The Iron Age 1905-02-09: Vol 75 Iss 6

i WO: ius o a es 0150.) i 7 i st 2 A A Review of the Hardware, Iron, Machinery and Metal Trades. TR Published every Thursday Morning by David Williams Co., 232-238 William St. she Yorm ZS Vol. 75: No. 6. ” Wel York, Theereday, Feber uUary 9, 1905. $8 00 a Year, inc! Single Copies, 15 Reading Matter Contents....... page 503 [—_____— ry Alphabetical Index to Advertisers ‘‘ 165 | A Classified List of Advertisers.... ‘ 157] Advertising and ee Rates ‘‘ | we EN faster Puls LIGHT and STRONG Forster Pulley Works CUBA, N.Y. N.Y. CORDAGE. Field Guns are Remarkable for although they shoot hard and last long, they can be bought at a moderate THE AMERICAN MFG. CO., 65 Wall Street, N. Y. price. Dealers can retail the hammerless ‘‘ K’ grade for $25.00 and make a SEE PAGE 116. handsome profit; other grades at higher prices. Remington Guns are ; 7 2 al ae eee i thoroughly advertised among the sportsmen. i Bristol’s Patent Stew! Belt Lacing. a SAVES THE REMINGTON ARMS COMPANY, ILION, N.Y. ae Agency, 315 Broadway, New York, N.Y. Depot, 86-8 First St., San Francisco, Cal. GreatestStrength TOAPPYY = FINISHED sows,” «With Least Metal Send for Circulars aud Free Samples. THE BRISTOL CO.. Waterbury, Conn. Alse Linen and Italian Hemp ash Cord. SAMSON CORDAGE WORKS, Boston, Mass. CAPEWELL HORSE NAILS “THE BEST IN THE WORLD” TURNBUCKLES. soutaat iter tutee "sys... |( HIGHEST AWARD IN ALL COMPETITIONS . “a GOLD MEDAL ee ie AT =” es LOUISIANA PURCHASE EXPOSITION St. Louis, 1904 MADE'/BY THE CAPEWELL HORSE NAIL CO., Hartford, Conn. Mill Ginder. Gtrarda Erbene PILLING & CRANE, Eira oe a JENKINS BROS. PUMP VALVES l] . are made from various compounds, each of which is best adapted for a particular kind of nN a time work. Our many years of experience has enabled us to so perfect these compounds that we can confidently recommend our Pump Valves as the very best obtainable. When and me all particulars of T eeliee ort Pump valves which we will All Round en York eT Boston aS Chicage . __beonden Kee’ a bani = ; Best Anti-Friction Metal for all Machinery Bearings. bie of po. a ~ lanitetions. . MAGNOLIA METAL CO., Owners and Sole Manufacturers, _— 13-116 Bank Street, $82 Francisco, Montreal, Boston and Pittsburg. We manuf Metals Chicago, Fisher Bldg. NEW YORK. cpus mee al) grades of Babbitt at AMERICAN SHEET & TIN PLATE COMPANY’S Ad. on Page 23 Sap ae AGE Pen _THE IRON BRASS: ”|\COPPER |“. GERMAN { s*€=" SILVER WIRE LOW BRASS. SHEET BRONZE. SEAMLESS BRASS AND COPPER TUBING. BRAZED BRASS AND |BRONZE TUBING. :::::::% WATERBURY BRASS C0., WATERBURY, CONN. 99 John St., New York. Providence, R. I. Bridgeport Deoxidized Bronze & Metal G0., BRIDGEPORT, GONN. Automobile Castings a Specialty. 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. Ha A “ame Ua CT er Ht i RAS ‘ ech pee PECIAL EST BRANCH” 1 Toa Lock HAVEN, PA. Randolph-Clowes Co. Main Office and Mill, WATERBURY, CONN. MANUFACTURERS OF SHEET BRASS & COPPER. BRAZED BRASS & COPPER TUBES. SEAMLESS BRASS & COPPER TUBES TO 36 IN. DIAM. New York Office, 2583 Broadway, Postal Telegraph Building, Room 715. Chicago Office, 602 Fisher Bldg. 88e-72 West Monroe St. Chicago. Best Bronze, Babbitt Metals Brass and Aluminum CASTINGS CASTINGS rass, Bronze and ® Aluminum #2 FOUN DERS— FINISHERS. ww. Ga. ROWELL Co., Bridgeport, Conn. HENDRICKS BROTHERS Belleville Copper Rolling Mills, Brazsiers’ Bolt ax aan Sheathing Ingot eee Block Tin, Spelter, Lead, Antimony, etc. 49 CLIFF ST., NEW YORK. | THE PLUME & ATwooo Mr6, Co,, wre Sheet and Roll Brass MANUFACTURERS OF —AND— WIiRG 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. 29 MURRAY ST., NEW YORK. 144 HIGH ST., BOSTON. 199 LAKE ST., CHICAGO, ROLLING MILL : THOMASTON, CONN. FACTORIES ¢ WATERBURY, CONN, SCOVILL MFG. CO., MANUFACTURERS OF BRASS, GERMAN SILVER Sheets, Rolls, Wire Rods, Bolts and Tubes, Brass Shells, Cups, Hinges, Buttons, Lamp Goods Special Brass Goods to Order. FACTORIES: WATERBURY, CONN. NEW YORK, Depots CHICAGO, BOSTON. Henry Souther Engineering Co. HARTFORD, CONN. Consulting Chemists, Metallurgists and Analysts. mplete Physical Testing Laboratory; Expert Tome in Court and Patent Cazes, Arthur 1. Rutter & Gu. 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. WIRE. “IT'S TOUGH.” TROLLEY, TELEPHONE and TELEGRAPH LINES. prideevert, BRIDGEPORT BRASS CC., 10 Murray St., New Y GEORGE KROUSE HEAVY CASTINGS: Manufacturer of all kinds of Brass and Composition Casting Peasinn Testes, Hed Som tion and Phosphor Bron Castings “A Specialty. 160 to 154 Morgan Street, JERSEY CITY. ¥. . » ~~ he FF THE IRON AGE New York, Thursday, February 9g, 1905. The Willey Motor Driven Tools for Electrical Manufacturing. In previous issues of The Iron Age have been de- scribed a number of the electrically driven tools which form part of a line manufactured by James Clark, Jr., & Co., Louisville, Ky. These machines are rather original in design, as the motor is in nearly every case incor porated in the machine in such a manner that the frame of the machine forms part of the magnetic circuit of the motor. The motor is well protected by such an arrange- ment and is more out of the way than would be possible were it attached to a bracket on the exterior of the machine. The earlier articles which have been referred to appeared in the issues of July 21, September 1 and THe IRON. AGE go back to exactly the same place; consequently any disks punched at one time will match those punched at another time. The index plates are operated by a pawl driven from a slotted crank disk on the end of the main shaft, which can be quickly adjusted for different lengths of stroke. The locking pin, actuated from a cam on the main shaft, secures the index wheel in position while the punch is cutting and insures each notch being correctly indexed. When the disk has traveled one revo- lution and all of the notches have been cut the machine is stopped by means of an automatic fixture. One of the principal features of the machine is the convenient arrangement of the shafts that operate the indexing mechanism and the automatic stop. These shafts are parallel with the ways on which the index head is carried, and the change for a different diameter Fig. 1.—Willey Electrically Driven Armature Disk Notching Press. Made by James Clark, Jr., & Co., Louisville, Ky. September 22, 1904, and showed respectively a motor driven radial drill, motor driven grinders and motor driven sensitive and small drills. The present article shows two more of the Willey motor driven tools, these being particularly designed for electrical manufacturing purposes. Fig. 1 shows an armature disk notching ma- chine and Fig. 2 a coil winding machine. The armature disk notching machine was designed by the company originally for its own use, as it has occa- sion to use a number of these machines in the manufac- ture of its motors. Like most of the Willey motor driven tools the motor is built into the fame—in this case in the base. It is of bipolar form with iron clad armature and is fitted with carbon brushes, form wound field coils, steel pole pieces and self oiling bearings. The removable cover plates in the frame give access to the parts of the motor when they require attention and inspection. The indexing mechanism is very simple and not likely to get out of order. The index plates are held in position by a nut and taper dowel pin, so that they will always of disk can be made very quickly by loosening the clamp- ing screws, moving the head to the desired position and tightening the screws. The disk clamping device allows work to be put in and taken out without loss of time and the disks are held securely. All of the principal bearings of the machine are bushed, so that they can be renewed when worn. The machine is capable of notching plates from 6 to 48 inches in diameter. It weights complete about 1500 pounds. The motor has a maximum capacity of 1 horse-power and is wound for either 110 or 220 volts direct current. The electrically driven winding machine shown in Fig 2 was designed for winding various coils used in the con struction of electrical machinery. This machine also, as will be seen, is self contained, the driving motor being within the frame and its fields being a part of the frame. The operating handles are within easy reach of the operator. The movements of the winding spindle are controlled by the foot lever shown, and the spindle can be instantly stopped or started when running at full 450 THE speed, or revolved intermittently by small amounts, as desired. When the spindle is stopped it is pre- vented from running back and loosening the wire by a brake, which is applied on the instant the clutch is released. Connected with the spindle is a revolution counter which records the number of turns of wire placed on the coil. The carriage is provided with a guide for the wire and has automatic feed in both directions. This feed is driven by a friction disk and wheel and can be adjusted to suit any size of wire by means of the small crank shown near the top of the frame. The handle at about the middle of the frame controls the motor. The carriage has a rapid hand feed movement for quick ad- Fig. 2.- Willey Electrically Driven Coil Winding Machine. justment. The handle for adjusting the carriage is geared to the nut through which the feed screw runs, thus permitting the motion of the carriage to be accel- erated or retarded while feeding to compensate for any inaccuracy in the setting of the feed. Speed changes are made by means of the cone pulleys. The machine illustrated will wind coils of wire of No. 5 size and smaller, while for heavier wire the ma- chine is provided with back gears to give additional power. The weight of the machine shown is about 900 pounds. The motor has a capacity of 1 horse-power and may be wound for either 110 or 220 volts. —————~>+@—___ The Scranton Bolt & Nut Company.—At the annual meeting of the Scranton Bolt & Nut Company, held at Scranton, Pa., the following directors were elected: W. D. Zehnder, C. H. Zehnder, L. M. Horton, E. M. Zehnder, C. C. Rose, O. H. Welles and Frank Lawall. W. D. Zehn- der was re-elected president; C, H. Zehnder, vice-presi- dent: L. H. Horton, secretary and treasurer; E. M. Zehnder, superintendent, and Frank B. Rutter, assistant superintendent. The report of President Zehnder was especially gratifying, as it showed a large amount of busi- ness and that the company’s management was keeping in close touch with its employees. The works were in opera- tion 275 days during the year, and 450 men were employed steadily. A considerable quantity of new machinery was installed to keep the plant up to its standard of efficiency. —_——++e—_—__—_ The American Minister to Panama has submitted to the State Department a report which shows the actual construction on the Panama Canal accomplished since July 1, when Mr. Wallace took charge of the engineering department. The most important statement in the re- port is this: “If the next six months show a progress corresponding to that of the past six, it is the conviction of the best engineers on the Isthmus that a sea level canal can be constructed in ten years and be ready for large vessels by January 1, 1915.” The report declares that there is no ground for the current reports that little has been accomplished in advancing the con- struction of the canal during the past six or eight months. IRON AGE February 9, 1905 Merchant Marine Legislation Postponed. WASHINGTON, D. C., February 7, 1905.—The advocates in Congress of legislation for the relief of the American merchant marine have reluctantly abandoned the cam paign so far as the present session of Congress and the bill prepared by the Mer- Commission and introduced by Sen- has been _ indefinitely postponed The decision not to press the subject further at this been reached with much reluctance, but in view of the advanced stage of the session, the con- gestion of public business and the hostile attitude of the opponents of the proposed legislation, it is uni- versally conceded that it would be a waste of effort to pursue the matter further. Under these circumstances Senator Gallinger a day or two ago made the following formal announcement in the Senate: is concerned, chant Marine ator Gallinger session has I had hoped to call up for consideration this bill, which was reported by the Merchant Marine Commission. But the chances for doing so are certainly not very flattering at this session. I! have received a great many letters from different parts of the country, from shipowners and shipbuilders, assuring me that if the bill should be passed they would proceed to construct new American steamships, and it would do a great deal to re- habilitate the American merchant marine. Satisfied that the bill cannot receive the consideration it deserves at this session of Congress, I ask that it may go over. The Situation in the Senate, The condition of business in the Senate would alone be sufficient justification for Senator Gallinger’s action. Less than four weeks of the session now remain. The annual appropriation bills have been much delayed, and nearly all the important budgets have yet to be disposed of. Much of the time of the Senate during the next fort- night must be given to the Swayne impeachment trial, while a number of important general measures are being energetically urged for the advantageous position of “ un- finished business.” Under these circumstances it would require little or no effort on the part of the opponents of the Gallinger bill to prevent a vote upon it, and a coterie of minority Senators led by Senator Bailey of Texas stands ready at all times to debate the proposition indefinitely and thus prevent a ballot. The rules of the Senate preclude the possibility of a vote as long as any Senator desires to speak; hence the friends of the Gal- linger bill find themselves absolutely helpless, although the pending measure has been favorably reported from the Committee on Commerce, and is strongly supported by the Administration. In the House conditions are hardly more favorable. The commission’s bill has been reported from the Com- mittee on the Merchant Marine and Fisheries, but an aggressive minority has filed an adverse report in which the subsidy feature of the bill is strongly antagonized, and the demand is made for the passage of a measure confined to discriminating duties and increased tonnage taxes. Under the rules of the House it would not be difficult to pass a bill with the aid of a special order from the Committee on Rules limiting the debate, cut- ting off amendments and fixing a time for a vote, pro- vided the majority in the House could be brought solidly into line for the measure. Unfortunately, however, a number of Republican members from the Northwest are lukewarm on this subject, if not actually opposed to the bill. In addition, Speaker Cannon regards with sus- picion, if not positive disfavor, any measure the passage of which would involve the expenditure of an extra dol- lar, no matter what the ultimate results might be, and hence the situation cannot be said to justify an appli- cation to the Committee on Rules for a special order. In spite of the discouragements encountered at this session, the leaders in the movement for the relief of the merchant marine are by no means downcast. The work of the commission has been productive of very satisfactory results, and the pending measure is believed to be not only the most conservative but the most effect- ive of any of the kindred propositions brought forward in the past decade. It is proposed to reopen the fight as soon as Congress reconvenes, either in regular or. ex- traordinary session, when, owing to the indefinite length of the session, filibustering tactics would be futile and February 9, 1905 a vote in both houses would be assured. The passage of the measure whenever a vote is reached is a foregone conclusion, A Commission on Marine Construction, The Department of Commerce and Labor has pre- pared a bill, which has been introduced in the Senate by Senator Frye and in the House by Representative Gros- venor, which is of special interest to the shipbuilders of the country, and which has an important bearing upon the expansion of the merchant marine. This measure provides for the appointment of a Commission on Marine Construction to investigate the subject of the form of construction and material of all vessels coming under the jurisdiction of the navigation laws, and while one of the principal objects is to guard against accidents or loss of life, it is proposed that the inquiry shall have the widest possible scope, and that the recommendations of the commission shall be promtly enacted into law. The text of this bill is as follows: Be it enacted, éc.—That a commission is hereby created, to be called the Commission on Marine Construction, to be com- posed of five members appointed by the President, by and with the advice and consent of the Senate, each commissioner to be experienced in the building of ships, especially ships propelled by steam, and otherwise pcssessed of expert knowledge on the subject of marine construction. Sec. 2. That it shall be the duty of this commission to in- vestigate the subject of the form of construction and material, including safety equipment and maximum passenger allowances, of steamboats, including ocean steamers, and vessels subject to the jurisdiction of the Department of Commerce and Labor, and to make ful] report thereon to the Secretary of Commerce and Labor, and to recommend to said Secretary such legislation or regulations as it may deem necessary, such legislation and regu- lations to have in view the prevention of marine disaster and consequent loss of life by fire or other cause. Sec. 3. That the commission shall give reasonable time for hearings if deemed necessary; that it shall have authority to send for persons and papers and to administer oaths and affirma- tions; that its place of meeting shall be at the headquarters of the Department of Commerce and Labor, Washington, D. C., but that it may make investigations in any part of the United States under the supervision of the Secretary of Commerce and Labor. Sec. 4. ‘That each commissioner shall be entitled to receive a salary for his services while actually engaged upon the work of the commission, the amount of which shall be determined by the Secretary of Commerce and Labor, and all the actual and neces- sary expenses of the commission, including expert assistants, clerks, stenographers, messengers, rent for place or places of meeting, printing and stationery, and actual and necessary trav- * eling expenses shall be paid, under the direction of the Secretary of Commerce and Labor, from any money in the Treasury not otherwise appropriated; provided, however, that not to exceed $100,000 shall be expended under this section. Sec. 5. That this act shall take effect and be in force on and after July 1, 1905. The President and the Secretary of Commerce and Labor are personally urging the passage of this Dill, which they hope will become a law before adjournment on March 4. WwW. ke OC. ———__ + o__-_—_- The McKeesport Tin Plate Company.—The annual meeting of this company was held in McKeesport, Pa., recently, at which Edward R. Crawford was elected president, E. P. Douglass vice-president, H. M. Clark sec- retary, Enoch W. Pitts treasurer and J. E. Lauck general manager. The annual report was submitted showing that the plant. with the exception of two days was in full operation from January 18 to December 31, 1904. During that time 21,539 tons of black plate were rolled, the com- peny turning out 426,020 base boxes of tin plate and selling in the open market black plate equivalent to 43,878 base boxes of tin plate, making its total output of black plate equal to 469,898 base boxes. The company during 1904 paid out in wages $360,178.50, and a dividend of 3 per cent. was declared out of the earnings, this being the first dividend declared. The plant has been operated for about three years. Oe The Harrison Safety Boiler Works is located at Seven- teenth: street and Allegheny avenue, Philadelphia, Pa., and not at Harrison, Pa., as incorrectly stated in an article printed in The Iron Age of February 2, headed “Open Feed Water Heaters in Connection With Steam Turbines.” THE IRON AGE 45} The Chicago Pneumatic Tool Company. In his annual report to the stockholders President J. W. Duntley of the Chicago Pneumatic Tool Company explains the poor showing of earnings by reference to the industrial depression of 19038 and 1904. Earnings greatly improved in the closing months of 1904. Mr Duntley says that while no action was taken on dividends at the recent meeting of the directors in New York, the board is agreed upon a proposition to resume quarterly dividends in April, probably at the rate of 4 per cent. a year. The detailed statement of earnings for the year fol- lows: 1904 1903. Net profits.... itctwiegak cae Wee oc $701,464 Depreciation, repairs and renewals....... 85,888 129,329 is nt pacduaedvdecnceeteenl $384,691 $572,135 Bond interest.... iad a ware Oat wees 115,000 115,000 CE RUhis deve css ceveewiaene ean ad 50,000 50,000 Total deductions................0+. $165,000 $165,000 NN ead tn. ie $219,691 $407,135 DE, vtudcededacdVeed be uanenkemeeethewenn 361,979 IR rh at eae a Sama RA ee eee $219,691 $45,156 Extra legal and patent expenses......... 17,631 45.156 Developing new lines of tools............ ae wntaws ene GRIUE GUOUNEN Ss oc 6 ac ct ceces $24,367 $45,156 I am hob ces Wheetareanindervet Gaemeee- sew ee This surplus is equal to a little over 3 per cent. on the outstanding capital stock. There was deducted from this surplus, however, $55,000 to apply on the cost of the new plant in Scotland. The balance sheet as of December 31 compares with the one of the preceding year as follows: Assets, 1904. 1903. Real estate, buildings, plant, patents and good will, less reserves. ..........00. $6,343,118 $6,344,206 Capital stock of other corporations at ME et deed dckae dee bane ese dbeeees 1,216,109 1,119,125 Ge h 0a aah eA oad eas oww eden thane 174,193 120,790 Accounts and bills receivable,less reserves 551,832 578,287 Inventory, material, finished work and Se PN cha Ca cest cece came eusaee 541,522 532,888 Sipe Teme PATON. occ cee ccccess 177,100 120,875 WEAR Nick écds Saatactalekwans $9,003,874 $8,816,171 Liabilities. CORRteE OOGU MND oii cic vceccssccces $6,113,800 $6,032,900 First mortgage bonds issued........... 2,300,000 2,300,000 Interest on bonds due January 1....... 61,526 *103,832 IN oe tn bins ks kek wees « 94,716 127,864 Sinking fund for redemption of bonds... 177,100 120,875 Reserve for taxes and suspense items... 2,702 16,994 PNR cihakek Caen dastnd drweeees 254,030 113,706 ha Wh bkesd ee neeek dw wer $9,003,874 $8,816,171 * Includes dividends unpaid ———+-+-e—____ The General Engine Company, which was reorganized last April to manufacture the Hoffman rotary engine, has increased its capitalization to $2,000,000, of which a sufficient amount has been paid in for the construction of an initial plant in Buffalo, N. Y., for the manufacture of the new type engine upon a large scale. A site has been secured and a factory is being erected, so arranged as to be added to or expanded as occasion may require, and a 500 horse-power Hoffman rotary engine will be in- stalled to furnish motive power for its operation. The company has received inquiries during the past month for engines of this type aggregating over 70,000 horse-power. The Iroquois Electric Company, Buffalo, N. Y., has been incorporated with a capital stock of $1,000,000, the directors being Gen. Francis V. Greene, Edmund Hayes, William H. Hotchkiss, George K. Birge, William H. Grat- wick, R. K. Albright and Stephen M. Clement, all of Buf- falo. The main purpose of the organization of this com- pany is to supply electricity for lighting, heat and power in the city of Buffalo. It will become a competitior of the Buffalo General Electric Company and the allied Cataract Power & Conduit Company all along the line. The power will be supplied by the Ontario Power Com- pany, whose plant is located at Niagara Falls, Ont. The first 30,000 horse-power of energy will be ready for de- livery on July 1 of this year. ' a ‘a * CLS ay ABB te. 4 452 THE IRON AGE Building Trades Workmen Organize in New York. What is probably the largest central body of unions in the building trades ever formed in the United States effected a permanent organization last week in New York City under the name of the Associated Building Trades. A constitution was adopted and officers elected, as fol- lows: President, Thomas A. Hughes of the Amalgamated Sheet Metal Workers’ Union; vice-president, John Fol- lam of the Plasterers’ Helpers’ Union; secretary, D. R. Tompkins of the Tile Layers’ Union; treasurer, William O’Neill of the Tar, Felt and Water Proof Workers’ Union, and sergeant-at-arms, Arthur Dunn of the Progress Asso- ciation of Steam Fitters’ Helpers. The new body repre- sents 83 unions in the building trades, embracing both skilled and unskilled labor, with an aggregate member- February 9, 1905 statement that strikes will only be undertaken as a last resort. It is understood that a committee from the or- ganization will shortly wait on the Building Trades Em- ployers’ Association to demand a conference in order to formulate a new arbitration agreement and to end the present lockout which exists in connection with some of the unions. In case of failure to come to an agreement on these heads it is understood that arrangements will be made for a stubborn fight this spring. ——__~><-@e The New Bliss Automatic Saw Tooth Notch- ing Press, For rapidly cutting the teeth of circular disk saws the machine shown in the accompanying illustrations has re- cently been designed by the E. W. Bliss Company, Brook- Fig. 1.—The New Bliss Saw Tooth Notching Press, Showing Feeding Mechanism. ship of about 75,000, which makes it a much stronger body than either of its predecessors, the old Board of Building Trades and the Building Trades Alliance. The only union of any importance connected with the building trades not so far represented in the new organization is the Housesmiths’ and Bridgemen’s Union. Strong ef- forts, however, are now being made to bring this union also into the central organization. The Associated Building Trades differs from the old organizations which it succeeds in that it is not composed merely of walking delegates, but is made up of five repre- sentatives from each affiliated union, with an inner or- ganization termed the Board of Representatives, which acts as a kind of Executive Committee. This committee will order strikes only when empowered to do so by the* Associated Building Trades. The constitution of the new organization includes provision for arbitration with the lyn, N. Y. Samples of the work are shown beside the machine in each of the views, Figs. 1 and 2. The machine is adapted for cutting the teeth of various sizes on saws of different diameters and embodies several new and important features. After the dies have been set and the press adjusted for the work the operation is as follows: A plain blank, A, Fig. 1, is clamped between two disks, which are fas- tened to the revolving spindle B. This spindle is rotated by the ratchet wheel C, which is actuated through a series of levers and cranks by a pair of bevel gears, D, on the main shaft. The crank E has an adjusting screw for altering its throw, so that it may be accurately set for spacing the saw teeth to the required pitch. Ap- proximate settings may be obtained by adjusting the ends of the connecting rods in the slotted bell crank and pawl lever, the final adjustment being made through the screw February 9, 1905 in the crank E. Depressing the hand lever F sets the machine in operation, causing the saw disk to revolve and the punch slide to descend, cutting a tooth at each stroke of the machine. A particularly desirable feature in the machine is the ease with which its setting may be altered from one size disk to another. Heretofore it has been necessary to remove a considerable part of the mechanism to change the indexing device. In this machine the indexing de- vice C is placed at the extreme lower end of the spindle, where it can be easily removed by taking off one nut and a washer. To accommodate a different size disk the spin- dle carrier H is moved from or toward the punch by th hand wheel L. The carrier support K, as shown in Fig. 2, is hinged at M, so that the teeth of the saw may be -: punched at the proper rake or angle. The table is se THE IRON AGE 453 The Philadelphia Foundrymen’s Association. The regular one hundred and forty-fourth meeting of the Philadelphia Foundrymen’s Association was held February 1 at the Manufacturers’ Club in that city. Thomas Devlin, the president, called the meeting to or- der at the usual hour. Dr. E. E. Brown, one of the visit- ing representatives of the association to the annual meet- ing and dinner of the New England Foundrymen’s Asso- ciation at the Exchange Club, Boston, on a recent date, spoke of their trip and the hospitality they enjoyed and presented to the Philadelphia Association a fine etching, framed and suitably inscribed, of the Old North Church of Boston, a gift of the New England Association. The sift was received by the president. on behalf of the asso- ciation, and a motion was passed that a letter of thanks wonAGE | Fig. 2.—The Opposite Side of the New Bliss Saw Tooth Notching Press, Showing Swinging Table. cured in position by a clamping bolt in the fixture just be- neath the lower die bed, engaging in the slot of a bracket bolted to K, as shown in the left side view of the ma- chine, Fig. 2. The slots in the levers of the feeding mech- anism are made use of to compensate for the swinging of the table. The machine will cut teeth on disks of 8 to 24 inches diameter, and will cut from the largest teeth to 16 teeth to an inch. The die and punch holders also have adjust- ments for setting them at any desired angle, making it possible to set the machine at practically any angle re- quired in saw tooth punching of this class. The machine is so arranged that saws of small diam- eters and light gauge may be cut with the press driven as a fly wheel press by placing the belt on the pulley rim P, which is fastened to the main gear. The gear in this case acts as a fly wheel, and the pinion Q and the regular driving pulley and fly wheel are thrown out of action. With the first arrangement the press runs at 80 strokes per minute and when geared at 40 strokes per minute. be forwarded to the New England Association for its beautiful as well as historical gift. The report of the treasurer showed the association to be in good financial condition, $2129.99 being in the treas- ury, With ali bills paid. The paper of the evening was read by Edwin A. Moore, president of the American Coke & Gas Construc- tion Company, Camden, N. J., the subject being “ By- Product Coke as Made by the Coke Oven Plants of the Otto-Hoffman and United-Otto Types.” Mr. Moore’s pa- per covered the construction of plants and description of the processes and was illustrated by numerous lantern slides and drawings. He also extended an invitation to the members to visit the Camden plant of the company and inspect its practical working. At the conclusion of his paper Mr. Moore was tendered a vote of thanks, after which the meeting adjourned. eicmeqenlibeaiianaiaeame J. Vollkommer of Pittsburgh, consulting engineer, has just sailed for Germany on a business trip. Loree ee a st SS ES ) ee eerie er a SSO rN 7 se co 454 Pacific Water Powers for Electric Railroads. “The Use of Pacific Coast Water Powers in the Elec- trical Operation of Railroads” was the full title of an in- teresting paper read before the Pacific Coast Railway Club on January 21 in San Francisco. The paper was presented by Robert McF. Doble, consulting engineer of the Abner Doble Company, San Francisco, and was illus- trated with stereopticon views and diagrams of steam locomotives, electric cars and locomotives, track and roll- ing stock of California roads, hydro-electric plants and a State map showing the location of power plants and transmission lines. Attention was called to the wide- spread consideration that is being given to the applica- tion of electricity as motive power to replace steam loco- motives on railroads, reference being made to the large undertakings of this nature now being carried out by the New York Central and the Pennsylvania railroad com- panies. Advantages of Electric Traction Over Steam. The advantages of electric traction over steam for the operation of railroads were considered under three heads —namely: 1. Those appealing to the passenger and re- sulting in an increase of traffic. 2. Those pertaining to the centralization of power. 3. The economies in first cost, maintenance and operating expenses. Under the advan- tages to the passenger were mentioned the freedom from dirt and smoke, the universal cleanliness and the better ventilation and lighting of electric cars. Reference was made to the possibility of obtaining higher average and maximum speeds with electric operation and to the great- er tractive effort resulting from the increased weight on the driving wheels. Under the advantages of a central power station the author spoke of the present day limitations of the steam station and of the self evident possibilities of obtaining power from hydro-electric plants. Particular reference was made to the conditions on the Pacific Coast, where available water powers are distributed at frequent in- tervals all the way from Southern California up into British Columbia. While only a very small portion of these water powers have been developed, even with the stations now operating and the transmission systems now carrying power throughout the central portion of the State, the conditions would seem to make profitable the operation of at least some of the railroads by electricity. It was stated that the capacity of the steam locomotive has to be that of the maximum effort required from it, even though that effort be for a very short time, while, on the other hand, the load on the power station is only the sum of the loads on the different motors, which will average much less than the sum of their maximum powers. This materially reduces the cost of operating, especially with the conditions found on the Pacific Coast, where several power plants can feed into one network and supplement the power of each other. The possibility of recovering energy lost in braking was also referred to, the example of several European railways being cited to emphasize the fact that this has been practically accom- plished. In such a system of distribution as is possible in California considerable power might be generated by trains descending mountain divisions and thus fed back and utilized in the distribution network. Under the third heading reference was made to the saving in the cost and maintenance of track, the possible increase in capacity of existing railroads, the saving of time and labor in the operation of an electric locomo- tive, its characteristic simplicity and the rapidity with which repairs can be made. The power which can be ob- tained from steam locomotives is rapidly approaching its limit, while the development of the electric locomotive has apparently only begun. The relative reliability of the steam and electric motor was held to be in favor of the latter, especially in consideration of the local conditions in California, where a number of water power plants feeding into the same distribution system would make exceeding- ly remote the possibility of breakdown of anything more than an individual locomotive, and the chances for that were only half those for the steam locomotive. THE IRON AGE February 9, 1905 For comparison Mr. Doble next considered briefly some of the typical modern steam locomotives, such as those of the Southern Pacific Company, the four-cylinder balanced compound 3000 type of the New York Central and the large Mallet articulated compound built for the Balti- more & Ohio Railroad. Electric Locomotives and Systems of Currents, After some general observations on the development of electric traction with special reference to its growth in California the author took up the discussion of several different types of electric locomotives using direct cur- rent, particular mention being made of those built for the Baltimore & Ohio and the New York Central rail- roads. The 6000 New York Central electric locomotive was described in detail, attention being called to its in- teresting electrical features and to its remarkable power and speed qualities as developed in the recent tests. Com- parisons were also made between the electric and the heaviest Atlantic type steam locomotive of the New York Central, with particular reference to the increased draw bar pull per pound of weight of the former. The advantages of the multiple unit direct current system were next treated, mention being made of some of the typical installations in the Eastern States as well as of the Key Route and North Shore railroads near San Francisco. Under alternating current polyphase systems Mr. Doble discussed the progress which had been made along that line in Europe and described the Valtellina, Jungfrau and Burgdorf-Thun systems. Mention was also made of the remarkable Berlin-Zossen high speed trains. Single phase systems were next taken up, attention being called to the pioneer work of B. J. Arnold, the General Electric and Westinghouse systems and their spe- cial features and the system designed by J. H. Hallberg. Turning to the achievements of electric traction in California particular reference was made to the Los An- geles & Redondo Railway, the Pacific Electric Railway of Los Angeles and the North Shore and Key Route systems of San Francisco. The North Shore Railroad is of special interest by reason of its being the first and only third rail line in California and because of its being operated from a substation which is the terminus of one of the longest transmission lines in the country. The Alto sta- tion referred to is 180 miles from the hydro-electric plant at Colgate and 250 miles from the new De Sabla power house. One of the features of the Key Route system which was given considerable attention was the Diamond trolley, which is successfully used on all its trains. The possibilities of this collector for heavy railroad work were pointed out. As to projected electric lines on the Pacific Coast, reference was made to improvements which the South- ern Pacific Company has under consideration for its suburban lines in Oakland, Berkeley and Alameda, to the rumored electrification of that company’s San José and Port Costa lines, and also to the possibility of oper- ating its mountain divisions by electricity. Mr. Doble concluded with some very interesting remarks on the leading hydro-electric power stations and transmission systems of California. The distinguishing characteristics of each plant were mentioned and special reference was made to the new De Sabla power house of the California Gas & Electric Corporation, where is now operating an 8000 horse-power tangential water wheel, the largest sin- gle water wheel on the coast. This station regularly supplies power to San Francisco and other points over 300 miles distant. ——_-+ oe __—- At the annual meeting of the stockholders of the Guerber Engineering Company, Bethlehem, Pa., held Jan- uary 31, the following directors were elected for the er- suing year: William B, Myers, Charles M. Dodson, A. N Cleaver, Joseph W. Adams, F. C. Stout, Robert H. Sayre, Owen F. Leibert, J. A. Eberts and P. A. E. Guerber. The directors elected the following officers: A. N. Cleaver, president ; Owen F. Leibert, vice-president; J. E. Boat- rite, manager; William B. Myers, treasurer; P. A. E. Guerber, superintendent, and F. H. Brunner, secretary. February 9, 1905 A New Baush Boring and Turning Mill. Several improvements are to be found in the boring and turning mill illustrated herewith, which is the latest design of the Baush Machine Tool Company, Springfield, Mass. The machine is equipped with one turret head and one swivel head and has a capacity for work 44 inches in diameter. The table is 42 inches in diameter, gear driven and has 10 changes of speed, 5 with back gears and 5 without. The maximum speed of the table is 20 revolu- tions per minute and the minimum speed 6. The teeth of both the table and pinion are of steel, accurately planed. The greatest hight from the table to the cross rail is 37 inches and under the tool holders 31 inches. On the under side of the table there is an outer bear- ing nearly equal to the diameter of the base. The table spindle is 10 inches in diameter and about 20% inches long. It has a straight bearing acting in conjunction with an angular bearing which receives the side strains. A thrust ball bearing on the lower step THE IRON AGE 455 instantly by applying by hand a band brake, which acts on the main driving cone. The back gears can be changed by the movement of a lever and without the use of a locking nut. Ordinarily the machine is furnished with a plain table, as illustrated, or it may be supplied with a three or four jaw independent and universal chuck. Another option is the provision of two regular swivel heads in place of one swivel and one turret head. When driven by belt from a line shaft a countershaft is used carrying tight and loose pulleys, the driving pulley on which is 20 inches in diameter. It accommodates a 4%-inch belt, and should run at 300 revolutions per minute. Being self contained, the machine does not require an expen- sive foundation. It weighs 16,200 pounds and occupies a floor space 8 feet 5 inches by 9 feet. eee G pee The calorific values of several different fuels used in internal combustion engines are compared in British A 42-Inch Boring and Turning Mill with One Swivel and One Turret Head, Built by the Baush Machine Tool Company. of the spindle avoids any tendency to lift and excessive friction of the table when a heavy cut is being made. The surface of the table is 2 feet 6 inches from the floor. The turret slide, shown at the right in the illustra- tion, can be set for boring or turning operations or to cut 8 and 11% threads per inch and has a vertical move- ment of 24 inches. The turret has five sides, is 1014 inches across the flats, and each face contains a 2 5-16-inch hole. The heads may be moved independently, either in direc- tion or amount of feed. The left hand head can be set at any angle and has a movement of 24 inches. Either head can be brought to the center for boring, and both heads have a vertical movement of 24 inches. The heads are attached to steel feed screws by split nuts, which can be opened to allow of a rapid movement through a ratchet and pinion engaging a steel rack on the cross rail. The feeds are positive, and there are 15 changes, rang- ing from 1-64 to 61-64 inch horizontally and 1-64 to 9-16 inch in angular and vertical directions. The cross rail is raised and lowered by power, and may be so moved without revolving the table. The table may be stopped thermal units per pound in a paper by M. L. Levi, re- cently published in the Revue Technique, as follows: NSPE TERT CCL ETT CR ere 10.620 Methylated alcohol, mixed with 50 per cent. gasoline... 14.200 COO NONE Gls ac oc caredsvccsawercdecnandasece ae Refined American oil 19.880 The mixture of methyJated alcohol and gasoline can, it is stated, be used es easily as ordinary gasoline; but with unmixed alcoho] it is necessary to warm up the car- buretor a little before starting, as the alcohol does not vaporize readily enough at a temperature below 68 de- grees F. The American Steel Foundries, which has purchased the plant of the Simplex Railway Appliance Company at Chicago, will not remove it to Franklin, Pa., as reported, but it contemplates the establishment of an Eastern branch of the Simplex plant at Franklin, for the manu- facture of certain railroad appliances peculiar to the Simplex Company. ‘ ) 456 Rolls for Uneven Angles.—IV. BY WILLIAM HIRST. Draft. In a series of passes for producing a given section the primary object is the formation of the section and not merely reduction of sectional area. In designing 1B ee eee ———————— | THE IRON AGE February 9, 1905 give it a few passes to make it conform to the length and thickness of the first shaping pass. Having deter- mined the position of the section as a pass, we may pro- ceed to determine the number of passes which will be re- quired to form the section from the billet. The passes designed for leaders to the finishing passes must be of such size and shape as to conform thereto, so that the transformation of the section from billet to bar may be THE IRON AGE Fig. 16. passes we are given the section required; we must know the size and character of the billet from which it is to be made and have a knowledge of the capabilities and accomplished before the leader is reached. In the series illustrated in Figs. 16, 17 and 18 the heaviest bars are made in two passes less than the light ones, and what- ——— ine 1#0ON AGE Fig. 17. power of the train upon which it is to be rolled. It is sometimes required that the bar shall be made from a+ billet kept in stock. In such cases it may be necessary to ever number of passes is required to work out the sec- tion must be added to the last three of Fig. 17. Three things are to be considered in connection with the ques- February 9, 1905 tion of draft—namely, the size of the billet as related to the width of the pass, the size and strength of the rolls, and the capacity of the driving element. In the past, and perhaps at the present time, there are instances of inadequacy in the driving element, so much so that it is not safe to leave it entirely out of the question unless it is known that it will meet all de- mands made upon it. Lack of power is most evident when rolling long bars or when the bars follow each other in rapid succession. While the bar is short the momentum of the moving parts will carry it through, but where the bars are long and the power is insufficient the drag may be eased by a modified draft by adding one or more extra passes. As to the strength of the rolls, it is practically useless to attempt to formulate any rule for draft as it relates to their diameters. There are so many interdependent factors in the problem that almost each instance would present its own modifications and exceptions. As a com- mon example the following may be given: A wide sur- face acted upon offers proportionally greater resistance than a narrow one; the stress on the rolls varies with every degree of hardness and heat in the bar. As to the rolls themselves, their strength as applied to the reduction of metal is an unknown quantity. Steel i “ = ‘ THE (RON AGE Fig. 18. rolls have been known to break from strains within them- selves, while others have a physical structure so nearly perfect that they seem able to bear any stress that may be put on them in the line of work. It must therefore be evident that there is a variety of imperfections be- tween these extremes. In short, there is nothing con- stant that is accepted as a guide; the matter must, there- fore, be left to the designer’s judgment, qualified by his experience and observation. As the grooves in a roll re- duce its effective diameter, we may regard these as the source of weakness. At or near the journals the roll may be cut to the diameter of the journals without passing the danger point, but nearer the middle of its length this cannot be done except the metal is soft iron or the draft very light. Generally we may assume that under ordi- nary working conditions if a roll is not cut to a diameter less than one-fourth its length it is within the reasonable THE IRON AGE 457 limit of its strength and capable of a draft of 30 per cent. on a bar having a width equal to oneeighth of the roll’s length. By the roll’s length is meant only the body. Having decided upon a draft of 30 per cent., we form a new pass by adding an amount that would require this rate to reduce it to the leader for the heavy section (pass No, 6, Fig. 17). This increase should be disposed in such a manner as to bring the form of the new pass nearer to the outline of the billet. In forming the indi- vidual passes it should be remembered that it takes a whole series to form the bar and that a pass is but one step in the transformation of the billet. That is the common object, and therefore each pass is constructed with the view to bringing the section it receives nearer to that of the one required. The usual method in con- structing new passes is to build up from the last in such a way as to gradually approach the section of the billet, but no faster than is warranted by the amount of draft. Depth of Grooves, Generally the depth of the grooves should be suffi- cient to completely inclose the billet or the bar ; otherwise the bar at times may be forced over the edge of the collar, which might cause the bar to sliver. It is obvious, too, that this is