The Iron Age 1905-11-02: Vol 76 Iss 18

THE IRON AGE A Review of the Hardware, Iron, Machinery and I “illo at Al oe Pablished every Thursday Morning by David Williams Co., 232-238 Wilt ee Work, — - - -- . —__— hia, mses 1.76: No. 78. New York, Pinulay, Mevevor ds: 1968, $5.00 5 Your, nol hg oe Reading Matter Contents...... page 1204) —— Alphabetical Index to Advertisers “‘ 253 aa seen Classified List of Advertisers.... ‘‘ 245 Advertising and Subscription Rates ‘‘ 1216 CARTRIDGES | Re SALE U. M. C. Cartridges do not miss-fire or miss- sell. No U.M.C. hang- fire in the gun or hang- sales in your store. d They ‘go’’ because they “a =e Ua? ‘ (8 have a definite energy a rN aa \ WSs A of their own. It springs = from the quality, repu- tation and advertising behind them. The American Mfg. Co. Ropes and Twines 65 Wall Street, New York A U.M. C. Cartridge to fit every gun in the world. | THE eristoL company, | The Union Metallic Cartridge Company, Waterbury, Cenn. Gold needa; St. Louis Exposition All Ranges, Low Priceg, and Guar. anteed. Send for Circulars. SAMSON | eoars bese STIRLING CONSOLIDATED BOILER CO. See Page 54 == “z \Capewell Horse Nails ARE THE BEST IN THE WORLD 11 a, New York. Bristol’s Recording BRIDGEPORT, CONN. Instruments. AGENCY DEPOT, For Pressure Temperature | 313 Broadway, 86-88 First Street, and Electricity. New York City. San Francisco, Cal. canteen City a a lronCo., - Cleveland, O. The following voluntary testimonial is from Matt. Byrnes, trainer of “ Salvator”’ DROP when hewon the Suburban and broke the time record foramile. He has trained ‘ HAMMER other Suburban winners and some of the best known horses in the country: MERRILL’ ‘*‘BeLuont Park, L.I., N. Y., August 11, 1905. BROS. THE CAPEWELL HORSE NAIL CO., Brooklyn, N. Y. Hartford, Conn. ; Gentlemen: Capewell Horse Shoe Nails are the best in use—in a class by themselves. ; nr ES ¢ f O R G i N G Ss. Yours truly, MATT. BYRNES.” Girard Butétes, Phila. PILLING 8 CRANE, For ekcect “py Lhe Capewell Horse Nail Co: “com: TicHt JOINTS can only be maintained by the use of high grade flange packing. JENHINS ’96 PACHING is unequaled for durability. It is absolutely guaranteed. All genuine bears Trade Mark as shown in the cut. ROOFI N G TI N JENKINS BROS., New York. Boston, Philadelphia, Boston, Philadelphia, Chicago, London. London. on a man’s roof takes the fear “swredion’” Gold Rolled Steet &Stte:; Drawing ae Drawing and {amp pig ee ee lial ne Parenter He M6 of the elements off his mind. THE AMERICAN TUBE & STAMPING COMPANY SEE Water and Rail Delivery) BRIDGEPORT, CON, PAGE ll Ah ec SANE Bo _ MAGNOLIA METAL. Best Anti-Friction Metal for all Machinery Bearings. AMERICAN Fac:Simile of Bar. SHEET & TIN PLATE < imitations. a MAGNOLIA METAL CO., COMPANY’S Owners and Sole Manufacturers 113-116 Bank Street, San Franciseo, Montreal and Pittsburg. Chicago, Fisher Bldg. NEW YORK. We I ruuelive tga Metals at Advertisement on page 16. THE IRON AGE The Queen's Run B RAS 5 Fire Brick co.|(COPPER naa HIGHEST GRADE GERMAN SHEET ROD Shapes a Specialty SILVER WIRE LOW BRASS. SHEET BRONZE. SEAMLESS BRASS AND COPPER TUBING. BRAZED BRASS AND BRONZE TUBING. ::::3:: 2%: WATERBURY BRASS (0., WATERBURY, CONN. 99 John St., New York. Providence, R. I. Bridgeport Deoxidized Bronze & Metal *9 BRIDGEPORT, GONN. Automobile Castings a Specialty. High Tensile Strength. Bronze and Aluminum Alloys. Write Us. a we Lock Haven, Penn. Matthiessen & Hegeler Zinc Co., LA SALLE, ILLINOIS. SMELTERS OF SPELTER AND MANUFACTURERS OF SHEET ZINC AND SULPHURIC ACID. Special Sizes of Zinc cut to order. Rolled Battery Plates. Selected Plates for Etchers’ and Lithographers’ use. Selected Sheets for Paper and Card Makers’ use. Stove and Washboard Blanks. ZINCS FOR LECLANCHE BATTERY. TUN INTER ALL aT LE 88-742 West Monroe St. Chicago. AVM OUI EU CCUM ECS TCM VUTIDTU ete tia ei ti be mer ee FOUNDERS—FINISHERS. WwW. G. ROWELL CO., Bridgeport, Conn. rr LLL THE PLUME & ATWOOD MFC, C0, MANUFACTURERS OF Sheet and Roll Brass ——AND— WIR BG 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 : ROLLING MILL : THOMASTON, CONN. WATERBURY, CONN. MANUFACTURERS OF BRASS, GERMAN SILVER, Sheets, Rolis, Wire Rods, Bolts and Tubes, Brass Shells, Cups, Hinges, Buttons, Lamp Goods. Special Brass Goods to Order. Facto RIES WATERBURY, CONN, DEPOTS: NEW YORK. CHICAGO. BOSTON. Henry Souther Engineering Co. HARTFORD, CONN. Consulting Chemists, Metallurgists and Analysts. Complete cw sical Testing Laborato: Expert Testimony Gourt and Patent Cases, -” Arthur T. Rutter & Go. 256 Broadway, NEW YORKA. 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. OIL and GAS 'S oye Lanlemns. Send for Circulars and Electrotypes HENDRICKS BROTHERS THE BRIDGEPORT BRASS CO., PROPRIETORS OF THE Belleville Copper Rolling Mills, MANUFACTURERS OF Brazxiers’ Bolt and Sheathing COPPER, COoOrPrwEbnn WwiRE AND RIVETS. Importers and Dealers in Ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. 49 CLIFF ST., NEW YORK. Bridgeport, Cenn. Postal Telegraph Building, oadway and Murray St., New York. B 17 No. 7th St.,. P’ 17 No. 7th St., Philadelphia. 85 to 87 Pearl St., Bosto GEORGE KROUSE HEAVY CASTINGS Manufacterer of all kinds of Brass and Composition Castings Brazing Metals, Hard Com Phosphor Bronze Caste ace dalay. 160 to 164 Morgan Street, JERSEY CITY, N. ! THE IRON AGE New York, Thursday, November 2, 1905. The Tod Long Cross Head Blowing Engine. Illustrations are herewith given of a 44 and 84 and 84 by 60 inch long cross head blowing engine recently in- stalled at the Lowellville plant of the Ohio Iron & Steel Company by the William Tod Company, Youngstown, le As Fig. 3 shows, the inlet valve A consists of a bal- anced piston with packing rings, working in a cage set in the cylinder head casting. This cage is separate from the cylinder head, and is provided with oblique ribs, so that any uneven wear of the packing rings is prevented. The valve proper is driven from the wrist plate B, so that it opens when the air in the clearance space is expanded to atmospheric pressure and closes at or near the dead If 1 ae ; y Fig. 1.—A 44 and 84 and 84 x 60 Inch Long Cross Head Blowing Engine, Built by the William Tod Company, Youngstown, Ohio. Ohio. The engine is designed to operate at 50 revolu- tions per minute against a maximum working air pres- sure of 25 pounds when supplied with steam at a pres- sure of 150 pounds. Tte steam gear is of the Corliss type and the air gear is positively operated. This design of air gear is the development of a number of experiments and was used on the large steeple engines for the Ohio Steel Company, Youngstown, Ohio, in 1898. It was pat- ented in 1895 and improvements on it were patented in 1901. Fig. 1 gives a general view of the complete engine, Fig. 2a view of the head of the air cylinder and parts of the valves removed, Fig. 3 a drawing of the air gear with parts broken away to show the inlet and outlet valves and Fig. 4 a detail of the double ported inlet valve. center of the crank motion. As the point at which the air in the clearance is expanded to atmospheric pressure and at which the inlet valve should open varies with the pressure against which the engine operates, the valve is connected to the driving lever by an adjustable link C, so that it may be set for the mean or average pressure against which the engine blows and may be adjusted should the conditions change. In the earlier designs this valve was a simple piston, but for higher speeds a mod- ification has been adopted providing for double ports. This double porting, shown in Fig. 4, maintains a greater inlet opening at the latter part of the stroke and so, at high speeds, permits the cylinder to be completely filled with air without throttling it to below atmospheric pres- 1140 sure. The outlet valve D, Fig. 3, is of the ordinary con- struction, and is arranged for automatic opening and positive closing, the plunger being driven so as to engage the valve proper in closing without shock or jar. As in a Corliss design of blowing engine, the parts may 1 a i es THE IRON AGE PN, AO | ¥ > | oo OD Fig. 3.—-Detail of the Air Cylinder, Showing the Operation of the Valves. THE IRON AGE November 2, 1905 be subjected to full boiler pressure and maximum air pressure for the first part of the stroke, so the pins, cross head, rods, shafts and housing are very heavy. The bed plate is of box shape, very deep under the main bearings and strongly ribbed, and has a full bearing on the founda- THE 1RON AuE Fig. 4.—Detail of the Double Ported Inlet Valve. tion. The housings are of cast iron and of very substan- tial shape. They are very much heavier than the strain alone would require to insure rigidity and freedom of vibration and are tied together by cast iron braces be- tween the steam and air cylinders. The cross head is a steel casting 42 inches deep at the center. Before ship- ping it was tested in the shop by supporting it on the trunnions and applying two and one-half times the maxi- mum working stress at the center. The two fly wheels are 19 feet in diameter and weigh 48,000 pounds each. The engine is well provided with galleries and stairs, making all parts readily accessible, and is supplied with a complete sight feed oiling system arranged to connect with the central oiling system of the station. November 2, 1905 THE IRON AGE 114! Electrification of the Long Island Railroad. By & KY. There has just been completed on the Long Island Rail- road the installation of the most extensive system of electrification yet put in operation on any steam railroad in the world. The Western Division of this road con- sists of numerous lines within the City of New York, the main terminus of the road being in Long Island City and another very important terminus at the junction of Atlantic and Flatbush avenues. The line to the latter is four-tracked from Jamaica to East New York, thence double-tracked through Atlantic to Flatbush avenue. The traffic on this section is very heavy, as the district is j a YARD / Ire OTe N.. ‘% 4 / } .. rr. 8 . ) FERMINAL , te We & 3G vn eS Ww Soot 4 » hy ‘etiny Bridy Ww _ - a, dpe SS NEW JERSEY ™ a ae = Bushwitk J¢ as’ BROOKLYN Fresh Pond Jeg ve bore ' sw Myrtle\Ave, Ra latbush Ave. Cypress Ave. Nostrand Ave.' ain Grand Ave.g aa $.8.NO.1 CRBay lidge §.8.NO.2 te oe Aqueduct 7 a \ Neck Rd. Z\2 o> SS Q a > wee 4 the + ae Pere ws - » ~ yy, wd ' ‘f° "ey . i} East New York , 1 ome zo, . H. oO : e “Gy, “Pundh ty ~~ > ~ Metrop¢litau’ & is 2 <F - i y Race 'T rack } ‘ SN oe S. Greenfield ‘, ht at wg us Highway I. .G 00 we ‘ te “wv ¥ Ric ee ; eT woe Sheepshea, iS GY, " 7 j eo SS An Cy ao, ere pl ee halunel fone vere ho ce ey Track _<* veacl? Chante ff --* Hammel OOS } BURR. delay. It was, therefore, determined to electrify all the lines leading from the Flatbush terminal. This resulted in practically electrifying the entire road south of Atlan- tic avenue and the main line out to Queens and as far east on the Montauk Division as Valley Stream. The diverse character of the train service and its very fluctuating loading at different seasons of the year intro- duced conditions unfavorable for economical electric trac- tion, principally for the reason that the load factor on any of the fixed portions of the complete system would necessarily be very low throughout the year. Neverthe- Oe ? © / ' a ms wy 4 of ‘\ Port W °) fi xton W hitestone Ld . SS % sy wo} io o @ 2° NSGreat Neck ws of uh Manhasse i > a a SL \, aphasset ¥ *) Little Neck Douglaston MAP OF \ P..N.Y.& LI. RR. Ww \ ANO i ate EENS . WESTERN LINES ‘ | OF L.I. R. R. > 4 SCALE OF MILES aaa Relmont ey 2 i Kace Track Rckaway Je is ®p.s.s Ver. alkane /-. weses Conduit Feeder ) a oe ee eee Ouerhead Feeder Ghiela e Ia / ems Third Rail Spting rfield Jey Kosedale~ Deft Valley a3 etn tis Lawrence? Fark sidioaa™ FOr ° 5 : ~ AL» 4 am Se tue Edgeme iy! » See oe SSS has d LIN Op ~ Jin GP S mY Re noes —— THE IRON AGE Fig. 1.—Map of the Electrified Portion of the Long Island Railroad System. almost solidly built up. By an agreement made with the city in 1897 the Railroad Company agreed to remove its tracks from the surface of Atlantic avenue and to op- erate its passenger trains by a motive power not requir- ing local combustion ; this condition obviously pointed to electric traction. By referring to the map, Fig. 1, it will be seen that the Flatbush terminal is in the heart of the Borough of Brooklyn, and connection is made at that point with the Brooklyn Elevated roads leading to the Brooklyn Bridge and Broadway Ferry; connection will also soon be made with the Subway from the Battery, thereby providing a short and direct route to the lower business section of Manhattan. The regular local and through traffic is ex- tensive at all times, and in certain seasons provision must be made for handling extra large excursion and race track crowds. Extent of Electrification, This complicated service made it impossible to adopt any plan that contemplated a combined system of steam and electric haulage, since the transfer of passengers at any point would have occasioned endless confusion and less, the company determined to make this heavy initial expenditure and provide a complete electric service at the outset, looking to the growth of the territory in the future for the returns. Under normal working the loading of the power plant and substations will be comparatively light, but in order to take care of the race track and excursion movement a power capacity has been installed sufficient to operate simultaneously the following trains per hour in each direction: Flatbush avenue to Belmont Park, 15 six-car trains; Flatbush avenue to Rockaway Beach, three six- car trains; Valley Stream to Hammel’s, two four-car trains. In addition to the above power is supplied to the trolley lines between Rockaway Park and Jamaica. System Adopted. \ decision upon the character of the equipment and the nature of the electrical apparatus involved the possi- bilities of connecting with the lines of neighboring com- panies, including the Brooklyn Rapid Transit, the Inter- borough Rapid Transit and the Pennsylvania Railroad tunnels, as well as the physical character of the lines of the Long Island road itself. The problem, therefore, was ee eae st Se Sasa 1142 to harmonize the operation over elevated lines, in sub- ways, on the surface and in tunnels. To accomplish this it was decided to adopt for the car equipment a type and dimension of car that would permit of through opera- tion over all connecting lines. It also decided to adopt the system of electric distribution that was stand- ard on all the lines—namely, third-rail contact and direct current at 600 volts for use at the motors and alternating current distribution at 11,000 volts converted at substa- tions. was The Main Power Stativn,. The current for the entire system will be generated at the large power house, now nearly completed, at Long Island City, a view in which is given in Fig. 2. This power house has the distinction of being the first to be equipped throughout with steam turbines. At present it is 250 x 800 feet and 120 feet high, exclusive of the stacks. It will be greatly enlarged upon the completion of the Pennsylvania tunnels. There are now three West- inghouse-Parsons turbine units of 5500 kw. capacity each, THE IRON AGE November 2, 1905 The three-phase alternating current is carried in con- duits through the built up portion of Long Island City as far as the railroad yards. From there the cables are brought overhead and carried on a specially designed lat- ticed steel pole line. Wherever the transmission lines telegraph or telephone wires the latter are led underneath the high tension wires, the substantial con- struction of the latter precluding their breaking and falling across the telegraph wires. This pole line fol- lows the railroad tracks to Winfield, from which place it is led across country on a special right of way to Glen- dale Junction, where it again follows the railroad to Woodhaven Junction. At this point the lines branch in the direction of the different substations. These, desig- nated S S on the map, are located at Grand and Atlantic avenues, East New York, Woodhaven Junction, Rockaway Junction and Hammel’s. cToss Substation Equipment, All the substations are furnished with rotary con- verters and static transformers. The largest, at Wood Set Fig. 2.—-Interior of the Power House at Long Island City. and the engine room provides facilities for three more such units, The boiler room has a double tier of 32 boil- ers of 520 horse-power each, and there is space for 16 more of the same size. Just above the boiler room is the coal bunker, holding 7000 tons. The coal elavator, shown in Fig. 3, is 110 feet above the river level and swings directly over the barges tied to the dock. A clamshell bucket holding 3000 pounds hoists the coal and dumps it into a hopper, from which it passes to a set of breakers. It is then cleaned, automatically weighed and dropped into small steel cars holding 3 tons each. A cable hauls the cars into the bunker, where they are automatically tripped. From the map it will be noticed that this power house, indicated by the letters P H, is not at the center of gravity of the whole electrified system, but it must be born in mind that this system forms a part of the gen- eral scheme for the operation of the Pennsylvania Rail- road terminal now building in New York and the mov- ing of trains in the North and East River tunnels. When all these improvements shall have been finished and the Long Island Railroad entirely electrified the power house will be about at the center of distribution. haven Junction, a view in which is given in Fig. 4, has three 1500-kw. converters and nine transformers of 550 kw. capacity. Ultimately this station will have six 1500-kw. converters and a suitable number of transform- ers. All the stations now equipped with 1000-kw. con- verters have been provided with foundations for those of 1500 kw. capacity, the idea being to substitute the latter as the demand for power increases. The Grand avenue substation is provided with an ini- tial equipment of three 1000-kw. rotary converters and nine static transformers of 375 kw. capacity. The ultimate capacity, however, will include four 1500-kw. converters, with a corresponding increase in transformer capacity. The Rockaway Junction station now has an equipment of two 1000-kw. converters and six transformers of 375 kw. capacity. Ultimately there will be four 1500-kw. con- verters and the proper number of transformers. The East New York Station has an equipment of three 1000- kw. converters with nine 375-kw. transformers. The final equipment will be four 1500-kw. converters and the corresponding number of transformers. The substation at Hammel’s has two 1000-kw. con- verters and six 375-kw. transformers. It will finally con- November 2, 1905 tain six 1500-kw. converters and the proper transformer capacity. In addition the Hammel’s station has a storage battery of 2000 kw.-hours capacity, making it the largest storage battery in the world used for electric railway work. Its installation was deemed expedient owing to the fact that that station is the farthest from the power station and the transmission line is exposed to an un- S > ny Pe Y- PC S17 I Sav x we & —a Someainin : eo | ee THE IRON AGE 1143 tions. These consist of steel cars each carrying a 1000- kw. rotary converter and three static transformers. Two of these have been built. They were designed primarily not only to reinforce the permanent substations but to maintain the potential at any points where traction might temporarily be very heavy. Such conditions would be met at the different race tracks, and buildings have - BE eg a - ” Fig 3.—Exterior of the Power House, Showing Coal Handling Equipment. tr. Fig. 4.—Interior of the Fast New York Substation usual degree, being carried over Jamaica Bay for 4 miles. Furthermore, the load at Hammel’s is very light during the winter and the large battery capacity makes it practicable to shut down the rotary equipment for much of the time during that season. Portable Substations, All of the substations may on emergency have their capacity augmented 1000 kw. by using portable substa- therefore been erected at Belmont Park Race Track and at Springfield Junction near the Metropolitan Race Track where these substations may be housed and connected up. While the use of portable substations is not new, yet it is interesting to know that they have never before been installed on so large a scale. One reason for their use in this case is found in the fact that no feeders are used for supplying the third rail, the high conductivity ee eee ae ee ars ae aa BERR iN Oh nk stead, Ste aint 1144 THE of these rails permitting the discarding of feeders for all ordinary conditions of traffic. The Third Rail, Direct current at a potential of 600 volts is led to the third rail from the various substations. Great care has been taken in protecting this rail for the safety of pedestrians. ‘The rail is laid at the standard distance from the track rail adopted by this road, the Pennsyl- vania road and the Interborough Rapid Transit Com- pany—namely, 27 inches from the gauge line of the track to the center line of the third rail and with the top of the rail 34% inches above the top of the track rail. Plac- ing the third rail in this position will permit of inter- change between the above roads and will provide clear- ance for steam equipment. The rail is laid on sleepers and is supported by insulators made of vitrified clay. It is covered throughout its entire length with a wooden sheathing. Attached to the rail are brackets of steel, to which are bolted wooden uprights outside the rail, and to these are attached a second set of strong brackets supporting a 2-inch plank at a hight of about 4 inches Fig. 5 One above the rail. Wherever the rail passes in front of stations a special side sheathing is attached, making it practically impossible for persons crossing the tracks to come in contact with it. Another feature in connection with the protection of passengers is a running board similar to the one covering the third rail, which is placed along the putside edge of the platform and prevents pas- sengers from coming in contact with the collector shoes of the motor cars. At each side of a grade crossing the third rail termi- nates in a broad sloping shoe similar to that at switches and crossings in the Subway and on the Elevated. This is considerably within the line of protecting fences that inclose the entire right of way, and a heavy insulated wire cable connects it with the third rail beyond the break. The cable passes underground in a concrete duct. The total mileage of third-rail installation reduced to single track basis is 974. The Trains. The trains are made up of steel motor cars of the type shown in Fig. 5, of which 130 have already been equipped, and trailers in the ratio of three to two—that is, five-car trains will consist of three motor cars and two trailers, the motor cars being one, three and five. By this ar- rangement it is possible to make up three-car trains con- sisting of two motor cars and a trail car by simply taking off two cars from either end of a five-car train. All the IRON f the AGE November 2, 1905 cars are furnished with the Westinghouse pneumatic multiple unit system of control and each motor car has two 200-horse-power motors, both carried on the same truck, one being geared to each axle. The steel cars are quite similar in appearance to those used in the Subway, but local conditions made necessary several important changes. For instance, all the re- quirements and limitations that applied to the Subway, such as restricted hights and clearances on curves, high speeds with frequent stops, maximum strength combined with the smallest weight, &c., applied with equal force to the Long Island problem, as the cars were intended to interchange with those of the Subway. One feature was peculiar to the Long Island road. After leaving the city limits the cars have to run on the ground and receive and discharge passengers at stations where the platforms do not come flush with the platforms of the cars. This compelled the designing of a special combination platform which should be the full width of the car when running within the city limits and which would provide a pair of steps to be used when running on the surface. Kach motor car weighs 88,000 pounds and is capable Steel Motor Cars of maintaining a maximum speed of 55 miles per hour and a schedule speed, including stops 1.6 miles apart, of 25 miles per hour. Acceleration is accomplished very smoothly and evenly, and stops are made in the same manner. Westinghouse, Church, Kerr & Co. acted as engineers and constructors of the road and the entire work was done under the direction of George Gibbs, the chief engineer of electric traction of the road. The road was first electrically operated July 26, 1905. ++ The Worcester Steel Foundry Company, recently re- organized and incorporated, now has its offices in the Central Exchange Building, Worcester, Mass., with foun- dry at Millbury, Mass. The plant has been enlarged and improvements added, and it is now under the manage- ment of men well known and experienced in the trade. In addition to making the ordinary line of crucible steel castings, which in many cases take the place of drop forgings, the company announces that it is prepared to make castings of special steel to meet exceptional re- quirements, adding more or less carbon as occasion de- mands. Brass and composition and aluminum castings will also be made. Automobile castings will have special attention. A variety of these have been made, includ- ing crank shafts. ‘ Current Developments in Canada. Tariff Items, TORONTO, October 28, 1905.—As time passes it be- ‘omes less certain that the tariff legislation promised by Mr. Fielding for next session will be put through so soon. Che Toronto Globe’s Ottawa correspondent, who usually speaks on such subjects upon the best of information. re- yards it as doubtful. He refers to the general desire to lave the next session opened early and concluded in as short a time as possible. If it begins early the Tariff Commissioners are unlikely to have their inquiries com- pleted in time for it. As members of the Government they will require to be in their places attending to the- duties of their several departments when Parliament is sitting. And no matter how long the session might be deferred to wait on the Commissioners it cannot be kept within the limits of six weeks or two months if the busi- ness of revising the tariff as a whole is placed before it. Such business would require another of those protracted, exhausting sessions which seem to have become the rule in recent years. Another long session would be likely to lap over July again. That would render it difficult for the Government to prepare properly for the Colonial Conference, which is to be held in London in that month. Ilowever, what the chief Government organ’s correspond- ent at the capital has to say on the subject may be wholly speculative. Satisfaction is expressed at Ottawa with the work done in the United States by the Canadian officials sent there by the Customs Department to investigate the value of goods shipped thence to this country. The officials in question were added to the customs service for the spe- cial work of checking attempts at evasion of the anti- dumping clause of the Tariff law. So far they appear to have had their labors assisted rather than retarded by United States exporters to Canada, who are re- ported by the officials to be generally frank and courte- ous. Exceptions are mentioned, but the exporters who refuse to give the necessary information as to prices have to pay a penalty in the form of an added duty, for their names are sent to all collectors. An experience of this kind soon makes contumacious shippers compliant. A memorandum has been drawn up by the Lake Su- perior Corporation and will be presented ‘to the Tariff Commission. It is the company’s argument for the aboli- tion of the duty on coal. It is the corporation’s desire to produce its own coke. The coal, however, cannot be got except by importation, and the duty on soft coal is 453 cents per ton of 2000 pounds, being the equivalent of 65 cents per ton of 2240 pounds. This duty the company could evade by placing its ovens in the Michigan Sault, where part of its system already lies. If it brought its coal from Ohio to the Michigan Sault and turned it into coke in the latter place the product could be forwarded free of duty to the blast furnaces and steel plant of the company on the Ontario side of the Ste. Marie River, for coke is on the free list. At present neither the coal in- dustry of Nova Scotia nor the Dominion revenue benefits by the Lake Superior Corporation’s coke consumption, for the coke is imported in the finished state. duty free. Ontario manufacturers as a body would welcome the abolition of the coal duty, for it is a heavy charge upon production and does the Nova Scotia coal mine operators no good, for the latter sell practically no coal in Ontario. Americans and the Rail Duty. Alarms are raised on this side of the line from time to time by rumors of diplomatic activity on the part of United States steel interests. Every renewal of the agita- tion for further protection of the Canadian steel industry has started up stories of new schemes of American com- petition. When the Dominion Tron & Steel Company first decided to establish a rail mill there was serious talk of furnaces and rolling mills being built in Ontario by the United States Steel Corporation. That talk was revived when the Government was strongly urged to put a duty on rails, but ceased for a time after the act pro- viding for the eventual establishment of such a duty was passed. Then a threatened duty on wire caused a fresh outbreak of the fear that an American steel plant November 2, 1905 THE IRON AGE 1145 would be located here. The rumors all came on the eve of a Tariff change, as if the object were to make it appear that efforts were being made by the United States Steel Corporation to intimidate capital from going into the Canadian steel enterprises. Once, however, the pros- pects of the corporation opening up in Ontario seemed quite bright after a tariff change—that is; when the rail duty was finally put on. Just now, when the work of revising the Canadian tariff is in hand, the bugbear of United States steel interests again puts in an appearance. Several Cana- dian newspapers have all at once obtained intelligence that manufacturers of rails across the line are bringing some kind of influence to bear upon the Dominion Gov- ernment to induce the latter to remove the $7 duty or to lower it very materially. Whatever the design of the story, the effect will scarcely be other than to make the Canadian rail duty more popular, for if the Canadian public can be made to believe that there is any intriguing to secure a tariff advantage for foreign rail makers and injure home ra‘l makers there will be an outery for the maintenance of the rail duty. It looks as if there were some belief that the Government means to lower the duty. At all events statements are being published to show that there is no need to supplement the domestic output in order to meet the demand of the railroads. The Dominion Iron & Steel Company. At the annual meeting of the Dominion Iron & Steel Company in Montreal on the 18th President Plummer said that he believed the corner had been turned and the company was on the highway of prosperity. During the last four months earnings had averaged $73,000, while the monthly interest charges are $56,000. Frederic Nich- olls, vice-president, who gave his services without re- muneration at a critical period in the company’s history, resigned, stating that he thought the time had come when his active aid was no longer necessary. He re- mains on the board. Graham Fraser, the general mana- ger, also resigned. He stated that the open hearth fur- naces are now doing their work efficiently. During the past five months they have turned out 10,000 tons each, an increase of 37 per cent. over the previous five months. Ile assured the shareholders that they might look for- wird with confidence to an output of from 800 to 1000 tons of rails per day of 24 hours. The rod mill is pro- ducing 250 tons per 24 hours at the present time. Stee! Rall Notes. It is said by the selling representative of the Lake Superior Corporation that the rail mill at Sault Ste. Marie hus orders enough on hand to keep it busy well into 1906. Within the last few days orders have been booked for a lot of 100-pound rails for the Michigan Cen- ival lines in Canada, and a contract has been received for a British Columbia line. The mill is about to begin on another contract for the Canadian Pacific Railroad, which will bring its purchases from the Sault works up to 7h.000 tons. Two thousand tons of steel rails have been purchased by the Toronto Railway Company for its electric lines in this city. It is stated that the order went to a Pennsyl- vania company. They are 90 pounds to the yard. Here- tofore the company has purchased its rails in England. The members of the National Transcontinental Rail- way Commission visited the Sydney rail mill when they were in the Maritime Provinces. They have the ordering of the rails for the 1800 miles of the Eastern Division. LD. HI. Ross, commercial agent of the Dominion Gov- ernment at Melbourne, Australia, has reported to the Department of Trade and Commerce that there is a market prospect for Canadian rails in Australia. He inentions that the Victoria Railway Commission has re- cently accepted the tender of the Lackawanna Steel Company for an order amounting to $189,295. ©. A. c. J. —_— —_~> om --— Anthracite coal is reported to have been discovered in large quantities in the Matanuska district, Alaska, by mining experts connected with the Alaska Central Rail- road. Riad i I ae ae eer eee Soon os pare 1146 THE The Fitchburg ‘‘ Lo-Swing” Lathe. In shops where manufacturing is conducted on a large scale there are generally many single operations involv- ing sufficient quantities of work to make special machines desirable. These machines, though usually adapted to a limited range of work, are more economical than wider range machines because of their higher producing ca- pacity. The new lathe manufactured by the Fitchburg Machine Works, Fitchburg, Mass., and known as the “ Lo- Swing” lathe, is a tool of this class. It was designed by James Hartness, of the Jones & Lamson Machine Com- pany, Springfield, Vt., who, however, has no official con- nection with the Fitchburg company. It is described as a machine which, like the turret lathe, boring mill and shaper, gets its efficiency at the expense of working range, both in respect to dimensions and kind of work. IRON AGE November 2, 1905 tracted. This placing of the cross travel screw directly back of the tool is justifiably considered better than plac- ing the screw several inches below the tool. The cutter does not require any binding or clamping in its holder, because the cutting stress holds it firmly in its pocket and against the adjusting screw. The cutter holder, with its cutter, the adjusting screw and handle, may be in- stantly removed from its socket in the lathe, as indicated in Fig. 3, by releasing a clamp. There are two sockets in the top of the carriage, into either of which the cutter may be inserted. The tool holder is held in place by a short plug in a hole drilled across the two sockets. An eccentric plug is placed in the unused socket, by turning which the short plug is forced against the tool holder, firmly locking it in position. The tool carriage is radically different from the standard form. It is a single block of metal fitted to slide on a rectangular guide rail and to carry a cutting Fig. 1.-—The “ Lo-Swing ”’ It is not intended for chucking work, screw cutting or any other purpose than the plain turning of work on centers. Two distinctive features are its very low swing, 3% inches, and its single slide tool carriages, several of which may be used simultaneously. All parts which are unnecessary to this lathe, though essential to the universal or standard lathe, have been omitted to the end of securing more accurate control of the cutting tool and increased speed of turning. To secure rigid and firm support of the work fixed center rests and traveling follower rests are used, as shown in Figs. 1 and 2. The tools are mounted on low rests, allowing the guiding rail to be brought as close to the work as possible, and the cross traveling screw is located directly back of the tool, so that variations of working strain, from light to heavy chips, have the least effect on the location of the tool. Each cutting tool used in the lathe is a piece of high speed steel machined to fit closely a % x % inch hole in the tool holder. The cutting end projects but a small distance beyond the tool holder. The inner end bears against the end of an adjusting screw, which holds it firmly to its work, and being operated by a handle con- veniently regulates the depth of the cut. A notch on the inner end of the cutter is adapted to receive a yoke so that the cutter will be drawn back when the screw is re- Lathe, Made by the Fitchburg Machine Works, Fitchburg, Mass. tool just as close to the guide rail as possible. The guide rail and sliding blocks are so formed that the cut- ting strain is squarely borne by the rail. Two kinds of carriages are used, one provided with gears for power feeding and hand traverse and the other for hand trav- erse only. By means of a connecting bar the carriages without feeding mechanism may be fed by connecting with a power feed carriage. The regular lathe is pro- vided with two carriages of each kind, but more or less may be used according to the nature of the work. The carriages are only 5 inches wide, so that it is possible to bring into simultaneous use at least two tools on nearly all work over 8 inches long. The greatest length of work the lathe will take between centers is 60 inches. On the regular machines furnished with four carriages tied together in pairs two may be fed in one direction, while the other two are fed in the opposite direction, or all may travel in the same direction. The carriages may be run back past the tail stock without movingit. Inspite of their small width they have relatively large bearing surfaces on the guide rail. Two roller follower rests are regularly furnished with each machine, which may be quickly attached to any of its carriages. There are also supplied two roller center rests, which may be fixed to the bed anywhere between the head and tail centers. The carriages will pass these center rests just as they pass the tail stock. The rolls used both in the follower and fixed rests are of large diameter, making high speed practicable even on slender work. These rests contribute greatly to the efficiency of the lathe, as they provide means for properly controlling the work by combining the center scheme of support as November 2, 1905 THE IRON AGE 1147 range from 560 to 50. All of the running parts of the head have been made with special regard for the require- ments for high speed steel. The spindle nose is unlike the usual type, as it is only adapted to carry a center point and a driver for the dog. The power feed for the carriages is varied by a hand Fig. 2.—A Nearer View of the Inclosed Head Stock. used on engine lathes with the back rest scheme used on turret lathes. The bed of the machine is a single casting and com- prises the guide rail on which the carriages slide, the drainage pan for chips and oil and the casing for inclos- ing the spindle and gears. The head stock is a part of the bed casting and is provided with gears for obtaining seven changes of speed, which is a liberal number con- sidering the limited working range. The changes are effected by clutches and mechanism conveniently and wheel on front of the head, any feed being instantly avail- able. The pump for oil for the cutting tools is in the head end of the machine and is driven from the main pulley. It draws oil from the reservoir under the head, delivering it to the cutting tools, after which it flows back to the reservoir. ———_»-@_——_ The Standard Oil Company is said to have taken steps toward building a pipe line from the Kansas oil fields to the Atlantic seaboard, to parallel one now nearly Fig 3.—Detail Showing a Tool, Holder and Adjusting Screw Removed Intact. quickly operable, but it is necessary to stop the machine when making a change. By omitting provision for chang- ing speeds while running it was possible to avoid compli- cation. The gears and clutches for changing the spindle speed run in a shallow basin containing oil, into which they dip. thus insuring effective lubrication of all running parts of the head. A single driving pulley is used, 3 inches wide by 18 inches in diameter, intended to run at a constant speed of 560 revolutions per minute. The spindle speeds completed. The distance is 1700 miles. The heavy de- mand for American oil abroad to supply the deficiency in the Russian production is stated to be the motive for in- creasing transportation facilities. The Erie Railroad Company, which has recently added largely to its equipment, made a contract last week with the American Locomotive Company for 50 locomotives. Twenty-five of these locomotives are to be of the con- solidated type and the balance of the Pacific type. SS TRS The Espen-Lucas Crank Shaft Form- ing Machine. A new crank shaft forming machine designed to fa- cilitate the roughing out and finishing of crank shafts is shown in the accompanying illustrations. In the best usual practice the machining of forged crank shafts em- bodies a number of operations from the drilling and cold sawing out of the throat of the shaft to the subsequent roughing out and finishing of the sides and ends of the cranks on milling machines, lathes or especially designed tools. This new machine has been designed and built by the Espen-Lucas Machine Works, Philadelphia, Pa., with a view of avoiding the many changes incident to this 1148 THE IRON AGE November 2, 1905 one on the table, which is cut from a solid steel tire, are all of hammered crucible steel, cut from the solid. They are covered so as to protect them from falling chips or other matter. The bearings are all lined with bronze. The head of the machine is counterbalanced and has a vertical movement of 24 inches, while the tool holder has a horizontal travel of 40 inches, and both head and tool holder have power feed in all directions. Cutting tools up to 24% inches wide are used, and may be clamped sol idly, either in a vertical or horizontal position. As a tool in the latter position usually has considerable overhand. it is backed by a movable tool post to prevent its chatter ing. ‘The machine is driven by a variable speed motor of 15 horse-power capacity. Fig. 1 shows the machine as it is used in turning FSR Tee Fig. 1.—The Espen-Lucas Crank Shaft Machine, Showing the Setting for Turning the Outside of the Cranks. work, and as shown by the engravings performs the work of roughing out the throat from the lump forging and turning off the ends and sides of the cranks without re- moving the shaft from the table of the machine. In performing this work the shaft is held firmly in a vertical position. The necessity of balancing the unequal weights of the forging in jigs as on a lathe is avoided and the machine may be operated at a high rate of speed. The work is held in a patent universal vise for rough- ing out and a stationary vise for finishing. These vises are securely clamped to the table, and are easily adjusted to different sizes of shafts, a graduated scale enabling the operator to perform this work quickly and with pre- cision. This machine, which is designed to rough and finish crank shafts having up to 20 inches throw, is very heavy in all its parts, weighing complete about 20,000 pounds. Steel castings are used for the principal working parts of the machine, while the gears with the exception of the and finishing the outside of the cranks. In Fig. 2 the tool is in position for roughing out and finishing the throat of the shaft. Fig. 3 shows the manner of turning the ends of the cranks, and Fig. 4 shows the machine facing the cranks. Fig. 5 illustrates a crank shaft in the rough and fin- ished, on which this machine performed the work of tak- ing out the throat, which was 38 inches deep, turning off the enés and sides of the cranks, then facing off the top and bottom faces of the cranks, the complete operation heing performed in 1 hour and 30 minutes, This machine is also adaptable for use as an ordinary boring mill and can be used for other general machine work. Spleen itt te The business of manufacturing pyrometers, revolu- tion indicators and other scientific instruments, founded by Edward Brown, 311 Walnut street, Philadelphia, whose death was announced last week, will be continned November 2, 1905 THE under the name of Edward Brown & Son. Mr. Brown’s son, Richard P., was taken into partnership with his father September 26 of this year, and the name of Edward Brown & Son was then adopted as the style of the firm. Fig. 4.—The Setting for Facing the Cranks. The instruments are manufactured under Edward Brown’s patents. —— -—-—~---@—— -- In the construction of the new Boston Store Building, at Chicago, 40 caissons, each extending 106 feet below the street grade to rock bottom, and measuring 8 to 10 feet in diameter, have been sunk and filled with concrete since July 15, establishing a new record for work of this kind. The piers required 140,000 cubic feet of concrete and in the last few days the steel columns which will rest on these piers, each weighing 15 tons, were set in place IRON AGE 1149 42 feet below the street level, thus making provision for three the first floor. ———_d oe__"_—__ A New Bar Mill. stories below The Rockaway Rolling Mill has acquired the rolling mill property located at Rockaway, N. J., and will start rolling bar iron November 138. The works are being altered and enlarged. Six new furnaces are being built, new steel roughing rolls are being installed, the puddle mill is being completely changed, and new machines for shaping the raw materials rapidly and economically are being erected. A modern electric plant for light and power is being built and such tools will be electrically driven as economy dictates. New engines and boilers are being added to the plant. The remodeled plant will be devoted to the manufacture of refined bar iron for the jobbing and large consuming trade. By reason of the im- provements the capacity of the plant will be doubled, the 5. 4 Rough and a Finished Crank Shaft capacity being upward of 20,000 tons per annum and employing about 200 hands. Numerous new metlféds will be inaugurated for facilitating the movement of raw ma- terials and finished products. The main office is located at Rockaway, N. J. Among the products made are puddled, double re- fined and hammered bar iron; axe, axle, boiler brace, boiler rivet, bolt, bridge, car, chain, engine, hame, horse- shoe, locomotive, machinery, hot pressed and cold punched nut, screw, ship, ship rivet, spike, square edge tire, stay- bolt, structural rivet, tank rivet and tool iron and soft steel bars, also muck bar, billets and blooms, telegraph telephone and trolley line material and cross arm braces. siecle iat An advantage as a steam raising fuel possessed by oil as compared with coal is the remarkably steady steam pressure which may be obtained by means of the liquid fuel. This is due to the fact that the oil fires do not require the periodical cleansing demanded by those sup- plied with coal, and automatic logs of steam pressures on ships using oil as a fuel can easily be made to show as little as two pounds maximum variation of pressure for a run of 24 hours or more. This of course conduces tv economy in the operation of the engines, and greatly facilitates the working of the boiler, which is under con- ditions that are kept constant, instead of having the 30 per cent. drop in pressure which is sometimes noted on an overloaded boiler when it is found necessary to clean the fires. 1150 An Important Canadian Ore Deal. / DuvuLuTH, Minn., October 28, 1905.—The Moose Moun- ‘tain iron ore properties, lying about 18 miles north of Sudbury, Ont., have been this week the scene of an important deal. A two-tenths interest has been sold to Mackenzie & Mann, builders of the Canadian Northern Railroad, for $500,000. The interests sold were those of Chase S. Osborne of Sault Ste. Marie and John C. Spry of Chicago. Another minority interest is under negotia- tion for sale to the same parties. The Canadian North- ern Railroad is building from Toronto westerly toward a connection with its present lines running from the north shore of Lake Superior into the northwestern wheat dis- tricts of Canada and headed for the Pacific. A slight de- flection of the main line will pass it across the Moose Mountain properties, and a line of about 70 miles in length will connect the ore with deep water on the north shore of Georgian Bay. The railroad has agreed with the remaining owners of the Moose Mountain district that it will make a low rate to the lake, a rate that will give a gross freight from the mines to lower