The Iron Age 1905-02-23: Vol 75 Iss 8

\ THE IRO? UmxAGE “ODF? Werrmrg A Review of the Hardware, Iron, Machinery and Mera Trades. published every Thursday Morning by David Williams Co., 232-238 William St., New York, Vol. 75: No. 8. New York, Thursday, February 2}, 1905. tie scar Reading Matter Contents....... page 688 | ———__— Alphabetical Index to Advertisers “‘ 169] Classified List of Advertisers.... “ 161]|| P e Advertising and Subscription Rates“ 168 ] fURLY of U. M. C. Short Range Shells is the same as regular Forster Pulleys Shells. For short range or bush shooting they are superior, turned inside and ovt for at 25 yards they give practically a 40-yard pattern and on their own center. penetration. q ane WWM. ©. Show : CORDAGE. ~~ h — THE AMERICAN MFG. CO., 65 Wall Street, N. Y. are universally po 0b Spoesman writes: ** Having tried " sh yt Spreading devices I was skepti- cal of the new U. M,C. Shortt Range Shells. Experience in SEE PAGE 120. Bristol’s Patent Steel Belt Lacing. the field shows them to be al you claim. They kill but SAVES never mutilate." Na Time, Belts, ° Money. The Union Metallic Cartridge Company, TEEEee with Least Metal, | Agency, 313 Broadway, New York City, N. Y. BRIDGEPORT, CONN. Send for Circulars and Free Samples. aaa eae THE BRISTOL CO., Waterbury, Conn. ome samson spot con>|(CAT{AT |, BOILERS % Also Linen and Italian Hemp Sash Cord, SAMSON CORDAGE WORKS, Boston, Mass. TURNBUCKLES, CAPEWELL HORSE NAILS “THE BEST, IN THE WORLD” HIGHEST AWARD IN ALL COMPETITIONS GOLD MEDAL SLOUISIANA PURCHASE EXPOSITION St. Louis, 1904 | MADE BY THE GAPEWELL HORSE NAIL CO., Hartford, Conn. 1 Broadway, New York. Cleveland City Forge and iron Co... - Cleveland, oO. MERRILL BROS., BROOKLYN, N.Y. FORGINGS. PILLING & GRANE, fesenasrwsrot JENKINS BROS. PUMP VALVES v\ hy are made from various compounds, each of which is best adapted for a particular kind of 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 APOLLO SHEETS ordering, give all particulars of service, and we will supply Pump valves which we will gnerentes. JENKINS BROS. S el ] New York Boston Philadelphia Chicago London “Swedon’’ Gold Rolled Steel ceiets: D a and Swedon’” Cold Rolled Steel cen‘: Drawing sx Stamp! ng E ] THE Aen TUBE & STAMPING COMPANY SEE xce (Water and Rafl Delivery Brrpcerort, Conn. PAGE See MAGNOLIA METAL. Best Anti-Friction Metal for all Machinery Bearings. AMERICAN SHEET & TIN Fac-Simile of Bar. ) i a TY PLATE CO.’S a te “SS WAGNOLIA METAL CO., . on . Owners and Sole Manufacturers, 13- San Francisco, Muntreal, Boston and Chicago, Fisher Bldg. som We manufacture all Grades of Babbitt Metals ot RSS Es) 6 2 Ae ee Cee Ce EE Cee ¢ ee eee me ec ece SST <- oe wee wh ' _ = ee... _ = er a Bi nid = y . itll det ae : TEETER CREED oc ee a pine me 2 THE IRON AGE GamNRE kD Acc (%S,_|THEPINER AvenMs. Ni BRASS en, li cet ae Sheet and Roll Bras —AND— COPPER WIRE i RE PRINTERS’ BRASS, JEWELERS’ METAL, GERMAN GERM AN SHEET cheatin GILDING METAL, COPPER Rivet ROD Pins, Brass Butt Hinges, Jack Chain, Kero Elisha st SILVER WIRE)" "etme, es me aa aa LOW BRASS. SHEET BRONZE.|2 MURRAY ST., NEW YORK. “West Brancn” iV ae 144 HIGH ST., BOSTON ; SEAMLESS BRASS AND COPPER ee Lock HAVEN, PA. JBRIIA CMS 7. VAs00N 7. Cor) ineiitie : BRONZE TUBING Da eae al THOMASTON. CONN. | WATERBURY. CONN, A Complete Treatise) SCOVILL MFG. CO., on Dies. WATERBURY BRASS CO., ‘BRASS, Woodworth’s Dies: Their Con- WATERBURY, CONN. GERMAN SILVER ’ , 1 struction and Use for the 99 John St., New York. Providence, R. I. neds, Inte ‘eek ‘Senos, Working of Sheet Bridgeport Deoxidized Bronze 4 attain, Yamin teas — Metals. me tal ( Special Brass Goods to Order. Contains 384 pages, 405 illustra. aneseueeen. ill w ATERBURY, CONN. tions. Insizeg x6inches. Bound Depots, in cloth. Automobile Castings a Specialty, | New york, CHICAGO, PRICE, $3.00 Prepaid. High Tensile Strength. DAVID WILLIAMS CO., | Bronze and Aluminum Alloys. Henry Souther Euseera Go, 232-238 William St., New York. Write Us. RARTEORD, CONN. Consulting bee Metallurgists and ee ——— Matthiessen & Hegeler Zinc Co., ee Artur T. Rutter & Co ve a 256 Broadway, SHEET ZINC AND SULPHURIC ACID. ain ; Special Sizes of Zinc cut to order. Rolled Battery Plates. NEW YORK. Selected Plates for Etchers’ and Lithographers’ use. Selected Sheets for Paper and Card Makers’ use. Small tubing in Brass, Copper, Stove and Washboatd Blanks. Steel, Alaminam, German Silver, ZINCS FOR LECLANCHE BATTERY. &c. Sheet Brass, Copper and Ger- man Silver. Copper, Brass and German Silver Wire. Brazed and AA Sree AU NISHERS ed 66 99 88-74 West Monroe Shicagc Balt en | aa itt ronze. Rabbitt tf ee a a and MRE im ered - hf og Expert atent Cages. Complete Testimony pie rop st Te and P. Seamless Brass and Copper Tube. OIL and GAS Bowtanzs CASTINGS Bieiele [alls Ww. G. ROWELL CO HENDRICKS BROTHERS | |ouisssoanocr nana co Bridgeport, Conn. Belleville Copper "Rolling Mills, | evo, ag mpg: zanmanonn Braicrs’ Boit ane Bheathing GEORGE KROUSE a, —OPPRPTEHR, HEAVY CASTINGS SoPrmr orem AND Riv#it's. annfuctorer ofall kinds of “Muporters and Dealers Brass ond Composition Castings. Ingot Copper, Block Tin, Speltez, “Lead, Antimony, eto.,, Brazing Metals, Ward Composition and 49 CLIFF ST., NEW YORK. 160 to 164 Morgan Street, JERSEY CITY. N.!- RMAN VETS CTOs THE IRON AGE New York, Thursday, February 23, 1905. fhe Warner & Swasey Turret Screw Machine, With a view to placing at the disposal of brass work- rs and manufacturers of duplicate pieces larger than the capacity of the ordinary screw machine the advan- tages of the latest developments in its hollow hexagon turret lathe, a line of machines specially designed to meet the requirements has just been produced by the Warner & Swasey Company, Cleveland, Ohio. The com- pany has named this machine its new turret screw ma- chine, and is now building it in a complete line of sizes covering the entire range of this class of work. The particular size selected for illustration in this descrip- tion is one which is typical of the line, as its various capacities are such as to bring the machine within the scope of the greatest general demand. This machine takes bar stock from the smallest sizes the long lever in front of the head, working through a system of compound levers, which gives a powerful move- ment for closing the jaws, and the same lever also en- gages and disengages the roller feed. The chuck jaws are adjustable for variations from actual size to 1-16 inch smaller. An outer stock support accompanies the machine, as shown in the engraving. An entirely new feature for a brass working lathe is found in the turret saddle, which is provided with a sup- plementary taper base, by means of which the center of the tool holes in the turret can be adjusted to the exact hight of the center of the spindle. Taper gibs, fitted the whole length of the saddle on each side, provide means of adjusting the slide sideways. The turret slide is equipped with geared automatic feed, with four changes in either direction, the number of revolutions of spindle to feed 1 inch ranging from 20 to 102. The turret is hexagonal in form, has six tool holes 24% The New Warner & Swasey Turret Screw Machine up to 354 inches in diameter through the automatic chuck at the receiving end of the machine, the construction of which is familiar, being similar to that employed in the well-known hollow hexagon turret lathe. The travel of the turret slide is 14 inches, permitting the manipulation of long work, and the swing over the bed is 20 inches; it will therefore be seen that the machine is designed to manipulate large work, and as the chief characteristic of the machine is to combine rapidity of production with accuracy, the rigidity of the machine is an all essential feature. To insure this the head and bed, it will be noted, are cast in one piece, the result being a strong form of construction and rigidity at this vital point, which is certain to be maintained throughout the entire life of the machine. To give great power wide steps are provided on the three-step cone, this width allowing for the use of a f-inch belt. The gearing between the cone and the ma- chine is also extremely powerful, being 1.85 to 1, and the back gearing being 7.44 to 1. The back gearing is engaged and disengaged by means of friction clutches. There are 12 spindle speeds, ranging from 15 to 156 revolutions per minute. The automatic chuck and the power roller feed will handle bar stock of any shape. The chuck is operated by inches in diameter and also bolt holes for attaching tools to the faces. It is so arranged that stock of any diam- eter smaller than the tool holes can pass entirely through. The index is nearly the full diameter of the turret, and the lock bolt is placed directly under the working tool. Independent adjustable stops are provided for each face. The carriage has geared automatic cross feed, permitting four changes of feed in either direction, the range of revolutions of the spindle required to feed 1 inch vary- ing from 61 to 306. The carriage is also provided with hand longitudinal feed. It is provided with a tool post for holding, forming and turning tools, and also with a cutting off tool holder. The geared feeds insure a positive drive, and any one of the changes is instantly available by shifting a lever. The turret and carriage feeds are independent of each other, and both are provided with adjustable automatic trips. The pan and oil reservoir are of large dimen- sions. The geared pump delivers a copious flow of oil to the cutting tools for both the turret and carriage, through two systems of piping. It operates when run- ning in either direction. A double friction countershaft accompanies the machine as regularly furnished, arranged for belt drive. Motor drive can readily be applied. The net weight of the machine is about 6000 pounds. — we ITT SC se ee “ Pe = sce See Np ita Se ii gsm a ws , OES ees RET =m see me OE 630 Lake Ore Mining News. DvuLutTH, MINN., February 18, 1905.—Present work about Crystal Falls, Wis., exceeds that of any point on the Menominee range. All the mines there, many of which have been idle for some years, are being reopened and prepared for extensive operations; new hoisting plants, pumps of large capacity and large and modern crushing apparatus are going in. Much of this work is under charge of Superintendent W. J. Richards of the firm of Corrigan, McKinney & Co., and the firm will soon have in operation Dunn, Great Western, Quinnesec and La- mont, in addition to its Crystal Falls, Tobin and Armenia. Dunn, it may be remembered, has been sinking a new shaft, and this is now in shape for tapping the water in the mine’s large open pit and in its old underground work- ings. A contract has been given the drilling firm of Cole & McDonald of Duluth, and three horizontal holes are being bored from the breast of the drift in the new shaft to the old workings. These will be cased solidly at the collar, and fitted with valves, so the flow of water may be under absolute regulation, and it will be cared for through the new shaft. As the tapping will be about 600 feet below the water level air pressure will be util- ized to force it to surface, and it is estimated that there will be a good head for several hundred feet of water. It will be conducted to its level in the new shaft by gravity through a large pipe running up the shaft, and will be blown from that point out of the mine. This will insure a very inexpensive manner of taking out much of the water. A 1200-gallon Prescott pump is being installed un- derground and a big crusher on surface. At Lamont the mine is dry, and mining commenced this week. A Gates No. 8 K crusher and a 1200-gallon pump are going in here, and not very much mining can be done till they are in operation. Lamont is not a large mine, and prob- ably would not have been bothered with but for the pres- ent sharp demand for ore. At Great Western, which has been in course of unwatering for some time, the mine is dry and ore is now coming out in small volume. Mining will be at full speed very soon. Main mining at this prop- erty will be on and above the tenth level, as the eleventh has been but slightly developed. It is worthy of remark that this mine was unwatered from top down in 70 days, which is less than half any preceding record, and is con- sidered remarkable speed. Tobin is increasing its force and is stocking ore heavily. The Thomas Iron Company, Milwaukee, is now re- opening its Hiawatha at Stambaugh. The mine has been idle a year, requires considerable development, and is full of water. In the same vicinity is Fogerty, a favorable ‘looking exploration, which is now under negotiation for lease. It is probable that a shaft may be sunk this year. Considerable exploration work is to be carried for- ward around Crystal Falls, Stambaugh and Iron River. Most of this will be by small speculating companies and not by the larger operating concerns. Many drills will be in operation as soon as spring opens. Pickands, Mather & Co. are increasing work in the Menominee region. They have taken the Youngs land, in Stambaugh, and will develop it. It adjoins the Baltic mine and there is no question that the Baltic lode runs across the line, though how far is not known. The company is increasing its machinery plant at the Vivian mine and will work all its properties heavily. Michigan, Hemlock and Bristol mines are going deeper, and on all three the main shafts are going down at least one more lift. At its section 7 mine, Ishpeming, Mich., the Oliver Company has added a night force. New buildings are go- ing in at several mines of the company on that range. At Princeton mine, south of Ishpeming, the Sullivan Machinery Company has taken a contract for diamond drill exploration. The Cleveland Cliffs Iron Company has had three or four drills on this ground some time. The work of the Bessemer Iron Company, which has been exploring at L’Anse, near the old Taylor mine, for a year past, has ceased and the field has been abandoned. Several large steel shaft houses, of the type agopted by the Oliver Iron Mining Company, are going in at its large Gogebic mines. In addition to those heretofore THE IRON AGE February 23, 1905 mentioned one will go in at No. 3, East Norrie, and one at No, 4, Pabst. These shafts, as well as A and 7, Norrie, ure timbered with steel sets, and in order to complete the fire proof character of the workings incombustible frames were required. This type of shaft and shaft house wil be the accepted one for all permanent workings at larg: properties. D. E. W. ————_++e____. Central American Notes- San Jos£, CENTRAL AmerIcA, February 7, 1905.—Latin or Spanish America on the Pacific is waking up by de grees. The port of Guaymas in Sonora, which now has a railroad to the interior, is to be thoroughly dredged and improved by a series of sea walls, breakwaters and piers, as several millions has been set aside by the Gov- ernment for this purpose. Another Pacific port which is being improved in many ways is Salina Cruz, the west- ern terminus of the Tehuantepec Railroad. Still, break- waters and dredging will have to be supplemented by serious sanitary work in every direction before the commerce of the world will frequent this port. A num- ber of Americans have bought up the Juchitan lands of Oaxaca once owned by Cortez the Conqueror. The price paid was close to $500,000, and rubber, coffee and sugar planting will begin at once. The port of Acapulco does not mean to be left behind, especially as it is one of the safest harbors on the Pacific, and it is now bidding for American capital to open up the gold and copper mines of Guerrero and the adjacent fertile plains. The new electric line in Guadalajara has obtained its concession to run trolley cars by the payment of nearly $500,000 and at the rate of $50,000 annually. In view of recent developments in Santo Domingo, Venezuela and Hayti it is not strange that such coun- tries as Nicaragua, Guatemala and Honduras are anxious- ly asking when their turn may come. There is no deny- ing that people of property generally desire some form of stable government, even a protectorate. The manufacturers of sugar machinery should keep their eyes open and get a goodly share of the machinery which will be required on the many new plantations in Chiapas, Tepie, Guerrero and on down the Pacific Coast to Guatemala, Nicaragua and even southward. As Ca- nadian lines of steamers are being put on it is to be supposed that British manufacturers will make bids also. Metal production in Mexico is steadily increasing. The last dividend paid by 15 gold and silver mining companies in Sinaloa, Sonora, San Luis and Pachusa amounted to $340,000. Durango and its immense wealth in mines of iron, gold, silver and copper as well as agricultural products will now have an outlet on the Pacific to the port of Mazatlan, which is the route selected by the International Railroad. The line will have some steep grades and diffi- cult country to cut through in the vicinity of Ciudad, but after that is passed the road is clear to the lowlands, where large plantations of cotton, tobacco and fruit are found on all sides. The Rio de Oro country in Guerrero is attracting at- tention since the gravel beds began paying from 50 cents to $1.50 in gold per cubic yard. The section is reached by the new extension of the Central Railway. Mining is generally considered a safe business in this section, the price of shares of several mines (par value $100) being respectively $1280, $2250 and $3400. California people have a concession for a long dis- tance telephone system in Sinaloa as well as for the electric lighting of the capital, Caliacan. Rails and railroad material for the Tabasco Central line have been ordered in New York, payment being made through the Banco de Tabasco. It is expected that the line will be in operation within a year. These countries are beginning to use a good deal of hydraulic machinery, but for some reason or other they consider the German article better in workmanship and general good quality. I believe that our manufacturers of first-class hydraulic machinery should look into this. oe The New Jersey Zinc Company is preparing to build a second spiegeleisen furnace at Palmerton, Pa. ‘ebruary 23, 1905 fhe Robertson Electrically Driven Hack Saws. The hack saw is a machine in which the advantages of dividual motor drive are particularly apparent. The nature of the work to be performed, such as cutting long irs, beams, &c., often necessitates locating the saw in me portion of the shop removed from other tools to se- ire ample room to handle the work without obstructing assages or interfering with other machines. In such cases belt power is often not available or must be sup- plied by expensive counter shafting. The motor driven tool in entirely independent of line shafts and greatly sim- plifies the problem of location. A new line of electrically driven hack saws has just been placed upon the market Fig. 1.—Back Geared Machine with Capacity of 8 x 8% Inches. by the Robertson Mfg. Company, Incorporated, Buf- falo, N. Y. These machines are made in five sizes, the largest being of 10 x 10 inches capacity,while a special machine is produced for structural iron and steel makers which is made for cutting beams, channels and other shapes up to 8 inches wide by 15 inches high. The machines are rigid in construction, so as to insure Fig. 2.—Direct Drive Machine with Capacity of 4% x 5 Inches. economy in blades and accuracy in cutting. The head is secured to the bed with cap screws. Large milled bear- ings are fitted in between the housings to support the swing frame. The bearings for the sliding bar of the saw frame are in center line with the saw blade. At the top of the housings are the bearings for the crank shaft, THE IRON AGE 631 at one end of which the crank wheel disk is secured. The swing frame is hinged at an angle to the crank shaft, which on the return stroke of the saw raises it positively from the cut, allowing no drag or unnecessary wear on the teeth, insuring much more service and faster cutting. All machines are furnished with quick starting clutch, automatic hold up lever and gravity feed, which may be increased or decreased by moving the weight. The No. 3 “ Rapid Cut” saw, shown in Fig. 1, will cut round or square metals up to 8 x 8 inches. This machine is back geared, permitting of a high pulley speed. The motor used is a regular 4-horse-power Emerson bipolar type, shunt wound, operating at 1500 revolutions per min- ute. This motor is entirely inclosed, so that dirt from the saw cannot injure the working parts. The No. 2 saw, shown in Fig. 2, has a capacity of 4% x 5 inches, and will cut either round or square metal, and is furnished with a swivel vise for cutting angles, &c. The motor is an all inclosed six-pole machine of %& horse- power, shunt wound, operating at 600 revolutions per minute. This is one of the slow speed Emerson types, especially designed for operating shop machinery. It is equipped with idler pulley to give the motor pulley suffi- cient belt surface when the motor is placed close to the large fly wheel. These hack saws are furnished complete with motor and base, connected, ready for use on 110 or 220 volt direct current shop circuits. —__~o--o____— The Carnegie Institute Extension. The great extension to the Carnegie Institute, Pitts- burgh, Pa., is rapidly nearing completion. It represents an expenditure of $5,000,000, the munificent gift of An- drew Carnegie. The new building almost obscures the original structure, which itself, a previous gift of Mr. Car- negie, cost $3,000,000. It has a width of 400 feet in Forbes street and a depth of 600 feet. In addition to the portion devoted to the library, comprised within its walls are to be found art galleries, a museum, a music hall, a lecture hall, a restaurant and the general offices required for the supervision and operation of these many divisions. The basement will be an exceptionally busy part of the building, as, in addition to the modeling and cast- ing rooms for the art department, work shops will be installed, where the repairs necessary for the main- tenance of the building will be carried out. The print- ing office and bindery used in connection with the library and the large lighting and heating plant necessary for illuminating and warming such a vast building are also situated in the basement. The scheme of workmanship is planned on a very high standard. The architects, Alden & Harlow, based their designs on the leading institutions of this type, both in Europe and this country. The heating and lighting plant’ when completed will form a very interesting exam- ple of an installation that both in workmanship and ap- pearance will be of very high quality, the specification on these points being very rigid. The contract for the elec- tric generating plant has been let to the National Electric Company, Milwaukee, Wis. It consists of five 300-kw., 120 revolutions per minute, 12-pole, 125-volt, direct cur- rent engine type generators. These machines will be of the latest design and best material, of massive though pleas- ing appearance, the heaviness in outline being relieved by the elliptical section of the frame. All visible bolts will be nickel plated, and the field coils will be taped on the outside and finished with a wrapping of fish net cord. The terminal boards will be of Vermont marble. The total net weight of each generator will be about 55,- 000 pounds, the armature and commutator accounting for 18,000 pounds. On the final test the generators will be expected to withstand a momentary overload of 75 per cent. without flashing and to operate from no load to 25 per cent. overload without shifting the brushes. —_—So-o____—__ The Master Car Builders’ Association has installed in the engineering laboratories of Purdue University, La- fayette, Ind., the drop testing machine designed by its committee for the standard tests of car couplers. TIES ee ee Oo ENPOD ELLE a a REA MAMMA TS Re EES | OO 2 ee er CTP GOO SF, ON SET Tete ae + ri _ wot a IRON Le = - P WEP ane Ae ae TE aE ta cr THE IRON Rolled Steel Car Wheels.* BY SAMUEL M. VAUCLAIN, SUPERINTENDENT BALDWIN LOCO- MOTIVE WORKS. The requirements for car wheels have risen very rap- idly during the last few years, and wheels which were at one time satisfactory are now taxed beyond their limit by the more severe service which is expected of them. The loads upon the wheels have increased from 50 to 100 per cent., whereas it has been impossible to in- crease the weight of the wheels in a like proportion be- cause the limiting factors, such as frogs, switches, &c., were fixed before the modern 100,000-pound capacity car came into use. The manufacturers of chilled cast iron wheels have been very successful in meeting the demands which have been made upon them. Careful design and selection of the best mold and approved method of casting have accom- plished much. The chilled iron wheel is distinctively an American product, and we have occasion to feel proud Fig. 1.—Sample of Shelled Tire. of the achievements which have been made in the development of this wheel. But the brittleness of the flange, ina- bility to resist the heating effect of the brake shoe, shelly treads, as shown in Fig. 1, producing flat spots, and the in- ternal stresses induced in the casting of such a wheel have created a field for a wheel which would be free from these objections. This demand has been met by the introduction of the steel tired wheels. Such wheels are manufac- tured with both plate and spoke cen- ters. Steel tired wheels of many de- signs have been made, their centers be- ing of cast iron, cast steel and wrought iron, and of both plate and spoke form, those of wrought iron being very diffi- cult to produce cheaply to meet the competition of the world because of our high priced labor. Fig. 2 shows three stages of the process of making wrought iron spoke centers. The spokes are made by bending pieces of iron in the form of a triangle. These are fitted into a round ring, the hub is then filled with iron and the wheel is heated and hammered under dies. Fig. 3 shows two stages of the manufacture of wrought iron plate centers. Standard wheels of the types so well known and in use for several years under passenger and other high priced equipment are too expensive, at least they are so consid- ered, to put under freight equipment. Even these wheels suffer from shelly spots on the tires or a variation in the density thereof unless the utmost care and expense attend their manufacture. Fig. 4 shows an etched section of a defective tire and of a good tire, the good tire being dense and perfectly homogeneous, whereas the defective tire shows a struc- ture which is not uniform in density and which contains other structural defects. It is thus we find an aching void in the wheel busi- ness. We must be able to produce a wheel, safe, durable * Read before the Mechanical and Engineering Section of the Franklin Institute, Philadelphia. December 1, 1904, and reprinted from the Journai of the Institute. AGE February 23, 1905 und sufliciently low in price to compete with and event ally supersede the chilled cast iron car wheel that ha so long held sway in this country. Fig. 5 shows the etched section of a long ingot. Th is the base of all processes necessary to make a first-clas solid forged, high carbon, rolled steel wheel, cheap enoug to compete with cast chilled wheels and good enough | compete with the high priced steel tired wheels. The pro ess of manufacture is simple. The ingot is cut into se tions, as shown in Fig. 6, each section being of sufficie weight to make a wheel, and the upper or segregated s« tion is discarded. Fig. 7 shows this process, the ingot being handled b an immense and powerful manipulator, or mechanica man. This device is almost human in its action, reach ing into the furnace, taking out a blank and deftly put ting it under the press. Each of these sections is the pressed into shape under a huge 5000-ion hydraulic press the blanks being handled by mechanical means, as show! in Fig. 8. From tnere by overhead cranes the blank is transferred to the rolls, where it is subjected to enor Fig. 2.-—Forged Steel Tired Spoke Wheel. mous pressure and revolved at a high rate of speed, emerging a perfect wheel. The method of rolling and arrangement of rolls are shown in the diagram on Fig. 9, from which it will be seen that the arrangement is such that thorough and heavy work can be put on the tire of the wheel. If we desire the plate of these wheels to be of the dished or curved form the same is easily accomplished by placing it in the 5000-ton press and gently squeezing it into shape, as shown in Fig. 10. Fig. 11 shows three etched sections of a forged wheel. The quality of the material is unquestionable and the wheel possesses all the characteristics of the good tire and none of those of the defective tires, which I have already shown and which I am again showing on the screen for the purpose of comparison. The judgment formed by an examination of the etched section is confirmed by the results of the physical and chemical tests. Fig. 12 shows sections of wheel from which drillings were taken for analysis; the results are surprisingly uni- form and indicate the greatest uniformity in the wheel. Tests have also been made by supporting the wheels hori- “ebruary 23, 1905 THE IRON AGE. 633 mtally upon a ring underneath the face of the tread 1 allowing a weight of 2240 pounds to strike the wheel m various hights. It took 13 blows to break a 36-inch eel, 8 of the blows being from a hight of 30 feet. Another wheel was tested in running position, and, iking with a weight of 2240 pounds, it took 17 blows, Fig. 3.—Forged Plate Steel Tired Wheel. Fig. 4.—Section of Good and Poor Tire. 9 of them being from 25 feet, to fracture the wheel from rim to hub. Fig. 13 shows a wheel after it has been subjected to this test, and it at once illustrates the severity of the test and the ability of the wheel to resist any stress which it is liable to encounter in service. It is perfectly clear that the use of this wheel would banish broken flanges from the list of causes leading to wrecks and damage to property. One of the most severe tests that can be imposed upon the chilled iron wheels is that generally known as the thermal test. This consists in pouring a ring of molten iron 1% inches thick and 4 inches deep against the tread, in place of 2 inches had no further effect than to cause the rim to expand and to draw the hub down slightly. No fracture was produced, and the heat given out by the molten iron was sufficient to heat the tread for 2 or 3 inches to a dull cherry. After withstanding this test there need be no fear of breakages as the re- Fig. 5.—Cross Section of Ingot. sult of heating of the tread by application of: brake shoes. Now then, as to the approximate value of these wheels, as compared with cast chilled wheels of the very best material and manufacture. The comparison of the cost per 10,000 miles of the two types of wheels is shown ip the following statement: Solid Rolled Wheels. Cost of pair of rolled wheels........... sat ia hi cae wre aa $54.00 Ce ck tidal nadde 6 whaavesews 06 e0uw aes 2.40 Cost of four removals and applications................. 2.40 $58.80 ee ee a ce a handed eeeihs wakes ba dokeeeae 8.7 a a ana alae Altea die ans al Det bak ai ee bi mt dh eed bl wel $50.05 Mileage, 350,000. Cost per 10,000 wheel miles, $1.43. Fig. 6.—Blooms from Which Wheels Are Rolled. no cracks to develop within two minutes. This test is de- signed to secure a wheel which will not crack by the heat developed by the application of the brake shoes, and it is considered by manufacturers of chilled iron wheels to be a very severe requirement. A number of rolled wheels have been subjected to this test without injury to them. The heat from a ring of metal 4 inches wide Chilled Iron Wheels lirst vost of pair of chilled iron wheels ieee uueee Cost of boring and mounting. . a be wertaoda -80 Cost of removal and application. . aa ee .60 $19.40 Less scrap value..... ¥e + <omn nn pee EE ee a a $13.60 Mileage, 80,000. Cost per 10,000 wheel miles, $1.70. + CR see TE test eee 634 THE IRON AGE February 23, 1905 It is usual for the railroads to determine the average which steel tired wheels are now exclusively used. cost of wheels by dividing the total yearly cost by wheel 2. Passenger car equipment, in which the element of mileage made during that year. The statistics vary safety plays an important part. SRRERSG BAY cys ee Te a Fig. 7.—View of Manipulator. Chemical Analyses. Physical Tests. Phos- Man- Ultimate BElonga- Reduct’n Carbon. Silicon. phorus. ganese. Sulphur. Test. Size of test. Elastic limit. strength. tion. of area. Test. Per cent. Percent. Percent. Percent, Per cent. Inches. Pounds, Pounds. Per cent. Per cent. WIOG scncds 0.610 0.268 0.043 0.87 0.050 Fiange ..... 2x 0.619 50,300 126,600 12.0 19.0 SPORE 6scsa54 0.614 0.268 0.042 0.90 0.048 Teeed ..00sd 2x 0.619 50,600 124,600 10.0 12.0 ee 0.620 0.267 0.041 0.86 0.052 I 52,600 121,000 10.0 13.0 ROM ossk veya 0.270 0.042 0.91 0.052 i 52,000 121,300 12.0 16.3 res 0.602 0.265 0.043 0.89 0.051 UD: ccreek ws 0.608 0.265 0.042 0.86 0.048 Chemical Analyses. Physical Tests. Phos- Man- Jitimate Elonga Reduct’n Carbon. Silicon. phorus. ganese. Sulphur. . Size of test. Elastic limit. strength. tion. of area. Test. Per cent. Percent. Percent. Percent, Per cent. Inches. Pounds. Pounds. Per cent. Per cent. Pe: 5 2c0ce 0.640 0.175 0.042 0.86 0.050 ° 52,000 129,000 14.0 20.0 SOE cose 0.650 0.177 0.042 0.86 0.050 51,600 124,300 10.0 13.0 Se s casneee 0.650 0.180 0.045 0.86 0.050 ; 52,300 128,600 10.0 15.0 ML. cseudeows 0.654 0.175 0.044 0.85 0.051 wt oclocw eal ae eee 51,300 124,000 11.0 16.6 PONE «2 0s-csd 0.660 0.180 0.046 0.84 0.049 BD: «000 08 48 0.666 0.180 0.044 0.050 ae Fig. 8.—View of 5000-Ton Press, —) nae from $1.65 to $1.78, the average closely checking the fore- 3. Heavy freight car equipment, for which the chilled going estimate. , iron wheel has proved inadequate. The natural field for the rolled wheel is: The wheels, however, are adaptable to lighter 1. The severe service of engine and tender trucks, in’ service, and _ statistics indicate that it would he SNe povaal aleiabensaiemated ie ee a ene February 23, 1905 ofitable to employ them in _ street car service. The following statement shows the cost of mainte- ince of wheels in street car service in various parts of e United States. These figures are practically based pon the use of the usual type of chilled wheel: Per Per 10,000 10,000 miles. miles. vio. ee, Pe ee CHRO GG e ee ic cteees Dee, GI ca cacsccccecss GN idle West............ 2.14 Philadelphia ..... . 1.65 Y k / \ Ae LL LLL Fig. 9.—Diagram of Rolls. The roads carrying the greatest number of passengers will generally show the great- est cost, as the constant braking necessary, because of frequent stops and slipping re- sulting from rapid acceleration, is very hard on the chilled iron wheel. By the rough usage at many crossings many wheels are put out of service by chipping off the flanges. The rolled wheels are entirely free from this defect, and their adoption by street railway companies should prove to be very economical. Progressive street railway managers have been quick to rec- ognize the advantages that the steel wheel possesses over a cast iron one, and even the greater expense of thie solid forged steel wheel has not deterred its introduc- tion, and it is the general opinion that marked economy has resulted therefrom. We are already making solid forged steel wheels for this service in large quantities. Fig. 14 shows a group of solid forged and rolled THE IRON AGE 635 wheels for railroad service; the fine appearance of these wheels can be seen from this photograph. As the mighty oak had its origin in the small acorn, so the great railroad systems of to-day rest upon the stability of the flange of a car wheel. Upon this small section of metal, about 144 inches square, depend the lives of millions of passengers and the value of merchandise of incalculable price. Pas- sengers amid the comforts and luxuries of our modern service hardly realize the vital importance of this piece of metal, but engineers and railroad man- agers do, and they have been directing their best endeavors to this most vital ele- ment of railroad equipment. —_— ¢ »__ Features of Canadian Trade. wt A Bounty on Rails, _ Toronto, February 17, 1905.—It turns out that the Dominion Government provid- ed for the domestic steel industry, if not better than it intended, at least better than the public suspected. In addition to the ; aids of which everybody was aware, there / is a bounty of $3 a ton on rails. The dis- / covery that the country is liable for such J a charge was come upon in the ordinary / way of business. An account for $60,000 was handed in by the Algoma Steel Com- pany, which thereby presented a claim for a bounty at the rate of $3 a ton on 20,000 tons of steel rails. In regular course the account was referred to the Auditor- General, who declined to pass it until he was fully satisfied that there was law war- ranting his approval of it. It was not a question whether the quantity of rails was produced as stated, but whether there was a bounty on rails. It was not generally un- derstood, or even considered possible, that there was, and the Auditor-General was unwilling to accept the claimant’s reading of the law. Accordingly the matter was submitted by the Government to a promi- nent lawyer, A. B. Aylesworth, K. C., who Fig. 10.—View of Rolling Machine. returned the opinion that there is statutory authority for paying a bounty of $3 per ton on steel rails. Acting on this advice, the Auditor-General passed the account and a check was given out the other day for $60,000, pay- able to the Algoma Steel Company on account of rail bounty. Authority for the claim is held to be provided in sub- section B of the first section of the act passed in 1903 to ee ee es ean. 2 ey ees Se ee Hae .B dae TT RNa >. a COR Serie an a carey pene 636 THE IRON AGE amend the statute respecting bounties on iron and steel. Subsection B is as follows: On rolled angles, tees, channels, beams, joists, girders, or bridge building or structural rolled sections, and on other rolled shapes not round, oval, square or flat, weighing not less than 35 pounds per lineal yard, and also on flat eye bar blanks, when sold for consumption ia Canada, a bounty of $3 per ton. f ah roe VA * February 23, 1905 ment did not know, apparently did not dream, that i was liable for a bounty. If it had known, it possib! would have modified the price accordingly. If, as som of the Government organs say, the bounty is beyon: the intent of ‘the act, and is based wholly on “ fault wording,” it would seem that legislation would be i Fig. 11.—Etched Sections. Steel rails it appears are considered to be compre- hended though not specifically named in the subsection. While the term “ structural rolled sections ” may be re- garded as having a generally accepted technical meaning that excludes steel rails from the scope of its significa- tion, the phrase, “other rolled shapes not round, oval, Square or flat,” is probably embracing enough to take in rails. Mr. Aylesworth’s opinion has not been pub- lished, but it is assumed to be based on the fact that the latter of the expressions quoted is a very broad one. It is scarcely probable that the newspaper statement which credits him with regarding rails as rolled struc- tural sections is correct. An immediate effect of the Government’s concurrence in this interpretation of the Bounty law is to add $3 a ton to the price the Government contracted to pay for the Algoma Steel Company rails it is laying on the In- Fig 12.—Results of Chemica! and Physical Tests. tercolonial line. Whatever was the price which the Minister of Railways: and Canals agreed to give for these rails it is now increased by the $3 per ton, which the Finance Department is handing out in bouhties to the company. When it ordered the rails the Govern- troduced by the Minister of Finance—or, as he is ab- sent, by the acting Minister—limiting the application of subsection B strictly to the objects contemplated. So far nothing has been heard of any such legislation being proposed, though Parliament is now in session and there is no great crush of business before it. As it is now situated, the steel rail industry does not lack fostering care. Rails turned out at the Sault mill of the Algoma Steel Company wholly from ore yield- ed by Ontario mines would have the following public assistance as a buffer between them and competition from the United States: Per ton. Remtlar GuUty. cc cscs sve sescieccccccsccccessesccccces $7.00 OE Pry oo Pe eee eee ee 3.00 Fig. 18.—Rolled Whee] After Drop Test, Every one of these items, however, except the rail bounty, is subject to modification. The duty may be increased up to $10.50 pari passu, with any abatement from the regular selling price at which imported rails are brought in. As for the bounty on the billets of n ni February 23, 1905 which the home rail is made, and the bounty on the pig iron from which the billets are made, they are here given as if purely Canadian ore is used. As a matter of fact, it is mostly Minnesota ore that is so far used at the Sault works, and the current bounty on pig iron made here from foreign ore is $1.50 per ton, the same rate being paid on the billets made from foreign material in Canada. Further, the provincial bonus of $1 per ton is payable only on pig iron made in Ontario from Ontario ore, and the rate falls below $1 as soon as the total output of the province in any year exceeds 25,000 tons, as the distribution for the year is limited to $25,000. This is not the first time that the Government and claimant have taken different views of the meaning of the Bounty law, nor the first time that the claimant’s view has been upheld. Two years ago the Dominion Iron & Steel Company put in a bounty claim which was contested, the Government’s legal adviser in that case apparently construing the act adversely to the company. The company’s claim was for pig iron which had been converted into steel. There was no legal or other objec- tion to paying on iron because it was transformed into steel. The point taken was that, owing to the company’s continuous process, there was no intermediate product to which the usual definition of pig iron could be ap- THE IRON AGE 637 cans, of whom the following are named: J. C. Hunter of Duluth, De C. O'Grady and Stamford White of Chicago. Mr. O’Grady is brother of the general manager of the Crown Bank, Toronto, The object of Mackenzie & Mann is that of railway men—to create traffic for their road. Besides producing ore for consumption in its own furnace, the Atikokan Iron Company, as the new concern is called, will mine ore for shipment to other consumers, whether in Canada or in the United States. As at present planned, its mine operations will be on a scale of 300,000 or 400,- OOO tons a year. There seems to be the fullest confidence in the quality of the Atikokan ore, of which the deposits are Well known to be extensive. Another outgrowth of Mackenzie & Mann enterprise is _ the Canadian Coal & Ore Dock Company, which will con- struct coal and ore docks at Port Arthur, with a storage capacity of 200,000 tons for coal and of 100,000 tons for ore. It is stated that interests connected with the Pitts- burgh Coal Company will be associated in this project. The company will handle all the product of the Atikokan Iron Company. The agreement, to which the town is a party, cannot be performed until the ratepayers of the latter have ap- proved it by vote. A by-law embodying it will have to be prepared and submitted to the taxpaying citizens at the Fig. 14.—Rolled Steel Wheels plied. The matter went before the Exchequer Court and the company won. Port Arthur an Iron Center. What is said to be the final agreement for the estab lishing of a blast furnace at Port Arthur was signed in Toronto two days ago. The business was concluded in the office of Mackenzie & Mann here, the men who brought Port Arthur into direct connection with Winnipeg by the construction of the Ontario & Rainy Line and the Winni- peg & Eastern Railway. These lines are now part of the transcontinental system, the Canadian Northern Railway, which the same men of enterprise are fast completing. The parties to the agreement thus closed were the following: Mackenzie & Mann, represented by Hugh Sutherland; the town of Port Arthur, represented by Mayor Vigars. With the latter were associated two prominent citizens of Port Arthur, Geo. T. Marks and J. T. O’Connor. Cash to the amount of $1,000,000 is to be raised. Of this $300,000 is to be applied to the purchase of the Atikokan iron deposits and $700,000 is to be expended on the con- struction of a 100-ton blast furnace at Port Arthur, and on other accounts. One object is to establish coke ovens. Port Arthur is to furnish a site of 40 acres. The million dollars is to be raised by the issue of 6 per cent. first mortgage bonds. Mackenzie & Mann are subscribing for $400,000 of these, the town of Port Arthur is to take $300,000, and the remainder goes to a group of Ameri- polls. There seems every reason to expect that they will sanction it, for as a body they are very desirous of promot- ing the development of the town as a terminal point and an industrial center. As soon as they have ratified the action of their Council as taken by the Mayor, the work of construction is to be begun. Notes, N. W. Rowell, K. C., Toronto, counsel for the Lake Superior Corporation, stated yesterday that the rail mill at the Sault had orders enough on hand to keep it busy until next September. Its output in January exceeded that of any previous month. The blast furnaces are also, he says, turning out more product than ever before. Ore from the Williams mine, near Sault Ste. Marie, is said to be going forward to the furnaces at the rate of 35 tons a day. Some days ago the organization of the Shipbuilding & Investment Company was completed at Halifax. A site for the works has been fixed upon at the eastern side of that harbor. The directors elected are the following: Mr. Hunter of Swan & Hunter, Newcastle-on-Tyne, Eng- land; George S. Campbell, George Stairs, John Longard, B. F. Pearson and Ald. J. A. Johnson. George S. Camp- bell was chosen as president, Ald. J. A. Johnson as vice- president, and B. Fred. Pearson as secretary-treasurer. Cc. A. CG. J. AE se oa pe ke Be cre ae % ; fs ' % 638 THE IRON AGE Rolls for Uneven Angles.—VI. BY WILLIAM HIRST. Splice Bars. This section, Fig. 18, was intended for a splice bar. and for this purpose it was required that the end of the light flange and the tapered part of the heavy one should fit accurately between the head and flange of a rail. To fulfill its function properly the edge of the light flange should be full to the point @ and true to the template. a | h Fig.13 At a glance the roll designer sees that this is more than ordinarily difficult, as the point is an inside corner and an acute angle. There are two common expedients for bringing out corners on a bar, as follows, preferred in the order named: One is to set the corner opposite the opening in the pass and to apportion the draft so that the metal will be forced beyond the confines of the pass to be pinched between the rolls; the other is to so set the pass in the rolls that the draft will cause the metal to flow into the corner, or, rather, to force it therein. Where the angle springing from this point is more or less ob- tuse the feasibility of the method varies accordingly, but where the angle is acute, as in the case of Figs 13, the probability of forcing a sharp corner is remote. In this instance this applies particularly because the draft Fig.24 February 23, 1905 cannot be imposed directly against the point for the purpose of forcing it. Hence if the point is to be brought out the first named method must be employed. As the point is an inside corner, it would require a series of passes built up from a pass set as in Fig. 2 if the sec- tion was to be rolled out as in its final shape. This position, while not an impossible one, is very unfavorable for good results. As stated before, the position of Fig. Fig.2 THE !RON AGE 2, inclosing the essential outline of the section within one roll, will produce the most uniform degree of ac- curacy, but to obtain the best general result as a whole a compromise in the position of the passes seems to be warrantable. While the highest degree of accuracy in size is much to be desired, it is equally important that the section shall be perfect in all its details. As shown, it is extremely difficult, if not practically impossible, to THE IRON AGE work up the point of an acute angle as at a, Fig. 138, unless it can be brought into such a position that it will come into the opening between the rolls. To do this it would necessitate setting the pass as in Fig. 2, which is obviously a most impracticable position for effective work. Under these circumstances a more open position must be sought. A bar of this kind is not required to be made of various thicknesses, but of one size. Having to fit into another, any considerable variation in size would con- February 23, 1905 demn it. tion its position as a pass, the disposition of the draft In the consideration of a design for this sec- and its treatment in the rolls generally should be with the object of producing a bar as nearly perfect in all its essential details as possible, modifying the provisions for securing one to bring others up to a common stand ard of