedentedly short period for constructional work. She is one of three of the “ King Edward VII” class ordered by the Admiralty last year. Her displacement is 16,350 tons, which is 1150 tons more than the largest battle ship previously afloat. The launching weight of the vessel was 8000 tons. The ma- chinery consists of two sets of triple expansion engines, each set having four cylinders working on four cranks 83%, 5414, 63 and 63 inches, respectively, for a stroke of 4 feet. There will be an installation of 16 Babcock & Wilcox water tube boilers, designed to work at 270 pounds pressure and to develop 18,000 indicated horse- power for a speed of 18% knots. B. T. -——$—————_ —— The Chicago Engineering & Construction Company. —The Chicago Engineering & Construction Company, with a capital of $250,000, have acquired the engineering and contracting business of Weston Brothers, Chicago, offices being located in the Merchants’ Loan and Trust Building of that city. Weston Brothers are well known as the designers of the Intramural transportation sys- tem for the Louisiana Purchase Exposition at St. Louis, and as being associated with Bion J. Arnold in the prep- aration of the report on local transportation conditions which was made to the City Council of the city of Chi- cago. The officers of the new company are: Chas. B. Wes- ton, president ; George Weston, vice-president; George A. Yuille, secretary and general manager; Hervey B. Hicks, counsel, all of whom are directors, and with the addition of Addison E. Wells, Fred. A. Wells and Edward B. Bv-- ling, constitute the full board. George Yuille was for- merly vice-president and general manager of the West Chicago Street Railway Company. Addison E. Wells and Fred. A. Wells are ieading building contractors. H. B. Ilicks has been in the engineering service of many West- THE IRON AGE. 7 ern railroads. Edward B. Burling is a member of the firm of Bentley & Burling, attorneys. The new company will make a specialty of the supervision and construction of electric railroads, and are now engaged in constructing an electric line from Rockford to Freeport, Ill. oe Labor in New England. The labor situation among the metal trades of New England gets less and less threatening as the days go by. The troubles of the boiler manufacturers are ended prac- tically everywhere. There are no prospects of a machin- ists’ strike, so far as can be learned. In Worcester, where the Machinists’ Union made demand for a nine- hour day last week, no answer has been given by the em- ployers, and nothing further is planned by the union, its members say. The great majority of the Worcester ma- chinists have nothing but criticism for the demand. In Providence the demand made in the middle of April by the Molders’ Union for a shorter day and larger pay has gone no further than a demand. Vice-President Valentine of the national organization of molders has been in the city several times, and has talked with some of the employers of molders. He has urged that the em- ployers organize, that their association may treat as such with the union, but of course the employers do not agree to the expediency of treating with the union as such, pre- ferring to deal with their men as individuals. There will be no molders’ strike in Providence this year, unless con- ditions change very greatly. The strike of structural steel workers employed at the Builders’ Foundry is ended, the men having gone back to work. The company did not grant the demands for a shorter day and 40 cents an hour. But there was a con- ference between some of the men and the officials of the company at which the officials stated that on looking over their pay roll it was found that some of the higher waged men were not getting as much as might reasonably be paid them, and that the company were willing to pay such men more wages. On the other hand, they were un- willing to pay other men more than they were getting. It was a case of treating the men as individuals and not as a union. The result of this was that the men, or at any rate the skilled workmen and nearly all of the less val- uable men, went back to work, and all is harmonious again. Thus incipient labor troubles which threatened to in- convenience the metal trades have been removed, so that to-day New England is freer from labor troubles than for several years. The strikes of plumbers in various cities are ending, generally by a compromise. Compared with New York the building trades generally are free from strikes. Southern New England still has its troubles, be- cause of the reference card. Massachusetts and Rhode Island are better off, and the Northern States have hard- ly any cloud on their labor horizon. a The New England Foundrymen’s Association will be largely represented at the convention of the National Association at Milwaukee, in June, over 20 members of the association having already expressed their intention of being members of the New England party. A com- mittee, consisting of F. F. Stockwell, the secretary; B. M. Shaw, the vice-president, and John Magee, have made every arrangement. ‘The party will go on a special car, which will connect with the New York party on the same train at Albany. The well-known firm of Carl Spaeter of Koblenz, Ger- many, have bought the two blast furnaces and iron mines in Lorraine of the Society des Hauts Fourneaux de la Moselle. The furnaces are located at Mezi@res. Carl Spaeter also control the Rombach Works in Lorraine. A patent catching machine has for some time been in operation at the Shenango Works of the American Tin Plate Company, New Castle, Pa., and is said to be working very successfully. The inventor claims this machine wil} displace a good deal of labor employed about the rolls. 8 THE The United States Geological Survey and Rail- road Location. Pittsburgh, Vews prints In an elaborate description of the new Carnegie & Western Railroad Engineering the following: Perhaps the most instructive location problem solved in this work was one involving the use of an atlas sheet of the United States Geological Survey with a contour interval of 20 feet. Before the issue of this particular atlas sheet the preliminary surveys and first location of the proposed line had been completed, and work was about to begin when a new resident engineer, T. H. Loomis, was appointed. Happening to be personally acquainted with the Government topographer, W. T. Griswold, who IRON AGE. May 28, 1903 quainted with the roughness of Eastern Ohio, and with the approximate methods necessarily employed in Gov- ernment topographical surveys of such vast areas, these figures speak forcibly enough. And it is well that just such facts as these should become generally known, for there has been altogether too great an apathy in the past in furthering the work of the United States Geological Survey—a work that is destined to be of incalculable value to every citizen of the United States. — The Pond Electrically Driven Planer. The L. W. Pond Machine Company of Worcester, Mass., have recently shipped to. the United States Navy Yard at Pensacola, Fla., a motor driven planer of their a hc, Sm eee Sse ;' i a . Front THe POND ELECTRIC was then engaged in mapping this part of Ohio, Mr. the contour From this photographie copy Loomis secured from him a photograph of map then almost finished. Mr. Loomis projected a new location between stas. 650 and 8386, effecting thereby a saving of 2200 feet in distance and 75 degrees of curvature, besides eliminating 600 feet of tunnel. This change measured in dollars and cents resulted in reducing the first that portion of the road by at least $85,000. Turning to the last an nual report of Charles D. Walcott, Director of the United States Geological Survey, we find that 1864 square miles of the State of Ohio have been mapped thus far, at a cost of $12,000; yet one small atlas sheet, covering some 220 square miles, has been the means of saving a sum more than seven times what it has cost to map the whole 1864 square miles. As a tribute to the accuracy of the Government topographer, Mr. Griswold, it be well to add that when the railway engineers ran their profile levels along the paper projected line at no place did the actual elevation differ more than 16 feet from the eleva- scaled off the contour cost of may tion map. To any engineer ac- PRE | i] a », Py 5 + 4 « “ os a — ne a THr IRAN AGE View ALLY DRIVEN PLANER new straight line type, which is shown in the accompany- ing illustrations. The machine will plane work 60 inches square, and the table is 12 feet long, on a 20-foot bed. It is designed for extreme power, being a five-shaft ma- chine, a fifth shaft in the train of gears in the bed giving udditional power. The construction throughout is un- usually heavy, being designed to use the new self harden- ing steel tools. The motor, of the Sprague variable speed type, is placed on a shelf at’the side of the planer, Fig. 2, at the foot of the housing, and its belt connected with the countershaft, which is held on arms projecting from the top of the housing at the rear. The motor will de- velop 15 horse-power at 525 revolutions a minute at 110 volts. The standard Navy Department rheostat panel is used. The countershaft has a normal speed of 531 rev- olutions a minute, and the pulley shaft makes 19.68 rev- oclutions for every foot of table movement while cutting. The depth of the bed is 27 inches, the width between V’s 365¢ inches, the width of V’s 744 inches, and the width of table 56 inches. The face of the upright is 12 inches and that of the cross rail 211, inches. The planer weighs May 28, 1903 60,000 pounds. The Pond Company have adopted the straight line type as their standard. a The Sligo Iron & Steel Company.—The Sligo Iron & Steel Company, who were organized in Pittsburgh in January last to take over the business of the Sligo Roll- ing Mills of Phillips, Nimick & Co., are rebuilding their plant at Connellsville, Pa., where a site of 20 acres was secured some time since. The plant will contain a pud- dling department, having 28 single puddling furnaces, muck mill, guide, bar and plate mills. All the founda- tions for these mills are in, and the plant is expected to start up in July or August next. The product will be iron and steel bars, plates and sheets. The company Fig. 2. THE IRON AGE. 3 ers. To maintain a regular sea speed of 25 knots, which is nearly 29 miles per hour, the ships would have to be capable of 27 knots per hour, and no builders could be found willing to assume the risk, so the prospect of see- ing the steamers afloat very soon seems remote. ——————— A Union Declaration Against Sympathetic Strikes. The Switchmen’s Union of North America, in conven- tion at Indianapolis, Ind., adopted a resolution declaring against sympathetic or sentimental strikes, or strikes of any kind except as a last resort under sufficient justifica- tion. The resolution characterized such strikes as detri- mental to the interests of the union, as well as violations of agreements with employers. The union declared its -Rear View. rHE POND ELECTRICALLY DRIVEN PLANER. will make a specialty of the manufacture of high grade iron bars of all kinds, which was the principal output of Phillips, Nimick & Co. for 80 years, the original business having been established in Pittsburgh in 1823. The Sligo Iron & Steel Company will continue to manufacture their Sligo brand of iron bars, made of cold blast charcoal pig double hammered and double rolled, also the Ty- rone brand of iron bars, which is a pure puddled pig product. In plates the concern will roll up to 66 inches wide and eventually up to 100 inches wide. ee The new 25-knot Cunard steamers may, at some time in the future, plow the ocean into infertile furrows; not at present, however, if the demands of the British Gov- ernment continue to be what they are. It was shown at the last annual meeting of the stockholders that there would be no difficulty in placing orders with builders for these vessels at the speed named—25 knots—but the Gov- ernment required that the ships should show an average velocity, voyage by voyage, of 25 knots; failing to do this they would be thrown back into the hands of the build- purpose to refuse to strike in sympathy with other or- ganizations where the interests of the switchmen them- selves are not directly involved. The switchmen settle their difficulties with railroad managers through arbi- trators vested with authority to act. A prize offer for a lifting pump is published by the Austrian Minister of Commerce plete project for lifting pump works to overcome the fall of 391%4 m. (about 130 feet) of the Danube-Oder Canal. The offer covers a com- The aim is to secure effectual navigation by this canal with a minimum of water. The method whereby this can be achieved is not restricted to any particular plan. Three prizes, amounting to 100,000 ($20,300), 75,000 ($15,225) and 50,000 ($10,150) crowns respectively, wil! be awarded to the best plans submitted to the Minister. If the plan which shall be accepted is given for construct- ing the work to a party other than the prize holder, the latter wi