The Iron Age 1905-11-23: Vol 76 Iss 21

sSQITUVD JO UVLIBIGUT | AT | | ec e | s0WO Typ HiaNt 09 4 A Review of the Hardware, Iron, Machinery and Metal Trades. Published every Thursday Morning by David Williams Co., 232-238 William St., New York, Vol. 76: No. 21. New York, Thursday, November 22, 1905. $5 09 a Year. including Postage. : J» £905 Single ¢ pies. 15 Certs Reading Matter Contents...... page 1418 Alphabetical Index to Advertisers “‘ 175 Classified List of Advertisers.... ‘‘ 167 Advertising and Subscription Rates ‘‘ 174 Compression Shaft Couplings Manufactured by FORSTER PULLEY WORKS Cuba, N. Y. a The American Mfg. Co. Ropes and Oe ret are sold by both the largest and smallest retailers, because 65 Wall Street, New York discriminating sportsmen demand * The Best ’—U. M, C. U. M. C. products are easy to sell because of the quality and thorough advertising behind them. The selling sys- —— tee ’ —— ' f tem of the U. M.C. Co. protects all classes of dealers, Bristol S Patent Steel Belt Lacing. | ; <j 4 & Wie-owshe flee iow well stocked with U. M. C. SAVES hS——>= Gse Union Metallic Cartridge Company, Time, Belts, } BRIDGEPORT, CONN, Money. Agency, 313 Broadway, New York City. GreatestStreneth - Depot, 86-88 First St., San Francisco, Cala. EADY TO APPLY = FimisHEDvow? = with Least Metal Send for Circulars and Free Samples. THE BRISTOL CO., Waterbury, Conn, SAMSON SPOT CORD|STIRLING CONSOLIDATED BOILER CO. see Page 44 sormrarasnene |Canewell Horse Nails in Japan SAMSON CORDAGE WORKS, Boston, Mass. THE CAPEWELL HorRsE NAIL Co., Gentlemen: This is to certify that I have used the Capewell horse nail for several years and find that it is good in quality, drives well, never breaks and keeps long. I have no hesitation in asserting that the Capewell nail is incomparably the best. Branch Office, 11 Broadway, New York. Cleveland City Forge and IronCo., - Cleveland, O, TORN BV CHE LES. MERRILL BROS., i TDi et 465 to 471 Kent Ave , Brooklyn, E.D., N.Y. Girard Building, Phila. PILLING & CRANE, farrier ians cere: Board of Trade, Boston.] Mad © Hartf da —=—E——| “es Lhe Capewell Horse Nail Co. “ccm” OU can buy joint packing for less money than JENHINS ’96, but will it last? ee You can maintain an absolutely tight steam joint be with JENHINS °96. It is guaranteed. 5 All genuine bears Trade Mark as shown in eee ROO F I N G - I N aeimnieli New York, Boston, Philadelphia, Chicago, London. on a man’s roof takes the fear| ** Swedoh’’ Cold Rolled N {da bh i Drawing and stamping S. ASABA, Veterinary Surgeon, Licensed by the Minister of Agriculture and Commerce, Atsuki Machi, Kanagawa Ken. Z~ AON By UrnOS wm of the elements off his mind. THE AMERICAN TUBE & STAMPING COMPANY &EE (Water and Rai) Delivery) BRIDGEPORT, CONN, PAGE See MAGNOLIA METAL. Best Anti-Friction Metal for all Machinery Bearings. AMERICAN Pac-Simile open } a eee re 0 > pane’ SD sind SHEET & TIN PLATE * a ' “SSS WAGNOLIA METAL CO., COMPANY’S Owners and Sole Manufacturers, 113-115 Bank Street, San Fran Montreal and Pitwsbarg. Chicago, Fisher Bldg. enw yous, 70 manetetane a eee Se eee Metanat Advertisement on page 14. . eee ee a ae mer Sr a ITI tte: ie, She terse THE IRON AGE SHEET THE PLUME & ATWOOD MF6. Co,, BRASS) Sheet and Roll Brass me niin COPPER WIRE i PRINTERS’ BRASS, JEWELERS’ METAL, GERMAN SILVER AND GILDING METAL, COPPER RIVETS GE RM AN SHEET AND BURRS. Pins, Brass Butt Hinges, Jack Chain, Kero- SILVER a anes ganas The Queen’s Run Fire Brick co. HIGHEST GRADE Shapes a Specialty LOW BRASS. SHEET BRONZE.|® MURRAY ST., NEW YORK. 144 HIGH ST., BOSTON. SEAMLESS BRASS AND COPPER = 4ane a. co TUBING. BRAZED BRASS AND| _ sousro wns: mmittas THOMASTON, CONN. WATERBURY, CONN, Lock Haven, Penn. BRONZE TUBING. :: : tsa WATERBURY BRASS C0.,|] Soo vtce ome cs OO BRASS, WATERBURY, CONN. GERMAN SILVER, 99 John St., New York. Providence, R. I. mate ante aa pal i Brass Shells, Cups, Hinges, Bridgeport Se BYOMZ Fe ceint Brass Goeds to One. suenemneite, cane. WATERBURY, CONN. DEPOTS: Automobile Castings a Specialty. | § "EW York. CHICAGO. BOSTON. High Tensile Strength. ee ee Bronze and Aluminum Alloys. Henry Souther Engineering Co, HARTFORD, CONN. Write Us. Consulting Chemists, Metallurgists and Analysts. oe sical Testing Labonte Expert oulesy ia Gourt and Patent Cases, - Arthur T. Rutter & Gb. 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 MAIER AN os Wikeoweecreemmmmms PHONO-ELECTRIC NAN SETUTCA STG CEU E SE TIC UVTI MRctehetabee sam WiIRF, “it's Touch.” 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. _sssyumepenetmnesnemsensgnendeeiasnoeanmnemadedinnnsansheieigesanentaenneesdateatinaanaeaaaenaaaagaaea TROLLEY, rass, Bronze and > Aieninen » ivthe © ara TELEPHONE Ww. G. ROWELL ee ee eport, Conn. and =, ee saacarceemementemacelanmemaedeasadtiadiaianiaeanannaaee eee TELEGRAP!! HENDRICKS BROTHERS LINES. . Seen a allel : mus BRIDGEPORT BRASS CO. Belleville Copper Rolling Mills, | ssr ,couneresas, ve Brasiers’ Bolt and Sheathing ~ GEORGE KROUSE COPPER, HEAVY CASTINGS COFPwPER WwiREeE AND RIVETS. B SeScERRGREET Of Of AiNEA at Importers and Dealers in tass and Composition Casting t » Block Tin, Spelter, Lead, Anti ; etc. ng Me ard Com on an Ingot Copper ene ia —— ntimony, etc pPrecing Ngtéis, Bird Oeunpectucs ond 160 to 164 Morgan Street, JERSEY CITY, N. -. THE IRON AGE New York, Thursday, November 23, 1905. The Niles New Radial Drill. A new radial drill for general work of comparatively simple design, yet embodying all the features now con- sidered desirable in a tool of its class, is illustrated here- with. The machine is built in 4, 5 and 6 foot sizes, either plain or universal pattern, by the Niles Tool Works, Hamilton, Ohio, of the Niles-Bement-Pond Company. The tool is provided with a gear cone and tumbler gears in a speed box and a single constant speed driving pulley A New 6-Foot Standard Radial Drill which takes the place of a four-step cone. The drive is through positive gears throughout. An additional space may be provided on the base plate for a motor. so thut the machine may be readily changed from belt to motor drive at any time. The dril] head is of full swing type, being mounted: on a swiveling base, and can be readily turned from a ver- tical to a horizontal position. It has lateral adjustment along the arm through a rack and pinion operated by a conveniently located hand wheel. The drill spindle is a hammergd steel forging of large diameter, made ample in size at the point where the drive is applied. ‘The spindje is counterbalanced and has a quick raising de- vice, A conveniently arranged reverse lever in front of the drill head is used for tapping. The position of this lever up or down indicates the direction of the spindle Built by the Niles Tool E motion, and in its central position it automatically dis- engages the feed and the drill spindle is stopped. The feed is locked out until the lever is again thrown into the down position. Three changes of positive feed through gearing can be obtained for any drill speed, the changes being made through a pull pinion on the head. The arm is of very rigid construction and may be raised and lowered by power. It is carried on a sleeve surrounding and having a large bearing on the outer column. The inner column or post is bolted to the base and supports the outer column, which rests on roller a Pinon & Works, Hamilton, Ohio bearings, permitting easy swinging of the drill arm. The outer column is clamped to the post in any position “through a heavy V clamping ring. The base is a heavy slotted floor plate with an ex- tension at one side for the work table. The standard work table regularly furnished is of box section, slotted on the top and one side. The usual range of angle drill- ing can be done, using the standard work table and swiv- eling the drill head. A tilting and revolving table, how- ever, may be substituted when so specified. a The Board of Consulting Engineers of the Panama Canal Commission in deciding November 18. upon the type of canal that should be constructed across the isth- mus was divided between a sea level canal and one with locks at an elevation of 60 feet. All other proposed plans 1364 THE were rejected. The sea level canal, the board estimates, can be constructed in fifteen years at a cost of about $230,000,000. The lock canal would take twelve years and cost about $190,000,000. The majority of the Amer- ican members of the board favored a lock canal. ae The Duluth, Missabe and Northern Railroad. The increase in facilities of some of the railroads that haul iron ore from Lake Superior mines to docks has been something remarkable. These roads are steadily adding to their equipment and expect to handle a business in 1906 that will far surpass anything done in previous years. Their traffic is a peculiar one, as it has limita- tions that are unique and problems that are difficult of solution. It is a special form of traffic that requires special facilities. The capacity of a road in the ore trade is not based entirely, nor primarily, on its rolling stock, motive power, trackage and terminals, but on the regularity of delivery from the mines to the railroads and on the steadiness of shipping, which may be delayed by storm or unloading difficulties or any other cause that may prevent it taking ore as fast as the docks fill with it. The Duluth, Missabe & Northern Railroad has taken first place in the ore business from mines to upper lake ports. It will ship this year about 8,500,000 gross tons, and is making improvements and additions that will fit it in 1906 to move with the utmost ease the enormous total of 10,000,000 tons. This is in addition to its gen- eral traffic in merchandise, coal, logs, lumber, &c, In logs and lumber the road has a business amounting to hundreds of millions of feet per year. A Huge Ore Shipping Pier to Be Built. This road is now preparing to build an ore shipping pier at Duluth that will cost, with approaches, $1,000,- 000 and will be the largest dock of its class in the world. Many new features will be adopted in its construction. Detail plans are not completed, but the dock is to be 2336 feet long, aside from approaches, and will require upward of 12,000,000 feet of timber, which will be mostly Western fir. The general plan of construction of an ore shipping pier on the lakes is familiar to all ore men. There is a high structure surmounted by railroad tracks running its full length, in the upper part of which are pockets for storing ore, these pockets being arranged to slide the ore forward to the face of the dock and out of a chute at their lower point to the hold of the waiting ship. These pockets are therefore of triangular shape, with the lower point at the face of the dock. The hight of this lower point, or hinge hole, governs the size of ship that can lie below the dock and receive cargo. The combination of great hight of load above foundation —these docks rise 60 to 70 feet above water line and have 22 feet of water at their feet—and of moving load longitudinally of the docks is severe upon the timber structures and necessitates very strong bracing. The proposed dock of the Duluth, Missabe & North- ern is to be 42 feet to hinge hole, which is a greater hight above water for the low point of the load of ore than any other pier. These hights have varied in docks now in use from 25 to 40.6 feet. The former is the hight of the older dock of the Duluth, South Shore & Atlantic and bars any large ships from that dock. The Milwaukee and Northwestern roads at Escanaba, the Wisconsin Central at Ashland, the Great Northern and the Duluth, Missabe & Northern at Duluth have docks with a hight of 40 feet to hinge hole. The new pier is to be 72 feet to base of rails on the deck, thereby ex- ceeding any but two of the Great Northern, which are 1 foot higher. It is to be 57 feet wide. Details of Pockets and fracks. There are to be 384 pockets, having a total storage capacity of 90,000 gross tons. The pockets will not be narrowed to a 3-foot chute at the discharging end, but will be fitted with the Carter patent door and wide chutes, the door in three sections, 11 feet in width, and the chutes corresponding. This style is in use at No. 6 dock of the Northwestern road at Escanaba. It is estimated that by thus retaining the full width of pocket to its acute angle there will be added to the storage capacity of this IRON November 23, 1905 AGE dock about one full modern cargo, while the wider doors will prevent wet and sticky ore clogging in the gates. The chutes will be fitted with Denton patent counterbal- ance hoists. The pockets will be shod around their corners with steel angles, and the weight of iron in the structure will be far heavier than ever known. Customary trackage on modern ore piers consists of a set of four rails, even spaced, running the length of the dock, over each side. This gives three tracks over each set of pockets, the two outside or the one center available for use simul- taneously. In this dock there will be four rails, but spaced for two tracks only, as it has been found unneces- sary with the 50-ton loads of modern ore cars to trim the pockets by dropping loads between the tracks. This will give a four-track system on the dock. There will be a double track approach, with independent connection to the main line, running level to the deck of the pier. At the outer end will be a concrete monolith instead of the usual rock filled timber crib. The entire dock will rest on pile foundation. This dock will be ready for use some time early in the summer of 1906. It will give the road a storage capacity of 298,000 tons. New Rolling Stock. This road has increased its order for steel hopper bottom cars for 1906 from 750 to 1000, and will then have an equipment of 3200 50-ton steel and 1800 35-ton wood cars and 70 locomotives. All its main line from mines to dock is now double track, with the exception of 18 miles of a long tangent through a level swamp. ' Authority has just been given the road to double this and the work will be carried on during the winter. Its new western Mesaba line is expected to be ready for operation early next summer, and will be if no accidents occur to hinder. This line is 55 miles long, besides branches, and includes some heavy construction. It leaves the main line at Alborn Station and strikes as directly as possible northwest for the new town of Bovey. From there branches will reach various mines. It has been hoped that 1,000,000 tons of ore might be shipped over this line in 1906, but there seems now little prospect of this. The road has built large shops at Duluth, and has just let contracts that will nearly double them. These shops are fitted for the repair and reconstruction of steel cars and their tool equipment is very different from what is usual in car shops. A large storehouse for loco- motives is included in these buildings, in which engines after repairs can be stored during the winter or when otherwise not in use. This road for 1905 will have a gross income of about $8,000,000. For a railroad whose most distant terminals are only about 80 miles apart this is a very satisfactory showing. With all outlined improvements completed the road can easily move during the ordinary season of naviga- tion upward of 10,000,000 gross tons of ore, and the money now being spent to reach this possibility amounts to more than $4,250,000. The road belongs to the United States Steel Corporation, and most of the ore it hauls is for the furnaces of that company. Its president is Wm. J. Olcott, who is also general manager of the mining interests of the corporation, and its vice-president and general manager is W. A. McGonagle, who has been associated with iron ore roads since he assisted Charle- magne Tower in the survey of the Duluth & Iron Range line in 1883. D. E. W. -———_~++e____ The November meeting of the Chicago Associated Foundry Foremen was held in Science Hall, Armour In- stitute, November 14. The speaker of the evening was W. M. Carr, of the Goldschmidt Thermit Company, New York, who made a very elaborate demonstration of the use of thermit. Before the lecture the foremen spent about an hour and a half in visiting the various depart- ments of the institute. About 350 were in attendance. The next meeting of the association will be held Decem- ber 16 at the Grand Pacific Hotel. Harry S. Vrooman, Chicago, will present a talk on “ Sand.” November 23, 1905 The Eberhardt Spur and Bevel Gear Cutter. The illustrations show the new gear cutting machine built by the Eberhardt Brothers Machine Company, New- ark, N. J. This machine was designed as a semiautomatic machine to cut light and medium sizes of spur and bevel gears. The machine has a capacity of 20 inches diam- eter and 5 inches face and will cut 8 diametral pitch in steel from the solid and six diametral pitch in cast iron from the solid. Fig. 1 shows the complete machine and as set for spur cutting, and Fig. 2, the setting for cutting bevel gears. The operation is simple and convenient. The cutter is fed through the work by power, the feed being released automatically at the end of the cut. The operator then re- turns the cutter slide and indexes the blank before en- gaging the feed for the next space. The indexing is per- formed in an entirely different manner from that em- ployed on milling machines, where the operator is re- quired to make a certain number of turns and a certain number of holes. That method is necessarily slow and offers frequent chance for errors in setting and operating. On this machine the operator only turns the index han- dle one or more full turns, change gears being provided for the different numbers of teeth. The index wheel is a special feature of the machine. It is of large diameter and is made with the rim in two sections divided in the plane of the wheel. Qne section is integral with the wheel and the other is in the form of a ring bolted to it. The wheel is hobbed in place by a THe tron Ace Fig. 1—The Eberhardt Gear Cutter, with the Work Slide in Position for Cutting Spur Gears. method which insures the highest accuracy in the divi- sions. In the hobbing operation as successively deeper cuts are taken the ring section is revolved to different positions, which has the effect of attenuating the percen- tage of error in the divisions until the finished wheel is practically perfect in the uniformity of its teeth. It is said to be so perfect that when the teeth of the two sec- tions are matched at different positions the line of con- tact is invisible. This makes the dividing worm wheel on each machine an original “ master wheel.” THE IRON AGE 1365 The steel work spindle is of large diameter and is provided with a number ten B & S taper hole, for re- ceiving the work arbors. A draw-in bolt takes in and ejects the work arbors positively without any hammering. A live center with dog driver is also furnished for holding work on centers, in connection with the outboard support. This permits of cutting gears upon the ordinary or lathe mandrels and also cutting solid pinions, fluting taps, reamers and all work which must be done on centers. For cutting bevel gears the cutter slide is adjustable to an angle of 90 degrees by means of a graduated quadrant. The lower slide is adjustable for various lengths of hubs. Micrometer dials are provided to facilitate the setting of the cutter and adjusting the blank in cutting bevel gears. THE IRON AGE Fig. 2.—The Setting of the Cutter for Bevel Gear Cutting. The cutter spindle pulley has its bearing upon an extension sleeve from the supporting casting and not upon the spindle, thus relieving the spindle of the belt strain. The spindle extends through a hole in this sleeve and is loosely keyed to the driving pulley. In a similar way the countershaft loose pulley on the base of the machine runs upon a cast iron bush, avoiding liability of the machine starting accidentally, as is possible when the pulley runs upon the shaft itself. The belts are made endless, means being provided for adjusting and main- taining proper belt tension. The machine is entirely self contained, being driven by one belt directly from the line shaft or a constant speed motor. The base is formed to serve as a pan to keep the floor free from oil and chips. A chip box is provided directly under the cutter. This size machine is also made entirely automatic for spur and bevel gears. It has been found by actual experience that a boy can turn out the class of work for which this machine is designed in competition with higher priced automatic ma- chines and without in any respect sacrificing the qual- ity or accuracy of the product. —_ +>-+e__ The Worcester Metal Trades Association, Worcester, Mass., held its annual fall dinner at the State Mutual Restaurant in that city, Tuesday evening, November 14. President F. E. Reed was the toastmaster. The dinner was the best attended of any in the history of the local association. The features of the after dinner exercises were talks by Thomas E. Durban, Erie City Iron Works, Erie, Pa., on “ Labor and Capital,” and L. D. Burlingame, Brown & Sharpe Mfg. Company, Providence, R. I., on “The Apprentice System.” The Westinghouse Electric & Mfg. Company, Pitts- burgh, Pa., has just perfected a portable pipe thawing transformer of 5 kw. capacity, also a choke coil to work in connection with standard 15 to 20 kw. lighting or power transformers, thus making standard capacity transformers available for thawing purposes in winter. The company has issued some interesting printed matter describing this apparatus, 1366 The Bickford Mud Ring Drill. Herewith illustrated is a new mud ring drill which the Bickford Drill & Tool Company, Cincinnati, Ohio, is just placing on the market. The principal feature of the machine is that while it was designed especially for mud ring drilling it is equally well adapted to all operations of multiple drill work. Instead of the heads sliding on an auxiliary rail, as in the ordinary construction, they ad- just directly on the main rail, which enables them to be spread to any desired center distance, each head being provided with independent adjustment. For mud rings or other similar work where it is desirable that the heads should adjust collectively the heads are clamped together by means of two quick acting nuts which fix the center distance between spindles at 714, 8, 8% or 9 inches, as may be required. A dial on the worm wheel in the upper cor- ner of the right hand head shows the distance through which the heads are moved to the right or left. The speed and feed changes are obtained by means of change gears which are held in position by spring plung- A New Mud Ring Drill ers, thus enabling the operator to change quickly from one speed or feed to another without lessening the avail- able power of the machine. A dial on the large worm wheel at the right shows where to set the dog to trip the feed at any desired depth. The spindles are 1 13-16 inches in diameter, have a vertical movement of 12 inches and work to a maximum center distance of 2644 inches. The table has a trans- verse movement of 24 inches and with a 12-foot rail re- ceives between the housings work up to 10 feet 6 inches wide. Driven by a constant speed pulley, the power is never less than that obtainable from a 5-inch double belt running at 1696 feet per minute. The net weight of the machine is 17,500 pounds. Oe The iron and steel imports of Great Britain in the first ten months of 1905 were 1,065,430 gross tons, against 1,087,809 tons to Oct. 31, 1904. Exports of iron and steel in the same period were 3,099,054 tons in 1905, against 2,705,663 tons in 1904, a gain of more than 14 per cent. A large part of the gain is in pig iron, of which THE IRON AGE November 23, 1905 the increase was 150,000 tons. This increase came mostly from the demands of the United States, 151,583 tons of British pig iron having been shipped to this country to October 31 this year, as against 47,185 tons in the like period last year. —__—_.3--g—___—____. A Large Allis-Chalmers Turbine. The Brooklyn Rapid Transit Company is now install- ing the machinery in the sixth of its large power plants, which will eventually contain nine steam turbo-genera- tor units. One of these that is now being erected is of 9000 horse-power and was built at the West Allis Works of the Allis-Chalmers Company. It is of the horizontal multiple expansion parallel flow type familiar in the Parsons turbine and will be direct connnected to a Bul- lock alternating current generator, driving it at 750 revo- lutions per minute. The blading of the Allis-Chalmers turbine is an in- teresting feature. The blades are made of a special al- loy and of a form and size calculated to secure the me Sees eee J ae EEN eae BES 6 Shan RG KS et | Built by the Bickford Drill & Tool Company, Cincinnati, Ohio. highest economy. They are mounted in. groups, each forming a semicircular row. The inner ends of the blades are swaged and are firmly secured in slots in foun- dation rings and riveted in slots in channel shaped shrouding rings. In this particular the construction is somewhat similar to that employed in the Willans- Parsons turbine described in The Iron Age November 9, 1905. The turbine and generator set will occupy a floor space 47 feet long by 13 feet 3 inches wide and the greatest hight above the floor will be 11 feet 6 inches. It is interesting to compare the space occupied with that which would be required by a reciprocating engine of equal capacity. Such an engine would frequently be more than 30 feet above the engine foundations and if the station were occupied with engines instead of tur- bines the engine room would occupy about 60 per cent. of the total ground space, leaving 40 per cent. for the boiler section. In this new turbine plant the turbine floor occu- pies but two-thirds as much space as is devoted to the boilers. November 23, 1905 The Ball & Norton Belt Type Magnetic Separator. Capacity, simplicity and effectiveness are three ele- ments in machine design so radically opposed that one or more must usually be sacrificed to meet the desired end. Magnetic ore separators have been no exception, with usual high costs in time, expenditure and repairs to keep them operating passably well under actual mill conditions. There has been developed at the plant of Witherbee, Sherman & Co., Mineville, N. Y., a magnetie separator which combines the elements of capacity, simplicity and effectiveness to the highest degree. This machine is used in the separation of strongly magnetic substances—name- FEED HOPPER THE IRON AGE _ith, ‘ aa FEED ROLL /__, -® \ Bi i [fA | 4 a Ze ~~ a FEED BELT 1 BOARDS \ SSS — SLOT FOR TAKE UP -s - TOTAL MEASURED RESISTANCE 12 —|¢h_th_ ch fp th th Path ths 1367 stream of ore delivered by the feed roll is uniformly dis- tributed over the feed belt. This belt carries the ore into the influence of the first magnet of the series, and here it begins to rise, striking the take-off belt between the first and second magnets, and is held in suspension by the magnets as it travels across their face on the under side of the take-off belt. At the time of rising from the feed belt part of the gangue remains on the feed belt and is thrown into the tailings directly, but part is entrained in the magnetic mass of ore and weeps out as the jigging action occurs in passing into and out of the influence of pole to pole. The gangue thus freed drops into the tail- ings compartment to mingle with that from the feed belt. The magnetic ore mass is delivered by the sustain- ing action of the magnetic field and the forward motion of the take-off belt into the receptacle for the concentrates. SLOT FOR TAKE UP @ A, th Al | MAGNE|TS S1iN s|injis CONCENTVATES CONVEYOR THE (RON AGE The Ball & Norton Belt Type Magnetic Separator. ly, magnetite from apatite and silicious gangue. The well- known Ball & Norton principle, from which the machine takes its name, has been used in the magnetic element— that is to say, the magnet is a series of poles whose polar- ity is alternately north and south. The action of a par- ticle in such a field is to turn the magnetic material end over end with a jigging action. Indeed, with the present form of machine the analogy to a jig turned upside down is perfect, and the machine might well be called a mag- netic jig. This constant agitation of the magnetized mass of ore allows the entrained particles of gangue to fall free from the magnetic ore, with a thorough cleaning of the ore concentrates. With this preliminary explanation of the magnetic action we will trace the course of the ore through the machine, a diagramatic view of which is here shown. The ore is suitably delivered to the feed hopper in such manner as to keep the hopper full, so that a con- stant feed may be delivered to the feed belt by the feed roll, which makes from 15 to 20 revolutions per minute, the depth of feed being regulated by a sliding gate in the side of the feed hopper next to the feed roll. The Conveyor belts may be run directly under the machine to receive the tailings and concentrates. The machines at present in use are provided with twelve magnets, whose strength is uniform, the current flowing being controlled by a rheostat. By dividing the magnet into two or more sections, each provided with a rheostat, any degree of concentration can be had, as, for example, the well-known three-part separation of tailings, middlings and concentrates. The feed and take-off belts are rubber, with three and two ply canvas, riveted together with copper rivets on a 6-inch lap. Endless belts have been tried, but for mill use the riveted lap has been found to answer the pur- pose. The adjustments on the machine are easily made, take- ups being provided to care for the stretch in the feed and take-off belts, and may be operated with the machine running. By placing wooden shims under the bearings of the pulley of the feed belt directly under the magnets the feed is moved into an increasing strength of magnetic field. The rheostat permits a variation in the magnetic strength in proportion to the current flowing in the cir- 1368 cuit. The take-off belt is run at a greater speed than the feed belt, so that the magnetic mass of ore is spread out more thinly per unit of surface. The speeds of belt travel must be determined experimentally for each ore. Those whose magnetic permeability is small and those where the sizes treated are large require a slower speed than those of great permeability and small size. At Mineville this machine has treated ore particles of % inch and under with satisfactory results. The aver- age hourly capacity is from 20 to 25 tons up to and in- cluding material which will pass 44-inch sieve. These re- sults have been maintained for two years and under fa- vorable conditions of dry ore could readily be kept up to 30 tons per hour. On one test when the ore was run through the mill at the rate of 144 tons per hour the machines took care of the material with no decrease in the quality of the product, this being an output of 36 tons per hour, four machines being used. Each part of the separator is accessible and can be inspected at all times. The magnets can be renewed when burned out and new belts put on in not to exceed one-half hour of delay. The fact of the magnets being open gives free circulation of air and consequently lower temperatures of operation. It cannot be too strongly stated that mill conditions are not those of the laboratory and machines must be built to run smothered in dust and grit; they must be made fool proof and the time re- quired for repairs must be a minimum and the repairs inexpensive. Repairs, including the material and time lost in ore treatment, always form a large item of ex- pense from the drastic nature of the work and any re- duction is welcome. This machine is designed on the sectional] plan, with the wearing parts as uniform units. readily handled by one man. The first use of these separators was in the treatment of a high phosphorus magnetic ore, in which it is neces- sary to keep the phosphorus in the finished product at about 0.6 per cent., the phosphorus in the crude ore rang- ing from 1.35 to 2.25 per cent. This variation is occur- ring constantly throughout the day. The iron likewise is kept practically uniform in the concentrates at from 66 to 67 per cent. These analyses are the daily averages over the period of two years of operation of this machine. To sum up, the advantages of the Ball & Norton belt type separator are its large capacity, being from two to three times that of other machines in practical operation to-day, with the exception of the Ball & Norton drum type separator, which it exceeds; its construction, so simple that it costs from one-third to one-half as much to build as other separators; its repairs, cheaply and quickly made; its accessibility, all parts of the machine being open to inspection at all times, and, greatest of all, its thorough reliability in the quality of the product. While the range and possibilities of this separator are of the greatest, the method of treatment of any specific ore must be indicated by competent authority, so that the material may be delivered to the machine in condition to obtain the results desired. ——_++e—____- The Riverside Engine Company.—Edward Gray, formerly vice-president and general manager of the Gray- Blaisdell Company, and late with the Bovaird & Seyfang Mfg. Company, both of Bradford, Pa., has purchased from J. B. Smithman an interest in his engine works at Oil City and has assumed charge of the plant. The firm will be known as the Riverside Engine Company, and will manufacture a line of large gas engines and air and natural gas compressors. The present plant, which consists of a building 70 x 180 feet, has been in operation since August 1, and two steel concrete fire- proof buildings, each 60 x 120 feet, are being added; the former being an erecting shop containing a 30-ton elec- tric traveling crane, while the latter is two story and will contain power house, pattern shop and shipping de- partment. In the early spring an additional building 60 x 180 feet will be added to the present machine shop. A number of new tools have been added and several planers, lathes, a large boring mill, a horizontal spindle drilling, milling and boring machine, motors, arc lights, several traveling cranes, radial drills, hot blast heating THE IRON AGE November 23, 1905 apparatus and a number of small tools will be required. The company is building a large gas engine of a new design, several of which are in successful operation and a number are in process of manufacture. (a a Oe Economy in Naval Expenditures. WASHINGTON, D. C., November 21, 1905.—It is semi- officially announced that the Secretary of the Navy in his forthcoming annual report will recommend a very modest programme for the increase of the navy, rejecting the suggestions of the General Board for the construction of a number of 18,000-ton battle ships, and will incorporate a series of estimates upon which a naval appropriation bill can be framed carrying less money than that passed at the last session, the total of which slightly exceeded $100,- 000,000. This decision of Secretary Bonaparte is in line with the desire of the Administration to keep the current Treasury deficit down to the lowest possible figure with a view to avoiding tariff or revenue legislation in the com- ing Congress. Recommendations of the General Board. The General Board has devoted a great deal of atten- tion during the past summer to a study of the current naval programmes of the leading maritime powers, and has reached the conclusion that in order to keep abreast of this development the United States should build sev- eral 18,000-ton battle ships. It has therefore recommend- ed that estimates be prepared for three vessels of this class to be authorized in the next annual appropriation bill and also that Congress be requested to order an in- crease in the size of three 16,000-ton battle ships recently provided for to 18,000 tons. The acceptance of these recom- mendations would mean the addition to the navy in a few years of six battle ships larger and more powerful than any vessels heretofore built by the United States and quite as formidable as any war ships now afloat. The batteries of these vessels would be composed of guns of a larger proportionate caliber than those now installed on 16,000-ton battle ships, although the secondary batter- ies would be numerically smaller. This programme appeals very strongly both to the Secretary of the Navy and to the President, who takes a lively interest in building up the navy, and especially in keeping it abreast of the navies of the world; but the cost of such an addition as is proposed by the General Board is regarded by both the Secretary and the Presi- dent as absolutely prohibitory. It has therefore prac- tically been decided to build the 16,000-ton battle ships authorized by Congress and to prepare an estimate for one additional battle ship to be provided for in the next appropriation bill. Congress will probably be asked to authorize this vessel to be of 18,000 tons and of the heav- iest practicable armament consistent with a reasonable radius of action. Other minor recommendations for small vessels will also be submitted, but the item for the “ in- crease of the navy” in the next appropriation bill will probably be smaller than for several years. To Increase Naval Efficiency. Secretary Bonaparte has given close study to the prob- lem of steadily increasing the efficiency of the navy with- out adding materially to the annual expense of mainte- nance. He has found by investigation that the cost of keeping up certain vessels of almost obsolete type is near- ly if not quite as great as that of maintaining the most modern war ships and he therefore proposes to add new, up to date vessels to the navy about as rapidly as the old ships are put out of commission. This programme, it is believed, can be carried out with very satisfactory re- sults and without any material increase in the personnel. While the auxiliary machinery on a modern war ship is more complicated than that on vessels of the older types, yet the installation of automatic and labor saving de- vices has kept pace with the general development and a ship’s company to-day is no larger ton for ton than it was several years ago, although unquestionably composed of men of much greater skill and special knowledge. The Secretary of the Navy believes that as a part of the general plan of increasing the efficiency of the navy November 23, 1905 without adding materially to the annual cost of main- tenance advantage should be taken of all the latest im- provements in marine architecture and motive power. He is especially interested in the adoption of turbine engines and in the use of fuel oil, and quite agrees with Admiral Bowles, late Chief Constructor of the Navy, who recently expressed the opinion that the great problem to-day is how to get speed without sacrificing defensive armor, the solution of which will probably involve the perfecting of automatic stokers and the adoption of turbine engines and fuel oil. Use of Liquid Fuel. The fuel oil is one to which the Navy Department will probably again devote its attention during the coming year. The special appropriation for the use of the Liquid Fuel Board has been expended and the results of the tests made by the Board have been published in an elabo- rate report. The work has now practically come to a standstill, although the board recommended for the prac- tical determination of certain features of the problem, the equipment of a coast defense moni- tor with a complete liquid fuel installation. This experiment is one that is desired for a _ variety of reasons, and especially because if the results should be satisfactory no difficulty would be found in providing supplies of fuel oil for vessels whose opera- tions would be confined to home waters. The problem of handling and storage under service conditions of fuel oil cannot be worked out on small vessels like torpedo boats and destroyers, but could be determined by a series of tests on a monitor. The Navy Department is now con- sidering the installation of turbine engines in a 16,000- ton battle ship and many of the engineering experts be- lieve that the next forward step will be made in the use of liquid fuel on these big fighting machines. W. L. C. ———qW7 [7+ Percentage of Air-Braked Cars Increased.—The In- terstate Commerce Commission has issued an order re- garding railroads to use air brakes on at least 75 per cent. of the cars in every freight train. The minimum per- centage of air-braked cars in freight trains at present is 50. Hearings were recently given to a number of rail- roads which protested against the proposed change. The coal roads in particular objected, saying that in many instances it was necessary to delay loaded nonair-braked cars 24 hours in order to comply with the 50 per cent. minimum rule in making up trains. This, it was said, was largely due to irregular loading by shippers, the cars part air and part nonair having to be distributed for loading at a great many comparatively small loading points. The principal argument of the railroads was that as traffic conditions are now abnormal in the pres- sure upon the railroads the requirement that three- quarters of the cars in all trains should be air-braked would work great hardship to shippers and consumers. The order just issued naturally means great activity for air brake works. _—9+-o—_____. Referring to the fact that the problem of the unem- ployed is still acute in the East End of London, Engineer- ing says that this has been accented by the determination of the Yarrows to remove their shipyard from the Thames. Thirty or forty years ago shipbuilding on the Thames was declared to be in a ruinous condition. Since then matters have grown worse. Apart from the high wages of London, shipbuilders there are handicapped by the increasing dearness of land, by high local taxes, which are growing higher at an alarming rate, and by high freights on coal, iron and steel. The “ Maximum Surface Contact” system of electric car propulsion was given a test on the tracks of the Inter- national Railway Company at Niagara Falls November 15 and the feasibility of the system was demonstrated. In the operation of this system no overhead trolley wires are used, the current which energizes the motor being obtained from beneath the car through a contact shoe ar- ranged to take the current from contact boxes located at THE IRON AGE 1369 short distances from each other between the rails to which boxes the feed wires are connected. The.system is the joint invention of W. M. Stephen and G. L. Campbell. + +e The Harvey Steel Royalty Cases. WASHINGTON, D. C., November 21, 1905.—By a judg- ment just handed down by the Court of Claims the Carnegie Steel Company has been awarded $8,024.45 for royalties paid to the Harvey Steel Company for the use of the so-called Harvey process for face hardening armor. This process was employed by the Carnegie Company under the terms of a contract with the United States in which it was agreed that the Government should pay all royalties, but which it subsequently refused to do. Basis of Claim. The Harvey process of hardening armor plate was employed by the Ordnance Bureau of the Navy Depart- ment for a number of years on a royalty basis. The Gov- ernment finally refused to pay royalties and withheld a considerable sum from the patentees on the ground that the patent was invalid, although it was conceded that the process was efficient and was necessary to the manufacture of plates possessing the highest ballistic resistance. The Harvey Steel Company, the owners of the process, then began an action in the Court of Claims to recover $60,806.45 alleged to be due in the form of moneys withheld under contracts with the Navy Depart- ment. The Court of Claims recently decided this case adversely to the Government on the ground that after having employed the process and having received from the Harvey Steel Company all the information necessary to produce the best armor plate known to the art it could not claim not to have received full consideration for the payments promised under the contract. In conclusion, the court laid down a proposition having a broad bearing upon patent litigation in which the question of the val- idity of a patent in involved in a claim for royalties, say- ing: The Court Scores the Government, “In a word, this is a case where a man without fraud or misrepresentation entered into a contract; where he received from the other party all that the contract prom- ised him or that he expected to receive; where he kept his mouth closed when he should have spoken and with- held the defense when he should have interposed it; where by his silence and his words he misled the other contracting party and thereby deprived him of his legal right to the adjudication of courts of competent juris- diction, which adjudication might be favorable to the other party and cost irreparable loss and injury to him- self. Such a man is not entitled to set up in an action on the contract the defenses which the defendant’s exe- cutive officers have insisted on interposing in this case. The court has not entered into an examination of the patent; of the construction which should be given it; of the state of the art or of any of those questions which would properly be subjects of consideration if this were an action for infringement.” The court thereupon gave judgment for the entire sum claimed. In addition to this suit of the Harvey Steel Company against the United States the Carnegie Steel Company began an action for $8,024.45 on account of royalties paid the Harvey Steel Company for the use of its process in the manufacture of armor for the Government. Before this case was taken under consideration by the Court of Claims the United States Supreme Court rendered a de- cision sustaining the court below in the case of the Har- vey Steel Company vs. United States. The Court of Claims therefore promptly gave judgment in favor of the Carnegie Steel Company and will certify the decision to Congress for an appropriation at the coming session. Upon a supplemental petition filed by the Harvey Steel Company the Court of Claims has given an addi- tional judgment against the United States for $650,132.17, being the amount of royalties that have accrued since June, 1898, and up to September 30, 1905, on the basis of the findings in the original case of the Harvey Steel Com- pany vs. United States above referred to. W. L. ©. 1370 The Simplon Tunnel. The Simplon Tunnel, which will ultimately connect Switzerland and Italy through the Alps, is an engineer- ing undertaking of world wide interest. When completed it will be the longest of the great Alpine tunnels, having a total length of about 1244, miles, whereas the St. Gotthard is only 9% miles long and the Mount Cenis Tunnel 8 miles. It is distinguished from the others by having two parallel tubes about 55 feet between centers. Eventually each will contain one track. The bore is straight, with a knee at the north end on account of the proximity of the Rhone River at the town of Brigue and another at the southern extremity due to the near- ness of the Divernia, just below the town of Iselle. The track at the north portal is about 2250 feet above sea level. From this point the tunnel rises with a 2 per cent. grade until the apex is reached almost exactly be- neath the boundary between Swiss and Italian territory. This highest point is about 2325 feet above the sea and THE IRON AGE November 23, 1905 tunnel was 55 degrees C., but the cooling devices main- tained the air temperature at from 25 to 30 degrees C. The construction of the tunnel was carried on simul- taneously from both ends. The heading starting on the Swiss side at Brigue was pushed beyond the apex to a point on the Italian side about 64% miles from the Swiss portal. At this time the Italian heading had been ad- vanced to within about 800 feet of the other heading and there remained this thickness of rock to be penetrated be- fore the mountain was pierced. At this point in Septem- ber, 1904, unexpected obstacles to further progress were encountered, necessitating the abandonment of work on the Swiss side and seriously impeding operations in the Italian heading. These were springs of hot water at 45 degrees C. opened almost simultaneously in the two head- ings, those on the Swiss side flowing about 489 gallons per minute, those on the Italian side 860 gallons per minute. The volume and temperature of this water in the Swiss heading, together with the destruction of the cooling plant for that section by a landslide forced complete suspension Interior of the Brigue Power House, Showing the Hydraulic Pumps and Air Compressors Used in Driving the Simplon Tunnel, the bore falls hence with a 7 per cent. grade to the south- ern entrance at an altitude of about 2100 feet. The moun- tain over the tunnel is 7000 feet high and the thickness of rock above the tunnel at the apex is greater than that over any other tunnel ever built. The method of building provided for the completion of the easterly tunnel as it was driven, while simultaneously only the floor heading of the second or western tunnel was carried along. The two bores are joined at intervals of 650 feet by cross galleries or laterals. Whi