The Iron Age 1904-01-14: Vol 73 Iss 2

Se *_ FF =a eS Ve ee ewe eS a"tA™ Review of the Hardware, Iron, Machinery ‘ond Metal Trades. published every Thursday Morning by David Williams Co., 232-238 William 8St., New York, Vol. 73: No. 2. New York, T reese January 14, 1904. icon. ita ding Matter Contents........ page 58 phabetical Index’to Advertisers ‘‘ jassified List of Advertisers.... ‘‘ dvertising and Subscription Rates ‘‘ — DOUBLE HAMMER GUNS Retailing at $20—$23—$25, are preferred because of their wearing and shooting qualities. They have the reputation of Standing the Racket. This reputation and the advertising behind them make them easy to sell—and they stay sold. Remington advertising material sent to dealers on request. THE REMINGTON ARMS CO., - - ILION, N. Y. 313-315 Broadway, New York. 86-88 First Street, San Francisco, Cal. iistol’s ate Steel Belt Lacing. SAVES Vin 2 ve cere with Least Metal Send fer Circulars and, Free Samples. HE BRISTOL CO., Waterbury, Conn. TOR ee RE Re RAIL Fan anttTtOCOCOCSCSC~t™ suson seot coro FAHALL BO | LE R 8 om Pai > Ase vands ofSash Cora SAMSON CORDAGE WORKS. Boston, Mass. TURNBUCKLES. 6 : CAPEWELL HORSE NAILS i ° S. Scituate 1) Rae a 3 tioveland City Forge and leon Con’'- Cleveland. ©. - NEW YORK, Branches: PORTLAND, ORE., > OO { PHILADELPHIA, BUFFALO, 4 d-. a CHICAGO, DETROIT, BALTIMORE, . ee ST. LOUIS, CINCINNATI, NEW ORLEANS, 0 ro i g ie Wu --—« BOSTON, SAN FRANCISCO, DENVER. y Woo 4 a°* 3 | 1S THE CAPEWELL HORSE NAIL COMPANY 3 m 2 IRON ORES. HARTFORD, CONN. <a ag PATTERN. Farmers’ Banke PILLING & CRANE, ce ae lee erat = Excelsior pe Back Pressure Valve is simple in construction and well made, Being fitted with the Jenkins Disc, it is noiseless and never sticks. Gives long service, and can be relied upon atall times. Can be quickly thrown in and out of use without taking valve apart, It offers no resistance to the steam when wide open. JENKINS BROS., New York Boston, Philadelphia, Chicago, Londen. London. “et” Gold Rolled Sel cst; Drawing »« Stamping THE AMERICAN TUBE & ae COMP 29 (Water and Rai! Delivery) BRID@EPORT, PAGE s MAGNOLIA METAL. Best Anti-Friction Metal for all Machinery Bearings. Pac-Simile of Bar. MAGNOLIA METAL CO., Owners and Sole Manufacturers, _ 113-115 Bank Street, Puacben, Faw . Prteatn, Montreal. Boston, Chicago, Fisher Bldg. NEW YORK, Pitaba Be'bitt Metala et competitive price, SEE ADVERTISEMENTS PAGE 26 American Sheet & Tin Plate Company Battery Park Building New York Ci ae al a « = Ps ol rs oe - a 2 AF 2 THE IRON AGE. ee ge eee tell Ansous Bess BRASS p” COPPER Co. in BRASS AND COPPER|(()PPER | *0 on samen GERMAN { SHEET 5 ROD Tobin Bronze SILVER |“ wne Condenser Plates,Pump Linings. Hound, Square and Hexagon Bars, for Pumo LOW BRASS. SHEET BRONZE. “'Seemleee Tubes ror Boles | SEAMLESS BRASS AND COPPER TUBING. BRAZED BRASS AND BRONZE TUBING. :::::::%: WATERBURY BRASS CO., 99 John Street, - - New York. WATERBURY, CONN. dill ! Randolph-Clowes Co. 130 Centre St., New York. Providence, R. I. Main Office and Mill, WATERBURY, CONN. MANUFACTURERS OF g SHEET BRASS & COPPER. BRAZED BRASS & COPPER TUBES. SEAMLESS BRASS & COPPER TUBES TO 36 IN. DIAM. BRIDGEPORT DEOXIDIZED BRONZE AND METAL COMPANY, BRIDGEPORT, CONN. Largest Jobb’ ~ - Retamanat in New LARGE CASTINGS A SPECIALTY. New York Office, 253 Broadway, Postal Brouze, Brase, Aluminum and . Babbitt Metals, Telegraph Building, Room 715. No order too legee for us to handle Chicago Office, 08 Fisher Bldg. None too small to reeeive our careful attention. WUEEEET000000008 er — -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. Arthur T. Rutte THE Put Pryur & ATWOOD Meo. ( 0p MANUFACTURERS OF Sheet and Roll Bras —AND— WIR PRINTERS’ BRASS, JEWELERS’ METAL, GER» SILVER AND GILDING METAL, COPPER Rive AND BURRS. Pins, Brass Butt Hinges, Jack Chain, Ker sene Burners, Lamps, Lamp Trimmings, &c. 29 MURRAY ST., NEW YORK. 144 HIGH ST., BOSTON. 199 LAKE ST., CHICAG( ROLLING MILL : | FACTORIES : THOMASTON, CONN. WATERBURY, CONN, SCOVILL MFG. CO., BRASS, GERMAN SILVER Sheets, Rolis, Wire Reds, Boits and Tubes, Brass Shelis, Cups, Hinges, Buttons, Lamp Goods. SPECIAL BRASS GOODS TO ORDER Factories, =? CONN. NEW YORK, CHICANO, BOSTON. JOHN DAVOL & SONS AGENTS FOR Brooklyn Brass & Copper Co DEALERS IN COPPER, TIN, SPELTEF LEAD, ANTIMONY. 100 John Street, - New Yor SUCCESSOR TO WILLIAM S. FEARING 256 Broadway, NEW YOR Small tubing in Brass, Coppe Steel, Aluminum, German Silve &c. Sheet Brass, Copper and Ge man Silver. Copper, Brass au German Silver Wire. Brazed an Seamless Brass and Copper Tu) Copper and Brass Rod. “PHONO-ELECTRIC WIRE. “1's rovan.” Stove and Washboard Blanks. ZINCS FOR LECLANCHE BATTERY. ANNA SecesuL a LE Best ere | Metals ree mM re 11 ea ie Salaminum s CASTIN G S FOUNDERS — FINISHERS. TROLLEY, Ww. @ ROWELL & Co., Bridgeport, Conn. TELEPHONE HENDRICKS BROTHERS and TELEGRAP! Belleville Copper Rolling Mills, Pines. MANUFACTURERS OF Brasiers’ Bolt and Sheathing Milles COPPER, “eee ae pect ET IS y. A practical tres‘ | 19 Murray St., New Y COPPER wiiRsz Importers and upon fitting of hot water cpperatee oer 4 RIV BYES, | vot Water suppl ingot Copper, Block Tin, er sag aoe Antimony, etc. St dite Seatirely rewritten.” 80” pa.*s 49 CLIFF ST., NEW YORK. — For enle by David Williams Ce., 232 William $t., % u0 RIVE Ke AG( ONN, )., ‘THE IRON AGE THURSDAY, JANUARY 14, 1904. Rapid Machining of Crank Shafts. Advanced Methods Employed at the Eddystone Works of the Tindel-Morris Company. 11.—FINISHING In the production of finished crank shafts, it has been found most expedient to divide the work into two dis- tinct series of operations; the aim of the first being to remove the bulk of the superfluous metal in the shortest time possible, only approximating the ultimate dimen- sions, and that of the second to obtain the finished sizes along the lines of the greatest speed, but without sacri- ficing accuracy in favor of dispatch. These are termed the roughing and finishing opera- OPERATIONS, and the torsion of the shaft when driven in an ordinary lathe from one end present an almost insuperable diffi- culty to correct lining up. It is claimed that no system of face plate appliances will overcome these obstacles to true running—sag and torsion—and that with the em- ployment of the most ingenious face plate appliances the engine lathe cannot bridge over the gap between the live and dead centers to keep the shaft straight, nor is it possible to obviate the pulling of the face plate end Fiy. 1.—The Tindel-Albrecht Crank Shaft Lathe. tions. The former were illustrated and described in our last issue. In the case of the latter the problem resvlves itself simply into the use of a lathe with changeable centers and so constructed as to permit the speedy manipulation of the mechanism attaining this end. Such a machine is the Tindel-Albrecht crank shaft lathe. In the finishing of shafts having multiple throws with the crank pins fixed at angles to one another, the quick changing of centers of the lathe is particularly desirable. Crank shafts of this type have come into ‘ widespread use with the development of the gas engine, motors for automobiles and launches, and the smaller sizes of steam engines for electric power and lighting. After the rough cutting has been done the problem of getting the finishing true is a difficultone. The crank pins must be true with the main bearings of the shaft or the piece might as well be thrown into the scrap heap. Here is where the difficulties of crank shaft finishing manifest themselves. Not only is trouble encountered in the shift- ing and correct setting of the different crank pin centers, but when these are obtained there is still the baffling problem of getting a true running of the crank pin while turning. The sag of the piece through the throw slots of the shaft and the dragging of the tail stock end and thus forcing a torsion through the piece. The Tindel-Albrecht crank shaft lathe is claimed to overcome these difficulties primarily because of its center dirve, the sliding jaw chucks of which hold the shaft by the cheeks of the throw or at the nearest point possible to the crank pin being turned. A general view of the ma- chine with a three-throw shaft in position is shown in Fig. 1. The machine turns every part of the crank or eccentric shafts or crank axles, including journals, crank pins and crank arms; all from the main center. Instead of the centers being fixed in the spindles, as in the ordinary lathe, they are carried in slides, one of which is placed on each end of the lathe, which, by means of screws working through nuts in the backs, move the centers in and out to any desired distance. This mechanism is shown in the sketch, Fig. 2. In this way the shaft, having been first hung by the journal center holes on the machine centers, which have been adjusted by the screws to zero on main center of the machine, is shifted out of the jour- nal centers into line with those of the crank pin to be turned. 2 THE IRON AGE. Graduated scales on each slide give the exact meas- urements, and dowel pins pushed into matched holes through slides and face plates confirm the scales and guard against any possibility of error. Each shift from journal centers to crank pin centers is accurately and quickly made by means of the face plate slides. From the crank pin centers to the journal centers a return is made in the same manner. In shafts having more than one throw each crank pin is successively brought into center for turning with- out any further adjustment of the centers by merely turning the shaft around on the centers already set, by means of graduated circular plates fixed on the slides. The shaft as it hangs is simply revolved the number of Fig. 2.—Mechanism of One of the Slidés by Which the Work is Shifted to the Desired Centers. degrees required to give the angle of the next throw, as shown by the graduated scales on the rim of the disks, corroborated as before by dowel pin, and thus simply and without any other shift each crank pin is brought into center. When all of the crank pins and other parts of: the crank throws are finished and it is desired to finish the journals, the slides are again brought down to zero on the scales. The journals are then in line for turning. As each ¢rank pin is brought into position for turn- ing the driven steady rest or center drive between the two face plates of the machine is moved up to it by means of rack and pinion, and the steady rest jaws slide along the carrying bar against the cheek of the crank. A bolt through the lower ends of the jaws is then tightened up, giving them a firm grip close to the work, to prevent any vibration or springing. This supports the work close to the edge of the cutting tool, as shown in Fig. 3. It permits the taking of very heavy cuts on the rough crank pin with a broad nosed tool. The steady rest is moved from pin to pin until all are finishd. To insure true work the steady rest housing is made very heavy and rigid, and fitted with extreme care. In finishing the journals they take the place of the pins in the steady rest, the spaces between the crank throws being relatively in the same position and supported by the jaws in the same way. The steady rest and each face plate are driven at the same speed simultaneously by means of pinions keyed on the driving shaft at the back of the machine. These are shown in Figs. 2 and 3. To insure smoothness of run- ning and avoid any possibility of back lash in the gear- ing the gear pitch at the steady rest is varied from that of the face plates, being made coarser. As the strain of cutting down crank pins falls directly upon the steady rest the advantage of this is obvious. By this system of driving any possibility of torsion of the work under the strains of cutting is entirely eliminated. No difficulty is found in keeping any number of crank pins in the same shaft in strict alignment which the users of this lathe have found impossible in any form of fixture applied to January 14, 1904 the ordinary lathe where only the face plate end of a shaft is driven. A long bearing is provided in the steady rest hous- ing for the driving ring, which prevents vibration and insures steadiness of running at high speed. The bear- ing itself is a split tapered bushing capable of being taken up by a large nut fitted into its back end. This nut is operated quickly through a slot in the housing. Lu- brication is effected from a sight feed oil cup fixed on the top of the housing, suitable oil ducts being cut in the wheel bearing. The work is held in the steady rest by two forged steel jaws, made to slide loosely in and out along a stiff rectangular cross bar, Figs. 3 and 4. The bar is set upon the studs at either side of the driving ring and held down by the nuts. It is removed when changing from one crank pin to another to allow the passage of the crank throws through the wheel, and replaced when the rest is again in position. The holding jaws are slid by hand against each side of the crank cheeks, and firmly locked by a bolt passing through each on the lower sides and close up to the work. When bolted to the work the jaws are firmly held in position on the cross bar by large set screws let through the jaw sockets on the top of the bar. This arrangement makes a firm driving hold close up to the cut, in attaching which there is no possibility of springing the work. The shifting from journal centers to pin centers, and vice versa, finds the jaws always in position to take hold close to and in line with the cut. An essential feature of the machine is the driving dogs on each face plate, which are shown in Fig. 2. They are of caliper design, with inward faces V-shaped and case hardened, or of hardened tool steel. A stud with rectangular head closely fitted into T-slots in the face plate circular slides forms .a pivot on which the jaws open and shut, an outside nut holding them on the stud and in a fixed position on the face plates. A cross bolt passing through each jaw below the V’s bolts them firmly to.the work. These dogs are an essential feature of the lathe. By their means in multiple throw crank shafts the several pins are successively and accurately swung the requisite number of degrees into proper posi- Tae Inon AcE Pig. 3.—Center Driving Mechanism with Work Properly Clamped. tion for turning through the revolving of the circular slide on the face plates to which they are attached. After being set and fastened for turning the crank pins. they are not afterward touched until all the pins are finished, the angle of the pins being obtained by a re- volving movement of the circular disks previously re- ferred to. The tool slide, as shown in Fig. 4, is of special de- sign, having on one side a stout tongue made narrow to slide into the throw of crank shafts to support the cut- ting tool close up to the work when turning crank pins. In shafts of unusually deep throws a post support for the tool is provided also, which can be adjusted in and out or up and down close under the end of the cutting tool, and effectually prevents any springing and “ digging in.” The tool slide swivels bring a broader faced side January 14, 1904 into use when the large surfaces of journals are to be finished. Nice finishing necessitates rapid and even running. To secure this, accurate counterbalancing is most imperative. This is done on the backs of the face plates, where it does not interfere with the other operations of the machine. The balance weights are divided into units, sufficient, when all are used, to poise the largest crank shaft up to the capacity of the machine, as shown Fig. 4.—Center Driving Mechanism, Showing Sliding Jaws Used in Clamping Work. in Fig. 5. They are divided equally on the two face plates, and nicety of accuracy of balance is obtained by a further provision of sliding the weights toward and from the eenter. To insure balancing, the operator slips out the driving pinions of the main shaft, so that the shaft, after being set in the machine and locked, can be swung free and the counterbalance weights then set until the swing is balanced. ‘rhe capacity of the machine is measured by the diame- Tuz Inon AcE Fig. 5.—Rear View of Bud Driving Plate, Showing Movable Weights for Counterbalancing. ' ter of the opening in the center drive or steady rest, which in mutiple throw cranks must be of area sufficient to allow of the passage through of every crank throw as the rest is moved forward to each crank pin. Conse- quently the less the sweep of the throws, the smaller need be the area of the opening in the rest; for instance, a double throw crank shaft with crank pins set at an angle of 180 degrees requires to be handled in a larger sized machine than the same sized shaft with pins set at 90-degree centers. At present the machine is to be built in four sizes, having center openings of 12, 17, 28 and 45 inches, respectively. THE IRON AGE. 3 The International Fire Engine Company Bank- rupt. At Trenton, N. J., Vice-Chancellor Emery has ap- pointed James Russell Clarke of New York and Charles Kk. Kimball of Summit, N. J., receivers for the Interna- tion Fire Engine Company, a $9,000,000 corporation, with plants in New York, Baltimore, Chicago, Cleveland, St. Paul, Elmira, N. Y., and other places. The receivership, it is stated, was a step taken solely with the idea of protecting all the creditors of the corpo- ration. The success of the reorganization plan having been assured by the deposit of 80 per cent. of the pre- terred stock and 68 per cent. of the common stock, there remain only the actual payments of cash in response to calls from the committee to complete the raising of $500.- 000, necessary to take care of all of the debts of the com- pany and to provide sufficient working capital. The first call, it has been announced by Sullivan & Cromwell, counsel for the Reorganization Committee, will be sent out in the near future. Of the two receivers, Mr. Clarke has been president of the International Fire Engine Company since last August, and is quite in accord with the representatives of stockholders and creditors on the Reorganization Com- mittee. Mr. Kimball has had no previous connection with the company. In the application for a receiver it is stated that the liquid assets of the company are $95,- 250 and the total receivable assets are $176,523.16. The liabilities of the corporation are $347,294.07, and the value of all of their assets, including plants, machinery and stock in hand, is over $500,000. ———_s-o—_—_—_- Germans Contract for American Rolling Mill Plant. —The Morgan Construction Company of Worcester, Mass., through their London agents, have recently closed two important contracts for Germany, making three con- tracts which the company have taken for Continental concerns in the past year. One contract is for the Rhein- ische Stahlwerke, Meiderich, near Ruhrort, Germany, and is for a rolling mill for merchant bar, to be prac- tically a duplicate of the mill recently furnished by the Morgan Construction Company to the International Har- vester Company at Chicago. This mill will have a capac- ity of 100 tons a turn. The other contract is for the well-known Gewerkschaft Deutcher Kaiser, at Mulheim an der Ruhr, Germany, and is for a plant for rolling hoop continuously. Its capacity will be from 50 to 100 tons a turn. The contract includes the plant complete, from the heating furnaces to the shears. Saintes Some of the larger machine builders have adopted the positive blue print for use in their drafting rooms and are very much pleased at the result. Instead of the white lined drawing on a blue background, they have a white background and blue lines. This is accomplished at small expense by means of what is known as negative paper, which is printed from the tracing, the result being a white lined drawing on a deep brownish-gray back- ground. This background is opaque, while the white lines are very transparent. All subsequent printing is from the negative paper, the tracing being discarded for the purpose. This new blue print is of especial value as a substitute for original drawings, which may be pre- served in their freshness. Excellent prints may be ob- tained as a substitute for the ordinary blue prints to send to’ prospective customers. For shop use, however, the old blue print is considered the better, because the blue background soils less easily and it is more easily read ufter being shop handled. The creditors’ committee of the Acme Harvester Com- pany, Peoria, Ill., against whom bankruptcy proceedings were recently instituted, after a thorough inspection of the property, has ordered the works to resume operation January 25, after a shut down of several months. Em- ployment will be given to 700 operatives. It is now be- lieved all claims will be settled without forcing the insti- tution into bankruptcy. a a ee ee Sn oe ene een ae 4 THE IRON AGE. Shipbuilding Records in Scofland. GLascow, December 24, 1903.—The Clyde shipbuild- ing returns for 1903 show a large decrease in the ton- nage launched. In 1902 the output was 312 vessels, of 513,270 tons, and in 1903 the total so far returned is only 260 vessels, of 454,739 tons, a reduction of 63,531 tons, or about a month’s work. This is perhaps not so large a reduction as was anticipated, but the yards were largely employed during the year in working off contracts booked during 1902. The coming year will show a still greater decrease in the tonnage launched. In many of the yards work is now very scarce. The returns from other parts of Scotland are not yet complete. On the Clyde we have some 50 shipbuilding yards, and the following shows the vessels launched by each in 1903 and 1902: 7—1903.—, 1902. suilders. Vessels. Tons. Tons. John Brown and Co., Limited........... 6 55,152 26,260 EL. Ue Oa ace « c tth.c bib ik S bo038 6 6a Wie 13 45,810 55,585 a Pere ere 8 39,053 80,300 Oo a FE > er ee 7 28,908 41,052 Wm. Ibenny & Brothers.............545 20 380,472 40,329 ee Ee Rs» 0 0.0,0506:0% 004 e0 0% 8 23,612 27,826 nS Meh. bsp ntnesecksebeees 5 20,944 31,289 OEE S Gk OG 5k 5.0 b's oases cd oe db mee 6 20,195 13,894 ES AS ee Pep een ere 2 19,005 11,024 D. & W. Henderson & Co.......eccese08 11 17,989 39,849 ey DOs cb 0o. 0c nawinde sawecsee 7 17,643 12,721 Pe Ge SN aos vans bike baa ees cad 5 14,362 18,708 Wm. Beardmore & Co., Limited......... 1 10,700 15,258 London & Glasgow Company........... 1 10,700 18,835 Wi. Hlamlltom OO. ta kweicvey cpeccse soos, 2, 1 OS88 9,941 Bc, DN I wa tttticee.c* once esse 3 9,353 17,055 Ailsa Shipbuilding Company.......... -» 10 8,120 8,919 Wen. Gieemn & Gb. i: caw Wewes cidodesive 8 7,250 8,050 Clyde Shipbuilding Company........... 8 6,246 5,103 Grangemouth & Greenock Company...... 5 6,241 12,404 ae ee eee err 12 4,534 1,240 Campbeltown Shipbuilding Company.... 3 4,509 8,204 Widening & WergesoR. oo. c ce wccssececs 9 5,829 6,400 TOD B TMION ii sa oe ee U Sie 18 56,242 4,193 bai Me Fea heaisse 96 00:5 5 (0s beech onic - 2 4,801 10,875 DO Bi. thsi nn 6.400 2 2.04Rn0-4m0eneer 9 2,679 1,228 BE Be Ns 65 60 acne ceceqcccnncs 22 2,608 3,157 See ME OP Er Sic ties ces cs e'skes svacy” SS 2,511 5,951 Murdoch’ & Murray..........ccceseees 4 1,750 6,083 George Brown & CO... ...c.cceccceeses 6 1,694 900 ORE, Bis te als nenne od055s 0a00% 1 1,608 15,613 BE SE OE On abe coo esradoccase 4 1,500 2,818 Ritchie, Graham & Miine.............. 14 1,310 2,346 Revie COMPANY... ic etecvcwrccctecsce 2 1,256 153 Ardrossan Shipbuilding Company........ 4 797 2,167 BD, Beem, &, O00 .0 o:0 0:0.0,0:49:9.8,09 omies.0.0 1 605 8,670 BP. Mesremer & GOR. ccccccnccscceseece 6 435 194 Be a GH WONG i ceases cece ieshaes 1 800 1,462 W. Cheblatiers & CO. cic ccvccdccicivvsss 4 257 850 Will ihe. & Bees so isies cospi vevepeveose 4 194 290 Ferguson Brothers.........cccesseeseees 1 190 ae Dy EE, COENEN. ccc cvecccsccesccectses 3 154 347 Be Be BOING 0 os iwc eet cde he's Seddew ence 2 140 105 Dinewiall & CeO< scons ocnncvcsescivevede 1 93 ose Hanna, Donald & Wilson...........+.+.-. 1 70 83 BR. Maesilister & Ge... .csecccvvevsocar 8 55 64 Ce FREER, «uaa boc Us wacve cebic cde t Oan0 2s ei 376 DeGnib 4 i we Sib Sie ss Whe de aeus 260 454,739 518,270 Scotch Combination on Steel Ship Plates. In previous letters I have referred to negotiations which have been for some time in progress among the Scotch steel manufacturers for a combination, not to amalgamate production, but to regulate the sale on fixed bases. This combination has at length been effected, and the first result of it is that steel ship plates have been fixed at a minimum of £5 10s., less 5 per cent. Pre viously the nominal price was £5 7s. 6d., less 5 per cent., but some sales were made by makers at £5 net and some by dealers at £4 17s. 6d. net. The decline is stayed, but whether English, German or even American plates can be kept away from the Clyde on the new basis remains to be seen. Steel angles were recently sold down to £4 15s., less 5 per cent., but by the combine they are now raised to £5, less 5 per cent. Boiler plates have been the subject of desperate com- petition for some time past, and within a year or so have been borne down from £7 10s. to about £5 10s. per fon, less 5 per cent. The combine now fixes the price at £6, less 5 per cent., which price is also named for bars and tees. This arrangement has come as a thunderclap on deal- ers, who have been selling short in expectation of a con- January 14, 1904 siderable further drop under the pressure of German and American competition.. One dealer bid £5 7s. 6d., less 5 per cent., for 10,000 tons ship plates, but makers all refused to break the terms of the agreement made after so much trouble. Whether the working agreement will endure long is doubtful, in the light of former experi- ences on the same .lines, but in the meanwhile it is serious enough. Yet it seems hopeless to try to fix minimum prices when the trade is so bad. One large steel plant had to close up last week through sheer lack of orders, and all the others propose to prolong the New Year holidays for several weeks because of the smallness of the demand. Meanwhile it is true that, though neither American nor Canadian finished material is as yet pressing on this market, we are always receiving large quantities, and larger offers, of German and Belgian material, which is “ cut” to suit the market, whatever local prices may be. Our prin- cipal steel works are chiefly given up to the production of plates, though some give most attention to angles and others to shapes. We do not make rails, and our main steel product is plates. There is very little hope of any improvement in the demand for plates while shipbuilding and engineering are so dull as they are at present. It is true that to- ward the end of the year there was quite a little run of contracts for new ships, but nothing in proportion to the contracts that are being worked off. And as the year closes the shipyards close too for a long spun out ex- tension of the season’s usual holiday. Indeed, a large number of men have been already paid off, and some of the yards will start the new year with blank order books, as far as constructive work is concerned. The application of the steel makers for a reduction of 5 per cent. in the wages of the steel workers has been before the Board of Conciliation of the Manufactured Steel Trade this week. The representatives of the men agreed to accept the reduction provided an audit of the books of the employers concerned revealed that steel ship plates have been sold during December at or under £5 10s. per ton. An independent auditor has been ap- pointed by the board to settle the question. Launch of a Huge Battle Ship. A notable event on the Clyde has been the launch at the yard of John Brown & Co., Limited, of the first- class battle ship “ Hindustan,” one of the five battle ships which constitute a group of the largest warships in the world. They are known as the King Edward VIT class, and, with the “ Hindustan,” include “ King Ed- ward VII,” “ Commonwealth,” “ Dominion” and “ New Zealand,” building at Devonport, Fairfield, Barrow and Portsmouth, respectively. The principal dimensions of each are: Length between perpendiculars, 425 feet; breadth molded, 78 feet: draft of water amidships, 26 feet 9 inches; displacement, 16,350 tons. The ram, stem, stern post, brackets, &c., are of cast steel and are cast- ings of immense size. The weight of the ram alone is about 30 tons. The armor is of the most effective type on the Krupp system. The depth of the broadside belt is 22 feet, hav- ing a thickness at the water line of 9 to 7 inches at the upper deck. At the after end there is an armored bulk- head between the main and middle decks, and there are armored bulkheads between the main and upper decks forming the ends of the battery. In addition to the armor protection there are two protective decks, one forming at the upper deck a crown to the battery. The other, in conjunction with the lower deck at fore and after ends, extends the whole length of the vessel, and is of a curved shape. Underneath this deck is a specially designed ammunition passage, whereby the whole vessel can be efficiently worked when the ship is engaged iu action. The armament consists of four 12-inch guns in pairs in the barbettes forward and aft, four 9.2-inch guns singly in barbettes, one on each corner of the central citadel on either side, but nearer midships than the 12-inch guns; ten 6-inch guns, fourteen 12-pounders, fourteen 3-pound- ers, two machine guns, four submerged broadside torpedo tubes and one after submerged tube. The freeboard of the ship is exceptionally great, the center of the 12-inch January 14, 1904 guns being about 25 feet above the water line, and of the 9.2-inch guns 22 feet. The machinery space is divided into six water tight compartments, two of which are used for the engines and four for the boilers. The main propelling machinery consists of two sets of exactly similar vertical, four-cylin- der, triple expansion condensing engines, together capable of developing 18,000 indicated horse-power. Each set is placed in a separate engine room. The shafting throughout was manufactured at the Sheffield works of John Brown & Co., Limited. The crank shaft for each set of engines is in two separate pieces, each piece containing two cranks. The crank shafts, thrust, tunnel and propeller shafts are all hollow, and the propeller shafts are arranged so as to allow their being withdrawn from the outside without disturb- ing the remainder of the shafting. The propellers are four-bladed ; the blades, bosses, cones and guards are of manganese bronze, and the pins for securing the blades to the bosses are of forged manganese bronze. Steam is supplied by a combination of 18 Babcock & Wilcox water tube boilers and three single ended return tube boilers. The Babcock and Wilcox and the cylindrical boilers were manufactured at John Brown & Co.’s Cyldebank works, and are designed for working pressure of 210 pounds per square inch. The water tube boilers are arranged in the forward and two middle boiler rooms, and are de- signed to supply four-fifths of the total power, or about 14,400 indicated horse-power. The cylindrical boilers are capable of supplying steam for one-fifth of the power, or ” about 3600 indicated horse-power. The launching weight é 8 The keel was only com- B. T. of the vessel was over 8000 tons. pleted in the middle of March last. —-— +e The Bateman Foundry. J. im- Mfg. Company, Grenloch, N. manufacturers of Iron Age farm and garden plements, now have their new foundry in tion. It is 60 x 120 feet, and is equipped with the latest in molding machines, power sand sieves, air hoists, trolleys and other devices that go to make a strictly up to date plant for small gray iron castings This building is 24 feet high to the plate; immediately underneath the plate are placed 60 windows, 42 inches square, hung on trunnions and operated in sections from the floor. In addition to these windows there is 1700 square feet of glass, making the shop unusually well lighted. At night both are and incandescent lamps fur- nish light. Compressed air nozzles furnish an ample sup- ply of air at 80 pounds pressure, and are located every 12 feet around the entire foundry floor. Air is com- pressed by a Rand Drill Company’s belted compressor. The cupola is a 54-inch Paxson-Colliau, furnished with blast by a No. 4 Greene positive blower. The charging platform is provided with storage trolley tracks served with a light transfer crane, that connects with a track on the power elevator. This system connects with the stock yard, the stock being loaded in suspended charging boxes and weighed on a track scale, then transferred to the storage tracks. The charge is later dumped directly from the box into the cupola. On either side of the charg- ing platform are coke bins of one carload capacity. In the cupola room are located a brass furnace, a special tumbling barrel for the cupola bottom and a magnetic separator. Here also is the foundry tub, made of cement, reinforced with iron bars. The core room is provided with Millett core ovens, core machines and other up to ‘ date equipment. A locker is provided for each man, and centrally located is the tool room for the shop tools; and there is also provided a drawer, in the shape of a tool box, in which each molder keeps his tools. Power is furnished by a 30 horse-power Otto gasoline engine. In addition to the main foundry building are the fire proof pattern vault, the usual sand and storage houses, a build- ing for tinning and galvanizing and for pickling and cleaning castings. There is a power house, containing the boiler and hot blast.heating apparatus. The flask and pattern repair shop is 20 x 60 feet, and thoroughly equipped. The cleaning and truing shop is provided with The Bateman opera- - THE IRON AGE. 5 exhaust tumbling barrels, emery wheels, trolley system with track scales, and every convenience for rapidly and cheaply cleaning, weighing and truing castings. The company own sand banks not 50 feet from the foundry, from which they dig fine molding and core sand. <<pcsemniinanintlggteilatineabiitapiaiiin The Lunkenheimer Metal [lelting Furnace. Efficient and economical melting of metals, particu- larly brasses and bronzes, is believed to be best accom- plished in a furnace designed with particular reference to the requirements of this special class of service. The type illustrated herewith is stated to have been evolved after considerable experimenting with various forms of furnaces already on the market, and is being put forth as a result of considerable study on the subject. The furnace consists of a cylindrical sheet steel drum A fitted with cast iron heads. The drum is lined inside with refractory tiles arranged to give two openings, one at each side. These holes are formed by special tiles, C, held in place by clamping bars, D and E. Only one of the openings is in use at a time; the other is closed by a filling plug of fire clay. The provision of two openings is with a view to increasing the effective life of the lin- ings. It has been found that the lining wears out most THE LUNKENHBIMER MBTAL MELTING FURNACE. rapidly at the fillling hole, which also serves as an outlet for the flame and gases during the operation of melting and as a pouring hole for the removal of the molten metal. ‘The advantage, then, in providing two holes with each lining of the furnace is that when deterioration nround one hole has reached the limit this hole may be plugged with fire clay and the opposite hole, which in the meantime has been closed, may be opened and used. The pilot hand wheel B is used for rotating the furnace in pouring out the molten metal. Oil is used for fuel, through a burner of special type, designed to give the maximum of heat with a minimum fuel consumption. The oil is sprayed into the furnace by compressed air, the volume of the latter admitted being such as to give proper conditions for perfect combustion as well as for proper atomization of the oil. The makers state that in their own foundry are employed ten of these furnaces, from each of which six or seven heats per working day of ten hours are regularly secured. The weight of each heat is stated as averaging 550 pounds, the oil consumption varying from 2 to 2% gallons of crude oil per 100 pounds of metal melted. The life of the lining is said to be from 300 to 400 heats, this varying, of course, with the kind of metal melted. The whole furnace is of heavy and substantial con- struction, and is believed to be amply durable under all usual conditions of service. Renewal of the lining when necessary is facilitated -by the simple form of the tile used. Particular attention has been given to this point, as considerable difficulty was experienced in this respect with other furnaces tested in the course of development of this type: Two sizes are made, the smaller having a capacity of 550 pounds per heat, the latter of 1200 pounds per heat. The makers are the Lunkenheimer Company, Cincinnati, Ohio. 6 THE IRON AGE. The Brown & Sharpe No. 2-A Universal Mill- ing Machine, Motor Driven. An entirely new design of universal milling machine has recently been introduced by the Brown & Sharpe Mfg. Company of Providence, R. I. This machine is fitted with an independent motor and controlling mech anism, as shown in Figs. 1 and 2. An essential pecui jarity of the machine proper is that the power receiv- ing shaft runs at a constant speed and variations of spindle speed are obtained by means of change gearing Thus the machine, when motor driven, enables the use of a constant speed motor of almost any convenient type. The motor is mounted upon a special bracket bolted di- January 14, 1904 The mechanical details of construction, by means of which the constant speed driving shaft is made possible, and by which also the feed gearing is operated entirely independently of the spindie speeds, are of particular ir terest. Figs. 3, 4 and 5 show sections through the mechanism such that their construction may be under- stood. Fig. 3 is a vertical section through the main driv- ing shaft to the main spindle gearing. The chain sprocket or belt wheel is attached to the outer end of the receiv- ing shaft D, which runs through two bearings. Between these bearings is placed a small sprocket wheel by means of which the feed gearing is driven, as will be noted later. The inner end of the receiving shaft D is enlarged to form a socket at a, into which socket enters the shaft E Fig. 1.—Rear Side View, Showing Motor Mounting, Connection and Control. BROWN & SHARPE NO. .2-A MILLING MACHINE, MOTOR DRIVEN. rectly to the base of the machine, as clearly shown in the illustrations. Connection between the armature shaft of the motor and the power receiving shaft of the machine is by means of a silent chain. Where belt driving is de- sirable, the toothed wheel on the receiving shaft may be replaced by a single pulley, to which power may be de- livered by belt from any convenient constant speed source. Driving of the machine is thus materially sim- plified even for belt driving, since no cone pulleys are re- quired. The convenient location of the starting and con- trolling apparatus for the motor is a noteworthy feature. especially in connection with the arrangement of the operating mechanism of the machine itself. Changes of feeds and spindle speeds require the operator to go to the rear of the machine, but with the given adjustment of these features he is afforded complete control of the milling operations without leaving his position in front. All parts of the machine are easy of access, so that all may be kept in good condition and their action observed at all times. of the main driving gearing. The middle portion of this shaft E forms a long pinion, b, into which meshes an idler gear which may be slid longitudinally by the handle A, Fig. 2, so as to bring it into line with any one of the four gears d, e, f and g, carried upon shaft F. 'The idler gear being brought into line with any one of these gears may then be elevated into mesh with such gear by means of the handle B, Fig. 2. This handle B is attached to the tumbler c, Fig. 3. which carries the sliding idler gear and rotates through its necessary are about the shell which forms the bearing for shaft B. Shaft F and its gears are, therefore, stationary in their position relative to the rest of the drive, and the driving connection be- tween E and F is effected by means of the sliding and tumbling idler. Thus for a constant speed of the driving shaft D four speeds of shaft F are available. The connection between shaft F and the spindle G is primarily by means of one or the other of the two gears h and i, cast integrally with a sleeve feathered upon the spindle quill H. The sleeve between gears h and # January 14, 1904 THE is cut with gear teeth extending circumferentially all the way round the sleeve. Into these teeth continuous- ly meshes pinion j attached to the crank handle C, shown in Fig. 2 at the outside of the casing. While the machine is in operation the sleeve continuously revolves in mesh with pinion j. With the lever C in the position shown, spindle quill H is driven by gear h from gear g on shaft F. This position gives the faster four speeds of the spindle quill ; the slower speeds may be obtained by rotating handle C upward from the position shown and around until it occupies a corresponding position at the opposite side, when gear i will come into mesh with gear e. This provision of slow and fast speed connections be- tween shaft F and the spindle quill doubles the speeds IRON AGE. 7 shown fitted with the quill H carrying the gears h and i, and also the pinien n, corresponding to the cone pulley pinion in the ordinary engine lathe. The back gear shaft is at K, and is operated by the double handle L. This handle is plainly seen in Fig. 1, although no reference let- ter is there given. Inasmuch as the back gearing is in- cased, means for indexing its proper in and out positions are desirable, and this feature is cared for by means of the spring stop p. This is so placed that when the back gears are either in or out the ball on the correspond- ing end of the lever L rests in the concave face of the stop, which holds the lever in position with sufficient se- curity without offering any great resistance to its rota- tion for reversing the position of the lever. The back THE IRON AGE Fig. 2.—Front Side View, Skowing Spindle Drive and Feed Gearing Control. BROWN & SHARPE NO. available at the shaft F, so that eight speeds of the spin- dle quill may be had. Fig. 3 shows also the method of clamping the over- hanging arm I for supporting the outer end of the arbor. This arm is a solid steel bar, so arranged that it may be pushed back against the head of the machine, leaving the space above the platen entirely clear. As shown in Fig. 8, the top of the frame casting is sawed apart for a cer- tain distance inward from each end directly above the arm. This saw kerf provides the necessary clearance to allow clamping of the bar by drawing together the upper corners of the frame by means of two screws, one at each end. The front screw is provided with the lever handle J, Fig. 2, and both screws are fitted at mid length with the small pinions 7 and l/l’. These pinions are con- nected by the rack bar k, so that clamping is effected al both screws by the operation of the single lever J. Fig. 4 is a horizontal section through the spindle and the back gears placed at the front of the machine, as clearly shown in Fig. 1. Here the spindle G is again 2-A MILLING MACHINE, MOTOR DRIVEN. gearing is operated in the usual way, with the exception of the method of attaching or detaching the large spin- dle gear m to or from the spindle quill H. In this case the back gear shaft K is fitted with a cam collar g, with which engages the yoke of the bent lever r carried by a suitable stud attached to the frame of the machine, as shown. The opposite end of the lever r is in the form of a yoke engaging the groove of the collar s, fitted to slide longitudinally upon the hub of the large spindle gear m. Protruding from the inner face of this collar s are two spring actuated pins, ¢t, passing through the web of the gear m, and arranged to enter corresponding steel bushed holes in the face of the flange o on the spindle quill H. The arrangement of the cam q and its connections to the sliding collar s is such that rotation of the back gear shaft K by means of the handle L to throw in the back gears first slides the collar s toward the right so as to withdraw the pins ¢t from the flange o. Thus the main spindle gear m is released from the spindle quill, so that the spindle may be driven through the back gears. In 8 THE IRON AGE. throwing out the back gears, the collar s is slid toward the left, and the spring pins ¢ may enter the holes in the flange 0, in case they are in proper relative position; if not, the pins may strike the face of the flange and then snap into place in their respective holes as soon as the spindle quill moves in starting up the machine. Opera- tion of the back gearing is thus quite automatic under complete control of the lever L. Inasmuch as the gearing is all incased, provisions for rotating the various parts by hand are necessary. For gear quill at mid length and cutting away the casing, so that the operator of the machine may readily rotate the quill by hand, to bring the gears into mesh in reversing the handle L. For moving the spindle by hand, the spring handle M, Figs. 2 and 3, in connection with the small pinion uw, is provided. A helical spring embraces the shank of the bolt connecting the handle and pinion, so that they normally occupy the position shown in Fig. the back gears this is arranged for by knurling the back 4. By drawing the handle M outward—toward the right in Fig. 4—the pinion u is brought into mesh with the main spindle gear m. By turning the handle the spindle may thus be rotated as desired. Inasmuch as the use of the back gearing doubles the a PzzzzA eS & = San Foe tt ¥ cs a, re =e Fig. 3.—Vertical Section through Constant Speed Shaft and Spindle. January 14, 1904 the sliding idler, not shown, which may be moved hori- zontally by means of the handle N, Fig. 2, so as to come horizontally in line with any one of the six gears d’ to g’, mounted upon the shaft R rotating in fixed bearings. The sliding idler is brought into mesh with whatever gear it is in line with by movement of the handle O. This handle is clearly shown in Fig. 5, but is not so distinct in Fig. 2. Fast and slow metion of the feed shaft S, for each of the six speeds provided by the gears on shaft R, is obtained by shifting the handle P, Figs. 2 and 5, so as to throw either gears g’ and h’ or e’ and # into mesh. No back gearing is provided for the feed mechanism, and so the total number of speeds available for the feed shaft S is 12, the six speeds of shaft R being doubled by means of the sleeve carrying gears h’ andi’. At T is the yoke of the universal joint, whereby the feed gearing is connected to the telescopic rod leading to the feed re versing gear box attached to the knee, Fig. 2. The feed gearing is such that the 12 available feeds range from % to 6 inches of linear traverse per minute at the cut- ter. This gives for small mills 0.001 to 0.016 inch, and for large mills 0.033 to 0.400 inch per revolution of the spindle. For each system of change gearing an index plate is located above the handle of the horizontal shifting and tumbing idler, so as to indicate the speed or feed obtained by each of the several locations of these handles, A and N in Fig. 2, for both fast and slow positions of the han- dies C and P. oF N I, N bess sx Ne SSSSSss SIs »H d S$ coat, Tn Py, c “2 - | Spree | 1 EL | y | S a ra pagan I Ve cacdaenh ida ddddbadecnaaccauueareery ee WS —— | | qd Tux Inox Acs Fig. 4.—Horizontal Section through Spindle and Back Gears. BROWN & SHARPE NO. 2-A MILLING MACHINE, MOTOR DRIVEN. speeds available at the spindle quill H, the spindle may be driven at 16 different speeds. These are arranged in geometrical progression from the lowest speed of 15 ro- tations per minute to the maximum of 376. For a sur- face cutting speed of 20 feet per minute, this speed range provides for cutters from 3-16 to 5 inches in diameter ; for 40 feet cutting speed, cutters as small as % inch in diameter and as large as 10 inches may be used. One essential feature of the machine, as already re- ferred to, is that the feed gearing is absolutely independ- ent of the spindle speeds, so that for every spindle speed there may be had any rate of feed within the whole range of the gearing provided for this purpose. This in- dependence is readily secured in this case by the fact that the feed gearing, as well as the spindle, is driven directly and separately from the constant speed driving shaft D. A small sprocket wheel located between the bearings supporting the shaft D, Fig. 3, drives the feed gearing by means of a chain leading directly downward to the sprocket wheel v, fitted to the constant speed feed gearing driving shaft Q. The operation of the feed gear- ing is entirely similar to that of the spindle driving mechanism, and the functions of the various parts may readily be understood from the foregoing description of the latter. ‘The construction differs somewhat from that of the spindle driving mechanism, as is easily seen from Fig. 5. In this illustration similar details of the gearing are indicated by the same reference letters used in con nection with the spindle driving gearing in Fig.-3. Thus it is readily