The Iron Age 1905-08-03: Vol 76 Iss 5

THE IRON A Review of the Hardware, Iron, Machinery and Published every Thursday Morning by David Williams Co,, 232-238 Vol. 76: Reading Matter Contents......page 32! Alphabetical Index to Advertisers ‘‘ 241 Classified List of Advertisers.... ‘* 233 Advertising and Subscription Rates ‘‘ 334 No. 5. . Compression Shaft Couplings Manufactured by FORSTER PULLEY WORKS Cuba, N. Y. The American Mfg. Co. Ropes and Sere 65 Wall Street, New York Bristol's Patent Steel Belt Lacing, SAVES GreatestStrength ‘READY TO FuUsHED owe With Least Metal Send for Circulars and Free Samples. THE BRISTOL CO., Waterbury, Conn, SAMSON SPOT CORD Alse Linen and Italian Hemp Sash Cord. SAMSON CORDAGE WORKS, Boston, Mass. TURNBUOCKLES. 1 Broadway, New York. Shoreland Ghty Forge tnd eee Cane. Cena’, o. TURN BUCH IES: ee wa IRON ORES. Brooklyn, E.D., N.Y. uliding PILLING & CRANE, eee ateret “APOLLO BEST BLOOM” Galvanized Sheets are perfect éverywhere and prove it at the bend. See AMERICAN SHEET & TIN PLATE COMPANY’S Ad on Page 30 New York, Thursday, August 3, 1905. “eae bas $500 a Single*Copies, 18 Contl ee U.M.C. Cartridges and Shot Shells have U.M.C. Qual- ity behind them. Behind U. M.C. Quality are the most skilled ‘‘ Ammunition Specialists.’’ Standard goods always give satisfaction. U. M. C. Cartridges and Shot Shells have been the standard of excel- lence for nearly half a century. Sell Ammunition made by Ammunition Specialists— U. M. C. Ammunition. The Union Metallic Cartridge Company, Agency, 313 Broadway, New York City. Depot, 86-88 First St., San Francisco, Cal. CAHALL BOILERS Capewell Horse Nails are used on the Race Tracks of the World THE CAPEWELL Horse Nal Co., Hartford, Conn., U.S.A. Gentlemen:—I\ always use the Capewell, for I consider it not only the best driving nail, but when you send a horse to the post you can bet that he will bring all his shoes home with him. Very truly yours, FRANK SNELL, International Horseshoer and Plater, Hoppegarten, Germany. Hartford, “ey Lhe Capewell Horse Nail Co. Conn. \ \/ HILE very simple in construction, and not the least complicated, the Excelsior Straightway Back Pressure Valve | gives entire satisfaction in the work for which it is designed. Thoroughly reliable not only as a back pressure valve, but is equally adapted as a Free Exhaust or Relief valve for condensers. JENKINS BROS., New York, Boston, Philadelphia, Chicago, London. “Swedony” Gold Rolled Stee are stamping THE sarge TUBE & STAMPING COMPANY SEE 30 PAGE s (Water and Rail Delivery » MAGNOLIA. METAL: ey — cO., BRIDGEPORT, CONN. Owners and Sole Manufacturers, 13-115 Bank Street, Zvenstane, Meusvent and Pittsburg. Chicago, Fisher Bidg. NEW YORK. fucvare al grades of Babbitt Metals at nw THE IRON AGE MMAR BRASS re High Grade ne Sheet and Roll Brass gages ag COPPER WIRE en PRINTERS’ BRASS, JEWELERS’ METAL, GERMAN GERMAN (sweet | tithes sui nese er: ROD Pins, Brass Butt Hinges, Jack Chain, Kero- SILVER Ss ; : LOW BRASS. SHEET BRONZE.| * MURRAY ST., NEW YORK. West BraANcn a to Manieed| | SEAMLESS BRASS AND COPPER| 9“ NIGH ST. BOSTON. SEC NA2NeeAe) |TUBING. BRAZED BRASS AND] — sous BRONZE TUBING. +: 1 s:08 ¢ | me SCOVILL MFG. CO., mia dont “Lock Haven” \ PECIAL . or we could not keep a a a aE Quality | coo -+2-::-n0e |/WATERBURY BRASS CO., sera sence * ep Nd WATERBURY, CONN. GERMAN SILVER, HICH CRADE : 99 John St., New York. Providence, R. |. ai a nett, Wire +r caenniametiaakadiinesdabiacialandeieaenades eee, YT BAMgeport Deoxidized Bronze &|] °**snecome'"s ssn" osant™™ Me tal Special Brass Goods to Order. BRIDGEPORT, all WATER BURY, CONN, Automobile Castings a Specialty. | wew york. CHICAGO. BOSTON. FOLLANSBEE High Tensile Strength. F 0 l fl t COMPANY a Bronze and Aluminum Alloys. Henry Souther Engineering Co, PENNA. Write Us. HARTFORD, CONN. Consulting Chemists, Metallurgiste and An nalysts. PY amg Ry my as Matthiessen & Hegeler Zinc Co., ahi TT as Sur T Bute & 6 T. Rutter & Co. SHEET ZINC AND SULPHURIC ACID. 250 Broadway, Special Sizes of Zinc cut to order. Rolled Battery Plates. NEW YORE. Selected Plates for Etchers’ and Lithographers’ use. Selected Sheets for Paper and Card Makers’ use. Small tubing in Brass, Copper, Stove and Washboard Blanks. Steel, Aluminum, German Silver, &c. Sheet Brass, Copper and Ger- ZINCS FOR LECLANCHE BATTERY. |man Silver. Copper, Brass and Se ETO ow cise Best Bronze, Babbitt Metals, Brass and Alominum C&STINSS, WIRE, “it's touch.” ee TROLLEY, rass, Bronze and oe bassinets eo CAS I IN G S TELEPHONE ww. G. ROWELL oa ae ian. So be : HENDRICKS BROTHERS LINES. ” PROPRIETORS OF THE Belleville Copper Rolling Mills, | »<:r--. BRIDGEPORT BRASS C0. Brazsiers’ Bolt nal Sheathing GEORGE KROUSE COPPER, HEAVY CASTINGS COPPER WIRE AND Rivers. Manufacturer of ell kinds of mai Importers and Dealers in Brass and Composition Castings. Ingot Copper, ock Tin, Spelter, Lead, Antimony, etc. Brazi Metals, Hard Composition and ae ve 49 CLIFF st. NEW YORK. Phosphor Bronze Castings « Specialty. 160 to 164 Morgan Street, JERSEY CITY, N, J. iT IAN ETS THE IRON AGE New York, Thursday, August 3, 1905. The Union Pacific Gasoline Railroad Motor Car. Last spring an experimental gasoline engine driven railroad car for light branch and interurban service was completed at the Omaha shops of the Union Pacific Rail- road Company. Motor Car No. 1, as it is called, is a sin- gle truck, four-wheel car, seating 25 persons, and in actual operation has demonstrated the practicability of gasoline motor drive for the purpose. The car body is can be obtained every four minutes if desired. The stuffy and close atmospheric condition so often encountered in electric and other cars is entirely avoided. The floor of the car is water tight, and can be easily and thoroughly flushed with hot water to destroy germs and remove dirt. The water from the cylinder jackets of the engine is cooled in radiators around the sides of the car to give heat to the interior of the car in cold weather. In warm weather this water is piped to coils beneath the car. These two systems of coils afford means for regulating Fig. 1—The Union Pacific Motor Car No. 1 FRESH AIR SUPPLY as = j — Q— ——Tiks — = ma 3 © GASOLINE MOTOR “ = ~ : STEP w Ko » | < x 1 ‘ ~ ‘ oe < x a . Mb /*a, w | H w SYNCHRONIZER Sx L/h) | | SEAT < | : a2 : <P>, BATTERIES hiry /2,. & ) 4 © < | CY’ i ee . TRAP DOOR | | =| | T & > CLUTCH LEVER S a / . l a + wy 1 || we Udy Vo) Ul ba =U , € = o x ' \ \ | |[*+ 8 s —{}| 3 | | 4 _ x \ = pit * | z Ome | c ASN Ai? 7 x ‘ 4 \ * 2 eg € 7 ‘ ¥ xg \ os e = = x o J | r ( pms \\\\oe Tt 1 ™) oe T TT ~™ ‘1 « e ¢*, | @ \ f | | | .< | | = Sor isi |_| VARIABLE SPEED | a \e .\ S . ' \ % | ¢ LEVER UD + ) | | 3 eo) | BWITCH s& x * « | euar ny % wo HEADLIGHT \ GA cncieiahcieida | i */\z 5 | SPARK CONTROL .9 step |i} | aii Ty AIR-PUMP we Zh aes | | < ; rf | |REVERSE LEVER _ Si i ~ = a ee | a 4 +4— 4 “ay ee! aunties sniantite ta liatmmenell - SF = ry & 4} =| a THE 'RON AGE Fre SH R CUFPLY Fig. 2.—Plan Showing Interior Arrangement. 31 feet long, and is mounted on wheels 42 inches in diam- eter. The total weight of the car is a trifle over 20 tons. The lines of the car, as may be seen by Fig. 1, resem- vle those of an inverted boat. The front end is tapered to a sharp point and the roof is rounded off from the top, presenting no flat surface to air resistance, and the rear is rounded to avoid the vacuum produced by square end cars. The wind resistance is thus reduced to a mini- mum. Ventilators of the old style sash and upper deck type have been omitted, adequate ventilation being secured through roof ventilators. These exhaust the air by suc- tion from inside the car, and fresh air is taken in from the front through the car roof. A complete change of air the temperature inside the car. If the car is too warm the water circulates below ; if too cold the majority of the water circulates through the interior coil. Acetylene gas is used for illuminating and in a pow- erful headlight. The lamps inside the car are provided with opalescent panels, producing a soft and at the same time powerful light. The car is equipped with air brakes acting on all four wheels. Attached to the crank shaft of the engine is an air pump which maintains a pressure of 100 pounds in two reservoirs of 13 cubic feet capacity each. Numerous tests at a speed of 20 miles per hour have shown that the car can be stopped in 112 to 115 feet, without incon- venience to passengers. The car is also equipped with a 270 THE IRON AGE rachet lever hand brake. The car is built very strong, and in the event of a collision or wreck would almost surely preclude the possibility of telescoping. The motive power is furnished by a six-cylinder ver- tical gasoline engine of 100 horse-power placed with its shaft at right angles to the center line of the car, as shown in the plan, Fig. 2. The cylinders are 8 x 10 inches, and are connected up in two opposed sets of three cylinders each, so that three power giving impulses are obtained at each revolution of the crank shaft. The en- gine is started by air taken from the air brake system, and has a wide range of control, affording great economy ~ under variation of load. A synchronizer facilitates and simplifies the changing of speeds. The reverse throttle and spark levers are conveniently located in easy reach of the operator. Immediately in front of the operator is the air brake valve lever and the emergency spark cutout, which enables him to stop the engine and apply full brake power in less than half a sec- ond. The spark current is furnished by eight cells of battery with a make and break spark device. The clutches and controlling devices are all mechanical and of simple design. Special effort has been made to do away with the complicated machinery ordinarily used in utilizing gasoline power for propelling a car of this kind. Through a special chain the engine crank shaft drives direct to the driving axle. The car is intended for service on 4 per cent. grades with frequent stops, and is therefore at present geared to a maximum speed of about 35 miles per hour, but with slight changes it could be easily speeded to 60 miles per hour. The acceleration of the car from a standstill to 300 feet is superior to that of an electric car of the same horse-power, being much slower for the first 50 feet, avoiding an uncomfortable jerk in starting, but from 100 feet on the acceleration is very rapid. On a level or a % per cent. grade the car starts read- ily on the high speed, direct connected, without the use of gears; although on anything over % per cent. grade or with a heavy trailer it is necessary to use the gear speeds. The car is easily controlled by one operator, and can, be stopped and backed at will, although it is intended to run only in one direction. The vibration and noise of the engine have been almost entirely elminated ; in fact, it is stated that when the car is in motion neither can be noticed. The noise of the exhaust of the engine is destroyed in the muffler, and the - burnt gases escape at the rear of the car without being an inconvenience. Before being tested in actual road service the car was tried out around the Omaha shops and vicinity. During these tests it was coupled to two passenger cars—a stand- ard mail car weighing 52,100 pounds and a standard coach weighing 60,000 pounds. These cars were success- fully started and accelerated, both on a descending grade and on a 1-3 per cent. ascending grade, the motor thus starting a total load of 152,100 pounds. Pulling the mail car a trip was made to South Omaha and return in which a 1.6 per cent. grade was ascended at the rate of 11 miles per hour, the total load being 94,000 pounds. In another test the motor car successfully ascended a sharp grade of 7.8 per cent., or about 400 feet to the mile, the car being stopped and started repeatedly on the grade. ee The Mexican Light & Power Company has placed a contract for copper cable, which is claimed to be the largest ever awarded. The contract calls for no less than 1500 miles of cable, equal in carrying capacity to 3/0 Brown & Sharpe gauge and weighing nearly 2000 tons. The cable is to be utilized on the power transmission line now under construction by the company between its power plant at Necaxa, which is to have an initial ca- pacity of 45,000 horse-power and an ultimate development to 80,000 horse-power, and the City of Mexico, and from there to the El Oro mining district. It will be supported on steel towers with spans of 500 feet. Then length of the spans, together with the necessity for reducing the dip as much as possible, and the high wind pressure to be withstood, make the matter of these cables one of considerable importance. August 3, 1905 The Scrap Iron and Steel Duty. WASHINGTON, D. C., August 1, 1905.—The courts have finally adjudicated a question of great importance to manufacturers of iron and steel and other metals which has been pending in various forms for a number of years. The issue is as to the dutiable classification of manufac- tures of metals, which, though purchased, imported and used as scrap, have not been sufficiently broken up to lose their original identity. The court holds that where iden- tity has not been lost the importations must pay duty as if the articles were new and not brought in as scrap. In the case that has just been ruled upon, the Illinois Central Railroad Company imported a quantity of steel rails which were so defective as to be worthless except for scrap. Each rail was cut in two pieces before im- portation, the sections ranging from 12 to 16 feet in length. When offered for entry at the port of New Or- leans they were classified by the local appraiser as T- rails and duty was assessed thereon at the rate of 7-20 cent per pound under the provisions of paragraph 130 of the act of July 24, 1897. The importers, however, claimed that as the articles were defective, and had been cut in two, they were properly dutiable at $4 per ton under the provisions of paragraph 122 of the tariff act, which provides as follows: “Cast scrap iron and scrap steel, $4 per ton; but nothing shall be deemed scrap iron or scrap steel except waste or refuse iron or steel fit only to be remanufac- tured.” ; In ruling upon this case, the board stated that the rails were new but by reason of certain defects their value as a commercial rail had been depreciated; how- ever, the articles were still rails and had not lost their character or identity as such. While it might be true, as alleged by the importers, that these rails were intended to be used by them as scrap iron, it was not satisfactorily shown that they were “fit only” for such use. The board then proceeded to cite a case which arose several years ago at Port Huron, Mich., involving the proper classification of certain locomotive tires upon which duty was assessed at 1144 cents per pound, but which were claimed to be eligible to entry as scrap steel at $4 per ton. The tires were accompanied by the affidavit of the master mechanic of the car shops in Canada from which they were shipped, which described them in detail and deposed that they were scrap. In that case, however, the board stated that “no fact is shown to prove that they have lost their identity as tires and that they have actually been broken up or become scrap or that they were waste and fit only for remanufacture, and the dec- laration that they are scrap is merely the conclusion of the affiant.” The board also cited another case of an importation of old brass cannon from Cuba, which were useless as artillery and of no value except for the metal of which they were made, but being manufactured articles and not having lost their identity by being broken up, the board held them to be dutiable as cannon and not entitled to free entry as old brass. In view of the two decisions quoted and of the fact that the steel rails in the case were only cut in two, and therefore had not lost their identity, the board over- ruled the protest of the importers and affirmed the de- cision of the collector, under which duties were levied at $7.84 per gross ton as steel rails, instead of $4 as scrap iron or steel. The importers thereupon appealed the case to the United States Circuit Court for the Eastern District of Louisiana. This court, however, has handed down a decision sustaining the board on all points. The Treasury Department has been advised that the importers have acquiesced in the decision of the Circuit Court, which will be promulgated for the guidance of customs officials at all ports. It is therefore suggested that importers of scrap iron or steel should ascertain before entering it that it is so broken up as not to be liable to duty in the form in which it was originally man- ufactured. In the case of the rails in question, it is be- lieved that if they had been sheared into short lengths they would have been readily admitted as scrap, at a saving of $3.84 per ton in duties, Ww. L. ©. ‘ August 3, 1905 Exports to Mexico. DuRanoo, July 19, 1905.—Although the official figures covering the imports of merchandise into this country for the fiscal year 1904-1905 are not yet available, the statis- tics for nine months—July 1, 1904, to March 31, 1905— are at hand, and are of a satisfactory character, in so far as they give proof that the steady increase in the coun- try’s prosperity continues, and that its importance as a market can scarcely be overestimated by the manufac- turers and exporters of the United States. The aggregate value of the imports from all coun- tries during the nine months indicated was $63,119,877.69, gold, being an increase of $5,610,709.41 over the total for the corresponding period in the fiscal year 1903-1904. The various classes of merchandise included in this total and their value is shown in the following table: NR is oan x'h'va scars kd 00 aeaae $5,156,866.17 I I os ory gal eis ae 11,012,081.06 I car's 6's 04% o a's ones news ccenee 18,580,981.51 ues cease ou Fe0 0 ce Ns cu cbedevete wes 8,306,283.78 I, COIR ey bc Cs ov <tocti'w sds uw clwen « dacs 2,365,750.19 iis he hehe oy.ckBiie vee ewe eee aaws 2,440,914.04 ee EO ns as vn dike nen eweman dis Machinery and apparatus................0eee0s 1,937,231.53 7,992,705.88 WE Ctra eewteu ys detce shaw oe ws he wewanes 1,428,927.78 IN os 55 en ala weeeas Sede noone 2,056,346.43 I, dice gkcara ene tk eink Caen cleo Rea 1,841,789.32 Total in nine months, 1904-05............... $63,119,877.69 Of this total manufacturers of the United States sup- pled products to the value of $35,159,205, or more than 50 per cent. of the whole, compared with $31,366,739 in the nine months of the preceding fiscal year. Of the countries which supplied the balance, the following were the chief: 1904-05. 1903-04. SI BO sv an dins Casana nasa $7,696,790 $7,434,157 SN Cag 0:60 0s mK Se eee ees Caen 7,412,295 7,142,215 RD $56 hi 0d es cOucvadewsde casei 6,296,787 5,241,272 NE Tae o66 0s 02 ss eENes EN Oe KS 2,785,549 2,321,380 BE hss ee Waeowe whkeie ovine cdaidrs 1,049,779 1,756,450 From these figures it would appear at first sight that the United States, supplying as it did considerably more than one-half of the country’s total imports, completely dominates the situation, and beyond the fear of its trade being cut into by any foreign competitor in this market. This, however, is a false assumption, for while the United States possesses all the advantages which accrue from its geographical situation as a close neighboring country, the imports from at least one other country—F rance— far exceed in their proportional increase the increase in the total of United States imports. To illustrate this im- portant point, and as an object lesson to exporters north of the Rio Grande, attention is invited to the following exhibit, which shows the increases in gold values of the imports from the United States and from European countries during the nine months specified above: NE iis 6 sins dhe ses vadincdiowew tate: 8,792,465 Great eee ae "282,632 PN etre sa. a EX ins bie. cia ha ola LS Lec cease te 270,079 UNE A Wao hii miu guts ap hdah.n owing bite enw bad « 1,055.514 TNE aE le Fh NS 9 0a bc hha Oe Le wil heed nda 464,109 Examination of the table, wherein the imports are roughly classified, will reveal the fact that the fourth largest item is that of machinery and apparatus, which reached the respectable total value of $7,992,705.88. This sum might be augmented by the addition of the value of imported vehicles ($1,428,927.78) and furthermore by that of arms and ammunition ($2,056,346.48), making a grand total of $11,477,980.14 as the aggregate value of the classes of manufactures in which readers of The Iron Age are more especially interested. Of this total there is lit- ‘ tle doubt that the United States supplies by far the larg- est quota. Without definite information as to what were the products which the Mexican people bought from France, to the visible swelling of that country’s exports to this market, and the somewhat remarkable propor- tionate increase in its total as compared with that of the United States, one may conjecture that they belonged to the special lines of characteristic French manufac- tures and productions to which the Latin taste inclines. They no doubt included dry goods, wines and liquors, silks, tapestries, comestibles, jewelry, diamonds, &c. In these and other lines in which the French lead imports THE IRON AGE 271 from France will very likely continue to increase. There is a growing middle class in Mexico whose tastes are European rather than American and, other things being equal, its members would purchase an article of French origin in preference to a similar article made in the United States, for purely sympathetic reasons. To offset this competitive factor manufacturers in the United States should diligently push those products in which their supremacy is recognized—which, of course, means those having iron and steel as a basis. J.J.D. —————_ -~» +a _ June Iron and Steel Exports and Imports. The report of the Bureau of Statistics of the Depart- ment of Commerce and Labor for the month of June shows a slight decrease in exports of iron and steel as compared with May. Taking the commodities for which quantities are given, these exports give a footing of 71,490 gross tons, as compared with 74,073 tons in May. The figures for the 12 months completing the fiscal year 1905 are also given, and they show a very heavy gain on the preceding year. These details are presented in the fol- lowing table: Eevports of Iron and Steel. -———June,_, -—Twelve months.—_,, 1905. 1904. 1905. 1904. Commcedities. Gross tons. Gross tons. Gross tons. Gross tons. Pe Tage 0 ok eens 1,390 2,659 46,971 34,635 DY Sieaeeakeesiaws 716 2,206 19,710 16,845 ee xhs cc ce ws 1,776 2,544 32,323 22,669 We TOGiiscscccass CS 2,362 15,738 15,781 eee er 922 3,702 24,164 21,446 Billets, ingots, blooms 9,703 32,068 236,155 176,961 Hoop, band, scroil.... 278 270 3,029 2,839 DR SEs act gccdes cows 196 78 1,513 Se NI, ditdecanws 22,340 51,101 409,429 160,894 Iron sheets and plates 926 722 5,557 5,931 Steel sheets and plates. 8.888 1,985 71,000 19,151 Tin plates and terne ee 816 539 10,265 3,619 Structural iron and GN odinGalew wae sen 4,997 5,866 73,287 35,884 WED ivnirs slain i ek e0'a 12,508 9,457 126,178 113,856 i 0 eee 1,583 950 9,101 9,575 Wire nails........... 3,540 2,346 36,856 32,431 All other, including Ws ative tcawetken 233 267 3,739 2,560 isis tesa ewe 71,490 119,240 1,123,580 676,590 The imports of iron and steel showed a slight increase in June. Taking the commodities for which quantities are given, the total for June was 40,385 gross tons, as compared with 37,420 tons in May. The imports for the 12 months ending with June show a very heavy decrease. The detailed figures for the month and the 12 months are shown in the following table: Imports of Iron and Steel. -June,————,,_ -—Twelve months.—_, a 1905. 1904. 1905. 1904. Commodities. Gross tons. Gross tons. Gross tons. Gross tons. Pee Bisasce ss ae 4,062 123,034 191,135 CO aviserdeecveves 1,669 2,358 12,550 28,614 OR Re Pee 4,090 2,699 26.669 30,757 ME ia dceadswaewee 8,277 6,808 17,025 53,358 Hoop, band and scroll 232 2 1,918 1,820 Billets, slabs, bars, &e., steel in forms n.e.s. 910 637 9,800 91,953 Sheets and plates.... 231 223 2,108 10,198 Tin plates and terne BOE. 2 csudeseé aaN 5 416 6,674 71,905 56,656 Wee: BOG cc ki veieee. 1,514 1,251 15,282 18,519 Wire and articles made EE y shu Gat en ogee 258 210 3,851 4,953 Structnra!l iron and oo eer ee 619 706 3,157 14,310 CI a eatin he cs wire 3 18 278 382 RE sh i scdiae eines 21 2 176 249 TOG ond cacésine 40,285 25,650 287,753 502,914 The total value of imports for iron and steel in June, excluding iron ore, was $2,646,258, and the value of the exports was $11,820,655. —~ oe —_—_——_ Professor Janssens has attempted to investigate the character of the gases given off by Mount Vesuvius in eruption, and has adopted an ingenious method to obtain his samples. His receptacles were lowered to a great depth and then the stopper removed by means of valves controlled frém above. After obtaining the gas, the stopper was again placed in position by means of the same set of valves and the sample drawn up for analysis. oa ' i : is be . } Sean Se 272 THE IRON AGE Central American Notes. San Josz, C..A., July 17, 1905.—Transportation of ocean freight is becoming a serious problem in Central American countries. Business is growing and there are hopes of new steamer lines being put on the Pacific to take the place of the Pacific Mail lines, still business men would like to see their freight moving more rapidly. Although they have not been fairly treated by the Pacific Mail Steamship Company, they would prefer additional Ameri- can steamers if possible, as compared to the Chilean and other lines. It is unfortunate that those in charge of the Panama Canal work did not give proper weight to what has often been said in The Iron Age about living and general conditions on the Isthmus. Many lives would have been saved already, and an unsavory reputation would not have been the present lot of the canal, with regard to fevers and health conditions generally. If people would only recognize the fact that Panama is low land and that most of Central America is high land, then differences of climate would be easily understood. No white man can labor continuously on the canal, whereas in the high land they can work to advantage in many ways. Disorganization has always been the keynote August 3, 1905 tions in Spanish America. Cotton, tobacco, coffee, rub- ber, sugar and many tropical fruits could be grown in Colombia to great advantage. Railroads, bridges and wharves are needed all over the republic. The ports are good, but shipping facilities are bad. c. ————— tI e——_—__—_ Hulett Automatic Ore Unloaders at Lorain, Ohio. Reference has been made in previous issues of The Iron Age to various installations of the Hulett automatic ore unloaders, invented by Geo. H. Hulett, third vice- president of the Wellman-Seaver-Morgan Company, Cleve- land, Ohio, sole builder of the machines. January 7, 1904, mention was made of the unloaders installed at the Lackawanna Steel Company, and in the issue of May 25, 1905, of those at the Pittsburgh & Conneaut Dock Com- pany, Conneaut, Ohio. The illustrations now presented show the latest in- stallation of these rapid unloaders. They are located at the docks of the National Tube Company, Lorain, Ohio, and have a number of special features, largely necessitated by local conditions. In a measure they indicate the adaptability of design permissible in these Fig. 1.—Wulett Automatic Ore Unloaders, Installed by the Wellman-Seaver-Morgan Company at the Lorain Docks of the National Tube Company. about everything connected with the coast country ; every- one seems to be either in a desperate or a dying con- dition. It is to be hoped that for business reasons these conditions will be well understood by the next man placed at the head of the canal work, and that generous pay be given to those who do the work there. The new treaty between Chile and Bolivia gives fhe use of a good port to the latter nation on the Pacific, and Chile will build a railroad from the coast to La Paz, the capitol, thus throwing open a country which is as little known to commerce as is Thibet. Large quantities of min- ing machinery will be needed for the Sierra gold mining region; tin is found in commercial quantities in the Cor- dilleras; silver, copper, nickel, molybdenum and man- ganese are common. The railroad will also give life to the large rubber trade along the Madera and Mamoré rivers, all this region being virgin soil for our manufac- tures. Although it may seem ridiculous for Colombia to try to start a rival canal, it is pretty certain that that coun- try is really waking up to business activity. The new Government under General Reyes, who not long ago made a visit to the United States, is likely to do everything to unite American commerce and capital to his country, one of the largest and by nature one of the very richest sec- machines to meet special conditions which may obtain at various ports. The Lorain docks in front of these unloaders, as Fig. 1 shows, are curved to such an extent that when the ends of a boat touch the dock the middle is about 12 feet away from the dock. The tracks on which the unloaders travel are correspondingly curved; hence some provision was necessary to enable the un- loaders to be readily squared with any of the hatches of the boat. This is accomplished by mounting each machine on special swiveling trucks, thus enabling the leg and bucket to be easily squared with any of the hatches. The machines are provided with special canti- lever extensions particularly designed for delivering the ore on the high bank back of the machines. A special point of difference between these machines and those pre- viously built is that the walking beams are located at the top and the parallel bars below, an arrangement per- mitting of very advantageous distribution of the parts entering into the construction, and also simplifying the matter of counterbalancing. The general operation of these machines is similar to that of previous installations. Each machine has two parallel girders at right angles to the face of the dock and mounted on moving trucks. On these girders a trdlley or carriage travels back and forth carrying a August 3, 1905 THE IRON AGE 273 long pivoted walking beam. On the front or water end of the walking beam is carried a pendent leg, to which is attached the bucket. This leg is always maintained in a vertical position. The operator who controls all the motions of the bucket rides at the lower end of the leg directly above the bucket. By means of hoisting mechan- ism the walking beam is made to oscillate up and down, carrying the bucket down into the hold of the boat and up above the dock. The travel of the trolley back and forth on the girders carries the walking beam and the bucket out over the boat and back over the dock. To reduce the trolley travel as much as possible suit- able hoppers for receiving the contents of the bucket are mounted between the girders at the front. These hoppers discharge into an auxiliary bucket car, which travels back and forth on the cantilever extensions, carrying the ore back and dumping it on the high bank referred to before. A track passes beneath the machines near the forward legs, and when it is desirable the hopper or the bucket directly may be dumped into cars on this track. The bucket car is automatic in its operation, dumping itself at any point desired on the cantilever and return- ing closed to its position under the hoppers ready to re- ceive another load. Fig. 2 shows one of the machines and for operating the bucket car and moving the machine 150 horse-power. Hoisting and trolleying are done simul- taneously, speeds being figured to produce a round trip a minute. The controllers are of magnetic type, espe- cially built for heavy service. A New Steam Packing.—The troubles incident to the use of packing in mains carrying high pressure of super- heated steam have brought about the common practice of making up such joints with machined flanges. It is a more expensive way, but has heretofore been con- sidered the most economical in the long run. Re- cently there has been placed on the market what is known as the I X L steam packing, which is claimed to have unusual powers of resisting the action of superheated steam, acids, oils, ammonia or alkaline liquids. Exces- sive dry heat does not have so destructive an influence upon this packing as it does upon the ordinary commer- cial forms. The packing is easily applied, and is claimed to give absolutely tight joints for the highest pressures. It is recommended for use in the packing of cylinder heads and steam chests, as well as piping, and it is stated will not be pressed out or blown out from be- Fig. 2.—Another View of the Unloaders, Showing One Bucket in the Vessel’s Hold and the Other Just Coming Out. with the bucket leg raised and the other machine with the bucket down in the hold of the boat. The bucket car of the latter machine is in the act of dumping its load on the storage pile. The leg of the unloader is located on rotating trun- nions in the walking beam, so that it can rotate in a circle when operating in the hold of the vessel, allowing the bucket to reach out in all directions. The bucket is of 10 gross tons capacity and is opened and closed by specially designed motors. The total spread of the bucket when wide open is over 18 feet, and by telescopic motion it can be made to reach, when open, more than half way from the center of one hatch to the center of the other. It also travels lengthways of the hatch to the sides of the boat; consequently the operator is able to reach al- most the entire cargo. In an ordinary boat there is no difficulty in reaching 90 per cent. of the cargo and in some of the modern boats the machines have actually un- loaded 97 per cent. without the aid of shovelers. The Hulett unloaders at Lorain are electrically op- erated, the power being supplied from motors which take their current through sliding contacts from rails laid along the dock. The motors for operating the bucket are 110 horse-power, those for hoisting the walking beam are 150 horse-power, for trolleying in and out 50 horse-power tween the flanges. If properly applied at first it should not be necessary to tighten the bolts of the flanges after- ward. It is believed to be the first nonmetallic packing capable of withstanding a pressure as high as 15 atmo- spheres or a temperature as high as 900 degrees F. More- over it can be used with rough or unmachined flanges. It is made in all thicknesses and is light in weight for a given surface. The 1-16-inch thickness weighs only 5 pounds to the square yard. The packing is made by the I X L Steam Packing Mfg. Company, and the selling agents are Frederick Vietor & Achelis, 96 Spring street, New York City. $+ oe By his researches upon the capillary attraction of a glass surface upon gases Bunsen showed that the absorb- ing effect of a glass receiver might be greatly increased by the introduction of glass fibers or filaments into the bulb. This fact has recently been applied to the regula- tion of the vacuum in the Crookes tube. A little side tube fused into the bulb is stuffed with glass wool, which, when heated, operates at once to reduce the vacuum. This regulation is partially automatic, for when the anti- cathode becomes hot. it radiates sufficient heat to set free some of the gas occluded in the glass wool and so keeps the tube constant, when in action, for a long time. 274 The Heald Cylinder Grinder. In machine work the requirements are seldom more exacting than in the finishing of internal cylindrical surfaces of such parts as gas and gasoline engine cylin- ders. Very often the castings are of an irregular shape, making it difficult if not impossible to rotate them. Par- ticularly is this true of duplex cylinder castings. The eccentric distribution of the weight is inimical to the working of accurate cylindrical surfaces under a cutting tool. Grinding is to be preferred, especially where the walls of the cylinder are thin in places, as the metal has a tendency to spring away from a cutting tool or reamer. To satisfactorily perform work of this character the Heald Machine Company, Worcester, Mass., has brought out a new cylinder grinding machine, upon which the work is held stationary while the wheel is given a. plane- THE IRON AGE August 3, 1905 An interesting feature of the machine is the me- chanical arrangement for procuring the planetary move- ment of the wheel, as shown in Fig. 2. The grinding spindle A, carrying the wheel and running at a high rate of speed, is situated eccentrically in a second spindle B, which in turn is eccentric in a third or outer spindle C. The larger spindle revolves at a low rate of speed, carry- ing the spindle B with it. Consequently the wheel spin- dle rotates in an orbit, and the diameter of the hole being ground is always equal to the diameter of this orbit plus the diameter of the grinding wheel. ‘The diameter of the orbit depends upon the relation of the two eccentrics. When the throws of these are opposed to one another the diameter of the orbit is a minimum and the grinding spindle is concentric with the outer spindle. In this con- dition the wheel would grind as if it were mounted on an ordinary spindle. When the eccentric B is revolved Fig. 1.—The New Cylinder Grinder with Planetary Wheel Action, Built by the Heald Machine Company, Worcester, Mass. tary motion and a reciprocating axial motion, both ad- justable in extent. This machine will grind holes from 3 to 8 or 10 inches in diameter, by using the proper sized wheels, and any length up to 14 inches with the extension regularly furnished, but this can be increased if necessary... The grinding wheel usually used is 3% inches in diameter by % inch face. The work is held in position by a jig or other fixture on the table, which travels in a line parallel with the driving spindle. The inner stroke brings the end of the table within the column, which is cut away for that reason. The table is in two parts, comprising a lower slide, 45 inches long by 13 inches wide, carrying the table proper, which is 20 inches long by 14 inches wide and has a transverse movement of 9 inches. The knee has a vertical adjustment of 41% inches, which with the transverse movement of the table allows for the mak- ing of all adjustments. Micrometer indexes are provided for these adjustments, by means of which it is possible to grind duplex cylinders, maintaining the two holes in exact line, one with the other. One hole having been ground to size the table is moved transversely until the second hole is in line for grinding. The greatest distance of the main table below the center of the grinding circle is 12 inches. with respect to C the orbit of the grinding spindle be- comes larger until the maximum throws of the eccen- trics are combined, when the greatest diameter can be ground. The lateral feed of the wheel to the work is accom- plished by a worm gear, the worm wheel being mounted on the inner eccentric and the worm on the outer eccen- tric. The worm shaft carries a star wheel, and on the head of the machine is a spring dog against which the star wheel strikes as the eccentrics revolve. The feed is not automatic for the spring dog is out of the way except when held in position by the operator. To feed the wheel out to the work to regulate the depth of cut the operator presses the dog into position and each revo- lution feeds 1-1000 inch, that being the advance resulting from each action of the star wheel upon the worm and worm gear. Hight speeds of the larger eccentrics are provided for different sizes of work, these being obtained through cone pulleys, as may be seen from Fig. 1. The belt driv- ing the wheel spindle at the rear of the machine is kept taut as the driving pulley rotates in the orbit of the spindle by two idlers mounted on a swinging arm, which is weighted to preserve constant belt tension. The wheel spindle extends through the inner eccentric and is mount- August 3, 1905 ed in bronze boxes, adjustable for taking up wear. The end of the wheel spindle is tapered to receive wheels mounted on collets, thus permitting wheels to be changed without delay for truing up. The table has an automatic reverse, by means of a dog operating a reversing clutch. Three rates of table speed are provided, the changes being procured in a gear box on the side of the column by means of the usual push spline mechanism. The ma- chine occupies a floor space of 78 x 36 inches and is 56 inches high. —_——_ +e The Midvale Steel Company’s Armor Plate Accepted. WasSsHIneTon, D. C., August 1, 1905.—The first group of armor plate manufactured for the Government by the Midvale Steel Company has been accepted by the Navy Department, a representative plate selected by the jn- spectors have successfully passed the ballistic test prescribed by the specifications at the Indian Head prov- THE IRON AGE 275 negie companies, but, after a special investigation, or- dered by the President, it was decided to award 1000 tons to the Midvale Company, and this contract was executed April 5, 1905. Several months ago the Midvale Company sent a plate to Indian Head to be tested privately for its own infor- mation. This plate met the ballistic requirements of the Department, but inasmuch as it did not represent a group of armor, the test had no bearing upon the company’s contract. The quality of the plate, however, attracted the attention of the ordnance experts and caused much favorable comment. Details of Ballistic Test. The plate tested on the 25th ult. represented a -mis- cellaneous group, aggregating 446 tons and including plates 3% and 6 inches in thickness. The plates are those which are first required in the construction of a war ship and which, though of different thicknesses, are usually thrown into one group. The ballistic plate was 9 x 6 feet by 6 inches and weighed approximately 9 tons. tae — ~ Hi] If ad a — } SIT VTE to int din VELL _n_~ STAR WHEEL ON FEED WORM ‘ NN =F = {} O° GRINDING WHEEL SPINDLE Fig. 2.—Detail of the Heald Cylinder Grinder, Showing the ing grounds on July 25. The test plate is pronounced by the ordnance experts who were present as “a very excellent specimen of Class A armor—rather better than the average.” The acceptance of this group brings the Midvale Steel Company forward as a successful com- petitor of the Carnegie and Bethlehem steel companies, and the Navy Department officials express the opinion that the Government will hereafter obtain its armor at a price considerably lower than that heretofore paid. The Midvale Contracts, The Midvale Steel Company on December 15, 1903, was awarded a contract for 6080 tons of armor at the rate of $398 for Class A, which includes all plates 5 inches or more in thickness. The bid of both the Car- negie and Bethlehem companies was $420 per ton. The first delivery under this contract was required to be made on or before August 15, 1905; therefore, the acceptance of the group referred to on July 25 enables the manu- facturer to anticipate its agreement by three weeks. While preparations for the manufacture of this armor were being completed by the Midvale Company a second lot of armor was advertised, on which this company bid at prices ranging from $385 to $398 per ton, the prices of the Carnegie and Bethlehem companies being identical and ranging from $400 to $420. The ordnance officers being in doubt as to the ability of the Midvale Company to fulfill its first contract, recommended that this second lot of armor be divided between the Bethlehem and the Car- THE 'RON AGE Mechanism for the Planetary Movement of the Wheel. A 6-inch breech loading rifle and steel capped projectile were used with a striking velocity of 1658 feet. There were three impacts, one in the center of the plate and one each on a horizontal line on either side of the first impact and half way between the middle and the edge of the plate. About the usual penetration was noted as to each shot, or between 2% and 3 inches, In each case the shell broke up on the plate and the point fused in the hole. There were no radial cracks and the backing of the plates was uninjured. The ordnance experts who examined the plate with special reference to the hard- ness of its face and the toughness of its back pronounced it practically identical in these respects with the plates heretofore supplied by the other manufacturers. The officials of the Navy Department are naturally much gratified at the success of the Midvale Company in producing acceptable armor plate, as the additional competition is counted upon to save a large amount in the annual naval appropriations. The saving to the Gov- ernment on the contract of December 15, 1903, will ex- ceed $130,000, while on the 1000 tons assigned to the Midvale Company in April last the economy will be about $22,000. The Armor Plate Investigation, The announcement of the success of the Midvale Com- pany in producing acceptable armor plate has aroused renewed interest in the investigation ordered by Congress as to the cost of producing armor and the expense of se tne SR = . & =e ae i ee aaeaee ee ee 276 THE IRON building a Government plant for that purpose. This direction was contained in the annual appropriation act, which provided that “the Secretary of the Navy shall cause a thorough inquiry to be made as to the cost of armor plate and of armor plant, the report of which shall be made to Congress.” Under the law the Secre- tary could not begin this investigation before July 1, and the retirement of Mr. Morton and the appointment of Mr. Bonaparte has further delayed numerous projects authorized by the anrual appropriation act. Nothing has yet been done with regard to this investigation, but it is understood it will soon be set on foot and com- pleted in time for the report to be presented to Congress in December. M. CO. Om A National Motor Driven Bolt Threader. Bolt threading machines are frequently placed in forge shops or in isolated places where it is inconven- ient to transmit power to them. For this reason and be- An 1114-Inch Motor Driven Bolt Threader, Built by the National Machinery Company, Tiffin, Ohio. cause there is a general demand for direct motor driven machines, the National Machinery Company, Tiffin, Ohio, has placed on the market a line of bolt threading ma- chines arranged for direct motor drive. _ The accompanying illustration shows the method of applying the motor, and to make the equipment flexible the machines are provided with a speed change device, so that the proper cutting speeds can be secured even when the motor is of the constant speed type. The engraving is of a machine of 1% inches capacity, and the gearing in the speed box provides four changes of speed, enabling the machine to handle work of all sizes within its ca- pacity at the proper cutting speed. It is not necessary to use a variable speed motor, but if the utmost refinement is wished by using a motor having a speed variation a great range of cutting speeds can be secured. In designing this line of machinery the aim has been to combine effectiveness with simplicity. A minimum number of gears are employed in the speed box, and all of the movements of the gears and the various speed changes are secured by the shifting of one hand lever only. The gears are of large size and wide face. There are no gears or pinions sliding on feathers, and no prong clutches are employed. The motor as illustrated is connected to the speed box by a silent running chain, but as an option a raw hide idler and a direct gear drive may be furnished. By placing the motor over the head spindle of the machine the least floor space is required and the motor is out of the way of oil and dirt. All of the driving gears are incased. These machines are built in all sizes from 1 to 6 inches capacity, each size having a proper number of cutting speeds to handle the work for which it is de- signed. AGE August 3, 1905 Production of Abrasive Materials in 1904. WASHINGTON, July 31, 1905.—The annual report of the United States Geological Survey on the production of abrasive materials in 1904, which has been compiled by Joseph H. Pratt, shows an output valued at $1,406,851, which is a decrease of $86,452 from the production of 1903. To the total value of natural abrasives should be added that of artificial abrasives, which in 1904 was estimated at $830,926, as compared with $493,815 in 1903, an increase of $337,111. The products covered by this report are divided into three groups: First, those which occur as a rock formation and are cut and manufactured directly into the form desired while retaining their orig- inal rocky structure and appearance, as grindstones, scythestones, &c.; second, those which occur as a con- stituent of either a rock or a vein and have to be me- chanically separated from the associated gangue and cleaned, as corundum, garnet, &c.; and, third, artificial abrasives, as carborundum, crushed steel, &c. There is considerable variation from year to year in the value of the different abrasives produced, and this represent in nearly all cases a corresponding variation in the quantity. There was a decline in 1904 in the pro- duction of oilstones and scythestones, but a large gain in grindstones and pulpstones, and also in the production of pumice. All the other abrasives, however, show a de- cided decrease, in some cases amounting to nearly 50 per cent. over 1903. As in 1908, there was again a decrease in the value of the production of corundum and emery, and the 1904 value is the lowest on record for any year. When, however, the imports of these abrasives and th