The Iron Age 1905-01-26: Vol 75 Iss 4

—_— WL AGE ’ i Metal Trades. 1 published every Thursday Morning by David Williams Co., 232-238 William St., New York, Reading Matter Contents....... page 357 Alphabetical Index to Advertisers ‘‘ Classified List of Advertisers. . “< 167 wat and epee a eeriplien Rates ‘* 164 } Forster Pulley Pulley Works Cuba, N. Y. - ‘ILLUSTRATED GATALOGUE of our large assortment of Price Books ‘for the Hardware and Metal Trades Sent on request. DAVID WILLIAMS GCO., 132-238 William Street, - | NEW YORK: bistol’ § a Steel Belt Lacing, SAVES Time, Belts, Money. GreatestStreneth READY TO APPLY FmisHEepvows =Wwith Least Metal Send for Circulars ava Free Samples. THE BRISTOL CO.. Waterbury, Conn. SAMSON SPOT CORD Alse Linen and Italian Hemp Sash Cord. SAMSON CORDAGE WORKS, Boston, Mass. TURNBUCKLES,. = as Branch Office, 11 preeeuer, ow V a ee Forge and IronCo., - Cle . dre Z eg eggé wis 3“ 2~ IRON ORES. geere rs" Banh Phila. ILLING & CRANE, i: Empire Bldg New Y ow York How to get an ‘MF Calendar See AMERICAN SHEET & TIN PLATE CO.’S Ad. on Page 23. Vol. 75: No. 4. New York, Thutiday, Weary 6 1905. ee eae Single Copies, 15 Cen ST] the Phe of U. M. C. Short Range Shells is the same as regular _ shells. For short range or bush shooting they are su at, for at 25 yards they give practically a 40-yard pat penetration. UUM. 0. Show nat Shull are universally popular. One Sportsman writes: ‘* Having tried many shot spreading devices I was skepti- cal of the new U. M.C. Short Range Shells. Experience in the field shows them to be all you claim. They kill but never mutilate."’ The Union Metallic Cartridge Company, Agency, 313 Broadway, New York City,"N. 313 Broadway, New York City,"N. Y. BRIDGEPORT, CONN. CAPEWELL HORSE NAILS © “THE BEST IN THE WORLD HIGHEST AWARD IN ALL COMPETITIONS GOLD MEDAL AT LOUISIANA PURCHASE EXPOSITION St. Louis, 1904 MADE BY THE CAPEWELL HORSE NAIL CO., Hartford, Conn. Excelsior Straightway Back Pressure Valve The area of this valve is equal to that of pipe. The construction is such that when not needed the working parts can be easily and quickly thrown into the cover, leaving a full size unobstructed pas- sage through the valve. Having the Jenkins Disc and flat seat, it is very durable and quite noiseless. JENKINS BROS., New York, Boston, Philadelphia, Chicago, London, “SWedon” Gold Rlied Steel, Drawing aa THE AMERICAN TUBE & STAMPING COMPANY CWater and Rail Delivery) BRIDGEPORT, CONN. PAGE MAGNOLIA oven ae Best. Anti-Friction Metal for all Machinery Bearings. a 1 “SSS AGHOLIA METAL CO., wners and Sole Manufacturers, 13-115 Sank Street, $80 Francisco, Montreal, Boston and Pittshurg. Chicago, Fisher Bidg. NEW YORK. omauliie nee all grades of Babbitt Metals at 2 THE IRON THE PLUME & ATWOOD MF6, Co, MANUFACTURERS OF ; aehD 1 ay an oT hi “Lock HAVEN”, : aN — st gpeon HAPES Lock HAVEN, PA. Randolph-Clowes Co. Main Office and Mill, WATERBURY, CONN, if MANUFACTURERS OF SHEET BRASS & COPPER. Rods, Bolts and Tubes, Brass Shells, Cups, Hinges, Buttons, Lamp 8. Special Brass Goods to Order. FacTORIESs: WATERBURY, CONN. Depots CHICAGO, NEW YORK, BOSTON. vA Henry Souther Engineering Co, HARTFORD, CONN. Consulting Chemists, Metallurgists and Analysts. Complete Phy sical Testifig Laboratory; Expert Testimony in Court and Patent Cazes. 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. WENN ete ete LA Sse-7<4 West Monroe St. Chicago. HOME RVC UEC ACUI ye RETIRE VUVTIIPDILINN iketek ack a Send fer Circulars and Electrotypes. THE BRIDGEPORT BRASS CO., Bridgeport, Conn. 19 Murray o. N.Y. 17 No. 7th 2e. pameseghls 85 to 87 Pear! 8t., Bos AGE WiRG S LV F R ROD Pins, Brass Butt Hinges, Jack Chain, Kero. 199 LAKE ST., CHICAGO, TUBING. BRAZED BRASS AND WATERBURY, CONN, BRASS, © 99 John St., New York. Providence, R. I. TUBES. Automobile Castings a Specialty. New York Office, 258 Broadway, Postal Matthiessen & Hegeler Zinc Co., Small tubing in Brass, Copper, German Silver Wire. Brazed and OIL and GAS PROPRIETURS OF THE [BRASS = Sheet and Roll B : bet and Roll Brass C ER ee ae PRINTERS’ BRASS, JEWELERS’ METAL, GERMAN ( SILVER AND GILDING METAL, COPPER Rivets Ne eee LOW BRASS. SHEET BRONZE. | 29 MURRAY ST., NEW YORK. BRONZE TUBING. : ::::: , , | ctamastoe com._]_warensunr, con a SCOVILL MFG. CO., WATERBURY BRASS C0., GERMAN SILVER Sheets, Rolis, Wire Bridgeport Deoxidized Bronze & Metal (0., SEAMLESS BRASS & COPPER TUBES High Tensile Strength. Cutcago Qaront oa Bronze and Aluminum Alloys. LA SALLE, ILLINOIS. SMELTERS OF SPELTER Arthur I. Rutter q b. AND MANUFACTURERS OF 2 5 6 Broe dway, Steel, Aluminum, German Silver, &c. Sheet Brass, Copper and Ger- Seamless Brass and Copper Tube. Copper and Brass Rod. .&B a : regearronzess CASTINGS bicycle Lanterns FOUNDERS— FINISHERS. g Ww. G. ROWELL Co., Bridgeport, Conn. Belleville Copper Rolling Mills, * — GERM AN SHEET AND BURRS. SEAMLESS BRASS AND COPPER TTT ae re MANUFACTURERS OF / WATERBURY, CONN. BRAZED BRASS & COPPER BRIDGEPORT, GONN. TO 36 IN. DIAM. * Write Us. NEW YORK. man Silver. Copper, Brass and “Seareh-Lignt” HENDRICKS BROTHERS Brazicrs’ Bolt and Sheathing COPPER, COPPER WiRE AND RIVETS. Importers and Dealers in Ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. 49 CLIFF ST., NEW YORK. GEORGE KROUSE > HEAVY CASTINGS Manufacturer of all kinds of Brass and Composition Castings Brazing Metals, Hard Composition and Phosphor Bronze Castings A Speciallt) JERSEY CITY. ».: 150 to 154 Morgan Street, per, ver, Fer- and and ‘ube. cO., hia. THE IRON AGE New York, Thursday, January 26, 1905. A Special Bliss Punching Attachment. A number of special punching operations may be accomplished with the press equipped as shown in the view herewith. The press itself is the regular No. 6! made by the E. W. Bliss Company, Brooklyn, N. Y., and with the attachment is intended particularly for punch- ing holes in parts of agricultural implements. It was recently completed for a foreign customer and is interest- ing on account of the difficult Class of work which it will be seen by close inspection of the illustration that the punches near the center of the row are the longest and that the others gradually decrease in length toward either end. It has been found that this arrangement tends to do away with the breaking of the punches, as it allows the stock to stretch from the center, which it could not do if the outer punches entered first. In addition to the work already described the press is adapted for punching a number of holes in sheets at one operation. This work is done witbout the use of the A No. 6% Bliss Press Equipped with a Special Multiple Punching Attachment. perform. One of the operations is the simultaneous punching of ten % x % inch holes in a rod 1 inch wide and % inch thick. Under ordinary conditions the punch- ing would tend to distort the stock and make it bulge out at each of the punched holes, but by means of a special toggle clamp shown on the press such bulging is avoided and the stock is left perfectly true and straight. Samples of punched rods are shown in the illustration leaning against the press and another may be seen in position for punching. Two holes 2 inches square are cored in the sides of the press frame on a level with the die through which the rod stock is fed. As the slide descends toggle clamps, operated from a rock shaft in front of the cam shaft, grip the stock firmly and confine it while the punches do their work. As the slide recedes the clamps open and allow the operator to shift the piece along into position for the next punching. It will toggle clamps, which can be readily disconnected. By the side of the outboard bearing in the illustration may be seen one of the dies for sheet punching. Any number of holes up to ten can be punched at a time dnd of a size % inch square or % inch in diameter. A _ sheet % inch thick can very quickly be perforated in any pattern desired—i. e¢., with rectangular rows or stag- gered, the work being fed through from front to back. in- stead of sidewise, as in the case of the rods. The area of the bed of the press is 26 x 53 inches and the total weight is about 27,000 pounds. ——_—_--e—____ The Chicago Automobile Show will be held at the Coli- seum, February 4 to 11. Space has been reserved for the cars of 170 exhibitors. Samuel A. Miles will be general manager of the exhibition. eR te ey, ,, peas : | %. oe THE IRON AGE Census of Telephones and Telegraphs. The Bureau of the Census has just published the fourth of a series of reports on the generation and utili- zation of electric current during the year ending Decem- ber 31, 1902. The present bulletin concerns telephones and telegraphs, the subjects of the three preceding it being street and electric railways, electric light and power plants and municipal electric fire alarm and police patrol systems. All of these reports were prepared under the direction of W. M. Steuart, chief statistician for manufactures. Although the commercial telephone has developed en- tirely during the past 30 years, the bulletin shows that it is now of vestly greater importance than the telegraph. The extension of the long distance service, the introduc- tion of the commercial systems into rural districts, the establishment of independent rural lines, the development of such lines in some instances into mutual systems with an exchange and more extensive service and the rapidly increasing use of the telephone in private dwell- ings all point to a growth of the industry that can hardly be realized. In 1902 the wire mileage operated by com- mercial and mutual telephone systems together consti- tuted 70.6 per cent. of the combined mileage for such sys- tems and commercial telegraph systems, and these same telephone systems gave employment to 70.7 per cent. of the wage-earners, paid 65.5 per cent. of the wages, re- ceived 68 per cent. of the revenue and paid 67.8 per cent. of the expenses. Telephone Systems, At the census of 1880 the telephone industry was in embryo, few commercial companies being in operation prior to that year. The number of miles of wire in use in 1902 was 141 times and the number of telephones nearly 43 times as great as in 1880. In 1880 the popula- tion of the United States was 50,155,783 and the number of telephones of all kinds was 54,319, giving an average of 923 persons per telephone; the population of conti- nental United States in 1902 is estimated at 78,576,436, and the number of telephones operated in that year was 2,315,297, giving an average of 34 persons per telephone. The total revenue of all telephone systems, from oper- ation and all other sources, amounted to $86,825,536, or an average of $37.50 per telephone; of this amount 94 per cent. was derived from actual operation. The total operating expenses amounted to $56,867,062, or $24.56 per telephone; the total net income was $21,660,765, or $9.36 per telephone; and the net surplus for the year was $6,61%§,046, or $2.88 per telephone. The strong tendency toward concentration is shown by the fact that although only 194 telephone systems oper- ated 1000 telephones or over, these systems reported 72.5 per cent. of the telephones, 87.5 per cent. of the gross re- ceipts from operation, 89.3 per cent. of the operating ex- penses and 57.5 per cent. of the net surplus. Of the 4,850,486 miles of wire reported by commercial and mutual systems in 1902, 48.9 per cent. was overhead, 34.8 per cert. underground, and the remaining 16.3 per cent. represented circuit miles of wire in overhead and submarine cables. The commercial and mutual systems reported 2,315,297 telephones as in operation during 1902. Of these 10,361 were public exchanges, 80,870 were public or semipublic stations or telephones used by the general public upon payment of a stated fee, and 2,224,066 were private tele- phones. There were 2,178,366 subscribers reported, giving an average of approximately 1 telephone to each subscriber. The estimated number of messages or talks during the year over the wires of the commercial and mutual sys- tems was 5,070,554,553; for the 4985 independent farmer or rural lines no estimates could be obtained. Of the total number of messages reported 97.6 per cent. were local, and the remaining 2.4 per cent. were long distance and toll. The commercial telegraph messages sent during 1902 numbered 90,834,789, or less than one fifty-sixth of the telephone messages, and the pieces of first-class mail mat- ter that passed through the mails during the same year January 26, 1905 numbered 4,611,271,580, or not quite as many as the telephone messages, It is impossible to make an exact segregation of the statistics so as to show the number of lines, the wire mileage and the number of telephones devoted primarily to telephone work in the country as distinct from the urban districts, Approximately, however, there were 21,577 such lines, of which 72.3 per cent. were owned and operated by commercial systems, 4.6 per cent. were the mutual systems, and the remaining 23.1 per cent. were in- dependent farmer or rural lines. The total length of wire was 259,306 miles, or an average length of about 12 miles per line. The total number of telephones was 266,- 968, giving an average of about 12 telephones to each line and a little less than 1 mile of wire per telephone. Telegraph Systems, The commercial telegraph systems numbered 25 in 1902, as compared with 77 in 1880. This striking de- crease is due, however, to the number of consolidations which have taken place, the magnitude of the equipment and business showing a great increase. At the present time the telegraph business is practically controlled by two companies, yet the number of miles of wire in opera- tion in 1902 was more than four times, the number of messages almost three times, and the receipts from mes- sages more than twice as great as in 1880. The average rate per message in 1902, after deducting the number of cable messages and the receipts therefrom, was 31 cents, us compared with 43 cents in 1880. The total receipts of the commercial telegraph compa- nies in 1902 amounted to $40,930,038, of which 86.2 per cent. represented the gross receipts from operation. The operating expenses amounted to $26,592,411, the net in- come to $9,982,004 and the net surplus for the year to $3,725,311. The commercial telegraph companies reported 1,318,350 miles of wire in operation in 1902, but also made a re- port of 1,307,046 miles as owned or leased. Of the latter mileage 62.5 per cent. was operated by the single, or Morse, system, 14.1 per cent. by the duplex system, 22.6 per cent. by the quadruplex system, and the remaining eight-tenths of 1 per cent. by machine or automatic sys- tems. The commercial telegraph messages sent during 1902 numbered 91,655,287, of which 820,498 were cable mes- sages. There were 684 railway companies that reported the operation of telegraph or telephone lines in connection with the transportation business. Along their right of way these companies had 1,127,186 miles of single telegraph and telephone wire, of which they owned 21.5 per cent. This report is the work of T. C. Martin, expert spe- cial agent. ee The Chicago Traction Problem to be Solved.—One of the largest traction deals in the history of Chicago is just being consummated. A syndicate headed by J. P. Morgan & Co., New York, and actively represented by Marshall Field, John J. Mitchell and P. A. Valentine, Chicago, has made a public offer to all stockholders of the Chicago City Railway Company to purchase their stock at $200 a share, provided more than half the 180,000 shares are thus offered. If the syndicate secures the company, it is stated that it will expend immediately something like $15,000,000 in improving and increasing equipment, rolling stock, &c. This will mean larger power houses and large expenditures for engines, boilers and other equipment. Inasmuch as all street car lines in Chicago will be, when this deal is completed, owned largely by the same coterie of capitalists, it will be easy for them to come to the City Council with a plan which will permit of settlement of franchise disputes on a basis that will warrant the expenditure of sufficient money to put the equipment of all the roads on a modern basis. —jqs>-e—___—_ The Pittsburgh Coal Company has leased a site of ground on Fifth avenue, Pittsburgh, and will erect a 10- story building, to be used exclusively for office purposes. Cat i Bi ie ee ee ee ee i, ees) de > es wpo January 26, 1905 The Connecticut-Louisiana Battle Ship Contest. WaSHINGTON, D. C., January 24, 1905.—The Secretary of the Navy has transmitted to the House of Representa- tives a report showing the cost to September 30, 1904, of inspection and construction of the battle ships Connecti- cut at the New York navy yard and Louisiana at the Newport News Shipbuilding & Dry Dock Company’s ship- yard. While the report cannot be said to contain any mis- statements it would seem almost to justify the wholly erroneous statements that have appeared in the daily press asserting among other things that, although the keels of the two vessels were laid within a month of each other and their launching took place within a period of 30 days, the Louisiana up to September 30 had cost near- ly $1,250,000 more than the Connecticut An analysis of the figures submitted with Secretary Morton’s report, however, shows not only that there is no basis for the suggestion that the construction of the Louisiana has been more costly than that of the Connec- ticut, but also that these reports, which are required by the naval appropriation act to be rendered to Congress annually, are worthless for the purpose of supplying in- telligible data for comparisons of these two vessels. The first report under this act was forwarded to Congress a year ago, but at that time so little work had been done upon the vessels that the figures submitted were of no value. The keel of the Louisiana was laid February 7, 1903, and she was launched August 27, 1904, on which date the percentage of hull work completed was 54.5. The keel of the Connecticut was laid March 10, 1903, and she was launched September 29, 1904, when the percentage of hull work completed was 53.59. Thus there was a difference of only one day in the length of time elapsing after the laying of the keel and before launching the two vessels, and a margin of less than 1 per cent. of the percentage of hull work completed when the launching took place. According to Secretary Morton’s report, however, it appears that on September 30, one day after the launching of the Connecticut, the total cost of the Louisiana was $3,548,250, as compared with $2,334,937 for the Connecticut. From a table showing in detail the various items of expenditure it appears that while armor to the value of $121,087 has been delivered for the Connecticut the de- liveries on account of the Louisiana aggregate no less than $1,168,815. Inasmuch as the armor is supplied to both vessels by the Government and upon contracts which are identical as to weights and prices, it is clear that no less than $1,047,728 of the apparent discrepancy is thus accounted for. It also appears that the Newport News Shipbuilding & Dry Dock Company had on hand on Sep- tember 30 material valued at $230,369, while that at the New York yard for use of the Connecticut was valued at only $125,148. The payments on account of the Louisi- ana for nickel steel protective deck armor amounted to $327,456, while on account of the same item for the Con- necticut but $177,679 has been expended. As these plates are in all respects identical in the two ships it is appar- ent that the Louisiana has received a larger quantity of her plates by $149,777 than the Connecticut. These three items make a total of $1,302,731 worth of material deliv- ered for use of the Louisiana in excess of that received at the New York yard on account of the Connecticut, which more than wipes out the difference in the cost of the two vessels to September 30. Bullt on Different Systems, But these are only a few of the items of cost as shown by Secretary Morton’s tables, a careful examination of which demonstrates that the two vessels are being built on somewhat different systems of construction, and that while in point of labor actually performed the difference in the percentage of completion is not great, yet in quantity and cost of the material received there is a wide margin in favor of the Louisiana. The Louisiana is also charged with the “cost of inspection at works of con- tractor,” an item of $11,250, which does not appear at all in the case of the Connecticut, although it is obvious that the experts of the Bureau of Construction and Repair THE IRON 209 AGE have been obliged to devote as much time to the inspec- tion of the Connecticut as to the Louisiana. Report by the Labor Bureau. lt is understood that the Department of Commerce and Labor, as a part of the eight-hour investigation, has caused a comparison to be made of the labor on the Con- necticut and Louisiana for the purpose of shedding some light on thé general subject of the desirability of an eight- hour day. The correspondent of The Iron Age is in position to state that this investigation will show that a larger amount of material has been worked into the hull of the Connecticut per man per hour than into the Louisi- ana, but the Labor Bureau will explain this fact by de- scribing the conditions under which the two vessels are being constructed. It will also be shown that the wages at the New York yard are more than enough higher than those at Newport News to make the labor cost of the hull of the Connecticut considerably greater than that of the Louisiana. w. LL. Cc. PR The Connellsville Coke Trade in 1904, The Connellsville Courier of January 21 presents Statistics of the Connellsville coke trade in 1904 which differ from those given by the Scottdale Independent and reprinted in 7'he Iron Age of January 12. The Courier’s statement is in part as follows: The Connellsville and Lower Connellsville regions in 1904 had an aggregate coke output of 12,427,468 tons. This is over 900,000 tons short of the output in 1903. The aggregate output of the two regions that year was nearly 800,000 tons less than it was in 1902, so that in two years there has been a slump in the yearly produc- tion of 1,700,000 tons, compared with the banner year. While the average weekly preduction was at times as great as it was during 1903, over 250,000 tons, there was no uniformity either in prices or demand. In April there was a spasmodic impetus given the trade by price cutting, which a month’s business dissipated. Through- out the summer and until well into September business was bad. Renewed confidence followed and December launched the present quarter under circumstances that promise to make 1905 a banner year in the coke industry. A most disappointing feature was the low average price. Valuing the merchantable product of the regions during the four quarters at the market quotations cur- rent in those periods, the average price of Connellsville coke for the year just closed is estimated at $1.75 per ton, as against $3 per ton in 1903. At this rate the total value of the output in 1904 was $21,748,069, or $18,287,621 less than the gross revenue from the previous year’s output. The following tabulated statement shows the total number of ovens at the close of each year, the annual output, average price and gross revenue of the region from 1900 to date: ‘Tons Average Gross Year. Total ovens shipped price. revenue. ee 20,954 10,166,234 $2.70 $27,448,832 FOE cdesticsacenee 12,609,949 1.95 24,589,400 ROU sce cc scene 14,138,740 2.37 33,508,714 FOG s os ds ccivcvaeeee 13,345,230 3.00 40,035,690 SOOGs occu hess 29,119 12,427.468 1.75 21,748,069 The year closed with daily average shipments of 1864 cars, which was 56 cars a day short of the average shipments during November. a The skylights used in the construction of the new steel foundry of the Pennsylvania Railroad at South Altoona, Pa., which were described in our issue of January 5, 1905, cover an area of over 21,000 square feet. They were in- stalled on the “ Paradigm Skylight System” by Arthur EK. Rendle, 428 Eleventh avenue, New York City. The bill permitting the use of that portion of the monument grounds for the purposes of the American Rail- way Appliance Exhibition to be held in Washington, D. C., May 3 to 14, inclusive, in connection with the In- ternational Railway Congress, bas been signed by the President. + = ee Sl mee > Laisa ~ eee Bee ee ee ete We da Co ee if ee » ate 300 THE IRON AGE The Prentice Vertical Drill. The gear driven upright drill shown in the accom- panying illustrations is built by the Prentice Bros. Com- pany, Worcester, Mass. As compared with the ordinary drill of its type, the mest interesting mechanical feature is the arrangement whereby 16 changes of speed are ob- tained without shifting the driving belt. Fig. 1 shows a general view of the drill, Fig. 2 a vertical elevation and Fig. 3 a detail of the change gear box. The driving belt runs on a single pulley, A, Fig. 2, and power is communicated to the drill spindle through the Fig. 1.—The New Gear Driven Upright Drill Built by the Prentice Bros, Company gear box C. The handles D, E and F, situated within easy access of the operator, actuate the spools U, V and W, which, in conjunction with friction disks and friction rings shown in Fig. 3, give eight changes of speed. The principle of action of this gear box is very similar to that described in connection with the Prentice lathe, as illustrated in The Iron Age of December 1, 1904. The lev- ers D, E and F move independently, and each controls two friction clutches. Between the limits of their move- ments both clutches are disengaged when any one of the levers is in its intermediate position, and the drill spindle is idle. In other words, it is necessary that one or the other of the friction clutches operated by each lever be engaged in order to drive the spindle. Therefore it is impossible for the operator to engage conflicting ratios of gearing. All speeds are in the same direction. How the eight speeds are possible through the gear box will be understood by reference to Fig. 3. With the right hand clutch on the lower shaft engaged, the spur gear a drives the spur gear b on the intermediate shaft. The resulting speed of the spindle is still dependent upon the January 26, 1905 position of the two upper clutches. The intermediate shaft carries the gear d, and when it is being driven by b gear c is running idly, and the gear g or e, depending upon the position of the clutch spool on the shaft carry- ing these gears. Assuming that this is also in its right hand position, then the gear e is driving the correspond- ing spindle and communicating power to the gear j or i, again depending upon the position of the clutch spool next above. Assuming again that the top right hand clutch is engaged, the shaft carrying the bevel gear G is being re- volved by the gear i, giving one of the eight speeds. If the left hand Clutch on the top spindle is engaged, the other clutches reniaining as before, another speed of the gear G is obtained through the quill from gear j. This is driven from the gear h, on the second shaft. which is being driven by gear e, &e. Reversing each clutch gives o THe IRON AGE Fig. 2 Vertical Elevation and Part Section of the Prentice Vertical Drill, Showing the Drive. another speed for each of the different positions of the other clutches. As all of the gears are in mesh all are op- erative when all of the clutches are engaged in one or another of their positions, and those corresponding to the unengaged clutches merely run idly. The bevel gears G and H drive the vertical shaft B Fig. 2, at the top of which is the bével gear I meshing with J. The gears K, L, M and N driven through the quill O, run continuously with the vertical shatt B Through these gears two speeds are obtainable for each of the settings of the gear box C. When high spindle speeds are wanted the friction spool P, having clutch teeth on the end opposite the friction, is operated by a lever to engage the friction ring Q with the friction disk R, which is integral with the quill O. To run with the back gears and obtain a slower range of speeds, the clutch teeth on the friction spool P are engaged with the clutch teeth of the gear N, causing the horizontal top shaft to drive through the back gears. The horizontal shaft through the bevel gears S and T drives the drill spindle. January 26, 1905 THE IRON AGE 301 The Air Power Plants for Pennsylvania Rail- road Tunnels. Work on the Pennsylvania Railroad tunnels under the North and East rivers is well wnder way. and the Inger- soll-Sergeant Drill Company, New York, which secured the contract for the compressed air equipments for both sections, is installing the machinery to furnish the com- pressed air which is to bear the greater part of the bur- den of driving the tubes. The work is to be done in two distinct sections, operations being carried on at both ends of each section simultaneously. For the construction of the East River tunnel, the larger of the two contracts, the power plant has been subdivided into two sections, one on each side of the river, identical in capacity and character. At the Long Island City end, where the main power plant is located, preliminary work is being carried on with the assistance of a temporary air plant, comprising two Ingersoll-Ser- geant class A compressors with a combined capacity of 1200 cubic feet of free air per minute. The main compressing plants at either end of the tunnel are served by a battery of five 500 horse-power water tube boilers, and are equipped with Ingersoll-Ser- geant positive air thrown air valves for both intake and ee THE (RON AGE Fig. 3.—Detail of the Change Gear Mechanism of the Prentice Vertical Drill. discharge, while the engineering details have been worked out so that a great flexibility is provided in piping and receiver connection by which any compressor or combina- tion of compressors can be made to furnish air to any tube. The plants will together include 12 Ingersoll-Ser- geant cross compound Corliss steam driven compressors with duplex air ends of the latest type, 8 of which are to be low pressure units, each with a capacity- of 5000 cubic feet of free air per minute compressed to 50 pounds from atmospheric intake. The air from these machines is to be used for keeping out the water and mud as the shields are driven forward. The low pressure air is de livered to the tubes by four 10-inch mains on either side of the river. In addition to these low pressure units there are to be two high pressure compressors of the same gen- eral type, but designed to draw their intake either from atmosphere or from the discharge of the low pressure machines. In the former case the capacity of each is 1500 cubic feet of free air compressed to 100 pounds; in the second case it is from 2000 to 6600 cubic feet of free air per minute delivered at pressures up to 150 pounds, depending on the intake pressure. This high pressure air is distributed on the Long Island side through an S- inch pipe line and on the New York side by a 6-inch main, and is to be used for running rock drills, driving con- crete mixing machines, and possibly for pneumatic haul- age. The remaining two units of the system are to be combination compressors, having steam cylinders of the same size as the machines above described, but coupled up in tandem to two pairs of duplex high and low pres- sure air cylinders of diameters 15144 and 22% inches, re- spectively. As either set of compressing cylinders may be thrown into operation these combination machines serve the purpose of duplicate or reserve units for either the high or low pressure compressors. The boiler and engine foundations are complete, one of the large Corliss compressors is already in place and the remaining compressors are to follow at the rate of one unit per week. Of the two sections the installation of compressing machinery at the terminals of the North River tunnel is much further advanced, all of the eight compressors, four on each side of the river, being placed on their foundations. These are served by two batteries of three 100 horse-power water tube boilers each, and are of the steam driven cross compound Corliss type, with duplex air ends, six being low pressure machines designed for a terminal pressure of 50 pounds, with atmospheric in- take, and each havingsa free air capacity of 4000 cubic feet per minute. There are in addition two high pres sure compressors of the same type, each having a free air capacity of 920 cubic feet per minute at a terminal pressure of 100 pounds from atmospheric intake, or 4000 cubie feet per minute from 50 pounds intake (from the low pressure machines) and a terminal pressure of 150 pounds. The low pressure units have the Ingersoll-Ser- geant positive air thrown air inlet and discharge valves. The high pressure machines have the well-known piston The air is to be used for the same purposes inlet valve. as in the East River tunnels. wind in the same manner The four power plants represent in the of air compressing machinery ever represent the high- aggregate the largest installation made for general power purposes, they ntralized power plant and their operation st type of the ce td ‘hed with under the heavy service demands will be wate the greatest interest. > A Chicago River Freight Service.—\ new company has been formed in Chicago, known as the Chicago Car, Ferry & Lighterage Company. Its offices are at 39 to 45 W. Adams street and its officers are J. G. Johnson, president and treasurer ; E. H. Talbot, vice-president and manager. and C. W. Lamborn, secretary. The com- ning up a freight depot on the east side of the Chicago River between Erie where it will receive freight pany is ope the north branch of street and Grand avenue, for all points for delivery to ten of the leading railroads entering Chicago, as well as the steamboat docks. Its lighters will travel from between Fullerton avenue on the north branch to Campbell avenue on the southwest branch of the Chicago River, a distance of 10 miles. Pro- visions are to be made in the central depot for sorting freight, permitting the patrons to load their freight in a miscellaneous way and deliver it in full truck loads The charge for river service is 5 cents per 100 pounds for ordinary lots and 3 cents per 100 pounds in consign- ments of 20,000 pounds and upward. The experiment is looked upon with great interest by Chicago shippers, as, if successful, it will greatly facilitate the transfer of feright to and from the roads accessible to the lighterage line. tee The Hamilton Cataract Power, Light & Traction Com- pany has recently started the two 5000-kw. Westing- house generators in its De Cew Falls power station in Ontario, Canada. Power is supplied from Welland Canal feeders tapped in about 14 miles above the power station, and at the station the water has a head of 267 feet. The Westinghouse generators are of the two-bearing type, direct connected to Escher-Wyss water wheels. The power is transmitted by two separate three-phase trans- mission lines to the city of Hamilton, 35 miles distant. where it is used for lighting, street railway and manu- facturing purposes. <A reserve steam driven station is located at Hamiltion, which contains two 1000-kw. West- inghouse generators. The entire station and high tension apparatus are of Westinghouse design. ee a 2s Cemetneneaee <= eee = ; i f | { f | : ' 4 302 THE IRON AGE January 26, 1905 The New Lehigh Valley Shops. The Locomotive Repair Shops _at Sayre, Pa. The ground covered by the four buildings comprising the Lehigh Valley Railroad Company’s new shops at Sayre, Pa., amounts to about 379,000 square feet, or nearly 8% acres. The main locomotive shop alone covers over 274,000 square feet, or 61-3 acres. The blacksmith shop and store house are each 103 x 363 feet and the power house is 125 x 240 feet. The steel work was de- signed and the steel construction checked and approved by D. C. Newman Collins, consulting engineer, 29 Broad- way, New York, under the direct supervision and general approval of Walter G. Berg, chief engineer, and size that only a part plan and sections are given. They will serve, however, to show the general features of the design. The remainder of the building is a continuation of that shown, with probably a few modifications that will not prove of any special interest. The two outside bays have a clear hight of 50 feet to the bottom chord of the trusses and are used for general erecting purposes and for boiler work. The entire cen- tral portion of the building between the erecting shop bays has a clear and uniform hight of 34 feet 4 inches to the under side of the roof girders, which carry a regu- lar system of skylights of the saw-tooth type, having the D A 5 c | rd ai tS, mit 7 , i 7 7 wT <7" 7 NWS i ‘ sr aes - 2 ae ans 2 : —_ — z : ee J | t | i 120 TON CRANE Jee 120 TON CRANE 1 Yis 15 TON CRANE H ww 15 TON CRANE } I I 15 TON CRANE I‘T 15 TON CRANE ZI id iI 15 TON CRANE IL 15 TON CRANE I I L f Y f ’ ’ q | ' rary: i | }| : gits 12) h| Ris tzk | | a eee as A bs = 4 ak, od gi) 4 am en 3 — de vey } PI\ P2- | a --) P c | \ P4 { 4 “ t p2/ Pp1\ & : - A ERECTING SHOP COVERED YARD | MACHINE SHOP | COVERED YARD ERECTING SHOP : ' +—— - ——¢0° 4 42° ~ —— + 36. * -_- ——¢9-— — ——4 42 * 60 aes ia aetna o~ ae o ae —o 360°--* — ak eouamasmee = * 4 TRE |RON AGE | £ £ a a £ 1 a a £ o © a I ° ° ° ° = + Wy + oS ¥ % ET, 7 7 + v $ +g ; } s | 6 DR ek ——: i-th ne Shi ' ry my] r = | STEEL RAWLS 58* | ' SS 5 ese og, = ne ' or = i # a ba i 4 be Ms ; r © ° 7? 280 240 + 240 STEEL RAILS 58" poCrager ser + 121 3 a. 2510 i ak p3/ ac EUXX Soh KK Fi \ 34 Longitudinal Section on Line C. E. D. B. Brown, architect of the Lehigh Valley Railroad Company. The details of the shop and field inspection of material were in charge of F. B. Schall, bridge engineer of the company. It is the intention to limit this article to the established data that governed the design and de- tailing of the steel work, and the general description and uses of the structure will consequently include only such information as will tend to rule and regulate the de- velopment of this part of the work. The Main Locomotive Shop. The diagrams here presented show the symmetrical and uniform layout of the work. The building is of such EY 3O0OOOOK KH _-- 25-10 240 a) 24-0 " THE 'RON AGE Longitudinal Section on Line B. x TYPICAL TRUSS FOR ot HEAT DUCTS ¥ * le 0: Me) tr x Wf } Dx Ni Pa P4 8 Pe pa g aie ab 4 Pi rt act 2. ck, ee THE !RON AGE Longitudinal Section on Line D. glass inclined toward the north at an angle of 60 de grees from a horizontal line. The gallery in the center bay has its elevation fixed at 21 feet 6 inches above the main floor, and is intended for the convenient disposal of the heat units, lavatories, lockers and for light storage. This leaves the three center bays with a clear floor for machine shop purposes. The length of this building is 749 feet, divided into 30 bays, or panels, of 24 feet each, and having one half ‘panel at each end of the building, which can be removed when future extensions are decided upon, all details and sizes being designed with this in view. The brick walls 3: de fo it tv he as of January 26, 1905 surrounding the steel frame rest on their own founda- tions and are independent of the steel frame, except by being anchored to the heavier parts of the posts desig- nated in the illustrations as P 1, and being built in between the flanges of the upper section of these posts The gabled walls all run above the finished roof to afford protection against fire and to present a better finish architecturally. All roofs are covered with reinforced cinder concrete, built to provide for expansion and cov- ered with tarred felt roofing and granulated slag. The two erecting shop bays have a monitor running the full length of the building, with pivoted sash on the sides inclined at an angle of 60 degrees from a horizontal line. The vertical sides of the erecting shop above the THE IRON AGE 303 a wheel base of 10 feet and an assumed maxiumm load of 35,000 pounds on each wheel. The 15-ton cranes in each of the 42-foot bays are like the other 15-ton cranes, except the wheel loads, which were assumed at 30,000 pounds. All rails for the 15-ton cranes are of a weight of 58 pounds per lineal yard. The Steel Design. The building was treated in design as a series of craneways capable of withstanding all lateral pressures and forces and depending on the lighter roof construc- tion merely as a covering. The main posts were carried below the floor just far enough to bury all obstructions to a clear passageway around them: All posts marked P 1 Store lTouse saw-tooth portion are covered with pivoted and fixed sash surrounded by reinforced cinder concrete slabs on steel siding. The gallery floor is of reinforced cinder concrete also. The riveting tower in the boiler shop section obtains the necessary clear hight by adopting a pit riveter, avoiding the necessity for running up the building into an unsightly tower, as is generally done. The main posts are left open for convenient inspec- tion and painting from time to time, except near the floor, where they are boxed in with steel plates. These boxes are filled with concrete, having the top sloped off to such a, pitch as to prevent the possibility of an accumulation of dirt, waste or other inflammable material. In the south end of one of the erecting shop bays the regular roof trusses were omitted and heavy box girders Main Locomotive Shop. Blacksmith Shop and P 2 in the illustrations were anchored to the con- crete piers with four bolts 24% inches in diameter and posts P 3 and P 4 to their respective piers with four bolts 2% inches in diameter to each post. This anchorage, to- gether with the sway bracing over the gallery and with the aid of the dead weight of the building itself, is suffi- cient to withstand the most severe combinations of lat- eral forces without depending on the brick work for as- sistance. The anchor bolts for all main posts were set in cir- cular metal boxes 12 inches long and about 4 inches in diameter to permit a possibility of adjustment of the tops of the anchor bolts after the concrete mass hardens. The posts were leveled up on steel wedges and thoroughly grouted to a solid bearing, while 2%-inch holes were Framing of the Main Locomotive Shop ot exactly the same profile were substituted, which were designed to carry, in addition to the regular roof load, a special riveting tower crane of 20 tons capacity on a runway provided for it on the side of each girder. This crane has two two-wheel trucks with a maximum load of 52,000 pounds on each wheel and a wheel base of 6 feet. The upper craneway in the two erecting shop bays is designed to carry an electric crane of 120 tons capacity for lifting a locomotive bodily over others and lowering it over a pit selected for its repairs. These cranes have two four-Wheel trucks with wheels spaced 4 feet centers, making a total wheel base of 12 feet and a maximum load of 87,000 pounds on each wheel. The crane rails here used weigh 150 pounds per lineal yard. The lower cranes in the erecting shop bays, as well as the two 60-foot span cranes in the machine shop, are of 15 tons capacity, having two two-wheel trucks with punched in all base plates of the posts to facilitate the flow of cement grout, and the anchor bolts by this means were firmly secured in position. Expansion of material due to temperature changes was arranged for laterally by designing the top section of all P 3 posts in two parts, practically a split post, con- nected by gussets and slotted holes, which allow 2 inches of space for temperature changes in a distance of 78 feet (from P 3 to the center of the building) and 102 feet (from P 3 to the outside of the building). All lat- eral field connections were riveted except the slotted holes in the top of P 3 posts. Longitudinal stiffness and expansion of material were provided for by a series of braced tower bents every third panel, leaving two unbraced panels between each. At each point between these two unbraced panels all heavy members were specially designed with expansion meee ” eae ae meee 304 THE IRON AGE joints to allow space for 1 inch at each; these were 72 feet apart. The longitudinal roof members were gen- erally bolted together at the building to avoid the expen- sive, tedious and unnecessary work of inconvenient rivet- ing ,except in the braced panels, where everything was riveted to make the bracing effective. The space allowed for expansion in this light material was assumed as being provided by the accumulated clearances in the many bolted connections. The girders under the saw-tooth trusses, it may be noted, are not made of an economical depth, because the additional cost of this shallow limit was warranted by the desirability of getting the skylights as low as possi- ble, both for their own efficiency and for that of the Posts P 2 in Main Locomotive Shop erecting shop windows beside them. Special saw-tooth trusses were placed in five of the panels that came oppo- site the heat units, which were made to allow space for the passage of the large heat pipes. The saw-tooth trusses were 12 feet apart. Line Shafts and Motor Brackets, The original layout provided for continuous line shafts located under the crane girders at P 3 posts and also under the center gallery girders, three in all. These line shafts, each to be driven by seven motors, are so arranged that one motor can drive them and others be coupled in as needed. These crane girders at P 3 posts are studied particularly as regards lateral and vertical de- flection and are arranged to carry the hangers for the support of the main shafts, to be secured to wood ties clamped to the bottom flanges of the two girders. The motors are located on steel brackets on the posts about 12 feet above the floor and assumed as weighing 7000 pounds each. Brackets for the jack shafts are placed on all P 3 and P 4 posts under or near the main shafts, and three longitudinal 12-inch beams are provided on each row of them for the convenient fastening of wood ties to carry the jack shaft hangers. These jack shafts are driven by belt from the main shafts, and will admit of changes ad libitum in belting to any number of small machines. For convenient adjustment these brackets were all made in duplicate, so that the motor brackets can be located or changed wherever occasion directs. The erecting shop roof is framed with light angle trussed purlins running longitudinally, and each is well braced from the bottom chord of the roof trusses to pre- vent vibration. They carry 7-inch channel rafters, 6- foot centers, on which the concrete is laid. At the out- side eave a 9-inch channel is located, both to afford a permanent longitudinal tie and also to provide temporary support for the rafters. The saw-tooth trusses connect- ing to P 3 and P 4 posts are made with a bottom chord composed of two 6-inch channels to afford additional tie and bracing to these posts. Four loading platforms, or puplits, are located along the gallery floor, in size 6 x 8 feet, and are designed to carry a live load of 200 pounds per square foot. Framing for the eight flights of circular stairs was provided in the gallery floor framing; also all necessary steel ladders to afford access to the crane cages, to the roof and for cleaning skylights. No metal was used in the design of less thickness than 4 inch. The crane girders were proportioned with liberal width of top chord and were reinforced to better with- January 26, 1905 stand the tendency to lateral deflection due to the action of moving loads. They were carefully arranged to be free from connected bracing, so that they are at liberty to deflect vertically with the minimum amount of vibra- tion to the structure. All stiffeners are straight angles on fillers and bear at top and bottom to afford the best support for the wheel loads. These girders are all riveted in solid in all braced bays and have riveted connections even at the expansion points. The Blacksmith Shop. This building is arranged with the roof trusses in one span of 100 feet, and the trusses are anchored at each end to stone blocks built into the walls. The clear hight to the bottom chord of the trusses is 20 feet. No provision for expansion was made in a lateral direction, as it was considered safer to require a wall 20 feet high to accept this duty rather than to expect it to withstand the pushing and pulling of a loose roller bearing that might gradually creep off its support and cause disaster. No material was used of less thickness than 5-16 inch on account of corrosion, and ‘the bottom chords of the trusses were made stiff and heavy to provide support for the probable concentrations likely to be hung upon them. A monitor, with sash, skylights and louvres, runs full length of the building, and also provides ventilation at the extreme peak by means of an additional small moni tor with open louvres. An I-beam trolleyway is located through the building, to be equipped with a triplex block and trolley. No provision is made in the roof framing for the lat- eral support of the future jib cranes, as their exact loca- Posts P 3 in Main Locomotive Shop. tion was difficult to determine. Iron blocks were there- fore set into the walls under each roof truss bearing, which is detailed to provide connections for any future system of rod bracing that may be needed. The gross roof load was assumed at 80 pounds per square foot. Three panels of rod bracing are intro