The Iron Age 1904-05-26: Vol 73 Iss 21

pacha} rata, 4 Stirs" TERRE S a & we? esoaten saitiony < : A Review of the Hardware, Iron, Machineiy aiG™nweet. Trades. Published every Thursday Morning by David Williams Co., 232-238 William St... New York Vol. 73: No. 21. New York, Thursday, May 26, 1go4. $8.00 fore, re Sone Tone Reading Matter Contents....... we eS ——— no Alphabetical Index to Advertisers ‘‘ 163 Classified List of Advertisers.... ‘‘ 155 Advertising and Subscription Rates ‘‘ 162]. The New U.M.G. No. 33 Primers give an added ballistic value to the powder and shot charges in all U. M. C. smokeless powder shells. THE NO, 3 U. M. C. PRIMERS were the first and best primers for smokeless powder ever made here or abroad—until the advent of the new U. M. C. 33 primers, which were substituted for them some time ago. The U. M. C. Southern Squad used shells primed with the new 33 primers. THE UNION METALLIC CARTRIDGE CO., Factory, BRIDGEPORT, CONN. Agency, 313 Broadway, New York, N. Y. THE BRISTOL COMPANY, Waterbury, Conn. Bristol’s Recording Instruments. Fer > sae Silver Medal, Paris Exposition. All Banges, Lov Prices, 220008: O—————————ooooo——oooaaeaeaS—e——— ee — Send for Circulars. AHALL BOILERS =: Also Linen and Italian Hemp Sash Cord, SAMSON CORDAGE WORKS, Boston, Mass. PLAIN PATTERN REGULAR WEAD. , TURNBUCKLES. 5 . . 2 —n woe | fi z rse Nails : ¢ Gapewell Horse Nails : ffice, 11 Broadway, New York. w a Cioveland City Forge end Wen Onn. Chenctind. 0. > ‘ NEW YORK, Branches: PORTLAND, ORE., TURN BU CH IUFS < PHILADELPHIA, BUFFALO, : MERRILL BROS., y CHICAGO, DETROIT, BALTIMORE, GBs 465 to 4M Kent Ave . - ST. LOUIS, CINCINNATI, NEW ORLEANS, : Brooklyn, E.D., N.Y, <q : BOSTON, SAN FRANCISCO, DENVER, 4 2 + FounpRY Ir on |}: THE GAPEWELL HORSE NAIL GO., Hartford, Com. i Girard Building, Phfla, PILLING & CRANE, Empire bute: New York PLAIN PATTERN REGULAR HEAD. SAID AN ENGINEER “ Yes, they did not know about valves at the time the r lant was put in, but they do now. Iam replacing all valves with the genuine Jenkins Bros.’ BENJAMIN FRANKLIN SAID “* Experience keeps a dear school. Remember this : they that will not be counseled cannot be helped.”’ Start your plant with Jenkins Bros. Valves and avoid trouble. JENKINS BROS., New York, Boston, Philadelphia, Chicago, London. Two Great Leaders in American |" SMO” Gott Ried Sea rang = = THE AMERICAN ee SI eo COMPANY ; vam 2 ‘ S h t M t ] : (Water and Rail Delivery) amos oo. MAGNOLIA METAL. Best Anti-Friction Metal for all nS Bearings. Pac-Simile of Bar. Beware of imitations. yon MAGNOLIA METAL CO., Own Manufacturers San Francisco, New Ori Montreal, Boston, ers and Sole uf: 113-115 Bank Street, Pittsburg and Philadel! Iphia. e manufacture ali Chicago, Fisher Bidg. NEW YORK. grades of Babbitt Metals at competitive prices. See Page 24. THE .IRON AGE. HA IDRASS; High Grade ! ~~ COPPER ER GERMAN ‘suet SILVER | “wire “QUEEN'S RUN” PECIAL “LOCK HAVEN” DeLee! |CEANLESS BRASS AND COPPER eS EC AEE) (TUBING. BRAZED BRASS AND BRONZE TUBING. :::::::: Randolph-Clowes Co. WATERBURY BRASS CO.. Main Office and Mill, WATERBURY, CONN. WATERBURY, CONN. 130 Centre St., New York. Providence, R. I. Bridgeport Deoxidized Bronze & Metal Go *) BRIDGEPORT, GONN. MANUFACTURERS OF SHEET BRASS & COPPER. BRAZED BRASS & COPPER TUBES. SEAMLESS BRASS & COPPER TUBES TO 36 IN. DIAM. New York Office, 253 Broadway, Postal Telegraph Building, Room 715. Chicago Office, 602 Fisher Bldg. High Tensile Strength. Bronze and Aluminum Alloys. Write Us. Matthiessen & Hegeler Zinc Co., LA SALLE, ILLINOIS. SMELTERS OF SPELTER AND MANUFACTURERS OF SHEET ZINC AND SULPHURIC ACID. Special Sizes of Zinc cut to order. Rolled Battery Plates. Selected Plates for Etchers’ and Lithographers’ use. Selected Sheets for Paper and Card Makers’ use. Stove and Washboard Blanks. ZINCS FOR LECLANCHE BATTERY. ee8:74 West Monroe St 1licago. Best Bronze, Babbitt Metals, Brass and ct aie oy A 19 Marray St., New York. rage bronzssna CASTINGS 5 Seine ® Aluminum 2 17 N. 7th St., Philadelphia. FOUNDERS- FINISHERS. Ww. G&G. ROWELL & CO., HENDRICKS BROTHERS PROPRIETURS OF THE - Belleville Copper Rolling Mills, MANUFACTURERS OF Brazsiers’ Bolt and Sheathing COPPER, COPPHR WIRE AND RIVETS. Whe Locumetes of Spee, hes Importers and Dealers in Ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. 49 CLIFF ST., NEW YORK. THE PLUME & Atwood MF6, Co,, LOW BRASS. SHEET BRONZE.) 29 murray sT., NEW YORK. Automobile Castings a Specialty. ———| Brass | ren MANUFACTURERS OF Sheet and Roll Brass —AND— WioiR PRINTERS’ BRASS, JEWELERS’ METAL, GERMAN SILVER AND GILDING METAL, COPPER RIVETS AND BURRS. Pins, Brass Butt Hinges, Jack Chain, Kero sene Burners, Lamps, Lamp Trimmings, &c. 144 HIGH ST., BOSTON. 199 LAKE ST., CHICAGO, ROLLIN | FACTORIES : THOMASTON, CONN. WATERBURY, CONN, SCOVILL MFG. CO., MANUFACTURERS OF BRASS, GERMAN SILVER ®heets, Hollis, Wire Rods, Bolts and Tubes, Brass shells, Cups, Hinges, Buttons, Lamp Goods. Special Brass Goods to Order. FACTORIES: WATERBURY, CONN. DrEpots NEW YORK, CHICAGO, BOSTON. JOHN DAVOL & SONS, . DEALERS IN COPPER, TIN, SPELTER, LEAD, ANTIMONY. 100 John Street, - New York. Arthur T. Rutter & Co. 256 Broadway, NEW YORK. Small tubing in Brass, Copper, Steel, Aluminum, German Silver, &c. Sheet Brass, Copper and Ger- man Silver. Copper, Brass and German Silver Wire. Brazed and Seamless Brass and Copper Tube. Copper and Brass Rod. THE BRIDGEPORT BRASS CO, BRIDGEPORT, CONN. MANUFACTURERS OF AND TUBING Copper | WIRE. Lamp Goeds of all Kinds. BRASS AND COPPER GOODS In Great Varieties. motive Magazine.’ Second edition. wr oth. 200 pages, 37 illustrations. 16 ha tone plates. London, 1903........c.see0+ sale by David Williams Co., 232 William St., N.Y phia. 1G 2S ‘THE IRON AGE ‘THUrRsDAY, May 26, 1904. The Bradford Splining Machine. A milling machine of a special form, designed par- ticularly for the splining of long shafts and spindles, is shown in the views herewith. It is the product of the Bradford Machine Tool Company, Cincinnati, Ohio. Fig. 1 shows the front or working side of the machine, and Fig. 2 the rear view. The work is held between the two pairs of rollers. The upper rollers in each case are flat, and are adjustable ver- tically to clamp the bar rigidly in the grooves of the low- er rolls. The latter are positively driven through worm gearing to feed the work longitudinally. The spline is cut on the lower side of the work by a cutter directly down the inclined basin to the rear where it passes through a filter back to the reservoir. The three-step cone pulley on the spindle, shown in Fig. 2, drives a corre- sponding three-step cone pulley on a second shaft carry- ing a worm. This worm meshes with a worm wheel on a shaft at right angles, which, in turn, carries two worms meshing with the worm wheels on the lower roller spin- dles. The three steps on the pulleys give all the variable speeds of feeding which are necessary. The vertical lever, as seen in Fig. 2, is used to raise and lower the end of the spindle to allow for different diameters of cutters and to regulate the depth of the cut- ting. The main spindle bearings are eccentric, and by moving the lever, shown in Fig. 2, the eccentrics are Fig. 1.—Front View, Showing Cutting End of Machine, With Work in Position and Mechanism for Clamping It. Fig. 2.—Rear View, Showing Driving Mechanism and Lever for Adjusting Main Spindle According to Depth of Cut. THE BRADFORD SPLINING MACHINE. mounted on the main spindle of the machine, as shown in Fig. 1. The upper side of the work, immediately above the point at which the cutting is taking place, is backed by an adjustable block to support it from being deflected, and se insures an absolutely uniform depth of cut. The raising and lowering of the supporting block over the cut- ter, when removing and inserting the work, are accom- plished by a long hand screw. The down position of the block may be set to stop at a given point by adjusting the lock nuts on the two short bolts on either side of the elevating screw. A single pulley is used for the driving pulley, giving a constant speed to the cutter. Just inside of the driving pulley is a smaller pulley belted to a rotary oil pump, which passes oil from a reservoir incorporated in the frame through a system of piping to a nozzle which ejects it against the tool and the work. The oil after being used drains from the chips on the front of the table moved which adjust the main spindle up or down for va- rious cuts indicated by an index. A 5-16 inch keyway can be cut with this machine at the rate of about 6 inches per minute, or even faster. The machine can be made to accommodate various size shafts, the Bradford Company using the machine for splining all their lathe feed rods up to 1% inches. The machine can be made for sizes larger than this. The particular size shown above weighs 1300 pounds, and takes a floor space of 30 x 30 inches. a It is stated that experiments conducted by Professor Engle of the University of Denver have proved that radium is deposited in Colorado in sufficient quantities to make it profitable to work. It is obtained from an ore known as carnotite, named in honor of the great thermodynamist, Sadi Carnot. Ten pounds of the ore, it is said, will yield 1-200 grain of radium. = SE FOS ees Ss | } 9 r : Bt i i; as r. aa is i i 7. THE IRON AGE. Proposed Trade-Mark Law Revision. WASHINGTON, D. C., May 21, 1904.—The House Com- mittee on Patents, on the eve of the adjournment of Con- gress, took important steps looking to the comprehensive revision of the trade-mark laws of the United States with a view to remedying the numerous defects in the present code as developed by recent decisions of the courts, and especially by the opinion of the United States Supreme Court in the case of Warner vs. Searle & Hereth Com- pany, in which it was held that the present laws furrish protection only to such trade-marks as are employed in commerce with foreign countries and with the Indian tribes, and do not apply to that very much more important class used in interstate commerce. The fatal defect in the law pointed out by the Supreme Court induced a number of law associations to draft com- prehensive bills not only providing for the extension of protection to interstate trade-marks, but also reducing the schedule of fees for registration and renewal, and providing a new rule for the determination of the regis- trability of a trade-mark with a view to harmonizing the practice of the Patent Office under succeeding commis- sioners. A number of bills so drawn were presented dur- ing the recent session, including a measure providing for the transfer of the Trade-Mark Division of the Patent Office to the Department of Commerce and Labor. The failure of the committees of Congress to report upon any of these bills was no doubt due to the number of measures introduced and the lack of concerted effort on the part of those interested to urge the passage of any one bill. A Comprehensive Bill. On the eve of the adjournment of Congress, however. the American Bar Association took the matter up for very serious consideration, with a view to securing legis- lation during the current Congress. Some months ago a bill providing important changes in the existing laws, with the addition of sections creating a criminal remedy against willful infringers, was considered by the associa- tion, but after conferences with the leading members of the House and Senate Patent Committees it was deemed advisable not to urge so drastic a measure, and the bill was therefore very carefully revised, with a view to con- centrating in its favor the influence of all interests ad- vocating a new and serviceable code of trade-mark laws. The bill thus revised was introduced in the House by Representative Currier of New Hampshire, chairman of the Patent Committee, just before adjournment. It bore the indorsement of the American Bar Association, the Patent Law Association of Washington, the Association of the Bar of the City of New York and ex-Deputy Com- missioner of Patents Greely, who was a member of the Commission to Revise the Statutes Relating to Patents, &c. As Congress was about to adjourn, and as the Patent Committee wished to be able to report a measure to the House early next December, it was decided to appoint a subcommittee, of which Mr. Bonynge of Colorado was made chairman, and to which was referred the Currier bill, together with all other pending measures bearing on the subject of trade-marks, with instructions to prepare a perfected bill during the recess and report the same to the full committee at the beginning of the next session. Reciprocity in Foreign Trade-Marks, By a provision in the bill that “ any person claiming to be the owner, of a trade-mark ’’ may register, instead of the provision of the present law that “ owners of trade- marks” may register, it is intended to relieve the Com- missioner of Patents of the necessity of considering in cx parte cases the question of ownership. In this con- nection the bill follows the present law regarding trade- marks in limiting the right of registration by foreign owners of trade-marks to those located in countries with which reciprocal arrangements in this regard have been established. It is desirable and important in the interests of foreign trade that such arrangements be entered into with any and every foreign country in which American manufacturers may seek a market for their goods, but such arrangements can be secured only on the basis of reciprocity. ; A provision of the bill requires applicants for regis- May 26, 1904 tration of trade-marks who reside out of the jurisdiction of the United States courts to place themselves construc- tively within such jurisdiction. Being given the advan- tages of the laws of the United States so far as bringing suits against others for the protection of their rights to their trade-marks, they should submit to the jurisdiction of the courts in this country in case suits affecting their rights are brought against them. All Trade-Marks to Be Registered. Probably the most important innovation made by the bill is a provision authorizing the registration of all marks which would or could, under the common law, as construed by the courts, be held to be capable of being appropriated as the exclusive property of the persons using them as trade-marks, and to take away from the Commissioner of Patents the arbitrary power, given him under the present trade-mark act, of determining the validity of trade-marks, so far as registration is con- cerned. From his decision, as the law now stands, there is no appeal, and under the decisions of the courts of the District of Columbia mandamus cannot be granted to com- pel registration. By reason of the fact that the average service of the Commissioner of Patents has been less than two years, and the further fact that the views of different commissioners differ widely as to what constitutes a technical trade-mark, great confusion has resulted. Arbitrary Power of Commissioner. Inasmuch as no trade-mark can be presented for regis- tration until after it has been used in commerce—that is, until such right as may exist in reference to it has become vested—it follows that the Commissioner of Patents in passing upon an application for registration is deciding the validity of vested rights which may be of very great value. So far as registration or its refusal may affect the interests of the user of the mark, the power of the commissioner is absolutely arbitrary. Registration of a trade-mark in the Patent Office is essential to registration of a mark, by an American manufacturer, in the more important commercial countries of the world, and in most foreign countries registration is essential to adequate pro- tection of the mark. It therefore follows that the refusal of registration by the Commissioner of Patents may make it impossible for the American owner of the mark to pro- tect his rights abroad, and may compel him to submit to complete destruction of such foreign trade as he may have built up. In many foreign countries, notably Ger- many, any mark registered as a trade-mark in the United States Patent Office will be registered, under treaty pro- visions, whether it does or does not conform to the re- quirements of such foreign countries. The Currier bill makes important changes in the pres- ent law with reference to the periods of protection and the fees for registration under existing statutes. Under the present law trade-marks provide protection for 30 years and may be renewed within six months of expira- tion for the same period. The pending bill provides that the protection granted shall remain in force for 20 years and may be from time to time renewed for like periods so as to make the protection practically perpetual. The change in the term is coupled with a reduction of the fee for registration from $25 to $10, with a fee of $5 for re- newal. The term of 20 years is the term for which regis- tration is granted by the International Union for Regis- tration of Trade-marks, and is longer than the term for which registration is granted in most countries, with, of course, the right to renewal from time to time, as long as the registrant continues to claim an exclusive right in the mark. Failure to renew registration is, in foreign coun- tries, taken to mean abandonment of the claim of right to the mark. WwW. L. C. — —_ +o — Experiments at the Bank of England have for some time been in progress with a few electric motors for driv- ing the printing machines, and so successful have these proved that a complete change is now being made to elec- tric driving for all the printing and other machinery in the bank premises, including the deep well pump. It is worthy of note, however, that, at last accounts, the telephone was an instrument which had not succeeded in invading the sacred premises. May 26, 1904 The National Association of Manufacturers. The sessions of the National Association of Manu- facturers in Pittsburgh on Wednesday, May 18, were de- voted almost entirely to the reading of papers. ‘The first paper presented was by Anthony Ittner of St. Louis, who discussed very fully the attitude of labor unions toward the apprenticeship question. Mr. Ittner contended that it was practically a crime for labor unions to deprive boys of the right to learn a trade. James Inglis of Detroit presented a paper on “ Uniform Insurance.” Both these papers were quite lengthy, but were attentively listened to by the delegates. E. F. Du Brul, commissioner of the National Metal Trades Association, made an address, in which he stated that a large percentage of the labor trou- bles in this country was due to lack of attention to de- tails on the part of employers. This statement was op- posed by some of the members, and a lively discussion ensued. The afternoon session began with the presentation of the report of the committee appointed to revise the con- stitution and by-laws. A paper on “ Labor and Arbitra- tion’ was read by A. B. Farquhar of York, Pa. He pro- tested against the great expenditure of money in main- taining an army and navy, as the country would be per- fectly safe without it. The Committee on Resolutions commended Governor Peabody of Colorado for the stand he took in the recent strike of the miners in that State. The report was adopted, and the secretary was instructed to telegraph him that the National Association of Manu- facturers upheld him in the course he had taken in sup- pressing the rebellion against law and decency which had prevailed in that State. The next paper presented was by D. J. Davenport of Bridgeport, Conn., his subject being “The Boycott.” A. V. Dee of Philadelphia suggested the appointment of a committee to consider the advancement of commercial education in our high schools. George J. Coppins of Boston urged that steps be taken toward a rec- iprocity treaty with Canada. A resolution was presented and adopted that a bill be advocated establishing a national court of appeals to speedily and finally determine questions relating to patents, the decision to be binding in the territory cov- ered by the patent. Chairman McCarroll of the Resolutions Committee presented resolutions authorizing the committee to advo- cate bills for the registration by the Government of trade- marks used in commerce between the several States and with foreign nations and conferring on the Federal courts jurisdiction in cases arising from infringement; also urging Congress to make a sufficient appropriation to maintain a proper supply of printed copies of patents. Other resolutions were unanimously adopted favoring the preservation of public lands for actual settlers, and in- dorsing irrigation as an aid to agriculture generally. The first business transacted at the Thursday morn- ing session was the election of officers. All the old offi- cials were re-elected unanimously, as follows: D. M. Parry of Indianapolis, president; Marshall Cushing of New York, secretary; Wm. M. Benney of New York, assist- ant secretary, and F. H. Stillman of New York, treasurer. In the choice for vice-presidents for each State, Daniel C. Ripley of Pittsburgh, president of the United States Glass Company, was elected vice-president for Pennsy]- vania. Mr. Ripley was general chairman of the Pitts- burgh Committee on Arrangements for entertaining the delegates. The other vice-presidents are as follows: H. T. Morton, California; John W. Nesbit, Colorado; George R. Bent, Delaware; C. N. Fay, Illinois; C. A. Car- lisle, Indiana; Thomas 8S. Lawland, Maine; S. Baldwin, Maryland; George F. Coffin, Massachusetts; William R. Farren, Michigan; W. H. Regnery, Minnesota; J. W. Van Cleave, Missouri; E. B. Pike, New Hampshire; BE. F. Hartshorn, New Jersey; William McCarroll, New York; J. F. Tompkins, North Carolina; J. A. Feffrey, Ohio; H. S. Chamberlain, Tennessee; Henry Fairbanks, Vermont; H. S. Smith, Wisconsin; A. H. Bullard, Connecticut; W. D. Tines, Alabama; J. F. Hanson, Georgia; F. S. Kret- zinger, Iowa; F. C. Nunemacher, Kentucky; J. Scott Parish, Virginia. After the election of Mr. Parry for the third successive THE IRON AGE. 3 term as president of the association, he was presented by D. C. Ripley with a handsome ivory gavel, and by Lud- wig Nissen of New York City, on behalf of the associa- tion, with a very handsome silver service. Mr. Parry re- sponded to these presentations in a happy vein, and thanked the delegates very kindly for their magnificent present. He assured them that he appreciated it to the fullest extent, and would continue to give his best ef- forts to the service of the association. Judge Peter S. Grosscup of Chicago was introduced, and made a lengthy address on the subject of “ Trusts.” Among other things he said that corporations desiring to do an interstate commerc2 business should be incorporated under national law. A resolution was introduced favoring a closer af- filiation of the National Association of Manufacturers with the Citizens’ Industrial Association. The matter was referred to the Executive Committee, which will report upon it at the next convention. The next business taken up was the selection of the place for the next meeting of the association. Invitations had been received from the cities of New York, St. Louis and Atlanta, Ga. The vote taken was unanimously in favor of Atlanta. The convention then adjourned sine die. The members and their friends were taken on street cars to the foot of Wood street, where a boat was boarded and they were given a ride on the Monongahela River. Printed programmes distributed on the boat indicated to the delegates the important industrial plants seen on the trip. An informal luncheon was served on the boat. The marvelous activity of the Monongahela Valley and the immense number of large manufacturing plants on both sides of the river were a revelation to those who had nev- er before visited Pittsburgh, and they were amazed at the magnitude of its manufacturing enterprises. —— Great Lakes Navigation. DuLutH, MINN., May 21, 1904.—The new steel ship “ Augustus B. Wolvin,” built the past winter at Lorain, for A. B. Wolvin of Duluth and his associates, is loading on Lake Erie a cargo of coal for Duluth that exceeds by fully 5000 tons any preceding load carried up the lakes. The ship was chartered a short time ago by the North- western Fuel Company for a cargo of 12,500 tons. The ship will not move until the deadlock between masters and owners is settled. She is the largest ship ever built anywhere for exclusive freight service. This cargo is equal to 11,156 tons of ore or to 412,500 bushels of wheat. The largest wheat cargo ever taken so far was loaded a few days ago at Duluth by the “ D. M. Clemson,” also a Wolvin built ship, and consisted of 270,000 bushels. So the new “ Wolvin” is destined to break all records by an ample margin. The deadlock between lake ship owners and masters is far from settlement; indeed, at the time of writing looks more unsatisfactory than ever. The masters have withdrawn from their contention as to discharge and will probably waive the wage question in so far as it is for an advance over previous years, but they still demand uniformity of pay. A year ago this entire matter was on the verge of settlement, upon the initiative of A. B. Wolvin, but some of the vessel owners who were asso- ciated with him weakened and abandoned the fight when it was virtually won. Preparations have commenced at the West Neebish Rapids, in Sault River, Lake Superior, for deepening and straightening the channel. It will take four years’ time and cost $5,000,000. The work is almost entirely rock excavation, and will be done after the waters have been diverted into other channels. For that purpose a dam is now under way. —————_>-- _"__- The manager of a prominent interurban railroad is using a very satisfactory formuiua for making babbitt metal for motor bearings, and states that it has given better results on heavy high speed service than any other he has ever tried. The composition consists of 48 pounds of tin, 4 pounds of copper and 1 pound of antimony. The copper and tin are melted first, and then the antimony is added. The Rateau Steam Turbine. At the present time the steam turbine is a live topic, however considered, but particularly in connection with its use in the propulsion of vessels. At a meeting on March 25 of the Institution of Naval Architects, Prof. A. Rateau read a paper on “ Steam Turbine Propulsion for Marine Purposes,” reprints of which were given in Engi- neering and the Engineer of April 8. It has been thought interesting to give some of the facts brought out in that paper after first describing briefly the Rateau turbine, inasmuch as it is not as familiar in this country as some other forms. A brief description of it was given in the Street Railway Journal of April 18, 1903, and the Engi- neering Magazine of October, 1903, contained a more complete description of the turbine written by the in- ventor himself. It is expected that the paper which will be read before the coming joint convention of the Ameri- ean Society of Mechanical Engineers and the Institution of Mechanical Engineers at Chicago by Professor Rateau THE [IRON AGE. May 26, 1904 fectly balanced at all speeds. Between the wheels are mounted stationary guide buckets fixed in circular diaphragms. These are secured to the interior of the turbine case in grooves. Between the successive diaphragms there is thus left a series of annular cham- bers in which the guide wheels are placed. The shaft passes through bushings fitted to the diaphragms, leaving but a small amount of clearance, which may be as much as 8-16 inch. The clearance being left around the shaft chance of leakage is very slight compared to what it would be were the clearance left at the periphery of the wheels, as is the case in drum turbines. The main bear- ings on the shaft are outside of the casing, a special form of stuffing box being employed, assuring tightness against leakage. The speed is regulated by an ordinary com- pensating centrifugal governor which varies the pressure of the steam. A general view of one of the turbines as constructed for marine purposes is shown in Fig. 1. The following are the results of a test of a Rateau turbine of 500 horse-power, which is one of a group of Fig. 1.—Exterior View. THE RATEAU STHAM TURBINE. on “ Different Applications of Steam Turbines” will add much to our knowledge on this most interesting subject. The first turbine invented by Rateau was of the sin- gle wheel Pelton type, somewhat similar to the De Laval turbine. It was purely an impulse wheel, the require- ment for the highest efficiency of which is that the rotary element shall have a peripheral speed equal to half the velocity of the impinging fluid. This result can be ob- tained in water wheels, but is out of the question in steam turbines where but a single impact is used, since it would require a peripheral speed of about 1800 to 2000 feet per second, which is more than the wheels can be constructed to withstand or than can be conveniently transmitted. Consequently, this turbine was only fairly satisfactory in its efficiency and was decidedly inferior to Rateau’s later type of multiple wheel or multicellular turbine. In designing this machine the objects sought were the attainment of a high mechanical efficiency, together with as low an angular velocity as possible, the provision of a large and at the same time non-injurious clearance between the fixed and the moving parts, and the attain- ment of the least possible weight of the whole machine, and especially of the rotating parts. The revolving wheels are formed of disks of thin sheet steel, two of which may be seen at the left hand end of the sectional view, Fig. 3. These carry cylindrical buckets arouhd the periphery which are riveted to a band of steel welded to the disk. The construction is light and strong and per- three machines driving continuous current generators at the central station of the Pefiarroya Mine, and con- structed by MM. Sautter, Harlé & Cie., Paris: Test of Rateau Turbine at Pefiarroya. Full Overload at Data. % load. % load. load. Overload. 2,400 revs. Blectrical horse-power at ae ee 135 259 525 627 641 Admission pressure, abso- lute, pounds per square _ Ae eae 46.25 77 136.5 156.5 156.5 Exhaust pressure, abso- lute, pounds per square Oe ee eT eee 1.25 1.34 1.64 18.2 18.2 Theoretical steam con- sumption of perfect en- gine per horse-power RE. fn. 025 cee Sawdon < ht 10.9 9.77 8.82 8.70 8.70 Actual steam consump- tion per electrical horse- power hour, at brushes.21.2 17.9 15.7 15.3 14.9 Combined efficiency of turbine and generator.. 0.513 0.540 0.560 0.569 0.580 The steam consumption when running without load, the dynamo being excited, is about 10 per cent. of that at full load, while for a reciprocating engine under the same conditions the steam consumption when running without load aud with the dynamo excited is from 15 to 25 per cent. of the consumption at full load. The following is a condensed reprint of Professor Rateau’s paper as read before the Institution of Naval Architects : May 26, 1904 THE IRON AGE. 5 There are, at the present time, two ships fitted with our turbines—the French torpedo boat No. 243 and a first- class torpedo boat built by Yarrow & Co. The re strictions imposed by the naval authorities upon the French torpedo boat and the conditions laid down for its propellers have created such difficulties that it has been impossible to obtain a satisfactory speed with this vessel. However, the speed was not required to exceed 20 knots, and we have obtained over 21. With Yarrow & Co.’s boat the conditions are such as to utilize the full value of the turbines, and the latter have been supple- grouping them either singly, in pairs or in threes on several shafts, and to so increase their surfaces that the extreme outside diameter shall be greater than the pitch, all of which tends to reduce the total efficiency of the engine and propellers. If, therefore, the turbine is theoretically superior to the reciprocating engine as regards consumption of steam at full speed, it is not by any means certain a priori that the joint efficiency of both engine and propeller is better, or even as good. The practical difficulties increase as the speed dimin- Fig. 2.—Top View of Rateau Turbine Installed in a Torpedo Boat Built by Yarrow & Co., London. mented by a small reciprocating engine for’ economical working at reduced speeds. The trials with this boat are, therefore, of considerable practical interest. Some of the obstacles which arise in using turbines for the propulsion of vessels, in the author’s opinion, can only be satisfactorily overcome by a joint use of recipro- cating engines and steam turbines. The advantages of turbines are well known: absence of vibration, great re- duction in weight, ease in handling, absence of wear and ishes, for the total surface (and consequently the size of the propellers) is mainly determined by the principal cross section of the ship, whereas the size of the turbines is limited only by the speed of rotation, and not by the power developed. The speed of the turbine must be re- duced in proportion to the speed of the ship, so that the dimensions of the former are increased, either by the number or the diameter of the moving rings, while the power diminishes approximately as the inverse of the Fig. 3.—Sectional Elevation of the Above. tear, &c. The three principal difficulties in applying tur- bines to the propulsion of ships are as follows: 1. Design and arrangement of propellers for a high speed of rotation. 2. Efficiency of turbines at low speeds. 3. Reversing and maneuvering powers. Arrangement of Propellers for a High Speed of Rotation. When the turbines are not restricted to any particular speed of rotation a very high efficiency can be obtained, certainly higher than that of the best reciprocating en- gines. Unfortunately, the best speed for turbines is usually much too great for screw propellers. The gear- ing of the rings has to be higher than with a turbine for other purposes, and the turbine itself must be divided up into several sections in series; and, further, it is neces- sary to devise some arrangement for the propellers by cube of the speed. There is, therefore, a lower limit of speed, below which the use of turbines cannot be recom- mended. The author has already expressed the opinion that this limit is in the neighborhood of 20 knots. Efficiency at Low Speed. If the steam turbine is capable of giving good results at the maximum power, it cannot be gainsaid that the results are certainly unsatisfactory at reduced speeds, not so much on account of the reduction of power as on account of the reduction in the speed of rotation, which involves a lowering of what is termed the “hydraulic efficiency ” of the turbine. At reduced speed the con- sumption of steam per horse-power for the turbine is much higher than for the reciprocating engine. This drawback does not signify in the case of merchant ves- sels that keep at about their maximum speed. On the other hand, it becomes a serious one for war ships that Pe ee See et ene adits spain nn ne ki clk Sica nse SAA sso el a som . Si pa 6 THE IRON AGE. are rarely working at full power. The increase in the coal consumption at speeds of, say, 12 to 15 knots, at which they are usually working, would, however, greatly diminish their radius of action. A partial remedy, as used by Mr. Parsons, may be effected by adding a supple- mentary turbine for cruising purposes, into which the steam first enters when proceeding at low speeds. This, however, does not improve the hydraulic efficiency of the turbine, and the steam consumption nevertheless remains high. The author considers that under no circumstances can turbines alone be economically worked at low speeds, and that the only satisfactory solution is the employment of a reciprocating engine of more or less power, according to the circumstances, in conjunction with turbines. With this combination economical results can be obtained at all speeds. Reversing and Maneuvering Powers. With a reciprocating engine, stopping and reversing are effected in the simplest possible manner, whereas the very principle of the turbines is essentially opposed to this. Various inventors have tried to solve this problem by means of special blades to enable the same rings to be used for both directions of motion, but these attempts do not appear likely to come to anything, as one can only obtain reversibility by a considerable sacrifice of effi- ciency in forward motion. It is therefore necessary to supplement the turbine by special engines for going astern, and, as it is obviously impossible to have the lat- ter as powerful as the former, one must be satisfied with a very much lower speed astern than ahead. This diffi- culty in freely going astern makes maneuvering very awk- ward. The engine for going astern may be a recipro- cating one, which would also be of use for going ahead, but it can just as well be a steam turbine. From the very start Mr. Parsons used in his vessels special turbines for going astern, and these were attached to the same shafts as the main turbines; but this arrangement has the inconvenience of taking up a good deal of space lengthways. These can be fitted so as to be hidden inside the main turbines on the low pressure side, and without taking up any additional space. When they revolve freely the astern rings offer no appreciable resistance while the main turbine is at work, and, conversely, the latter is idle when the astern turbine is in motion. This is the arrangement we have got in torpedo boat No. 2438, and it has the advantage of great simplicity. According as the astern turbine is more or less de- veloped, so the astern speed is more or less increased. With a single live ring, as on torpedo boat No. 243, and for the same expenditure of steam, the stern speed will be about 40 per cent. of the speed ahead, but with two rings it can be increased to 50 per cent. Adding more rings, however, adds very little to the speed, unless the number is so greatly increased as to make this engine almost as important as the principal one. For quickly stopping a vessel turbines are apt to be inconvenient. After steam is cut off the propellers con- tinue to revolve by the action of the water, and they usually carry around with them the live rings, for the resistance to rotation is very slight. One can, however, increase this resistance by admitting steam in the oppo- site direction on the astern rings. This question of stopping, reversing and maneuvering is one which, in the author’s opinion, may prove a serious hindrance to the extensive use of turbines for ship pro- pulsion. It is particularly important for war ships to be able to maneuver with ease, and it will necessarily lead to the adoption of a combined system of turbines and reciprocating engines. Combined Use of Turbines and Reciprocating Engines. For the various reasons given above, the best solution appears, therefore, to be the simultaneous employment of a reciprocating enging and turbines attached to inde- pendent shafts, in order that the reciprocating engine may be used at any speed. Each kind of engine is thus adapted to the work which suits it best. The recipro- cating engine does for slow speeds, while the turbines come into play progressively as the higher speeds up to the maximum are required. They can, moreover, be May 26, 1904 equally well arranged for going astern, and the combina- tion of the two then makes maneuvering almost as easy as with ordinary twin screws. An effective horse-power astern of 75 per cent., or more, of that when going ahead can thus be obtained. The power of the reciprocating engine should not be less than one-sixth of the total, and it can quite well be increased to one-third or even to one-half of the maxi- mum horse-power. It may be urged that this arrange- ment is complicated, and that if such an important re ciprocating engine is to be retained it is better to stick to the present system. In reply to this objection, how- ever, the following advantages may be shown: 1. Reduction of weight, although rather more space is taken up in plan. 2. Easier working and maintenance, and subsequent saving in personnel. 3. Reduction of the vibration due to the recipro- cating engines. 4. Increased efficiency, as the turbine is particularly suited to utilize the expansion of steam up to its extreme limit. It may be estimated that the increase in power for the same consumption of steam would amount to 15 to 20 per cent., or, in other words, that 5 or 6 per cent. increase of speed would be obtained by the arrangement here proposed. 4 Moreover, this arrangement will make it possible to bring the turbines advantageously into play at a lower limit of speed. With turbines alone this limit is about 20 knots, whereas with the combined system it is possible to begin at 15 knots or, perhaps, even less. ——_ > Duty on Special Steel Plates. The United States General Appraisers, New York, May 13, rendered the following decision in the matter of protests of F. L. Smidth & Co. against the assessment of duty by the Collector of Customs at the port of New York: The merchandise in question consists of so-called “ballmill plates,” “kominuter plates” and bolts. Duty was assessed thereon at the rate of 45 per cent. ad valo- rem under the provisions of»paragraph 193 of the act of July 24, 1897, as articles composed of metal, not specially provided for, and the importers claim that the ballmill plates and kominuter plates are properly dutiable either under paragraph 126 or paragraph 135, and that the bolts are dutiable at 1% cents per pound under paragraph 145 of said act. The claim as to the bolts is well founded and the col- lector has expressed his willingness to reliquidate the entries in accordance therewith. The ballmill plate introduced in evidence is a piece of stee] 10% inches long, 8% inches wide and 1 inch thick. Three large holes are drilled through it, countersunk and slotted, intended to receive the heavy bolts used in fasten- ing the plate to the machine of which it is to form a part. The kominuter plate is a piece of steel 23 inches long, 11 inches wide, and tapering in thickness from % inch at one end to 2% inches at the other. It is bent upward at the thin end and two slots are cut in that edge. Two holes are drilled through it near the thick end. Such articles do not fall within the provisions of paragraph 126, for that paragraph covers only “ boiler or other plate iron or steel . . . ,” and this merchandise certainly does not answer this description. It was intended to cover only boiler plate or plate similar to or ejusdem generis therewith, while paragraph 135 provides for all plates of steel not boiler plate steel or similar thereto, its language being “ sheets and plates and steel in all forms and shapes not specially provided for.” The articles in question, though termed ballmill plates and kominuter plates in the course of the transactions which gave rise to these protests, are clearly not “boiler or other plate iron or steel,’’ but are “plates and steel in forms and shapes not specially provided for.” In Morris vs. United States an engraved steel plate was held to be dutiable under the provision of paragraph 135 just mentioned. The protests are sustained so far as they claim that the bolts are dutiable at the rate of 144 cents per pound under paragraph 145, and that the so-called plates are dutiable at 1 3-10 cents per pound under paragraph 135. i J OTTO or «=O May 26, 1904 THE IRON AGE. 7 Revolving Angle Shear with Motor Drive. A machine tool that has proved a very popular one in large bridge and structural steel shops is the double revolving angle shear shown herewith, as made by the Hilles & Jones Company, Wilmington, Del. It is a very useful tool, and being arranged to revolve about a verti- cal axis may be turned to face in any direction to accom- modate large pieces of work. The angles which it is re- quired to shear are often very long and the ability to turn the tool makes it unnecessary to swing the long bars diagonally where they would be likely to obstruct the shop, and in any event would entail considerable time and labor in handling. At a single stroke the tool accomplishes work that would require several minutes’ time if done with a saw. The angles may be cut square on the ends or at any required bevel right or left hand, and here again the revolving feature is an important fitted with liners to avoid the rubbing of steel on steel, and the eccentric shafts are bushed with brass, The knives are rectangular, each being driven by separate gears and an eccentric shaft. An additional clutch operated by hand levers serves each head so that it may be operated independently of the other. The operation of the machine requires one man and a helper. The shears are made in five sizes and may be provided with steam engine or pulley drive in place of the electric motor. <A modification is built in which one eccentric shaft drives both cutting heads simultaneously. Bg The American Steel & Wire Company will have to pay $12,000 because they melted an ice crop at the North Works at Worcester, Mass., according to a decision just handed down by the Massachusetts Supreme Court, a minority of the court dissenting. At a time of water HILLES & JONES REVOLVING ANGLE SHEAR DRIVEN BY ELECTRIC MOTOR. convenience. The machine stands about 9% feet high, is about 10 feet long and 13 feet wide. The turntable is 10 feet in diameter, and the total weight of the machine is 61,000 pounds. As may be seen in the illustration, the revolving is accomplished by means of a toothed ring fixed to the base with which small pinions mesh that are attached to the standard of the shear. The pinions are revolved by hand wheels shown at the front. Numerous rollers sup- port the weight of the shear and travel on a track just above the stationary large gear ring. The motor is mounted on top of the machine and drives directly through spur gearing, which runs continuously, and the stopping and starting of the machine are effected by a clutch through which the gear on the fly wheel shaft may be released from or secured to it. In the illustration the motor shown is of Crocker-Wheeler make, having a ¢a- pacity of 20 horse-power. There are two independent knives, each making 12 strokes a minute, and capable of cutting an 8 x 8 x 1%4- inch steel angle either straight or on the bevel. The main frame casting is of steel. The sliding heads are scarcity the company pumped the water from their con- densers back into Salisbury Pond, which they lease for their water. Though the winter was a cold one, the hot water melted the ice so that the pond was practically open most of the winter, to the injury of an ice company which had rented the pond for the purposes of cutting ice. The legal contention came over the relative rights of the American Steel & Wire Company and the ice company. A gasoline automobile for railway work has proved exceedingly useful in South Africa. The car has a seat- ing capacity for two persons, in addition to the driver, and is designed to attain an average speed of 18 miles per hour on 14% per cent. grades. During the construction of the Rhodesia railway system it became necessary to introduce some expeditious method of transit, and, as the larger permanent bridges and heavier portions of railway work are completed after the tracks are laid, the motor, for purposes of inspection and other private use, has become of great value. Upward of 10,000 miles were covered without the expenditure of anything for repairs. THE The Prentice Thirty-Inch Vertical Drill. The Prentice Bros. Company, Worcester, Mass., are building a new line of vertical drills, which embody several new features. One of these is the clutch device by which back gears may be thrown in or out while the drill is in operation to give a fast or slow speed to the drill spindle. Another is a positive gear feed, which has four changes of speed, any one of which can be thrown into action without stopping the machine. It eliminates the trouble heretofore experienced with slip- ping feed belts. The only belting used on the machine [RON AGE. May 26, 1904 jaw clutch. This clutch is of the tooth form, one-half being integral with gear A and the other half on the spool G, which, being spined on the left hand section of the shaft, may be shifted by the back gear lever. When the positive clutch is thrown in the friction clutch is released and the slow back gear speed is imparted to the drill spindle. The back gear hand lever is in a position where it may be conveniently reached from the front of the machine. The changing gear feed mechanism is shown in Fig. 3. It is driven from the drill spindle through the gears J and K and L and M. Gear M drives the hollow shaft Seo es Bea a THe IRON AGE Fig. 1.—General View of the Machine. is that from the cone pulley countershaft at the base of the cone pulley on the head. The four changes of speed possible by the cone pulleys, with the back gears, make eight available speeds for the spindle, with each one of which there may be used four different rates of feed. Fig. 1 shows the general appearance of the drill. The arrangement of the back gearing is shown in detail in Fig. 2. Gears A, B, C and D run continuously with the cone pulley at the top of the machine. That part of the shaft carrying the cone pulley and the gear C may be connected with the left hand part through a friction clutch, E, by throwing the hand lever F, shown in Fig. 1, to the left. Gear A is loose on the left hand end of the shaft, but may be gripped to it through a positive N, through the center of which runs a splined rod, the latter at its upper end carrying a sliding spring ke