The Iron Age 1903-10-29: Vol 72 Iss 18

HE [ROMs gg nuts JO wereaqry 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. ‘72: No. 18. New York, Thursday, October 29, 1903. $8 09 a Year, including eee Reading Matter Contents ....... page 54) -— Alphabetical Index to Advertisers “‘ 175). Classified List of Advertisers.... Advertising and Subscription Rates ‘‘ CABLEGRAM To PRESIDENT ROOSEVELT, Oyster Bay. American Rifles, Ammunitien and Mea won victory to-day over Great Britain, Canada, France, Norway, Australia and Natal, and bring beck Palma trophy. (Signed) LIEUT. ALBERT.S. JONES, Secretary of the National Rifle Association of America. Copied from N. Y. HERALD. This sweeping victory for America, and the extraordinary score of 1,570 out of a possible 1,800 were made with 30-40 regular factory Cartridges, manufactured by the UNION METALLIC CARTRIDGE COMPANY selected after exhaustive trials, by the entire American Team in preference to all others, for their wonderful uniformity and extreme accuracy. Scores are improved by using U. M. C. ammunition. Souvenir Cartridges (without powder) on application, THE UNION METALLIC CARTRIDGE CO. 313 Broadway, - New York City Factory: BRIDGEPORT, CONN. Depot: 86 First St., SAN FRANCISCO, CAL. THE “BRISTOL COMPANY, Waterbury, Conn. Bristol’s Recording Instruments. Fer Pressure Zesgpevatane and Electricity Silver "Medal, Paris Exposition. All — Low Prices, and <> = aleotipeeetcopenye Fao SAMSON CORDAGE WORKS, Boston, Mass. C MERRILL BROS., - ae 485 to 471 Kent Ave Brooklyn, E.D., N.Y BASIC PIG. Building, Phila, PILLING & GRAN Earner THE CAPEWELL HORSE NAIL COMPANY HARTFORD, CONN. 0 TURNBUCKLES. G : CAPEWELL HORSE NAILS: 1 Broadwa New Y o . ye Che ee wW Cleveland Clty City Forge and iron Co., t NEW YORK, Branches : PORTLAND, ORE., > Se ee eee a PHILADELPHIA BUFFALO TURN BUCHINSES: |< cHt0cago, * _-pErRor, BALTIMORE, " 8ST. LOUIS, CINOINNATT, NEW ORLEANS, . BOSTON, SAN FRANCISCO, DENVER. 2 ¢ _ - 4 a m 2 Zz REGULAR PATTERN. Jenkins Bros.’ Valves. The metal and workmanship are the best. All parts are interchange- able. Need no regrinding, as they are more effectively repaired by re- newing the disc, which can be easily and quickly done without removing valve from the pipe, and costs but a trifle. Insist on having the genuine, which always bear our Trade-Mark. JENKINS BROS., New York, Boston, Philadelphia, a. Santee. London. APOLLO There is but one such galvan- ized iron. cetwn «wholes oran | SHG0ON” Gad Rolled Stee it; Drawing » Stamping THE AMERICAN TUBE & STAMPING COMPANY och of fault. (Water and Rail Delivery) BRIDGEPORT, CONN. Paan 27, MAGNOLIA METAL. Bed anne eee oe eee ee Quick service. Pac-Simile of Bar. American Sheet Steel Company % Peiatiens. Battery Park New Work FSS WAGNOLIA METAL 60., Owners and Sole Manufacturers, 113-115 Bank Street. fen Francisco, New | Menten), Bovten, Chicago, Fisher Bidg. NEW YORK. grades ‘of Babbitt M at competitive prices, | eer” <a = Se NE iG —— inhi Seliag = SET Sa. a - a ~F Scan be coer 2 THE IRON AGE. | re gre) THE PLUME & ATWOOD MF: Co, jj, AnsomsBess (BRASS) «|i ) a — Co: a Sheet and Roll Br iss op R | ro —aAND— | Seamless Tubes, Sheets, worse COPPER \ PRINTERS’ BRASS, JEWELERS’ METAL, © <man ye WIRE quam GERM AN ol a oe GILDING METAL, COPPER &ivers Tobin Bronze} sj, VER evsseehibilNDdiie tin WIRE sene Burners, Lamps, Lamp (Trape-Mark REGISTERED.) Trimmings, &c. Condenser Piates,Pump Linings, Round, Square and Hexagon Bars, for Pump |LOW BRASS. SHEET BRONZE.| 29 murRAy sT., NEW YORK. i. Piston Rods and Bolt Forgings. H ST., BOSTON. a} Seamioee Tubes for Boilers. | |SEAMLESS BRASS AND COPPER Oe eee er or Fil and Condensers. ; RAZ D AND 7 . : bn 99 John Street, - - New York. TUBING. & ED BRASS tie a a; | ‘ - : BRONZE TUBING ea gaeraes THOMASTON, CONN. WATERBURY, CONN, i Bit ie ate : 1, Randolpt-Clowes Co., si wareRBURY BRASS C0.,|J °COVILL MES. CO. ih csamiinnaeecaiies, WATERBURY, CONN. BRASS, ry satiated 130 Centre St., New York. Providence, R. 1.|[1 © cea * paid ER i ) SHEET BRASS & COPPER. eeainamnail Rods, Bolts and Tubes, Pa BRIDGEPORT DEOXID' Brass Shelis, Cups, Hinges, BaP) BRAZED BRASS & COPPER AND METAL COMPANY, Buttons, Lamp Goods. a Ht TUBES. BRIDGEPORT, CONN. SPECIAL BRASS GOUDS TO ORDER i Hl SEAMLESS BRASS Largest Jopbine, Brass Foundry {0 Factories, WATERBURY, CONN. th a DEPOTS: tht COPPER TUBES Pil a IN. DIAM. LARGE CASTINGS A SPECIALTY. ee bth New York Office, 258 Broadway, Postal ee bo gaa and _——_—_ $$ ay bE ee ih Bidg., Room 718, rir Cnlcago Ofc, Oo Fisher Bldg Focrtss momma e Nettie ||SOFIN DAVOL & SONS, bay: wererr Brooklyn Brass & Copper Co., DEALERS IN 2 : COPPER, TIN, SPELTER, Matthiessen & Hegeler Zinc Co., LEAD, ANTIMONY. LA SALLE, ILLINOIS. 100 John Street, - New York. SMELTERS OF SPELTER Arthur T Rutter AND MANUFACTURERS OF e SHEET ZINC AND SULPHURIC ACID. SUCCESSOR TO Special Sizes of Zinc cut to order. Rolled Battery Plates. Selected Plates for Etchers’ and Lithographers’ use. WILLIAM S. F EARIN G Selected Sheets for Paper and Card Makers’ use. 256 Broadway, NEW YORK. Stove and Washboard Blanks. Small tubing in Brass, Copper, ZINCS FOR LECLANCHE BATTERY. Steel, Aluminum, © an Silver, &c. Sheet Brass, Copper and Ger- | ) German Stver Wire” Brased sn Copper and Brass Rod. , Se Se-:74 West Monroe St., Chicago Ny an ROIS UU TRME CAEN ERNE Naini ae “PHONO -ELECTRIC” WIRE. “1's Tovar.” sae eee sot CAS TL) ee eae FOUNDERS -— FINISHERS. 3 Ww. G. ROWELL & CO. Bridgeport, Conn. TELEPHO'E W HENDRICKS BROTHERS MiNi Op alonle and , J TELEGRA?# | Belleville Copper Rolling Mills, LINES. ‘ i ak Brasiers’ Boit ax ama Sheathing eae a BRIDGEPORT BRASS 00, ity COPPER, a he on, 370 pages of new matter added Importers “en p nbet ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. of pages increased by 100, making 8 te 16 1100 pages. 16mo, illustrated, moreeceo. ‘4 49 CLIFF sT., NEW YORK For sale by David Williams Co., 232 William S? 4. ‘THE IRON AGE THURSDAY, OcToBerR 29, 1903. The Cincinnati Motor Driven Planer. [AN a TS The accompanying half-tone illustrates a new motor driven planer having a variable speed cutting stroke, with rO- a uniform return at all times, and using a constant high speed standard motor. The engraving shows how the power is transmitted from the motor to the rear or con- stant speed shaft by a pair of gears, one of which is rawhide to obviate noise. This first or constant speed shaft carries the return pulley, and therefore gives the 0), table always one speed for the return stroke. On this shaft is also mounted a heavy fly wheel, to relieve the motor at the reverse, which is placed between two bear- a ings, all of which are made ring oiling. The pulley for ork. > A per, ver, 7er- and and abe. 799 : the cutting stroke is placed on a separate or forward shaft on top of the housing, and power is transmitted from the constant shaft to this one by two trains of gear- ing, each giving two speeds, the combination consequently giving four cutting speeds to the platen by simply mov- IE ng one or both of the two levers shown on the side of the planer. The changes can be made while the machine s in operation or standing idle. This makes an ideal oH lrive, especially for large machines, when it is desired to lace them under the crane or where there is no room verhead for any style of variable speed countershaft; nd it also overcomes the two chief objections to a planer 0 ‘riven by a variable speed motor, which reduces the ” wer on the slow speed and runs the return speed far —_ eyond its limit when a high cutting speed is desired. oe ariable speed motorg are rarely carried in stock nd must therefore be ordered specially, which usually means a long wait, not only for the new motor but also for any repairs should they be needed later on. The cut illustrates a 48 x 48 inch planer, but this same style drive has been applied to all other sizes of machines which the Cincinnati Planer Company,Cincinnati, manufacture. The speeds used on the machine illustrated were arranged for 20, 25, 30 and 38 feet per minute, with a constant re- turn of 72 feet. A brass index plate is fastened to the side of the housing (not shown in cut), so that a glance will tell what speed is being used. acini la The project of establishing a large electrical plant on the Housatonic River at Kent, Conn., is now assured and the work of developing the water power will begin THE CINCINNATI MOTOR DRIVEN PLANER. soon. The right of way for the electric line has beep secured by the Connecticut Railway & Lighting Company, who are developing this power for the purpose of operat- ing a part of their large system. The cities of Water- bury and New Britain will be supplied with electric power from this plant, and in addition the Milldale, Southington & Compounce Railroad and the new Cheshire and Mt. Carmel Branch, which are lines operated by the Connecticut Railway & Lighting Company. It is ex- pected that when this power is in operation the steam power stations at New Britain, Southington and Water bury will be abandoned, but this will not be until nex year. The high potential line from the Housatonic Rive: power station to Waterbury will be in duplicate. Fron Waterbury beyond to New Britain a single line will suf fice. The new station will mean a great economy it operation by the Ra‘lway & Lighting Company. a4 meee ee ee ne cea Ee BE mice Vee ne piscina ee aoe eer ota ee wee TAN TR a a — eT Oe NB nT QPS BSS sere ee a oA ae eS Fae A et Marae 5 angen Oe ALA I RPTL IA GR wes THE IRON AGE. Recent Canal Haulage Improvements. BY GEORGE E. WALSH. The continued agitation about deepening and widen- ing the Erie Canal makes some of the recent improve- ments in canal haulage in Europe, and this country of more than special interest. The crude systems of canal haulage in the past have militated against their general popularity more than anything else, and until the prob- lems surrounding the whole question could, in a meas- ure, be solved there was little possibility of further ex- pensive investments in such waterways. In the past dec- ade millions of dollars have been invested in the dredg- ing, widening and building of canals, but out of all pro- portion to these huge expenditures have been those de- voted to the improvement of mechanical haulage. Nev- ertheless, the ultimate fate of the canals must depend upon the success attained through the adoption of mod- ern mechanical haulage devices. The Miami and Erie Caual System. The electric haulage systems have received the most attention, and it is apparently in this direction that fur- ther improvements will be made, which may in the end solve all the perplexing questions. Some of these im- proved systems are now in successful operation, and they certainly represent a great advance upon old methods. On the Miami and Erie Canal, which runs from Cincinnati to Lake Erie at Toledo, the electric system which is be- ing installed represents the most extensive application of mechanical canal boat haulage in the world. This system is interesting because it is the first of its kind in this country, and should it prove successful it may open the way for electric haulage on the Erie Canal when it has been enlarged. Along the tow path of the canal there is constructed a railroad track of the standard gauge size. This road with its electric equipment is finished from Cincinnati to Dayton, a distance of 68 miles, and the total distance of 244 miles will be completed and in full operation within four years. The road bed along the tow path is sub- stantially laid and ballasted, with oak ties and 70-pound rails. At the locks trestles of iron and steel are built so that the locomotives can pass from the low to the high grades up a 1% per cent. grade. There are numerous switches and frogs provided so that locomotives can pass each other. The bridges across the canal made it necessary for the electric road to dip down below the level of the wa- ter at places, and heavy concrete masonry walls are con- structed at such points to protect the embankments and track from any overflow. Electric locomotives are de- signed to run over this track capable of towing fleets of from five to seven boats. These locomotives, half of which are already completed and delivered, are of 20 tons, or, including the frames for the wires and all equip- ments, their total weight is about 24 tons. They clear the trolley overhead wires at about 9 feet. The frames are 14 feet long, and they are mounted on trucks having 30-inch wheels and a 7-foot wheel base. They are op- erated by the three-phase current system, and the draw bar pull is from 6000 to 9600 pounds starting. The cur- rent is carried on two overhead wires and the track. For the past 20 years the Miami Canal has been a losing venture, and the railroads have steadily diverted traffic from it. The present heavy investment in its electrical equipment promises to give new life to it. and considerable interest will be manifested in the final re- sult. The present equipment is sufficient to accommodate 100 boats a day between Cincinnati and Dayton, but when finished this will be greatly increased. European Systems. In Europe electric canal haulage on a smaller scale has received more experimental attention than in this country, and a number of short routes have been equipped with mechanical devices for hauling the canal boats. The Teltow Canal, connecting the rivers Spree and Havel, is one of the most important, for when completed it will be possible to haul some 5,000,000 tons of freight per an- October 29, 1° num. Although in the primitive stages of constructi the Teltow Canal is important because it represents w! electrical engineers consider the most satisfactory equ: ments and devices yet perfected. The canal is only miles in length, and its equipment will consequently much smaller than that of the Miami Canal. The Koettgen electric canal haulage system, whi has been tested for some time on the Finow Canal, e: ploys a single rail in places and a double one in other In the single rail system the locomotive has a pair \ broad tire wheels, spring suspended, which roll along « the ground nearest the canal. The weight of the engi rests mostly on the two small wheels which run on tly rail opposite, and which are grooved to fit it. This type of locomotive is propelled by a 15 horse-power motor, anc makes a speed varying from 3 to 5 miles an hour. The total weight of the motor is 4000 pounds. In the two-rail system on the Finow Canal a Koettge1 electric locomotive runs on tracks laid on cement blocks with the ordinary wooden ties above. This type of loco motive hauls three loaded barges 3 miles an hour, with a total load of 700,000 pounds. This method of cana! haulage has been tried long enough to give some definite figures concerning the cost of work. Based upon a total! annual traffic of 10,000,000 tons, the cost of electric haul- age is estimated as low as 0.0029 cent per ton mile, Un- der steam power, with similar conditions, the cost is placed as high as 0.0042 cent per ton mile. On a smaller annual traffic the cost is higher. The difference between these figures and those obtained from old methods of ca- nal haulage is so great that electric canal haulage cannot long be delayed on any of the first-class canals of the world. On nearly all of the small important canals of Europe this is already the case, and the different systems em- ployed merely indicate that engineers are approaching the question from different standpoints, but with the same object in view. On the Burgundy Canal, for in- stance, an electric tricycle type of engine is used which is operated along the tow path without the use of rails. This tricycle is run by a 6-kw. motor, which receives the current from suspended trolley wires. The tricycle loco- motive weighs about 4000 pounds, and tows several canal boats at a speed of less than 114 miles an hour, each boat loaded with 700 tons cargo. Character of Equipment. It will be noticed that in the different methods of canal haulage the tendency is to adopt rails, with heavier locomotives and greater speed, while the older method of running locomotives on the tow path is gradually being abandoned. They are slower in operation, clumsier to handle, and not so efficient. The cost of equipment is naturally smaller where no rails are used, and on very small and unimportant canals they may continue in use for years; but on canals where the future traffic is bound to be heavy the locomotives which run on trolley tracks are steadily coming into more general use. A compari- son between the two distinct systems of haulage will furthermore show that the two-rail method is more eco- nomical in proportion to the amount of investment made. In the Ganz system of a mono-rail track, the cost of equipment is placed somewhere between that for a two- rail and no-rail system. The first cost of construction is always such a serious matter that anything which cuts down the equipment appeals with great furce to many. In the Ganz mono-rail system the locomotives are also cheaper and lighter in construction; but in spite of this an excellent showing as to working cost per ton is ob tained. In this system there is a special wheel which runs on the tow path itself, and the path constructed for it must be kept level and hard on the surface. The pro portional stability of this form of locomotive is not so good as the other type. Most of the weight of the loco motive must rest upon the wheels on the rail, and the third wheel is used more to balance the locomotive and keep it in position. The current is directed to the motor either by overhead trolley or by flexible cable. In either case the rail is used as the third conductor. In England an aérial railway which will not inter- fere with the use of horses has been adopted; but this system is not likely to grow to any considerable extent, ober 29, 1903 he heavy equipment of a canal with electric haulage es should hardly require any auxiliary power from es. Unless the electric system is going to prove sat- tory and continuous in operation it will hardly at- attention. In the English aérial system two steel s are placed together at one side to form a rigid gir- They are located sufficiently high above the tow to admit horses under them. Wooden posts sup- the rails, with cast iron brackets placed 20 to 30 feet rt. Small locomotives run on this high track, having wheels each, and constructed so that they cannot be iled by any ordinary accident. The two upper wheels on the top surface of the rails, and the under two ss against the lower surface. This type of locomotive ist of necessity be small and of comparatively light weight. This system has several advantages, one of which is that the motor is controlled from the canal boat, and no other operator is required than the pilot on the barge. The locomotive, however, cannot have great tractive power on account of its size and weight. To tow a barge of 100 tons 2% miles by this system a tractive force of 250 to 300 pounds is needed. ‘The small aérial locomotive can pass bridges and tunnels without any delays, and horse towage from underneath is not interfered with. The cost of haulage has been found much less than by horses. According to the estimates on the English ca- nals, the difference between horse and aérial electric haulage is nearly one-half. Where the total abolition of horses for canal haulage has not been definitely decided upon this unit system of electric haulage is of great service. While fleets of barges cannot be towed in this way, single or several empty boats can be handled at a maximum of cost and trouble. oS Italian Discrimination Against American Tool Steel. According to information furnished to the Depart- ment of Commerce and Labor, an interesting question has been raised in Italy relative to the rate of duty on American tool steel. The bars of tool steel are sent to Italy with a slight coating of cheap varnish to prevent them from rusting on the sea voyage, and the Italian officials decided that this application of varnish was an advanced state of manufacture. The duty was therefore increased from 6 francs ($1.16) to more than 12 francs ($2.32) per 100 kg. (220.46 pounds), while English and German bars, not so varnished, were admitted at the usual rates, J. C. Gutmann of Genoa, representing the Crucible Steel Company of America, states that up to July of last year all tool steel, whatever was its exterior, paid $1.16 per 100 kg., and large quantities of American steel were passed through the Italian custom houses without the least difficulty arising. Since that time, however, the custom house officials have been discovering reasons for putting American steel in the highest possible class. They claim that the varnish increases the value of the merchandise, although they have been informed that the anti-rust preparation disappears upon contact with fire and is not a varnish in the sense of the definitions of the customs list. The increase in the duty is so considerable that many kinds of steel are excluded from further im- portation into Italy. The matter is therefore one of con- Silerable importance to all American exporters of tool Stee] ———————ag \ company has been organized to erect and operate Ferris Wheel during the St. Louis Exposition, and engineering work of the taking down, transportation erection of the wheel has been intrusted to Robert ' ilunt & Co. of Chicago. It is estimated that it will ‘Lvolve an outlay of about $125,000. This work will be ‘ the direction of L. V. Rice, who superintended the or sinal erection of the wheel at the Columbian World’s Pir, its subsequent taking down and removal and re- €'tion upon its present site in North Chicago. As this be the only structure from which the whole siana Exposition can be viewed, and as there will r+ THE IRON AGE. not be any towers or any other high novelties to com- pete with, it is believed that it will repeat its World’s Fair success. Steel for Third Rails. At the meeting of the American Institute of Mining Engineers J. A. Capp of the General Electric Company of Schenectady, N. Y., read a paper on “ Tests of Steel for Electric Conductivity, with Special Reference to Conduc- tor Rails,” in the course of which he made the following statements based on elaborate experimental work: What is required is sufficient surface for the collection of the powerful current and an ample cross section to carry the current without an undue drop in potential. On the other hand the strength of the section is of little moment, and any section which is easily installed in an insulator is satisfactory. This permits the use of sec- tions, rectangular or nearly so, which may be rolled easily in many mills. With these facts in mind a section of a conductor rail has been designed by W. B. Potter which, when 2.5 inches wide by 4 inches high, will weigh about 98 pounds to the yard. This shape may be easily rolled in any merchant bar mill heavy enough to attempt sec- tions of this weight. A dovetail at the bottom provides an easy means of securing the rails by fish plates of spe- cial forms, and any of the common forms of bond may easily be applied. Ordered in lots of a thousand tons or more, such a rail should cost no more than a plain rec- tangle of equal weight. From the elaborate tests on the influence of special additions to steel upon its electric conductivity it appears that manganese preponderates in influencing the resist- ance of the steel, and that for lowest resistance man- ganese must be present in very small quantities, much smaller than is usual in merchant steel or structural steel. While all the elements must be present only in very small percentages, so great is the preponderance in the influence of manganese that other elements may be tolerated in quantities which the steel makers would con- sider reasonable without unduly increasing the resist- ance. For a satisfactory third rail the lowest possible re sistance (say, from 6 to 6.5 times that of copper) is not necessary, and the great cost of making such extremely pure steel is not warranted. In fact, such extremely pure steels would probably be so soft that the frictional wear of the collecting shoe would be excessive and the life of the rail in service unduly short. Assuming, then, that a rail made from steel having a resistance not greater than eight times that of copper (13.8 microhms at 20 degrees C.) would be desirable for conductor rails, the figures tab- ulated would seem to indicate that the following extreme composition would be permissible: Per cent. Cs OP Sila wicca kw beware devia ceeanes oe dine Raa eee Manganese up to..........- etn hi Nana dee eeee een 0.4 PRGUOR TH 1B as cote ds Chie HE weeds niente caleueaele 4 0.06 Serewer Up. tei... viecacs a ilel Gig ip tra aaa antag aaron ae 0.06 Se 0 ORs 6 sb HS ae awa eenedewnurnees sc REEROn eau 0.05 This composition, however, would be extreme, and any overstepping of bounds might result in too great re- sistance; therefore, for resistance up to eight times that of copper, the specified analysis should be: Per cent. Cae: Beek: te URES 6c no ci 6K LOOM Eee ECE S tBeee 0.15 Manganese not to exceed.... Sidecdoatace awa ow ewen 0.30 PROSNOPED HOE 10 CNOOOR ox nce cece er cwicvesweanes 0.06 BGMRE ROE th CMOOOE a icciss sae ccd sntehewewn canoes 0.06 ORR: BON OE CR 8 5 6 bccn ckuneac wines hia seers 0.05 This latter composition is one which could be made easily in any open hearth furnace, and it should present no difficulty in rolling to a shape suitable for conductor rails. In fact, steel of this composition has been success- fully rolled into sheets as thin as 0.014 inches, a size, which was for a long time a standard product of a large sheet mill. Mr. Capp added some remarks concerning wear and tear of such conductor rails, and from what he said it appears that this is a very serious question. While he did not give the exact figures, he said that the wear and tear of the third rail of the Manhattan Railroad has been about 1-10 inch since the time of its installation. ee > * © lactone Sailnet sghtm 7 poe hain v8 , i i k i | ee = sae erase —T a * Katte ES ARES ee Sl ee SaeeEaaeReE nema reentrant ttenemens nw saws kerma OU a ar ree ee + ) cit. 4 i 2. Bit + Bal fr i e 4 & * 4 $ } 4 THE IRON AGE. Canadian News. Bounty Fostered Steel and Countervailing Duties. [The position of the United States Treasury Department with regard to duties on Canadian steel was set forth in an editorial paragraph in our last issue. Under existing laws no danger is apparent of countervailing duties to equal the Cana- dian bounty being imposed. Nevertheless, the intimation of such a possibility has caused some excitement in Canadian manufacturing circles, and the following letter from our regular correspondent will be found especially interesting.—THE EDITOR. } Toronto, October 24, 1903.—The suggestion that countervailing customs duties be applied by the United States to imports of pig iron and steel on which Cana- dian bounties have been paid is, of course, not welcome to the Canadian exporters of these commodities. If such duties were imposed they would close what is now the chief market of the largest iron and steel producing com- pany in Canada, for up to the present most of the output of the Dominion Iron & Steel Company has gone to the United States. That market is already much duller and less profitable than it was a year ago, and the proposal to put on countervailing duties is one of the indications of its state of comparative decline. When the consump- tion of iron and steel was at the high point there was no demand for a make weight upon Canadian products, for the needs of consumers were practically insatiable, and American producers who were overwhelmed with orders at high prices could not be benefited by the exclusion of foreign iron. But now when consumption has fallen off sharply, with production but moderately curtailed, and prices dropping—conditions in themselves telling on the returns from Canadian sales in the United States—the barring out of Canadian pig iron and billets would be of perceptible advantage to producers in the northeastern section of the United States. It would also press on the immediate attention of the Canadian interests now de- pendent on United States consumers of steel a problem that had before seemed to belong to the future—namely, How should they dispose of their output? An extra American duty, equivalent to the bounties, would com- pletely shut the doors of the United States market. At present the bounty on Canadian pig iron produced from Newfoundland ore is $1.60 a ton. On the steel billets made from that pig iron there is a bounty of another $1.60 a ton. Hence the total subsidy from the Govern- ment is $3.20 a ton on steel billets that are the second- ary product of Newfoundland ore. A _ countervailing duty, it is to be supposed, would be at the same rate. Three dollars and twenty cents added to the present Dingley duty on Canadian steel billets would prohibit their importation into the United States. Home Opposition to Exports of Bounty Fostered Steel. It has long been foreseen that the United States mar- ket might cease to be remunerative for Canadian produ- cers. Also there has been a popular feeling, however much or little producers of crude steel may have shared it, that foreigners ought not to get the benefit of the million dollars or so paid out of the public treasury to aid the production of pig iron and steel. Thus both the interests of Canadian steel producers and of the Canadian people moved toward the manufacture of the output of the fur- naces into finished products such as were being imported from the United States, Germany, Belgium and the United Kingdom. Instead of selling bounty aided bil- lets and importing rails, plates, &c., it appeared on all hands to be desirable to roll the billets into the rails and other finished products for sale in this market. As the exportation of billets seemed‘ likely to be rendered impracticable, it was considered by many that the im- portation of rolled products should be stopped by the im- position of protective duties. Accordingly representations in favor of such duties were made to the Government. The result was not up to the expectations of the steel interests nor fully up to the disposition of the public, for the duty on steel rails was made so conditional as to be almost denied, and the aid to the production of steel plates, beams, angles, girders and wire rods was given in the form of bounties instead of duties. Joined to this disappointing provision of the October 29. 1! Government was the difficulty of getting capital for erection and equipment of plants to carry on the manuf; turing processes beyond the bloom or billet stage. | the Government granted positive and adequate prot ive duties, possibly there would have been more rea ness on the part of capital to embark in rolling mill : terprises. It would seem, therefore, as if the situation the Canadian steel industry would be one calling | some consideration by the Government should the un vorable conditions be increased by American count vailing duties. Besides further embarrassing existing industries this side of the line, such duties would tend to hurt i their inception industries at present being promoted Projected steel works on the Welland Canal and on thy St. Lawrence would not be more warmly received by in vestors if the United States market were closed to tlie crude products of Canada, while this market remained open to the finished products of the United States. There would undoubtedly be a strong demand for Canadian retaliation, a demand which the Government might be moved by irritation, not less than by regard for Cana- dian industrial interests, to satisfy. A Bit of History Concerning Bounties, When the Canadian Bounty bill of 1897 was before the house the question whether the aid should or should not be restricted to pig iron and billets consumed at home was discussed. It was the original intention of the Finance Minister, Mr. Fielding, to limit the bounties to the products used at home. Geo. E. Foster, ex-Minis- ter of Finance, urged their application to all the output of the furnaces, no matter in what market disposed of. and his advice was finally followed. As both Ministerial and Opposition members supported this extension of the bounty system, it has never been criticised from a party point of view, but newspapers conducted in the inter- ests of farmers have been steady objectors to the policy of assisting foreign industry by bounties to cheapen the cost to them of their raw material. Like objections have continuously been made by the advocates of free trade, who can hardly now be said to be within the lines of either party. On the subject of protection William McMaster, vice- president and general manager of the Montreal Rolling Mills Company, recently stated in an interview that the output of the various Canadian works will this year be much greater than ever before. He did not see any rea- son why trade here should be affected by depression in the United States. From a purely business standpoint, however, and irrespective of politics, he considered there was need of a revision of the tariff for protection. His own company, he said, intend to construct a new wire nail plant, with an output of 100,000 kegs a year, and to extend their mills to twice their present capacity. Government's Rail Contract with the Sault Works. The contract between the Government of Canada and the Algoma Steel Company (one of the constituent con- cerns of the Lake Superior Consolidated Company) for the supply .of rails for the Intercolonial Railway was referred to in the House of Commons some days ago in a discussion of the estimates. A _ re-vote of $780,000 for steel rails and fastenings was the item that brought the matter forward. Mr. Fielding informed the house that 5700 tons of rails had been delivered by the Clergue Com- pany out of 10,000 tons that the company expected to supply. All the rails now offered had been taken by the Government. In the main, they had been found good, and the company had given a five-year guarantee. Mr Fielding added that he now regarded the contract as practically at an end, owing to the company’s failure (to perform it fully. At the same time, he intimated, tle Government would be glad to encourage Canadian mil!s when satisfactory rails could be obtained from these. The Sault contract, it may be remembered, called for the delivery of 25,000 tons of rails, to be delivered with- in 1901, the price to be $32. It further provided that tle company might supply 25,000 tons per annum for for years more, the price to be the equivalent to that at tlie time current in the British market. & A. 6. 2g. ber 29, 1903 The Knox Steel Railroad Tie. the quarterly meeting of the Board of Directors e Salisbury Steel & Iron Company, held in the offices e company, Utica, N. Y., last week, negotiations were <ummated with O. M. Knox, the inventor and patentee e Knox steel railroad tie, by which all of the patents rights covering the Knox design are assigned to the Ss, lisbury Company. steel railroad ties have been receiving consideration »n railway officials for several years, as it is conceded that the rapidly decreasing supply of wooden ties will ciuse the general adoption in the very near future of ties made from some material other than wood. Experi- ments have been made with compressed leather and a modified form of glass, molded into oblong forms, and even reinforced cement ties have been considered. It is the general opinion, however, that the coming railroad tie will be made of steel. This field holds out strong inducements to the in- ventor, and in the past 15 years it would seem that the Patent Office has been called upon to pass on almost every conceivable form made from iron or steel that could be used for a railroad tie. The great objection to steel ties is their apparent lack of elasticity, causing much THE IRON AGE. it will require only three Knox ties to replace five wooden ties. Railroad officials state that the Knox tie should last at least 20 to 25 years, judging from the success attained in Germany and Switzerland with a steel tie of similar design, whereas wooden ties last only six to seven years on main line track. The Salisbury Steel & Iron Company were incor- porated in November, 1902, under the laws of New York, with a capital of $1,000,000. The company have acquired by outright purchase about 520 acres of ore lands in Salisbury Township. Herkimer County, N. Y., and during the past year have been sinking shafts at different sta- tions on the property. The ore, which is a very high grade magnetite, occurs in the contact of granitic gneisses and limestone, and outcrops on the property for over 6000 feet. In shaft No. 2 the vein at the outcrop meas- ured only 22 inches wide, but at 90 feet this increased in width to 14 feet, the analysis of the ore increasing from 58 to 63 per cent., decreasing in sulphur and phos- phorus, and free from titanium. Work has just been completed upon a new shaft house, and a new boiler house is now in course of erection. The Salisbury Company propose to install a complete drilling, grinding, crushing and concentrating plant, to be run by electricity, and bring the ore up to the highest THE KNOX STEEL more wear and tear on the rolling stock than wooden ties. To overcome this has been the aim of all steel tie designers. One inventor used a set of heavy springs under his tie. Another made his tie in the shape of a spring, and succeeded in securing an order for 18,000 of them from one of the largest railway systems in the country. In actual use, however, they were an utter failure because of too much flexibility. Steel ties have been used for some time by the Bes- semer & Lake Erie Railroad, owned by the United States Steel Corporation, with satisfactory results. The Lake Shore road about a year ago installed a section of track on the Sandusky Division with steel ties, and tney have given very good satisfaction under most trying condi- tions, The Knox tie, an illustration of which appears here- With, is claimed to have none of the objectionable fea- tures of other steel ties, and has several decided advan- tages. This tie, wnicu is very simple in design, is about 1) inches wide, 8 feet long and %& inch thick. The ceutral flange and ends, on the under side, are 4 inches Ceep and of the same thickness as the top. The holes for the bolt clips are square and are placed so that they \| fit a track of any gauge. Among its advantages are ‘ntioned the ease with which it can be tamped from ier side; the central flange and ends act as anchors, venting the tie sliding in any direction on the road- ; ho rail can spread or get loose: the central flange ‘ens the upper plate sufficiently for the heaviest loads, Y it has the same ductility as a wooden tie; because of increased strength and durability engineers state that RAILROAD TIE. percentage of metallic iron possible. By coneentrating the ore, the metallic iron is increased to 68 per cent, while the sulphur. which occurs in the form of small grains of pyrites, and the phosphorus, carried in grains and laminz of apatite, are readily removed, resulting in concentrates of the highest quality. These concentrates are then to be reduced by the Ruthenburg process of electrical reduction, resulting in a very high grade melt- ing stock for open hearth furnaces. An open hearth plant is to be erected either at the Salisbury mines or at Utica, using this melting stock, which is particularly adapted to the purpose, for the manufacture of steel ties. It is estimated there are 11,000,000 tons of ore in sight on the Salisbury Company’s properties, and with their own ore and the Ruthenbursg processes, which have been demonstrated to be a commercial success, the Salisbury Company will be in a position to produce steel ties at the lowest possible cost. Work is now being pushed on the sites for the new plants, and the company are striving for the honor of being the first to make steel by electricity on a commercial basis, and also the first to place a prae- tical steel tie on the market. ‘cities Chicago and other Western cities now forbid the use of wooden advertising sign boards and bill boards, and as a consequence the bill posting companies are large buyers of galvanized sheets. For bill boards that are secured to dead walls 28 and 29 gauge sheets are cus- tomarily used, while 16 to 14 gauge is used for signs with unsupported backs. THE IRON AGE, Naval Construction in 19038. Annual Report of Chief Constructor Bowles. WASHINGTON, D. C., October 27, 1903.—The annual report of Rear-Admiral F. T. Bowles, chief of the Bureau of Construction and Repair, has been submitted to the Secretary of the Navy. Among the subjects treated by the Chief Constructor are the strikes and financial trouble of contractors, which have resulted in delays in the de- livery of vessels; the preparation of standard plans of ship fittings in co-operation with private shipbuilders: a large amount of interesting experimental work conducted by the bureau during the year, both for the Government and for private parties; and the necessity for additional dry docks to facilitate repairs to battle ships and armored cruisers. Following is an advance abstract of the report: While the additions to the effective force of the navy by the completion of vessels building under contract and by transfers from other departments of the Government are considerable in number and value to the navy, they are by no means as great as should have been made in the period since the date of the last annual report. They consist of the battle ship “ Maine,” the four monitors “ Arkansas,” “ Nevada,” “ Florida” and “ Wyoming,” 12 destroyers, one torpedo boat and seven submarine boats. This list should have been increased by two battle ships (the “ Missouri” and “ Ohio”), whose completion was delayed by the nondelivery of armor and by strikes, and by the five cruisers of the “ Denver” class, whose com- pletion is expected within a few months, but which have dragged out a length of time unnecessary for the building of small cruisers. Standardization of Fittings. The bureau has considered the preparation and issue of standard plans of ship fitting in co-operation with private shipbuilders. Plans have been issued covering hinges and pads for standard water tight doors, rigging screws, screw steering gear, wire hawser reel, &c. In addition, type plans, with specifications, have been pre- pared and issued for drainage, magazine flooding, fire system, fresh and salt water systems for the 16,000-ton battle ships. The bureau has also prepared and issued a set of standard specifications for plumbing fixtures, in order that these fittings may be of a uniform type and quality, with the least practicable weight and cost con- sistent with reliable service. It is believed that these specifications will result in considerable economy of cost and weight. After most thorough investigation in consultation with different private shipbuilders the bureau has issued a standard sheet of instructions in regard to sizes, fasten- ings and method of fitting pipe flanges for all drainage work on board naval vessels. Great diversity of practice obtained in this matter and resulted in a considerable increase in the cost of overhauling and repairs to vessels in the service, and great difficulty in maintaining a stock of the fittings and material necessary for purposes of maintenance in the navy yards and on board ship. The bureau has issued revised general specifications for elec- trical appliances under its cognizance on shipboard, and also for electric conductors for use in its work in navy yards. Experimental Work. The experimental model basin has continued in suc- cessful operation during the year, experiments of one kind or another having been made with nearly 150 models of all kinds during that time, imcluding five for private persons. The experimental model basin has now become indispensable to the bureau in connection with work upon new designs, particularly those involving novel features. The final forms for the 1000-ton gun boats and the 13,000- ton battle ships authorized during the last session of Congress were adopted only after a number of experi- ments, with the view of obtaining the most desirable form in each case. The results in the case of the 13,000-ton battle ships illustrate clearly the value of the experi- mental model basin. As the result of a succession of ex- periments with the final form adopted for these vessels, a October 2! speed of 17 knots can be confidently anticipated 10,000 indicated horse-power. There are five completed battle ships in the 1 11,500 tons displacement and but 7 feet shorter t! “Tdaho,” or 138,000-ton class, which averaged o almost exactly 17 knots with 12,000 indicated power. The new ships, although of 1500 tons, or cent., greater displacement, will attain this spec 2000, or 16 2-3 per cent., less horse-power, and reach on trial the same efficiency of propulsion tained by the best of the 11,500-ton ships will appr: exceed the 17-knot speed. Progressive speed trials of completed vessels a essential complement of the investigations of the basin in order to determine the efficiency of propu Up to last year, of the large number of vessels bu the navy in the last 20 years only the “ Chicago,” ' ton” and “ Yorktown” had thorough progressive in commission. At the urgent request of the bu and with the cordial co-operation of the Bureau of § Engineering, such trials have been made of the bai ships “ Alabama,” ‘ Massachusetts” and “ Kearsarg and in the past year progressive trials for speed and cou! endurance have been made of the destroyer “ Truxto: The bureau will continue to urge that all types of ships be subjected to progressive trials, as the scarcity of reliable data of this kind has been a serious handicap to success- ful naval design. Extension of Electrical Application. During the last few years the ventilation of naval vessels has been obtained almost entirely by the use of electrically actuated fans. These have many advantages in practical operation over steam driven fans. There was great lack of information, however, as to the real efficiency and delivery of the fans hitherto installed. Using ap- paratus especially designed for this purpose, the bureau has caused comprehensive experiments to be made at the Washington Navy Yard during the last year upon the ef- ficiency of fans of various commercial makes, and has supplemented these by special experiments upon ventila- tion systems installed upon the “ Missouri.” On all of the recent naval vessels of importance 4 number of water tight doors and hatches, some or all of which are left open under ordinary conditions, but must, for the safety of the ship, be closed promptly in case of accident, have been fitted with mechanical appliances for controlling them and closing them from a distance as well as on the spot. Pneumatic appliances have been fitted upon nearly all doors in the service, but the bureau has been anxious for some time to extend the use of electricity to these fittings, provided reliable electrical apparatus could be developed. With this end in view, it had tests made during the year at the Washington Navy Yard of several types of electrically operated water tight doors with distant control, the doors and operating devices be- ing tested for endurance as well as water tightness. Types of electrically operated horizontal sliding doors ‘ nd hatches have not yet been approved, but experiments are still in progress, and it is expected that satisfactory {1% tings will be determined upon in the near future. The bureau has investigated existing types of elec trical steering gear with a view to its use upon n vessels, and has designed and purchased the mati necessary for the installation of electrical steering paratus on the monitor “ Nevada.” The results of trials of this steering gear when completed will, hoped, furnish ground for its further extension in service. The importance of the absolute reliabilil: the steering gear of vessels renders it necessary, 1! opinion of the bureau, to proceed in this matter wit treme caution. Dry Docks. The bureau’s work continues to be embarrassed by of sufficient dry docks of capacity suited to the d sions of battle ships and first-class armored cru On the Atlantic Coast there is but one dry dock numbered 3 at the navy yard, Brooklyn, N. Y.) wl of sufficient size to take all the vessels at their r¢ cruising draft Dry dock No. 2 at that yard take majority of battle ships now afloat. This conditi tober 29, 1903 iirs makes it impossible to efficiently distribute the <ing’ and current repairs of the fleet among the dif- ent navy yards, so as to carry on the work expedi- isly and economically. Steel Inspection. [he quantity of ship steel inspected by the bureau | the amount passed and shipped for incorporation o naval vessels shows an increase over the figures of preceding year. The total quantity submitted for in- ction under the bureau’s requirements during the fiscal i ending June 30, 1903, was 250,720,754 pounds, as mpared with a total of about 212,242,000 pounds for the fiscal year ended June 30, 1902. Of the total amount spected 12,612,627 pounds were rejected on physical tests, 2,412,282 pounds on chemical defects and 51,279,208 pounds for surface defects, making a total of 66.804.117 pounds, or 26.4 per cent., rejected for all causes. The scrap amounted to 35,360,039 pounds, leaving 149,056,598 pounds of finished material accepted and shipped. W. L. C. a . Lake Ore Matters. DULUTH, MINN., October 24, 1903.—The season of iron ore shipments is closing just about as anti