The Iron Age 1905-09-14: Vol 76 Iss 11

THE A Review of the Hardware, Iron, Machinery and ] | Published every Thursday Morning by David Williams Co., 232-238 3 Vol. 76: No. 71. Reading Matter Contents...... page Alphabetical Index to Advertisers ‘‘ Classified List of Advertisers.... ‘‘ Advertising and Subscription Rates “ [FORSTER PULLEY WORKS, Cuba, N. Y. The American Mfg. Co. Ropes and Twines 65 Wall Street, New York Bristol’s Patent Steel Belt Lacing, SAVES Time, Belts, Money. GreatestStrength TOAPOYyY «= FuusHEDvomT With Least Metal. Send for Circulars and Free Samples. THE BRISTOL CO., Waterbury, Conn, sor oon SPOT CORD ; Bee Linen and Italian Hemp SAMSON CORDAGE WORKS, Boston, Mass. . TURNBUCKLES, Besa mies. 1) Dleveland City Forge and Brosaway, Mew York. TURN BUCH IDS: pOKE 465 to 471 Kent Ave . ’ Brooklyn, E.D., N.Y. PILLING & CRANE Girard Buliding, Philada. “Sa hag » Fittobure. » New York Ee ioare of Frae, easton. Boston. ROOFING yt os ‘‘The Terne which turns the} | Elements.” See AMERICAN SHEET & TIN PLATE COMPANY’S Adon Page 12. New York, Thursday, September 14, 1905. a). : : a IRON AGE oY METALLIC ARITRIDGES MOVING—Train loads of U.M.C. Cartridges and Shot Shells to the dealers’ shelves. STARTING—Thousands of Sportsmen for the Game-fields, — U.M.C. Cartridges and Shot Shells in their grips from ¢hezr dealers’ shelves. The U Coo makes no stops from factory to hunter’s gun,—U.M.Cestotk dogs not get stalled on the shelves. Dealerfc&-txe you prepared Jor the fall trade ?—Specify U.M.C. +f sebbsiar sel. Ohe Union; Metallic Cartridge Company, BRIDGEPORT, CONN. Agency, 313 Broadway, New York City. Depot, 86-88 First Street, San Francisco, Cal. SEE CAHALL BOILERS Capewell Horse Nails are 7 on the Race Tracks of the World THE TESTIMONY OF A CELEBRATED HORSE- SHOER ON THE-GRAND CIRCUIT. “..' BILLINGS PARK, Memphis, Tenn., Feb. 26, 1904. Tue Capewet. Horse Nat. Co. Hartford,.Conn GENTLEMEN :—While I co: cotisider the Capewell nail the only safe nail to use, Ican es- — irenmanaind them where ‘are used (rubber, felt or leather). eak, and I can we eet: a ing all last season I did not have a shoe lost or thrown off. For artistic finish, eas olay nd piate driving, and absolute safety in every respect, Capewell Horse Nails are in a class by themselves. Yours very cordially, JAMES CLARK. Hartford, —. The Capewell Horse Nail Co. Conn. TiGat. JOINTS can only be maintained by;the use of high grade flange packing. JENHINS ’96 PACKING is unequaled for durability. It is absolutely - guaranteed. All genuine bears Trade Mark as shown in the cut. JENKINS .BROS., New York. Boston, Philadelphia, Chicago, London my MAGNOLIA METAL. Best Anti-Friction Meta) for all eet t Bearings. ston” Gul eee TUBE & STAMPING COMPANY ‘Water and‘ Rai) Deltvery Burperrort, Conn. “* 7 Fac-Simile of Bar. Beware of imitations. MAGNOLIA METAL CO., ' Owners and Sole Manufacturers, 113-116 Bank Street, Gan Frencizeo, Montreal ontreal and-Ptttaburg. Chicago, Fisher Bidg, NEW YORK. we es of Babbitt Metala at 2 THE IRON AGE eed BRASS COPPER; =... GERMAN [s", SILVER WIRE LOW BRASS. SHEET BRONZE. SEAMLESS BRASS AND COPPER TUBING. BRAZED BRASS AND BRONZE TUBING. :::::333 WATERBURY BRASS C0., WATERBURY, CONN. 99 John St., New York. Providence, R. I. Bridgeport Deoxidized Bronze & once Metal Follanbee BRIDGEPORT, GONN. oe Automobile Castings a Specialty. Paicherah, High Tensile Strength. | Penna. Bronze and Aluminum Alloys. Write Us. HA EASE Ta EU High Grade we? “QUEEN'S RUN” “Lock HAVEN” erew AHH “K ini Atel 18a LT die Lock HAVEN, PA. buying tin plate and if sheet steel from us the chances are you will, like many You others, keep on do- ing so. Start Matthiessen &° Hegeler Zinc Co., LA SALLE, ILLINOIS. SMELTERS OF SPELTER AND MANUFACTURERS OF SHEET ZINC AND SULPHURIC Special Sizes of Zinc cut to order. Rolled Battery Plates. Selected Plates for Etchers’ and Lithographers’ use. Selected Sheets for Paper and Card Makers’ use. Stove and Washboard Blanks. ZINCS FOR LECLANCHE BATTERY. TUSSLE 2G 88-742 West Monroe St. Ct Best Bronze, Babbitt Metals, Brass and Ne TLL libel dees ACID. rass, Bronze and | THE PLumeE & Atwood Mr, Co., MANUFACTURERS OF ve Sheet and Roll Brass —AND— WiRE PRINTERS’ BRASS, JEWELERS’ METAL, GERMAN SILVER AND GILDING METAL, COPPER RIVETS AND BURRS. Pins, Brass Butt Hinges, Jack Chain, Kero- sene Burners, Lamps, Lamp Trimmings, &c. 29 MURRAY ST., NEW YORK. 144 HIGH ST., BOSTON, 199 LAKE ST., CHICAGO, FACTORIES : THOMASTON, C CONN. WATERBURY, CONN. SCOVILL MFG. CO., MANUFACTURERS OF _ BRASS, GERMAN SILVER, Sheets, Rolis, Wire Rods, Bolts and Tubes, Brass Shells, Cups, Hinges, Buttons, Lamp Goods. Special Brass Goods to Order. FAcrorigs: WATERBURY, CONN, Depots: NEW YORK, Henry Souther Engineering Co, HARTFORD, CONN. Consulting Chemists, Metallurgists and Analysts. Terring Laboratory: Expert CHICAGO. BOSTON. Complete Testimony ta Arthur tar 1. Hater & 6a & Oo. 256 Broadway, NEW YORK. Small tubing in Brass, Copper, Steel, Aluminum, German Silver, &c. Sheet Brass, Copper and Ger- man Silver. Copper, Brass and German Silver Wire. Brazed and Seamless Brass and Copper Tube. Copper and Brass Rod. THE BRIDGEPORT BRASS 6O., BRIDGEPORT, CONN. Postal Telegraph Building, Broadway "35-87 Pearl & New York. s* ’ » Boston 7th 'St., Philadelphia. S*akaises's CASTINGS) prass | SHEET FOUN DERS— FINISHERS. Ww. G. ROWELL CO., Bridgeport, Conn. HENDRICKS BROTHERS Belleville Copper R Rolling Mills, Braznxiecrs’ Bolt an aan Sheathing COPPER, CoOoPrPrvEtrE. WIE AND RIVETS. porters and Dealers in Ingot Copper, Block "Tin, Spelter, Lead, Antimony, etc. 49 CLIFF ST., NEW YORK. ano = 4 TUBING Copper | WIRE Lamp Geods of all Kinds, BRASS AND COPPER GOODS In Great Varieties. GEORGE KROUSE HEAVY CASTINGS Manufacturer of all kinds of Brass and Composition Castings. Brazing ae Rard eee and 160 to 154 Sone on JERSEY CITY, n, J THE IRON AGE New York, Thursday, September 14, 1905. The Cincinnati Shaper Company’s Traverse Grinder. The machine shown in the accompanying illustration has been designed especially for grinding cast steel centers of railroad frogs and crossings, motive cross head guides, finishing butt ends of connect- ing rods, &c., between the V’s on purposes. The bed is cast in box form and is liberally braced internally by means of cross girts. It is made in varying lengths, the illustration showing one 15 feet long, which permits a longitudinal travel of 12 feet of the saddle, carrying the wheel, &c. The saddle is traversed by a 2 horse-power motor through a rack and pinion at a speed of 15 feet per minute and is automatically reversed Manganese loco and is also adaptable for grinding the ways lathe beds and for other grinding ways on the top of the bed from grit. All controls are located in the saddle, a lever, not visible in the illustra- tion, being provided for reversing the saddle by hand The machine is built by the Cincinnati Shaper Company, Cincinnati, Ohio. when desired. ssa aaa ania Good Work of a Charcoal Furnace on Coke Iron.— In The Iron Age of July 27, 1905, was given the unique record of the No. 1 blast furnace of the Algoma Stee! Company, at Sault Ste. Marie, Ont., in the production of charcoal pig iron. On July 8, 1905, the output was 173 gross tons, and the average for four days ending July 9 was 163 tons. Charcoal consumption was 1741 pounds per ton of pig iron; the pressure of the blast was 9% pounds and the volume of air 10,172 cubic feet per min- ute. The furnace was built to use charcoal as fuel, but since the middle of July has been running on coke. No The Cincinnati Shaper Company's Traverse Grinder at each end of the stréke, which may be of any length up to the limit of the machine. The grinding wheel, driven by a 5 horse-power motor at a speed of 1500 revolutions per minute, has a hori- zontal movement in the direction of its axis of 15 inches and a vertical movement of 11% inches, these movements being operated, one by the hand wheel attached to the bracket supporting the grinding wheel shaft, and the other by a large hand wheel whose shaft is set at an angle. The third hand wheel is for moving the saddle by hand when desired. The motor is adjustable on the saddle, for the purpose of tightening the belt driving the grinding wheel shaft. The tables are horizontally adjustable along the bed by means of a rack and removable socket wrench and verti- cally by means of a screw operated by the socket wrenches attached to them. A pump and system of piping are provided for supplying water to the grinding wheel; also canvas curtains for protecting the sliding change whatever was made in the construction or con- nections of the furnace in going from charcoal to coke, except the necessary increase in the amount of blast blown. For one week the experiment of part coke and part charcoal was tried with good results. The product was only a little higher than on all charcoal, 175 tons being the best day’s output. The best week’s product on 1372 tons, or a daily average of 196 tons. at the rate of 224 tons per week per 1000 cubie feet capacity. The furnace is only 70 feet by 13 feet 6 inches bosh diameter-by 8 feet 6 inches hearth. The best day’s product was 216 tons. R. H. Sweetser is blast furnace superintendent. all coke was This is a The new blast furnace plant to be built on the Calu- met River, Chicago, under Pickands, Brown & Co.’s aus- pices, wHl.be owned and operated by the Federal Furnace Company, a new corporation organized for the purpose with a capital of $600,000. a eri ee 3 a ee ae a as ae : f 004 The Bridge Problem of Greater New York. The report of George E. Best, Bridge Commissioner, on the bridges of the City of New York, is a volume of 308 pages, a large part of which is devoted to information concerning the bridges of the East River. Data rela- tive to their cost, type and terminals are given in an ac- companying table. The report discusses the problem of travel over the Brooklyn Bridge, the controversy over the type of the new Manhattan Bridge and the plans for relief of the congestion at the New York terminals— questions of the highest importance in view of the rapid growth of population and the increasing demand for quick transit. Extracts from the Commissioner’s com- ments are given below: The Increase in Brooklyn Bridge Travel. The Brooklyn Bridge has been kept under constant surveillance and careful inspection, and is now in first- class condition. The number of passengers has increased so that about 36,000 passengers now cross in the bridge trains in a single rush hour at night. This means that the cars, which seat about 40 people, actually carry three times that number during one rush hour, from 5.30 to 6.30. These passengers are crowded into the cars and on the station platforms in a most disgraceful manner. In 1890 careful estimates were made of the probable future travel on the bridge, and the number of passen- gers now carried in the busiest hour of the day is 40 per cent. greater than the maximum capacity then believed to be practicable with the length of train and number of trains now run, and it was estimated that the number of THE IRON AGE September 14, 1905 which it is certain to give would seem to justify fully the temporary continuance of an unsightly structure at this point. Unfortunately, the few interests which oppose its construction are those which never or rarely use the bridge and have thus far outweighed the interests, con- venience, comfort and even safety of the millions who must use the bridge. The Williamsburg Bridge. The Williamsburg Bridge was opened to public travel on the 19th of December, 1903, one roadway then only being available for use. On November 3, 1904, the Brooklyn Heights Company, the Coney Island Company and the Bridge Operating Company started the operation of trolley cars on the south tracks of the bridge. Owing to the fact that the ground designated as a plaza on the Manhattan side of the Williamsburg Bridge had been given over to street purposes it was not available for this department. Adequate facilities for car service can- not be constructed on the Manhattan side, and the cars commenced operating and are operated on a very meager and inadequate terminal. But, notwithstanding the con- dition of this terminal, more than 1000 round trips per day have since been made by the trolley cars on the south tracks of the bridge, and something like 30,000 passengers per day are carried in these cars. It is of the utmost importance that the ground desig- nated as a plaza on the original maps of the bridge should be restored to the control of this department in order that something like adequate accommodation may be afforded the cars and passengers at the Manhattan end of the bridge. The travel on the roadways of the bridge has fully equaled the anticipations, and the re- Bridges Over the East River. Hight above Approximate high water. cost, exclusive No. Name. Terminals. Feet. Type. of land. 1. Brooklyn Bridge......... Park row, Manhattan; Washington street, Brooklyn........... 135 Suspension. $10,975,168 2. Williamsburg Bridge streets, Brooklyn 3. Manhattan Bridge Brooklyn Jane streets, Queens * Under construction. passengers now carried would not be reached until 1920. Obviously the growth of travel has increased beyond any figure then reasonably expected, and it is hardly possible that the number of passengers carried will be diminished. It must increase until the Manhattan Bridge can be completed and put in operation to relieve the pressure on this structure. The completion of the Subway, with its principal sta- tion directly in front of this bridge, will certainly in- crease the present intolerable conditions. Much time will be required to completely reconstruct the Manhattan terminal and build the large station now projected as a joint City Hall terminus for the Brooklyn and Man- hattan bridges, but it is certain that the extension of the bridge tracks across Park Row and on the Subway plaza will permit the use of a greater number of trains and the more rapid movement of these trains and nearly or quite double the platform areas and the convenience of access thereto. This construction over Park Row would be temporary pending the completion of the large station and should be commenced at once and completed if possible before the heavy travel of the summer begins. There is no good reason for delaying this work, the plans for which have now been changed so as to avoid trespass- ing on the grass plots of the City Hall Park; failing to se- cure this measure of relief, the conditions at the Man- hattan terminal must grow steadily worse, and they are now so bad as to seem unbearable. The extension over Park Row must be temporary, in any event, for the larger station cannot be operated with- out its removal, and the necessity for its existence will disappear, at latest, with the completion and full use of the Manhattan Bridge. This extension will not be more unsightly than the present terminal, and the relief bee hea Clinton and Delancey streets, Manhattan; Driggs and Roebling bee be eme Canal street and Bowery, Manhattan; Nassau and Bridge streets, Blackwell's Island Bridge. Second avenue and Sixtieth street, Manhattan; Crescent and eee eee eee Pied nae ee eke 648k need oe 135 Suspension. 10,981,575 echiedebad 646% eeu wees 135 Suspension. *12,000,000 ONS ec Oe watebkwn vies eonies 135 Cantilever. *10.000,000 ceipts- per month now aggregate about $5000, against $6000 on the Brooklyn Bridge. The Manhattan Bridge Controversy. The Manhattan Bridge in all probability will be the most efficient of any of the large bridges now authorized over the East River. It is provided with a middle road- way 35 feet wide, and with eight railroad tracks, four for trolley cars and four for elevated railroad trains. This bridge, with the Flatbush avenue (Brooklyn) extension, will form a wide avenue, virtually from Prospect Park (Brooklyn) to the junction of Canal street and the Bow- ery (New York), which may be continued through the wide avenue of Canal street to the North River. The bridge will form an important link, therefore, in a wide highway from the ocean to the North River through the central portion of the city. The preparation of the plans for this bridge was first authorized on November 30, 1898. Early in 1902 the plans for the superstructure of a wire cable suspension bridge had been developed, and had these plans been adhered to contracts might have been let for this type of bridge before the close of the year 1902. It was, how- ever, determined to change these plans and prepare plans for an eyebar cable bridge, using nickel steel for the eyebars. Calculations show that there would be 10,000 tons more steel in the eyebar type of bridge for this loca- tion than will be required for the wire cable construc- tion, and notwithstanding the fact that statements diametrically opposed to this are made, I am convinced that the wire cable suspension bridge can be built in one-half the time and at very much less cost than the eyebar bridge. In the preparation of plans for the eyebar bridge September 14, 1905 none of the essential details was worked out on a prac- tical basis, and while a contract could have been let on the plans prepared it is certain that more than a year’s time would have been required for the contractor to de- termine the details of construction before any work could be done. The city of New York already owns two wire cable suspension bridges, both of them of spans exceed- ing that for the Manhattan Bridge by nearly 150 feet. The valuable work that these bridges have done, the ease and facility with which these bridges were con- structed, the certainty of knowing within a reasonable time when the bridge would be completed and with close proximation what it would cost, the knowledge that the wire cable bridge would make a satisfactory bridge, and the experimental nature of the eyebar bridge and the uncertainty as to its action under the traffic imposed, led me to reject the plans for this bridge, especially as I believed that they had not been legally approved by the city authorities, and to substitute therefor the wire cable bridge, which was anticipated in the original au- thorization and which I believed would give the safest bridge at the least cost and in the least time. The plans for the wire cable bridge were approved by the Art Com- mission in September last and the preparation of de- tailed plans was at once commenced. The methods of construction of this’ type of bridge are not in the least experimental; they are well under- stood and familiar to us all, and I believe that there is no good reason why the bridge on this plan should not be completed and opened for traffic early in the year 1908, while there is no experience to found an opinion on and no good reason to believe that the eyebar bridge could be completed and opened before the year 1910. The Manhattan Bridge as designed will, I believe, be one of the handsomest bridges that has ever been built in the world, and I believe that it will be built at less cost and in less time than any other structure of cor- responding magnitude. The work on the erection of the steel superstructure of the Blackwell’s Island Bridge has commenced and will reach an advanced stage during the coming year. More land must be taken on the Manhattan side to pro- vide for terminals at that point, and these terminals must be studied with great care. Realizing that bridges of this character cost immense sums of money and are not likely to be easily duplicated, and in view of the fact that the large bridges should be given the greatest Cca- pacity possible, I have thought it advisable, at a slight increase only in cost, to recommend the construction of this bridge so as to provide for the addition of two elevated railroad tracks in the future in case it should be deemed necessary to build them. Tunnels the Chief Recourse of the Future. The studies of the Department of Bridges and of the Rapid Transit Commission as to connections for or with the bridges over the East River have been devoted al- most exclusively to elevated or train service. It should be remembered that the number of great bridges over the river can never be very large; the excessive cost and the vast areas of real estate taken from private utilities and from the assessment rolls dictate that the number of such bridges shall not be excessive. Tunnels can be built quicker and cheaper than bridges and are the normal agencies for the passage of subways across the river. We cannot, however, put our highways in tunnels, and the great bridges should be used to their maximum Ca- pacity for highway purposes. They should provide for the safe and expeditious transit of vehicles and of sur- face cars. More people traveled in surface cars in New York City last year than in the elevated railroad cars, and even with the multiplication of subways the surface cars must still be used, certainly for many years, for transit over the East River, and these cars can be run most easily and most conveniently over the bridges. The discharge of passengers from the surface cars at the ter- mini of the bridges is quite as objectionable as from the elevated railways, and careful consideration shouid be given to a wise distribution and collection of all rail- road passengers over the bridges. The Boston Subway was built exclusively for the use of surface cars, and THE IRON AGE 665 the old Hudson River Tunnel is being completed for the same service. There is no valid reason why the sur- face cars over all the bridges from Brooklyn and Queens should not pass into subways in Manhattan and thus se- cure a wider, safer and more expeditious distribution and collection of passengers for the surface cars. The Enormous Travel Over the Brooklya Bridge. The concentration upon the Brooklyn Bridge of most of the passenger travel between the boroughs of Man- hattan and Brooklyn has developed abnormal traffic con- ditions that in the rush hours tax every means of travel and whenever the slightest opportunity is afforded or facilities provided the volume of traffic rapidly expands to the limit.. When through surface car and elevated railroad train service was established upon the bridge in the year 1898 the detail passenger travel rapidly i creased to more than double that of the previous year. The increase was due to a large extent to the stipula- tion in the leases that the railroad companies must in- clude passage over the bridge as a portion of a continuous route on which a single fare is charged. A count made November 10, 1897, when the bridge railway (then the only means of transportation upon the bridge) was operated by the trustees of the New York and Brooklyn Bridge, showed a total of 144,509 passengers carried ‘in 24 hours. A similar count made by the Brooklyn Heights Railroad Company on October 17, 1901, showed a total of 356,976 passengers carried on bridge railroad and in sur- face cars. When the counts were made by the Brooklyn Heights Railroad Company in 1904 employees of the Department of Bridges also made a record of the people that crossed the bridge on the promenade and in vehicles. The follow- ing table shows the total number of people and direc- tion of travel on the bridge railway, in surface cars and vehieles and on the promenade, October 17, 1904: ———To—_,, Passengers : Manhattan. Brooklyn. Totals. Mit PONNROO GERD: ¢ oii ov G0 06s 75.974 82,521 ; 158,495 Elevated railroad on bridge cars “ - or on through trainms........ 100,798 71,998 172,796 IS MS hoa da eh x etd we 13,773 11,912 25,685 , WA ive bas ebbst<isnes 190,545 166,431 356,976 Foot passengers on promenade... 9,207 5,278 14,485 People te -wehieteis ... i ccccccecs 1,773 1,541 3,314 Grand totals............. 201,525 173,250 374,775 The train service on the bridge railroad in the morning from 6 o’clock to 10 o’clock and in the evening from 4 o’clock to 7 o’clock each weekday consists of four-car bridge trains hauled across by cable and switched from the incoming to the outgoing platforms by electric power. At all other hours of the day and night and on Sundays the train service consists entirely of through elevated railroad trains operated over the bridge by electric power from ten different lines of the Brooklyn Rapid Transit system. Local passengers are carried from Manhattan in the rear cars of all trains that load at the westerly platforms. The majority of the passengers that cross the bridge each weekday on the bridge railroad are earried in bridge cars, transferring to or from elevated railway trains at the Brooklyn terminal. The average weekday passenger travel, determined by several counts made during the months of October, November and De- cember of the year 1904, is about 108,400 passengers car- ried from Brooklyn to Manhattan; of this number about 78,700, or 72.5 per cent., are carried in bridge cars: and of about 92,200 passengers carried from Manhattan to Brooklyn about 67,800, or-73.5 per cent., are carried in the bridge cars. In two hours, between 7 a.m. and 9 a.m., of each weekday 52,000 passengers, or about 48 per cent. of the daily average, are carried from Brooklyn to Manhattan in bridge cars; and in one and one-half hours, from 5 p.m. to 6.30 p.m., about 48,000 passengers, or about 52 per cent. of the daily average, are carried from Manhattan to Brooklyn. In the evening rush hours four-car bridge trains are run at intervals averaging about one minute, or at the rate of 240 cars per hour; during the busiest hours the elevated railroad train service on all lines to the bridge terminal consists of 79 trains, or about 400 cars per hour. 4 | ee See ae == “> = ~ = a ‘a BY oo F Sear Se eS ee sa seers Ce re Me ee er 666 THE IRON AGE Joseph Wharton’s Properties Not Sold. In reply to an inquiry as to the correctness of the reports in circulation relative to the sale of his iron prop- erties Joseph Wharton, Philadelphia, Pa., writes as fol- lows : I have not sold my iron properties nor any part of them to Mr. Schwab or to any other person or persons. My holdings in northern New Jersey consist of three blast furnaces, two of them of the largest and best modern type, with all appurtenances, at Wharton (formerly Port Oram), near Dover, N. J. These furnaces lie between the Central Railroad of New Jersey and the Delaware, Lackawanna & Western Railroad. The Rockaway River September 14, 1905 A New Seven-Ton Walking Jib Crane. A newly designed type of walking jib -crane recently erected by Pawling & Harnischfeger, Milwaukee, Wis., for the Chicago & Northwestern Railway Company for use in its locomotive repair shop at the West Chicago Works is herewith illustrated. Fig. 1 shows the operat- ing side of the crane and Fig. 2 the reverse side. The crane was specially designed to conform to requirements for operating in places that could not be reached with any other type of machine and facilitates the handling of work electrically that was formerly done by manual labor. The truck girder, or housing, contains and supports Ace Fig. 1—The Pawling & Harnischfeger Walking Jib Crane from the Operating Side. runs through a part of my land near the furnaces; the Morris Canal bounds the furnace tract on the south; an underground channel, carrying 3,000,000 gallons of water daily, runs through the furnace yard. My own railroad, the Wharton & Northern, runs into furnace yard at elevation 50 feet above the yard level and connects at Charlotteburg with the New York, Susquehanna & West- ern Railroad, also connects with my mines at the top of Hibernia Hill. I own about 5000 acres of land near the furnaces and mines, with very large reserves of mag- netic iron ore, which is cleaned and prepared by three magnetic separators before going to the roasting fur- naces, which are run by waste furnace gases. I own also about 6000 acres of coal in western Pennsylvania with 380 coke ovens, also houses for about 450 families. I also own the Andover Iron Company’s blast furnace, &c., at Phillipsburg, N. J. All these properties are paid for and clear of debt. by removable bearings the two main truck wheels, which are the drivers of the crane traveling motion. To the side of the girder are fastened the propelling motor, shafting and gearing, directly connected to the two driv- ing trucks. The column socket is also contained in and is part of the girder. Fastened to this socket is the main slewing gear. The center post is machined from a solid steel forg- ing, about the bottom of which is the heavy cast iron roller frame supporting the channel frame and main boom. This roller frame also carries the slewing pinion shaft and two thrust rollers. To the upper end of the center post is fastened the pintle, with steel idler wheels, between which the guiding rail is placed. On the center post and immediately below the pintle is the steel cross head, with plate hangers for fastening the upper ends of the channel frame, and that also receives the shafts, sheaves and equalizer yoke of the boom adjusting mech- September 14, 1905 anism. The weight of all the revolving parts and load is suspended from the cross head. The distinguishing features of this design are the adjustment of the main boom for different hights and the auxiliary or extension boom. The latter can be ex- tended for a hook radius of 23 feet by a screw arrange- ment, worked by hand power through the pendent chain and handled from the floor. This hand chain is not shown in the illustrations. All the other movements are by electric power, each having an individual motor. At- tached to the side of the channel frame is the operator’s cage, which swings with the crane and is sufficiently elevated so that the operator can always see the hook or load and observe any obstructions that would be in the way of the swinging boom. Tre iron AGE Fig. 2.—The Reverse Side of the Pawling & Harnischfeger The mechanism throughout is provided with spur gearing except the traveling motion. Safety devices to avoid breakage due to carelessness of the operator are provided where needed. Electric current is supplied to the crane from collectors fastened to the top pintle and in contact with main line wires. To the center post are fastened the collector rings for the main lines to the switchboard in the operator’s cage and for the dis- tributing lines to the travel motor. The crane has a capacity of 7 tons at 16 feet radius of boom and about 20 feet lift. The approximate weight of the machine is 41,000 pounds. The construction is such that all parts are readily accessible for inspection and maintenance. —9+-e—____ It is stated by the Marine Review that 2 ships are under order in great lake shipyards fer delivery next year. With the single exception of ofe steamer of 6500 THE IRON AGE 667 tons all these ships are of the larger class, four of them capable of carrying 8000 tons, three 9000 tons, two 9500 tons and twelve 10,000 tons and over. To this list must be added some 21 ships that were under order at the be- ginning of the year having a carrying capacity of from S000 to 10,000 tons, making a total of 438 ships which will be ready for next year’s business, with a carrying capacity on a single trip of 397,500 tons, or in an average season of 20 trips of 7,950,000 gross tons of ore. — ~++o—___ The Northwestern Expanded Metal Company.— Radical changes were made in the management of the Northwestern Expanded Metal Company, Chicago, at its recent meeting. General Wheeler, who had been presi- Walking Jib Crane dent for some years, withdrew to devote his entire atten- tion to his military school at Orchard Lake, Mich., and Henry Semple Ames of St. Louis, who has been vice- president, was elected president to succeed General Wheeler. E. H. Jones, who has been for many years in charge of the mixing department of the United States Gypsum Company, was elected secretary and general manager, with headquarters in the Old Colony Build- ing, Chicago. The active management of the company will fall in the hands of Mr. Jones, whose progressive pol- icy and long experience in concrete steel construction will serve the company advantageously in the exploitation of the sale of expanded metals for every purpose from the lightest laffi fo the heaviest bridge and building work. The policy of the company under the new management will be a vigorous one, but its operations will be comfined exclusively to the sale of expande@ metal and entirely divorced from any contracting work on its own behalf. Pa 4 668 THE IRON AGE Ore Shipments Under High Pressure. DututTH, MINN., September 9, 1905.—Railroads carry- ing ore from the Minnesota mines to Lake Superior are fairly well up to their schedules, though there has been continuous delay from the weather. These schedules will hardly be carried out for the year, and it is impossible that they can be increased, though there is certainly a pressure from buyers for ores of all sorts. For the Duluth, Missabe & Northern Railroad the season’s total was fixed at 8,750,000 gross tons, for the Duluth & Iron Range at 7,000,000 and for the Great Northern at 6,000,000. If the three roads move a com- bined total of 20,000,000 tons they will be doing very well. This will be fully two-thirds of the amount to be brought out of the upper lakes, showing the growing preponder- ance of the Minnesota ranges. No consideration has yet been given to the probable requirements for 1906, and the statement that has been made here that the iron ore carrying roads are ordering additional equipment for the coming year is without foundation. Next month the question of requirements will be taken up and after that plans for new equipment, if any is needed, will be set- tled. It is possible for such a road as the Duluth, Mis- sabe & Northern, for instance, to move to docks with its present equipment as high as 2,000,000 tons a month if the mines are delivering freely. The Duluth & Iron Range can do as high as 1,500,000 tons. Now it is greatly troubled by wet ore. The Chandler, for example, which is as easy a running ore as is mined, has been so thick and wet that only with the greatest difficulty can it be put through cars and docks. The Great Northern, when its ore equipment is on hand for use, can easily move nearly as much as the Duluth & Iron Range. The greatest congestion of ore ships ever known at the head of the lakes was yesterday and to-day, following the severe storm of the week before and the delay of ore movement consequent on Labor Day and more rains. Saturday morning there were no less than 75 ships await- ing ore cargoes in this harbor, and these were of an aver- age tonnage of 5500 gross tons. The Pittsburgh Steam- ship Company (United States Steel Corporation) had 30 vessels waiting loads here and several more at Two Harbors and Ashland. The difficulty is being relieved at a rapid rate, but the bunching of ships will continue in some force nearly to the close of the season, and will have a considerable effect upon dispatch at unloading ports at the lower lakes. General Mining Notes, At the old Rolling Mill mine, Marquette range, now held by the Jones & Laughlin Steel Company, a shaft is being sunk 700 feet to the ore body, which has progressed 100 feet. It will take all of the coming year to sink and open the mine as it is intended it shall be opened. Some ore is mined this year from the old open pit used when the mine was the Chester. There will be about 25,000 tons taken out this year. The Cleveland Cliffs Company has taken over old Iron Belt and Shores mines, on the Wisconsin end of the Gogebic range, and will give them a thorough explora- tion underground. Iron Belt has been open for a long time and was a shipper of some prominence during the early days of the range. Of late it has been closed, though there is ground about the property that has a most encouraging appearance. Shores is a comparatively new property. This company is now moving some of the old stock piles of Jackson ore that have been lying at that mine for eight years. This mine also is to have the benefit of systematic exploration at the hands of its new owner. On the Mesaba the State of Minnesota has refused mineral leases to lands under lakes, giving as a reason therefor the fact that the last Legislature refused the request for permission to make these subaqueous leases. It is strange that the State Auditor did not allege as a reason for refusing the applicant the fact that the State is now trying to invalidate all leases as unconstitutional. The case in which this attempt was made is still before the court for decision, which is looked for shortly, Stock piles at underground mines are fast disappear- September 14, 1905 ing, and by the close of this month the rate of shipment will be much reduced. Such big mines as Fayal and Adams will be cleaned up in two weeks. Railroad connection has been made to the new Mo- hawk mine, and it will, be a shipper in a few days. Stephens mine a new steam shovel property on the east end of the range, is shipping about 6000 tons a day. Minorca mine has resumed shipping after two months of quiet. A large amount of drilling is under way on the western Mesaba, near Grand Rapids and between that place and Bovee, where the Oliver Iron Mining Company is busily engaged in sinking and drifting at the Canisteo properties. Nearly all ore in the Volunteer stock pile in the Pal- mer district has been shipped at last, not less than 100,000 tons having gone forward this year. There is no active shipping in that district but that of the Rich- mond, though the Moore is busy stripping for large work when the ore can be used, and the Star West is sinking a shaft which seems to be in good ore. At the Negaunee mine three drills are working to- find a suitable location for a shaft, which it is proposed to sink. No. 1 has not been used since it caved two years ago, but is to be retimbered. With the new shaft the mine will become a very important property. There are very large ore reserves at Negaunee mine, which it is proposed shall be worked as rapidly as consistent. Maas mine, adjoining the Negaunee, is still drifting toward the ore at the 700-foot level, but it will be a year before much ore can be mined. The mine will be thoroughly equipped and will be a large producer. The experience of the Cleveland Cliffs Company with this mine is interesting in showing to what an expense in money and time a company is willing to go to get ore that has been found by the drills, even though the quan- tity actually discovered is not great. A vast sum is being spent and three years have been consumed, while it will be at least another year before the mine can be- come productive. New Mines Begin Shipments, One new mine began shipping from the Mesaba this week—namely, Hector, which was formerly the Hale. This was abandoned last year by its then operator, as he had taken out all the ore in the mine. New exploration close to the old workings showed more ore and of a good quality so close to the surface that stripping was done and shipment commenced. The mine is operated by Pickands, Mather & Co. On the Swanzey range, near Marquette, another new mine has started work this week, Austin of the Cleveland Cliffs Company. This has been under exploration and development for some time, and for a year stock piling has been going on in a small way preparatory to the settle- ment of transportation facilities. At present the mine is shipping to the company’s furnace at Marquette. Still a third new mine is that of the Breitung Iron Company on the Canadian side, some 40 miles north of the Sault, on the line of the Clergue Railroad. This mine is now shipping about 10,000 tons to the Sault furnaces. Its ore is a typical hard hematite, similar to some of the lean Bessemers of the Marquette district, running about 44 per cent. iron, 22 per cent. silica and 0.022 per cent. phosphorus. It is quite dry, making the natural iron run up better than the figures given in the analysis. There is a great deal of this sort of ore on the lake that is sure to come into play before very long. This mine has cut a 90-foot ore body in its tunnel and the indications are that it may prove valuable. D. E. W. _ 9 +o The stockholders of the Allis-Chalmers Company held their annual meeting in Jersey City September 8 and elected a Board of Directors consisting of Edward D. Adams, New York; Mark T. Cox, East Orange, N. J.; Edmund C. Converse, New York; Joseph 8S. Neave, Cin- cinnati, and Edwin Reynolds, Milwaukee. At a subse- quent meeting of the board Walter H. Whiteside, Milwanu- kee, was elected president to succeed Benjamin H. War- ren, New York, and Henry Woodland, Milwaukee, was elected treasurer to succeed William J. Chalmers, Chi- cago. September 14, 1905 The Bian Furnace Gas Washer. At the International Mining and Metallurgical Con- gress in Liége a paper was read by Emil Bian of Le Gallais-Metz & Co., Dommeldingen, Luxemburg, on an apparatus, the fundamental idea of which is to clean blast furnace gas in two operations. The first, to which the whole volume of gas is subjected, is to reduce the dust contents from 10 grams to about 0.5 gram per cubic meter, so as to make it suitable for burning in hot blast stoves and under boilers. The second is to carry it down from 0.5 to 0.02 gram per cubic meter a maximum, the gas thus thoroughly cleaned to be used for power purposes. The waste gas as it escapes from the throat of the blast furnace contains carbonic oxide, carbonic acid, nitrogen, hydrogen and hydrocarbons, a very large amount of water vapor, and about 10 grams of dust, the temperature fluctuating between 80 and 200 degrees C. It is this high temperature which makes the cleaning difficult, since it is clear that by mixing in or injecting water an evaporation of water is effected by the high temperature of the gas. The latter made, as is A eee Qe INE = 4 } 1 TIN FAW 4h} J ' . ' 1 ' ' W Wr AL Sf hp dX Tih YAY 1 THE IRON AGE eI IIIT IOI ™~ 669 sets of the apparatus, which reduce the dust to 0.30 to 0.55 gram per cubic meter. The apparatus at Dude- lingen is supplied with relatively warm water, varying from and the gas, which has a tem- perature of 115 degrees C., is cooled down to a range of 38 to 44 degrees C. For the entire system, including the Bian cooler and the ordinary fan, the power required varies between 42 and At the metal- lurgical works of Perigord, at Fumel, the power require- ments for cleaning the gas of two furnaces making to- 110 to 120 iron do not exceed 45 The apparatus is also in use at the works of Ougrée, Marihaye, near and the Providence works, near Marchienne, both in Belgium, and has been in operation at the plant of Le Gallais-Metz & Co. —_a- o—__——_- Rotterdam as a Shipping Port. An exceedingly handsome volume has just been issued by Gust. H. Mueller, Consul-General of Roumania at Rotterdam, under the title “ Rapport Consulaire Sur Année 1904.” It is an admirable commercial and statis- tical review of the leading commodities and has special interest for those interested in the iron trade, since Rot- os to 36 degrees C., 70 horse-power. gether from tons of horse-power. Liége, IIIT WASTES THE 'RON AGE The Bian Furnace Gas Washer. therefore, to carry considerably more water vapor. Bian holds that the cleaning of the gas is promoted by remov- ing as thoroughly as possible the vapor water. His apparatus, shown in the accompanying engraving, consists of a plate iron vessel in which there is made to rotate a shaft carrying a large number of vertical disks made of metal netting. These dip into water to the ex- tent of one-half of their diameter, there being a constant change of water. The operation of this apparatus is as follows: The highly heated gas upon entering the apparatus flows through the metallic netting, which is covered with a large number of small, very attenuated sheets of water, which is immediately evaporated by the hot gas. In this manner the gas is cooled and is at the same time saturated with steam. As the gas flows through the apparatus it is cooled more and more until a point is reached at which there is not enough heat in the gas to evaporate water. On the contrary, the latter then serves for the purpose of condensing, the steam in the gas cool- ing on contact with the cold particles of the metallic netting. At the same time, when this process of con- densation is proceeding the fine dust saturated with steam is precipitated and the gas has been prepared to the point where it can be cleaned in the ordinary rotating fan into which water is sprayed. The cleaning system described has been in use at the works at Dudelingen, where the gas of two blast fur- naces of 120 tons capacity is cleaned and cooled by two terdam is the greatest ore receiving port of the Conti- nent. In recent years the imports have been: Imports of Ores Into Rotterdam.—Metric Tons. 1900. 1908. 1904. Iron and manganese ores. .2,.846.894 3,867,984 4,305,993 RE <a die Warwine cap anns 241,944 269,507 256,732 Oe ere 9,280 29,200 pa al SO MM s5 atae we wed wees 15,009 32,195 Mn nie dis adnan ae eedewes . Saeed 8,968 SN Ws cc os wa ethan aks 10,289 6,138 PE ied diseittanves “ettaeee “ Resvwe 1.108 Totals. . . -8,118,118 4,191,989 4,611,114 The iron and manganese ores imported into Rotter- dam are destined for Germany, being shipped up the Rhine. Out of 6,061,000 tons of iron ore imported into Germany in 1904, 4,116,000 tons came via Rotterdam. In- cluded in the latter figure are 1,807,127 tons from Spain, 1,589,399 tons from Norway and Sweden, 227,064 tons from Canada, 176,117 tons from Greece, 168,091 tons from Algiers and 120,338 tons from France. The United States figures in the total with 4134 tons. It is generally believed that Rotterdam is simply a transit port for ore. Mr. Mueller, however, states that about 40 per cent. of the iron ore tonnage which enters the port, or about 1,750,000 tons, is sold by houses estab- lished at Rotterdam, either for their own account or on commission. He estimates, besides, that the quantity of ore dealt in at Rotterdam for other ports of the world amounts to 1,000,000 tons more. A part of the ore dealt in at Rotterdam is the product of mines developed and operated by Rotterdam firms. : “i j } eo ; = =— . : ee oe) A New Hydraulic Vertical Billet Shear. The shear herewith illustrated was built and designed by the United Engineering & Foundry Company, Pitts- burgh, Pa. Fig. 1 is a view on the entering side and Fig. 2 on the gauge side. It is adapted for cutting hot flats and squares as they come from the furnace, for a special continuous repeating combination sheet bar and billet mill. The knives have four cutting edges 24 inches long. The upper knife head is operated by means of an 18-inch hydraulic cylinder, with a push back cylin- der of suitable size, arranged conveniently within the cover plate of the shear head. The feed rollers, as shown, are directly connected, the bottom roller being operated vertically by means of a small hydraulic cyl- inder, while the top roller is made adjustable for the different thicknesses of material being cut. The machine is also equipped with an adjustable gauge of simple de- sign, easily operated and securely carried on the main frame of the shear. The hydraulic power used to operate this shear gives 70 THE IRON AGE September 14, 1905 this port was largely deceptive, except, indeed, in one ar- ticle, leather, of which enormous quantities were ex- ported to Japan for over a year and a half. But flour fell away from the old figures of 20,000 to 30,000 barrels on every steamer to a couple of thousand. With peace confidence will be restored and the rav- ages of war will have to be repaired; consequently the trade between San Francisco and other of our Pacific Coast ports and China, Japan, Manchuria and Korea may be expected to start up in a lively fashion. There was quite a development of trade in various directions when the war came along and put a stop to it. This was particularly the case in Korea and Manchuria. Most of the leading firms in the San Francisco hardware and iron trade had for a couple of years before the war found orders for their goods in these countries, and the mines that were being worked by Americans in Korea were tak- ing considerable quantities of machinery, provisions, &c., but the war put a stop to this and discouraged merchants and exporters generally. What the effect of the Chinese boycott will be remains to be seen, but the general opin- Fig. 1.—Entering Side. Fig. 2.—Gauge Side. A New Hydraulic Vertical Billet Shear. it important advantages over a geared shear. The lia- bility of breakage is eliminated, as the shear will stop before it will break any part. Further, the space occu- pied is reduced to a minimum, a geared shear of the same capacity taking up considerably more space. 2. The Pacific Coast Asiatic Trade. San Francisco, Cau., September 2, 1905.—The mer- cantile community generally regards the conclusion of the war between Russia and Japan as a blessing to trade. It is true that during its continuance the export trade of this city with Japan swelled to big figures, but those who are in that trade know very well that this counted little for San Francisco beyond supplying the necessi- ties of the few who are engaged in actually handling the merchandise and placing it on board the steam- ships for Yokohama or Kobé or some other Japanese port. The cargoes ran up in value from $200,000 to over $1,000,000, and in a couple of instances to $1,700,000, but every one who saw these reports in the papers did not know that there was only a fraction of these goods produced in California or sold by California of Pa- cific Coast merchants. So the apparent prosperity of ion is that it will not amount to a great deal. The last steamer from San Francisco added largely to the record of its predecessors, about two-thirds of its $1,000,000 cargo being manifested to China ports, consisting prin- cipally of