The Iron Age 1905-12-21: Vol 76 Iss 25

THE [RG AG A Review of the Hardware, Iron, Machinery and Metal Trades. Published every Thursday Morning by David Williams Co., 232-238 William St., New York, 8 - 8 Y luding Postage Vol. 76: No. 25. New York, Thursday, December 21, 1905. $5.00 a Venn, including ela Reading Matter Contents...... page 1720 Alphabetical Index to Advertisers “ 187 Classified List of Advertisers “6-179 Advertising and Subscription Rates’ 186 Compression Shaft Couplings Manufactured by FORSTER PULLEY WORKS Cuba, N. Y. U. M. C. ADVERTISING This sample cut shows dealers in some measure the character of the U. M. C. advertising that goes to 4,000,000 readers every month The American Mfg. Co. Ropes and Twines 65 Wall Street, New York Such advertising hurries the sale of U. M. C. Cartridges and Shot Shells The Union Metallic Cartridge Co. Bridgeport, Conn. AGENCY: Deport: SAVES 313 Broadway, 86-88 First St. Time, Belts, New York, N. Y. San Francisco, Cal. Money. GreatestStrength READY TO APPLY FINISHED Jowr with Least Metal. Send for Circulars and Free Samples. THE BRISTOL CO., Waterbury, Conn. a oe eee CONSOLIDATED, BOILER CO. see Page 46 : “Dan Patch” Wits Capewell Horse Nails SAMSON CORDAGE WORKS. Boston, aia, ALLENTOWN, PA., Sept. 21, 1905. THE CAPEWELL HORSE NAIt Co., Gentlemen:— I shod Dan Patch this morning for his record breaking performance with No. 4% Plate nails, Cape- TURNBUCKLES,. Branch Office. 11 Broadway, New York. e}] Cleveland City Forge and IronCo., - Cleveland, O, wel. ‘ He reduced the world’s record on ahalf mile track TORN BUC HELeESs. from 2:03 to 2:01, also from 2:11 to 2:05 for wagon. MERRILL BROS., I have driven C cman nails for years on the mig a 465 to 471 Kent Ave Grand Circuit. I think them the only nail in the world Dig a RE ET LT Brooklyn, E.D., N.Y, for race horses. BAt &indo« With best wishes, Mill Ginder inal - J. F. HANSON. Girard Building, Phila. PILLING & CRAN . Enipire Bldg, New York: Made os Hartford on " ioaior trae, batons | OS “The Capewell Horse Nail Co. “cons. : ‘ ‘ IGHT JOINTS can only be maintained The care which is given 1 Tee . by the use of high grade flange packing. to the making of Apollo fe JENHINS ’°96 PACHING . Tie, jis unequaled for durability. It is absolutely Best Bloom Galvanized Net | cuarantecd. Sheets doesn’t show on the All genuine bears Trade Mark as shown in the cut. surface—but time proves |———— JENKINS BROS., New York. Boston, Paltadelphia, Chicago, London. that they are the most re-“SWOGON” GO Rolled Steel ct, Drawing a Samay i THE AMERICAN TUBE & STAMPING COMPANY SEK liable sheets produced. (Water and Rail Delivery) BRIDG EPORT, Conn, PAGE wise MAGNOLIA METAL. AMERICAN Best Anti-Friction Metal for all Machinerv Bearings. Pac-Simile of Bar. Le] oe ma Gay > + SHEET & TIN PLATE Beware of RES tones thee Svar a imitations. - : ’ COmrAnTS MAGNOLIA METAL CO., sand Sole 5 +t % Sa C 0 d Pi T Ad. on Page 14. Owners and Sole Manufacturers, —_ 113-115 Bank Street, 7, pe Rale cna O, Montreal, ne i tials “ Chicago. Fisher Bldg. NEW YORK. competitive prices. THE IRON AGE —. THE PLUME & ATwooD M6. Co., BRASS nw The Queen's Run = Sheet and Roll Brass Fire Brick co. ||COPPER WIRE ae PRINTERS’ BRASS, JEWELERS’ METAL, GERMAN SILVER AND GILDING METAL, COPPER RIVETS HIGHEST GRADE GERMAN SHEET AND BURRS. ROD Pins, Brass Butt Hinges, Jack Chain, Kero- Shapes a Specialty SILVER a 29 MURRAY ST., NEW YORK. LOW BRASS. SHEET BRONZE. as ene ae. manne SEAMLESS BRASS AND COPPER 199 LAKE ST., CHICAGO, TUBING. BRAZED BRASS AND ROLLING MILL : FACTORIES THOMASTON, CONN. WATERBURY, CONN, Lock Haven, Penn. N PLATE al BRONZE TUBING. ::::::3:: WATERBURY BRASS C0,,|) SooVLE MFG. 6O.., BRASS, WATERBURY, CONN. GERMAN SILVER, 99 John St., New York. Providence, R. I. Sheets, Rolis, Wire Rods, Bolts and Tubes, Brass Shells, Cups, Hinges, Bridgeport DeOxized BYOne fg, tras Goods to Order. Metal G0 FACTORIES: °9 WATERBURY, CONN, MAKERS ERIDGEPORT, GONN. acai F 0 LLANSBEE Automobile Castings a Specialty. | fj YEW YORK. CHICAGO. _— BOSTON. High Tensile Strength. ee ee ee ee Pittsburgh. Bronze and Aluminum Alloys. Henry Souther Engineering CO. Brothers Company HARTFORD, CONN. Write Us. Consulting nae S Metallurgists and Analysts. harp me EY ey Soe ae Matthiessen & Hegeler Zinc Co., }/-——_"*;;>+— LA SALLE, ILLINOIS. 1. A i y ( suiteamaandis Arthur T. Rutter & Go AND MANUFACTURERS OF : 256 Broadway, SHEET ZINC AND SULPHURIC ACID. Special Sizes of Zinc cut to order. Rolled Battery Plates. NE YORK. Selected Plates for Etchers’ and Lithographers’ use. per, Selected Sheets for Paper and Card Makers’ use. a Per 7 eaten, Com r Shove and Westheané Bienien eel, uminum, German Silver, &c. Sheet Brass, Copper and Ger- ZINCS FOR LECLANCHE BATTERY. man Silver. Copper, Brass and German Silver Wire. Brazed and DN eee PHONO-ELECTRIC CUA aC CC UM | | VY TERED. “it's Touch.” ——————————e TROLLEY, Aluminum « CASTINGS TELEPHONE W.G. ROWELL CO, Bridgeport, Conn. emai en HENDRICKS BROTHERS LINES. PROPRIETORS OF THE Belleville Copper Rolling Mills, | sce, eter eas Os Bld Conn. Broadway and Murray S8t., New York. MANUFACTURERS OF Braziers’ Bolt and Sheathing GEORGE KROUSE | COPPER, HEAVY CASTINGS CcCoOrPrPvrER WIRE AND RIVETS. Manufacterer of all Kinds of Importers and Dealers in Brass and Composition Castings Ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. Brazing Metals, Hard Composition and 49 CLIFF ST., NEW YORK. ae ee Sey 6 eee 160 to 164 Morgan Street, JERSEY CITY, N. J AGE el IRON BRASS COPPER; =... GERMAN /s*#= SILVER WIRE LOW BRASS. SHEET BRONZE. SEAMLESS BRASS AND COPPER TUBING. BRAZED BRASS AND BRONZE TUBING. :: :::338: PLATE! varersuay BRAss co, WATERBURY, CONN. 99 John St., New York. Providence, R. I. Bridgeport Deoxidized Bronze & Metal C0., THE the Queen’s Run SH ll Fire Brick co. HIGHEST GRADE Shapes a Specialty Lock Haven, Penn. N I STEEL MAKERS BRIDGEPORT, GONN. saath scan Automobile Castings a Specialty. FO LLA hk’ S DE 3 High Tensile Strength. Pittsburgh. Bronze and Aluminum Alloys. Brothers Company Write Us. Matihiessen & 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. WN ines eB 105-109 So.Jefferson St. Chicago. Best Bronze, Babbitt Metals, Brass and Aluminum SAST!NGS rass, Bronze and #2 Aluminum #2 CASTINGS FOUN DERS—FINISHERS. Ww. G. ROWELL CO., HENDRICKS BROTHERS PROPRIETORS OF THE Belleville Copper Rolling Mills, MANUFACTURERS OF Braziers’ Bolt and Sheathing COPPER, COoOPrPTrvrER WiiRE AND RIVETS. Importers and Dealers in Ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. 49 CLIFF ST., NEW YORK. Bridgeport, Conn. THE PLUME & ATwooo MFG, Co., MANUFACTURERS OF wre) 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 WATERBURY, CONN, ROLLING MILL THOMASTON, CONN. SCOVILL MFG. CO., MANUFACTURERS OF BRASS, GERMAN SILVER, Sheets, Rolis, Wire Rods, Bolts and Tubes, Brass Shells, Cups, Hinges, Buttons, Lamp Goods. Special Brass Goods to Order. FACTORIES: WATERBURY, CONN, DEPOTS: NEW YORK. CHICAGO. BOSTON. Henry Souther Engineering Co. HARTFORD, CONN. Consulting Chemists, Metallurgists and Analyst 8. sical Testing Lapenatenys Expert Complete Ph urt and Patent C Testimony ia Arthur T. Rutter & Co. 2506 Broadway, NEW YORK. Small tubing in Brass, Copper, Steel, Aluminum, German Silver, &c. Sheet Brass, Copper and Ger- man Silver. Copper, Brass and German Silver Wire. Brazed and Seamless Brass and Copper Tube. Copper and Brass Rod. “PHONO-ELECTRIC” WIRE. “it’s ToucH.” TROLLEY, TELEPHONE and TELEGRAPH LINES. BRIDGEPORT BRASS C0., Postal Telegraph Bld a oadway and Murray st, New York, - GEORGE KROUSE HEAVY CASTINGS Manufacturer of all kinds of Brass and Composition Castings Brazing Metals, Hard Composition and Phosphor Bronze Castings a Specialty. 160 to 164 Morgan Street, JERSEY CITY, N. J a Bridgeport, ian. THE IRON AGE New York, Thursday, December 21, 1905. A Notable Mesta Corliss Engine. The first engine of its kind ever installed for rail mill service has been designed and built by the Mesta Machine Company, Pittsburgh, Pa., for the Tennessee Coal, Iron & Railroad Company, Birmingham, Ala. It is a Corliss compound engine with a 44-inch horizontal high pressure cylinder, a 72-inch vertical low pres- sure cylinder, a 60-inch stroke, and weighs complete 800,000 pounds, including a 200,000-pound fly wheel. The chaser’s rail mill at Ensley, Ala., and will replace a 52x 72 inch engine which has been found too light for the work. Fig. 1 gives a general view of the new engine in course of construction on the erecting floor and con- veys some idea of the massiveness of the design. The horizontal cylinder is of the regular Corliss engine type, cast in one piece of special grade air furnace iron. Fig. 1—The 44 and 72 x 60 Inch Horizontal-Vertical Corliss Compound Engine Built by the Mesta Machine Company for the ‘Tennessee Coal, Iron & Railroad Company. connecting rods of both cylinders act on the same crank pin, and as the cylinders are at right angles to each other a quarter crank effect is secured with- out the use of a separate crank for each cylinder, as used on the ordinary cross compound mill en- gines. The engine develops 6500 indicated horse-power at a speed of 85 revolutions per minute with steam at 150 pounds pressure at the throttle and cut off in the high pressure cylinder occurring at one-half stroke. The maximum cut off is eight-tenths of the stroke and the maximum horse-power 10,000. The new engine has to meet unusually heavy demands in driving the pur- The steam and exhaust valves are double ported and are driven by separate wrist plates. The steam arms are located inside of the bonnets and have a taper fit on the steam valve stems upon which they are forced by a sleeve and a nut at the end of the stem. The nut can be taken up while the engine is running. The dash pots are noiseless and quick acting. The high pressure piston is a solid umbrella-shaped steel casting without cored holes, finished and polished all over. The pack- ing ring of cast iron is held in place by a cast steel fol- lower. Spiral springs of German silver hold the pack- ing ring against the cylinder walls. The high pressure 1662 piston does not bear on the cylinder walls but is sup- ported by an open hearth steel piston rod 9 inches in diameter extending through the rear cylinder head and THE IRON AGE December 21, 1905 ing on the cylinder walls is the cast iron packing ring, making the wear in the cylinder very slight. man silver springs are a special feature that will ap- The Ger- y SOSPILLLSEDEISDY SGLISELSISDA SDD EXHAUST SIDE PIPE EZ ¥ N N N N N N N N N N Ny N N N N N N yo N w N N e N N & N w N ( N Q N N @ N a? N . .% N a ‘ t & “} A Pee rere THE IRON AGE Fig. 3.—Vertical Cross Section through the Low Pressure Cylinder. attached to a tail rod crosshead provided with an ad- justable slipper which runs on a substantial guide cov- ered with an oil shield. The piston and cylinder are separated by a %4-inch clearance. The only part bear- peal to engineers who have had experience with steel springs in piston work, as there is no danger of the German silver springs breaking during operation and cutting into the cylinder walls. A cast iron sole plate, December 21, 1905 THE tongued and grooved, runs underneath the entire cyl- inder and tail rod guide, allowing the high pressure cylin- der to expand and slide freely. The sole plate also serves as a drip collector for the horizontal valve gear. The high pressure guide is extended to the foundation, Fig. 5.—The Fly resting on its wide base, and is bored for the crosshead and bolted to the high pressure cylinder at one end and to the bed plate at the other. The bed plate is a massive rectangular weighing 45 tons. It forms a pit for the crank casting and IRON AGE 1663 has a solid bottom to catch the oil drippings from the guides, the crank and the main bearing. The main bearing extends to one side of the bed plate and has a self-aligning spherical bottom shell, two side shells and wedges. The wedges enter from the top and can Cla mt 4 aL GLa ic Wheel Mounted in a Pit Lathe for Turning. be lifted out with the cap. The main bearing cap fits tightly over the jaws of the pillow, block and on account of its weight and to facilitate handling is made in two parts, allowing each half to be handled separately. An overhead I beam and trolley are arranged in such 1664 a way that the halves of the cap can be lifted off with- out the use of a crane. Each half is fastened by four heavy bolts which can be made to drop into recesses left in the foundation, thus saving lifting the caps over the bolts in taking the main bearing apart. After the cap is lifted off, the side shells and the lower shell can be removed by rolling them around the shaft, after raising the wheel and crank sufficiently to relieve the Fig. 6.—Details of the Governor. THE IRON AGE December 21, 1905 justments being made by means of screws and bolts, and the wedges, side shells and caps can be adjusted while the engine is running. The outboard bearing rests on a heavy sole piate bolted and anchored to the foundation and can be adjusted sideways by means of wedges. The vertical frame and guide are of circular shape, the frame being bolted to the bed plate. Eight extra heavy anchor bolts, running deep into the foundation, secure the frame. The vertical crosshead guide is bored for the crosshead to the same diameter as the horizontal guide. Both crossheads are exactly alike, and like the other steel castings on the engine, such as the crank disk, the high and low pressure pistons and the high and low pressure carrier arms, are made of the best grade of Mesta acid open hearth cast steel thor- oughly annealed. The tensile strength of the mate- rial ranges from 65,000 to 70,000 pounds per square inch, with an elongation of 20 per cent. The adjust- ing and tightening of the shoes on the crosshead is ac- complished from the outside, two bolts being used for taking up the wear and one at each corner for hold- ing the shoes to the crosshead. The connecting rods have solid ends with phosphor bronze at the crosshead end and straps with cast steel babbitt lined boxes at the crank end. The adjustment is made by means of wedges. The crank is of the coun- terbalanced disk type, is pressed on the main shaft with 500 tons pressure and is secured by two keys. The crank pin, which is 20 inches in diameter by 18 inches long, is pressed into the crank and riveted over. A view of the low pressure cylinder bare of lagging is shown in Fig. 2, giving an idea of its construction. This cylinder consists of the two cylinder heads, the barrel and two side pipes with the phosphor bronze ex- pansion joints. The heads are box shaped castings with the port holes for the steam and exhaust valves near the center. Fig. 3 is a vertical cross section through the cylin- der which shows construction. The steam enters through the opening A from the receiver into the side pipe and the heads, through the steam ports into the cylinder, and through the exhaust ports out into the exhaust side pipe and exhaust opening B in the lower head. Both the steam and exhaust ports are double ported, which gives large port opening and quick closing with a comparatively short travel of the valve and the valve C.L. OF CYLINDER Fig. 7.—The Crank Side of the High Pressure Cylindér. lower shell of their weight. The lower shell is cored for water cooling and is drilled and grooved for oiling under pressure from the bottom, and the caps have large openings for inspecting and feeling. The parts of the outer bearing are designed on the same lines as the main bearing, except that the cap is in one piece, so that it can be easily removed by an over- head crane. No liners are used in the bearings, all ad- ‘ gear parts. This is of great importance on an engine running at such a high piston speed. As will be seen readily from the illustrations, no water can be entrain- ed in the cylinder, side pipes, or heads, all these parts having wide openings at the lower end and being self- draining. The steam and exhaust valves of the low pressure cylinder, like those of the high pressure, are driven by separate eccentrics ; the only difference is that December 21, 1905 the low pressure has only one wrist plate which oper- ates the exhaust valves, and the two low pressure steam valves are actuated direct from the carrier. On both the high and low pressure valve gears the cut off can be extended to eight-tenths of the stroke. The low pressure piston is made of acid open hearth steel cast in two pieces; no cores are used in. its construc- tion. It has a cast steel follower and cast iron packing rings with German silver springs. Neither piston nor follower come in contact with the cylinder walls, being guided by a 9-inch diameter piston rod which runs through both the lower and upper cylinder heads. The receiver is suspended in a vertical position un- der the steam side of the low pressure cylinder parallel to the low pressure guide, and is made of boiler plate with a cast steel flange at the top. It is connected to the high and low pressure cylinders and is provided THE |RON AGe Fig. 8.—The Valve Gear of the High Pressure Cylinder. with both a reducing and a throttle valve to let in steam at reduced pressure. The steam piping between high and low pressure cylinders is provided with two 18-inch gate valves. The whole arrangement is such that the high and low pressure cylinders can be run irdependently of each other. Both of the cylinders and the piping between the high pressure cylinder, the re- ceiver and the low pressure cylinder are covered with non-conducting material. Every part of the vertical engine is made accessible by very substantial stairways, platforms and ladder. The shaft is shown in Fig. 4, with crank disk, ec- centrics, hub centers and coupling loaded on a car ready to be shipped. It is made of the best grade of open hearth forged steel. The main bearing is 30 inches im diameter by 50 inches long, the outer bearing is 28 inches in diameter by 46 inches long, and the shaft measures 34 inches in the wheel fit. The journals are ground straight and round by a special method adopted in the Mesta shops. The hub centers are forced on the shaft with 350 tons hydraulic pressure. There are four THE IRON AGE 1665 eccentrics on the shaft, each being split so as to make them more easily removable. Heavy set screws with cupped and hardened ends hold the eccentrics to the shaft, thus making them adjustable for any valve set- ting that may be required. The outer end of the shaft has a cast steel coupling for connecting it to the mill and an adjustable thrust collar keeps the shaft from crowding over on the engine. The fly wheel is shown in Fig. 5, mounted on the mandrel in a pit lathe for turning. It is built up of four segments and two hub centers, each segment con- sisting of two arms and one quarter of the rim. The arms are not cast together at the hub, thus avoiding shrinkage strains. The rim of the wheel is held to- gether by T-head links made of the best Norway iron and the hub centers and arms are bolted together by heavy forged bolts which fit in reamed holes. The governor on this engine is worthy of notice. It is of the heavy weighted fly ball type, very quick and powerful in its action, being made to meet the require- ments which are imposed upon the engine under the extreme variations of load, which changes instantly from, say, 7000 horse-power to friction load frequently four or five times per minute. The governor is driven by four 14-inch Manila ropes, drawn tightly to avoid slip, and the shock is taken up by an idler. The rope pulley on the governor shaft is provided with a shaft governor, as shown in Fig. 6. This shaft governor, be- ing set for a certain speed, will begin to act when the predetermined speed limit is reached, and by the ac- tion of the weights C will release the latch D, which lets the weight E drop, tripping a weight on an emer- gency valve which instantly shuts off the steam supply to the high pressure cylinder, thus stopping the en- gine. One of the important features of this engine is the ease with which it can be started and reversed. Fig. 7 shows the crank side of the high pressure cylinder with the auxiliary steam valve F attached to the high pres- sure cylinder sole plate and connected by the piping C and the angle valve H to each end of the high pres- sure cylinder. Fig. 8 shows the valve gear side of the high pressure cylinder, in which I indicates the hand lever which actuates the valve F by means of shaft L. By disconnecting the hook rod carriers K, thereby throw- ing the high pressure valve gear out of commission, closing the steam and exhaust valves and by opening the valve H, the engineer is enabled to give the high pres- sure cylinder steam at either end and start the engine in either direction. —_——__~»--e—___—_ The Illinois Manufacturers’ Association.—At the an- nual meeting of the Illinois Manufacturers’ Association, held at the Auditorium Hotel, Chicago, December 12, officers were elected for the ensuing year as follows: President, U. G. Orendorff, Parkin & Orendorff Company, Canton; first vice-president, H. C. Staver, Staver Car- riage Company, Chicago; second vice-president, A. A. Sprague, Sprague, Warner & Co., Chicago; treasurer, J. Harry Selz, Selz, Schwab & Co., Chicago. John M. Glenn, Chicago, is secretary of the association. The fol- lowing directors were also elected: John E. Wilder, Wilder & Co., Chicago; John H. Pierce, Big Creek Coal Company, Kewanee; W. B. Conkey, W. B. Conkey Com- pany, Chicago; Wm. Duff Haynie, Illinois Steel Com- pany, Chicago; Fred. W. Upham, Upham & Agler, Chi- cago; C. H. Smith, Western Wheeled Scraper Company, Aurora; La Verne W. Noyes, Aeromotor Company, Chi- cago; A. B. Dick, A. B. Dick Company, Chicago; S. E. Bliss, Bliss & Laughlin, Harvey; Gustav Hessert, Jr., National Brewing Company, Chicago; Adolph Mueller, H. Mueller Mfg. Company, Decatur. —_—_~-e—__—_ Wage agreements for 1906 are now being made by the American Sheet & Tin Plate Company with employees in its nonunion sheet and tin plate mills on practically the same basis as prevailed in these plants this year. At cer- tain of the plants slight adjustments have been made ow- ing to the introduction of improved machinery which provides greater output. 4 see egereys arn, REN ER Aaer Ue: SMNORRT Tks SEIS = 2S. DH AROSE RIE ee ee ‘ 1 t 1666 THE The Acme Thread Rolling Machine. The dies constitute the feature of originality in the rotary thread rolling machine built by the Acme Machin- ery Company, Cleveland, Ohio, although to accommodate them the machine takes a form that is radically different from that of any other designed for the same purpose. In the process of thread rolling as ordinarily conducted the shank of the object to be threaded is rolled between two flat dies the surfaces of which have furrows corre- Pr waphrnd Bok, ste AQTE MB: , ; FRONT ELEVATION IRON AGE December 21, 1905 Fig. 1 gives two views of the new machine and Fig. 2 shows an end elevation and a longitudinal section, while Fig. 3 presents details of the dies and the feeding mechan- ism. As in the reciprocating threaders, the piece to be threaded is rolled between the dies and it is necessary that it be introduced at precisely the right instant, so that the work done by the two dies will register and not cause crossed threads. In the reciprocating machines it is com- paratively easy to provide for this condition, but to do the work in the new way a special arrangement was neces- : IRON AGE SECTION ON AA_ THE IRON nae Fig. 2.—End Elevation and Longitudinal Section of the Acme Thread Roller sponding to the shape of the desired thread, these being inclined by an amount determining the pitch of the thread. One of the dies is usually fixed and the other reciprocated, and their relation is such that their faces are farthest apart at the beginning of the stroke to admit the bolt blank, and as the rolling proceeds they approach one another gradually, cutting and raising the thread on the bolt. The proper condition is obtained by adjusting one of the dies so that their faces are not quite parallel. The principle of the new rotary thread roller is the same, but instead of a reciprocating flat die a cylindrical one is used that revolves continuously in one direction and a stationary segmental curved die replaces the flat fixed:die. sary which is brought out in Fig. 3. The rotating die A is mounted on the svindle and the stationary die is held in a block that is adjusted to the required slight eccen- tricity with the spindle by the two hand wheels shown in Fig. 2. A pointer on the frame playing over a scale on the segmental die holder indicates the degree of eccen- tricity and assists the proper setting. The bolt just before work starts upon it is held in the position C, Fig. 3, be- tween spring actuated jaws in the oscillating carriage F. There are four instants to each revolution of the spindle, when the bolt may be correctly inserted. These corre- spond to the four notches in the disk E. When the work is ready the operator presses on a handle attached to the December 21, 1905 pawl D, and when the next notch comes around the pawl engages it and the carriage is carried forward until the bolt is gripped by the dies and slips from the jaws, and then the carriage returns to receive the next bolt. The first bolt is carried around with the rotating die and drops out completed at the lower end of the segmental die. If the operator is sufficiently skillful a bolt may be started for each notch in the disk, but in any event he does not have to wait a whole revolution of the spindle when he is ready to enter a new blank. An interesting provision in connection with the spindle is the automatic means for insuring perfect justification of the threads. It will be noticed in Fig. 2 that at the rear end of the spindle there are two spiral springs oppos- ing one another in their action. These act upon a rod passing through the center of the spindle that carries a key engaging the rotating die holder. They tend to hold the die at a definite position, but at the same time allow slight axial displacement in either direction sufficient to allow the rotating die to conform with the threads started by THE IRON AGE 1667 our export trade has gone to the Orient, Japan and China principally. As to Europe, the shortage of the grain crop of the Pacific Coast has made our sales in staples of wheat and barley very small, but this has been made up to some extent by the activity in other staples. Our exports of salmon and canned fruit to Europe have been exceptionally large. The production of merchantable lumber, oil and fruit has increased, so as to make up to some extent the falling off in the cereal product. And the activity in the settlements of the State during the year has given rise to an unusual demand for merchandise of all kinds. The trade of this coast with Alaska has gone up to nearly $11,000,000, of which San Francisco enjoys the least portion, most going to the Puget Sound cities. In all this prosperity the iron and steel trades have participated to the full. As the year closes the reports of building operations in San Francisco show contracts approaching $21,000,000 and in Los Angeles $16,000,000, with a proportional amount in the other leading cities and towns of the State. The total value of building con- tracts in California for the year 1905 exceeds $70,000,000 and the sales of building hardware, structural iron and steel, &c., have been very large—at least 18 per cent. in excess of 1904. The operations in the lumber sections pre owe om eee ee, THE IRON AGE } i ' ' ' : naiialiesbsimtes -.: Fig. 3.—Details of the Dies and Feeding Mechanism. the stationary die. The notched disk E is adjustable angu- larly to correctly time the movement of the feed carriage until it is closely approximate. The machine is at present made in two sizes, one roll- ing threads up to 1 inch in diameter and the other threads up to 2 inches. The adjusting for different diameters with threads of the same pitch is made entirely by varying the setting of the stationary die by manipulating the hand wheels before mentioned. For other pitches a different set of dies may readily be substituted. Equipped with two sets of dies, as shown in Figs. 2 and 3, the machine can be used for rolling stud bolts, forming both ends at one operation. —~-e Pacific Coast Business Conditions. San FRANCISCO, Cal., December 9, 1905.—The present year will be closed before another communication from this city will have reached The Iron Age, and looking back we may see that it has been from every point of view the most prosperous year that San Francisco has ever experienced. Even now, coming to the close of the year, it is very hard in the building trade to find an un- employed man or to get additional hands. Plasterers and other workmen in the building line command $7 a day and of late the wages of tinners have gone up to the same figure. The amount of exports from the port of San Francisco for the year, including those to the Ha- waiian Islands, will reach $54,000,000, while the imports are in proportion. The greater part of the increase in of the State have called for an unusually large amount of machinery and supplies for the redwood and sugar and@ white pine mills, as there has been a large increase ip the production and in the establishment of new mills, &c. It requires from $50,000 to $100,000 to establish any kind of a saw mill plant and in some cases much larger sums are spent, the greater part of which is used in buying machinery of various kinds. It is the same in the oil industry and, although owing to various causes this did not show as great a gain as in former years, there was still an increase in production and in the purchase of supplies needed. There has been an increase in the amount of gold, silver and copper produced, and here again machinery has made up a large portion of the ex- penditure necessary in the preparation for the develop- ment of gold, silver and copper mines. The mining interests of Alaska have shown during the year a great development. A company with a large capitalization is now being formed to work the tin de- posits. In two or three years it is expected that great activity will be seen in tin mining in Alaska. It is the same with copper, as vast deposits have been found, espe- cially in the region drained by the Copper River, where masses of 10 to 20 tons of native copper have been found. In many cases the assays of copper ore have yielded 50 per cent. of copper, with gold accompanying of the value of $20 per ton. This of itself will be a very good return, without taking into account the copper. As a matter of fact, in one of the most successful gold mines in Alaska the ore does not yield over $2 per ton. 7a L “ pacar the aealgl aS 2s Fi) 1668 The Thompson-Burger Gas Producer and Engine. The Thompson automatic cut off gas engine and the Burger suction gas producer represent a type of power unit that is becoming popular in localities not favored with a supply of natural gas and where gas engines of a comparatively small horse-power are desired, although it is equally economical and efficient in larger units. The engine and producer were designed by L. F. Burger and are built by J. Thompson & Sons Mfg. Company, Be- loit, Wis. The engine shown in Fig. 1 has a rated capacity of 55 horse-power and the producer shown in Fig. 3 is de- signed to supply the engine with a proper amount of gas for this rating. The engine is of the two-cylinder, four- oo No =p Las “yj bh is ele pee i a THE IRON AGE ee Pema Vii addaaddaaa | b —? eee = = fe —— December 21, 1905 pinion which meshes into a segment which is attached to the governor. The governor weight C is pivoted at B and when the weight revolves with respect to the fly wheel the segment gear causes the small pinion to be re- volved. On the inner end of the shaft is a quick acting screw thread which works in a brass nut, which is insert- ed in a sliding sleeve, D, shown in the plan. As the gover- nor revolves shaft A, sleeve D, which is connected to a rocker shaft, E, is moved over toward the engine box. This shaft is provided with cranks, J, as shown in Figs. 1 and 2, connected by the rods K to sleeves on shaft F. These sleeves carry small bevel gears on the sides oppo- site the rods K. The gears G are keyed to the shaft F and the gears H are loose on the shaft. Bach gear, H, has a cam on its hub which actuates the governing valve P, shown in Fig. 2. Gear L being held in position by the connector K is driven by gear G, which then drives gear — THE IRON AGE Fig. 1—Plan Section and Elevation of a 55 Horse-Power Two-Cylinder Tandem Thompson Gas Engine. cycle, single acting tandem type, with automatic cut off. The cylinders are 13 inches in diameter by 17 inches stroke and are placed horizontally end to end. The two pistons are connected by one rod and are of the usual trunk type, of good length and a trifle longer than the stroke of the engine. The piston rod is secured to the piston in such a way as to be easily uncoupled and either piston may be removed without interfering with the other. The piston rod is taper fitted into the pistons and is held in position by a brass nut. The front piston is coupled to the connecting rod close to the outer end of the piston to prevent any rocking or tilting motion. The connecting rod is large and the crank pin box is bronze and of ample area to avoid undue heating. The boxes can be easily adjusted for wear by raising or lowering a wedge which is held in position by two screws, one above and one below the strap. The application of the inertia governor to the engine is covered by patents owned by the company and com- prises a small shaft fitted into the hub of the fly wheel, shown in Fig. 1, at A. On the outer end is fitted a small H in the opposite direction. These gears are all set so as to open and close the governing valve P at the proper time. For example, when the engine is running at full load the governing valve will keep the port open during a complete suction stroke, thus allowing the piston to draw in a full charge; when the load is cut down to one-half the governor will at once respond to the load, thus mov- ing the rock shaft and the bell cranks with it, since they are keyed to the shaft. As the cranks J move down they pull down the sleeves and gears L and thus partly rotate gears H, which change the time of opening the govern- ing valves P and make them close at about one-half of the piston travel, thus allowing the cylinders only a half charge. There is no wire drawing of the charge so com- mon to the throttling system of governing, as in this case the ports are either wide open or closed altogether. This valve operates very quickly, making a cut off almost as quickly as a Corliss engine. The valves are of the vertical poppet type, of large area. The inlet valves are placed on top of each cylinder and the exhaust valves directly opposite, underneath each December 21, 1905 cylinder, thus doing away with pockets and long ports. These valves are all actuated by a simple mechanism con- veying the motion from the cam shaft in such a manner as to give a direct up and down movement to the valves, thereby avoiding side wear. The water jackets of each aT Vf ie ae LSS cS Vs LY aN ’ Ssssss hdd dddaky S07 4 TALI V7 Litasa pela ¢ Ny 2777777 N N THE IRON AGE Fig. 2.—Ené Section, Showing the Valve Gear. THE IRON o ch os : re = CG $ x ° < Ne « €5) TI $5 Z < YQ Y £ Kiss eee TEST LIGHT, Se — ree Ts at CT — i ph 4 7 ‘4 SSossssoy my - . SSSSMY | Ss PRODUCER LJ 7 A aS Morerreeb tlt: cS | st tA SSSSSS ee La, U a] SS CSS a SS ae De ~ eae Ss SSS 7 7 ddd Ff cq {| ) 1669 sections are fitted into a conical cup and forced down and held in place by a compression spring. These cups are free to move in the cup chamber to allow for down wear or vibration of the piston and rod and insure a tight joint. They are ground and faced on the end so that they may rub or slide in any direction without leaking. The electric igniters are of the hammer break type, in- serted in the side of each cylinder and are easily acces- sible. The points are just inside of the combustion cham- ber, where there is no danger of fouling. The single throw crank shaft is 4% inches in diameter at the bear- ings and pin. The bearing on the pulley side is 12 inches long and the other bearing 10% inches long. The crank pin is 5 inches long. The bed is massive and designed on lines to secure a maximum amount of strength, the metal being distributed to equalize and best withstand the strains. The end of the bed is faced and bored to receive the cylinders, thus bringing all working parts into perfect alignment. The subbase is made with an extension to support the outer cylinder to allow plenty of room to get at the working parts of the engine. The fly wheels are 66 inches in diameter and the rims are wide enough to receive a belt 6 inches wide. The combined weight of the two is 3700 pounds. The governor mechanism is fully protected within the rim of the gover- nor fly wheel. The cylinder and piston rod packings are oiled by a force feed pump and the main bearings and wrist pin are oiled from a reservoir placed on top of the crank shield and arranged with sight feeds adapted for continuous run- ning. The starting device consists of two valves that are opened by a single lever; moving the lever one way opens AGE ecto SOROS Rowe Bea Lao tray oe ci FILER Pt 5 | PR eR Bs FE PL Ze Pa ry) iJ cr | | SCRUBBER i i VU tbTts tT 77 VLC F7 7 THE IRON AGE Fig. 3.—Section of the Burger Gas Producer with Its Scrubber and Equalizer. cylinder, valve chest and the intermediate head, which form also the piston rod packing chamber, are all sepa- rate and independent, doing away with all water packed joints, and the cooling of each cylinder can be regulated as desired. The piston rods are separately packed and are made of a special alloy guaranteed to withstand a temperature of 1400 degrees F. The packings are in three segments to allow for expansion and contraction and the one valve and reversing the operation the other valve is opened. When the engine is shut down the lever that opens the valve protruding into the cylinder is pushed down, the fly wheels continue to revolve from their mo- mentum for several revolutions and cause the engine to act as a compressor storing compressed air in a tank. When the engine is to be started it is set so that the crank pin is about 10 or 15 degrees above tne. ater. The igniter ane oe 44 i ees o oR re 1670 is then set so that it is almost ready to trip. A small quantity of gasoline is poured into the valves and the valve toward the air tank is opened, which will permit sufficient air to rush past the gasoline, taking the vapor with it, thus making an explosive mixture which will be ignited just as soon as the cylinder is full and move the piston, at which time the igniter trips, igniting the charge. The producer is of cast iron and steel construction and is provided with a scrubber and drying tank or equal- izer. The producer proper embodies a charging hopper, shaking grate, evaporator and superheater and is fur- nished with fire brick linings throughout. The shaking grate is located about 1% inches below the fire pot and is oscillated by the lever A, which is fastened to lever B. The door J in the ash box is planed smooth and scraped so that it can be closed tight to exclude air, being secured by the hand screw. The hopper contains a valve and an air tight cover through which the coal can be charged while the engine is running. The hopper valve D is lo- cated at the bottom of hopper BE, in Fig. 3. The hopper cover F is ground to make an air tight joint, so that when the cover is taken off the hopper can be filled with coal without any danger of air being drawn into the pro- ducer, valve D being held closed by the weight G. After the hopper is filled with coal the cover is replaced and clamped down by screw H; then the valve D may be opened to allow the coal to fall down into the producer. The producer can thus be charged without allowing any air to get mixed with the gas to form an explosive mixture. The producer is provided with a vent valve, L, for use when blowing up the fire preparatory to starting and when shutting down, and by the use of it all the gas in the scrubber will be saved and not allowed to get mixed with air, thus avoiding back firing and interfering with the proper operation of the system. The vent valve L has two ground seats. By raising it against the upper seat the gas is allowed to go down into the scrubber and up through the coke with which the scrubber is filled, then out at the upper side, down into the equalizer or drying tank. The latter is a hollow vessel in which the gas is allowed to remain a few minutes to separate moisture from it, and also serves to dampen the pulsating action of the suction of the engine. The evaporator is located in the upper end of the pro- ducer and is kept full of water. The heat from the pro- ducer slowly evaporates the water, which by the suction of the engine is drawn down with air through pipe M into the evaporator N, where the air and steam are again heated and then pass into the ash box and up through the fire. Whenever the engine is shut down the ash door is opened and the vent valve L is pushed down on its lower seat, allowing a draft up through vent pipe, which keeps the fire burning. All pipe connections are provided with hand holes, so that they are readily accessible for cleaning. Large wa- ter traps are provided with each producer plant to take fare of the drainage of the water passing through the system and form a perfect seal. The manufacturers claim that the cost of operating this engine, using anthra- cite pea coal at a cost of $5 per ton, is $1.88 for a period of ten hours, and operating on coke at the same price per ton the cost is $1.72 for the same period. > ———____—_ The Cleveland-Cliffs Iron Company, Cleveland, Ohio, ordered from the Great Lakes Engineering Works, De- troit, last week a freighter of the 10,000-ton class, which will be a duplicate of the two steamers ordered by the Same company recently from the same builder. This makes seven 10,000-ton boats which the Great Lakes En- gineering Works now has under contract, and the order emphasizes the rapid drift of iron mining companies to- ward ownership of their own lake fleets. The Chicago automobile show will be held at the Coliseum and the First Regiment Armory, Chicago, Feb- ruary 3 to 10, inclusive. Demands for space have at this early date outgrown the available combined floor area of these two buildings, and it is possible that next year the THE IRON AGE December 21, 1905 show will be held in the new horse pavilion at the Stock Yards, which has a floor space of nearly 200,000 square feet. About 250 manufacturers of automobiles and sup- plies will be represented at the coming show. ———__3-e—_—_ Oliver Iron Mining Company’s Ore Shipments. Shipments of 1905 for the Oliver Iron Mining Com- pany (United States Steel Corporation), as compared with 1904, are as follows, by mines: -——-Gross tons. +, Mine. 1905. 1904. RE 65 ns 00ts bec ctes Os orev eweee 423,261 374,944 GR is dos ck bbleetd 00s 0Kee bene 902,628 541,324 Ss b.0'nn50404) 00000 esnaduee Tae. . avreea CE x. ccc dnb aden ete eeakh ar we 88,584 79,173 BE. ccc ccdusbcrisrccoebesenese Ss 0 iC (“(“(i‘ié‘C DL Sivcncaeeerswae cannes see 82,611 81,543 DOOR Tc oo cocctcse ese deverienes ST.208 8 —= eevee | ee ee ee ae 1,570,433 1 ,076,984 OEE os 6cn doe b.606 64 bO Ss SERA OES are 0 Ol ti‘ fe ORO BOGE «6 6k.ccetelstsnccdwicecdexe 822,364 179,980 Take Superior... .cccccccccscscece 729,192 590,339 UE ox wok nc cva kee ks cease ceecdes 253,876 811,479 WN as 6 on sv knew sone ba stout 106,281 71,870 CRRMUIOM occ nb0 db see ce nvecesvige 64,680 174 NS ois is ca wahivots cee ens 1,497,772 33 53,842 DES dc. se ccc ne edn s bbe s¥ oem 208,039 77,224 DO i nik kc ch 0aaeaedsawere ean 541,223 212,920 No i vale s o6' 98 03%68 Se KS REED 987,590 618,638 BR Kadancadsdacasane ees seu 192,203 204,581 NE: dc cn bes Keene ese eevenes 1,929,055 1,11 3,363 CO occdsaskbncabsecas edhe ee 865,739 422,162 DE: 6 cesstaducwwarnnceseeeres 653,682 505,432 NE iirc. peti tikka Rae eee 842,995 74,866 Ee eee eee te er eee ee 205,002 70,713 DE Anccc ces en ger abet teennees 109,818 86,557 DP icteckuetecewaaceeees 1.677.236 1,159,730 Ne. oo ss'cs osciew abe tee be nw eo 1,861.680 1,415,884 PE dsc ncdabev Rewseagstee wise 358,869 256,873 POD cdc Ree nests e URE EOS 232,733 180,732 DD whens sccndsse sees ss 00as 0 eNes 289.559 280,412 ac. ctntueesCeled a ea.ane ae soe SSRTtG 8 —s wvccce COTO TTC erie a ° —wiaceeae in sok ec0 nes 696s 600 0b 048 CO» aoe | ”hCC”Cop et gee UE 6004s bee aves eedeatgn eh aa we Sewaeee 8 |i; wa ces POE” back soc ecv ade vec 006.64 es Sees [oot —0CO Me eeces PES: nc cuswhoceneensKksadenmnns Saaee, - i seeee¢ ee a eS REA « 6 ne tee O4 ae: = sts ww ews TS PPS re 61,792 26,748 RE eee rer ree ee 262,205 207,990 ME . 6: Sa weeks 0550 0Ceeaeeenes 1,140,984 940,105 RE, 8. x00 c S0s cae e wees hee ee 142,172 149,819 BR ons ee sar weuuanqeneeses ease 1,358,922 975,102 COR, 6 nice bcp bictw ices cee svgedeus 281,081 244,150 POPUES ccc wcansecosccercseseesecio 606,295 589,319 BESMGNIR THOM. owes cc cece cncccvese 2,500,570 1,168,855 VERMPRISE ones iccecccesivcar dunce 402,224 5,395 TRIN: ovo oc cecascneevscnucseses 239,435 35,286 Stephens ..cccccccccccscvcccscece 906.308. “ween WR. os Weed aée ane +e canvases 12,104,878 7,426,670 Totals all mimes.......cceceee 18,779,374 11,930,589 * Includes for 1904: Rust, Hull. Burt. + Includes for 1904: Oliver, Ohio. In this connection it is well to remember that ship- ments for the Steel Corporation in 1902 were about 16,- 000,000 tons. The corporation’s business of 1905, figuring on a total of about 34,000,000 tons, is about 55.3 per cent., which is slightly under the average of the preceding four years. By a vote of seven to five the House Committee on Ways and Means December 19 reported favorably the Payne bill admitting all Philippine products into the United States free excepting sugar and cobacco, which are to pay 25 per cent. of the Dingley rates until 1909, when they also are to go on the free list. It is stated that the housesmiths’ strike in this city has been practically won by the employers. Information coming from the employment bureau of the Allied Iron Trades says that 600 applications have been made for jobs on the Post & McCord contracts. Less than 400 men struck. Of the contracts of Post & McCord the greater number are manned with new men, and at the others preparations are being made for work. December 21, 1905 Tendencies in the Foundry Industry.* BY DR. RICHARD MOLDENKE, WATCHUNG, N. J. Apart from the revolution in the foundry from old time customs there is manifest to-day a tendency toward refinement in method little dreamed of by the most ardent iconoclasts of a decade ago. Perhaps our peculiar situa- tion in this country, where the foundry is engaged in pushing specialties to the limit, has enabled us to take the lead in many directions. On the other hand, we must deplore the lack of interest in—or, shall we say, lack of time for?—many things which, if properly followed up, would remedy many a difficulty with our cost accounts. For instance, while the adaptation of the molding ma- chine for production in quantity is sometimes truly mar- velous, how little is known of it outside of the shops where this development has taken place. Again, how lit- tle is done by the producers of coke and pig iron to bring the ordinary classes of these materials up to the standard of what we now term “ fancy ” articles. The importance of a thorough knowledge of the ma- terials entering the foundry is becoming more manifest daily. I remember distinctly the adverse criticism a book on cast iron came in for at the time of its publica- tion because it went into the production of coke and pig iron too extensively. To-day we see that it is good to know how these processes are carried out, as we can more easily trace the causes of loss and difficulty in the foundry—conditions not realized by the makers of these materials, as they are not using them daily in the diffi- cult art of making castings of the highest quality for the lowest price. I might go further and say that the founder who is also thoroughly versed in the art of cast- ing brass and bronze is more apt to be particular with the iron end of his concern and can overcome occasional metallurgical puzzles more easily. The Tendency Toward Multiple Operations, Perhaps the very first thing which strikes the Euro pean foundryman who is visiting our plants is the great stress laid upon system and organization in our strictly modern establishments. The European founder, with his more varied work of smaller aggregate tonnage, casts his pieces one by one and finishes each with the assembling following directly. We, with an eye to the finer econo- mies, prefer to put through an order of anywhere from a dozen to thousands of pieces of a kind, finishing them up for stock and stealing the parts required for sales and promises. As the stock in the warehouse gets below a certain minmum another shop order goes in to fill up the gap. As a consequence the work is always produced at the cheapest rates possibl