The Iron Age 1906-12-27: Vol 78 Iss 26

THE IRON AGE A Review of the Hardware, Iron, Machinery and Metal Trades. Published every Thursday Morning by David Williams Co., 14-16 Park Place, New York. Vol. 78: No. 26. New York, Thursday, December 27, 1906. Single Copies, 18 Gente Postage . Reading Matter Contents...... page 177! Alphabetical Index to Advertisers ‘‘ 185 Advertising and Subscription Rates‘‘ 184 ce y Remi, Ta U Classified List of Advertisers “ 6176 iit Mutoloading horeun Wanted — a a a ; a 100 to 150 H. P. Boiler, good Na ell 17 LOADS ITSELF 8 a: a . . © modern duck gun. It loads itself by using its condition.—FORSTER PULLEY a » 3 \ own recoil—thus sparing the shooter’sshoulder, A WORKS, CUBA, N. 7. es 4 oy hammerless 5 shot repeater with absolutely safe, rtecneiiieariedipiatiratiiaitaitimananinminil , wee ‘ solid breech. List price, $40, subject to dealer’s discount, Write to New York adress for circulars. The American Mfg. Co. Remington Arms Company ILIO Agency: ans , Ropes and Twines P _New York City, CW YY 65 Wall Street, New York & THE BRISTOL COMPANY Waterbary, Conn., U.S. A. New York: 114 Liberty 8t. Chicago ; 758 Monadnock Bidg. Bristol’s Recording Instruments For Pressure, Temperature and Electricity. Simple, Accurate, Reliable. All Ranges, Low Prices, and Guar- anteed. ‘Send for Catalog R. SAMSON SPOT CORD| WATER TUBE $tirling Connalaineed BOILERS Boiler Co., "New york” Also Linep and Italian Hemp SAMSON CORDAGE WORKS, Boston, Mass. roaxsucxies || WE CO-OPERATE WITH THE HARDWARE MERCHANTS Branch Office, 11 Broadway. New York. Cleveland City Forge and Iron Co., - Cleveland, O. Our salesmen Develop Trade Turn Business to Dealers and Assist them in holding it. ::: -.......__ |} **Capewell’’ Horse Nails are the Best in the World FOUNDRY IRON. Made by Girard Building, Phila. Pilling & Crane Mecresncysia.Pitse|]) The Capewell Horse Nail Company Empire Bld., New York Hartford, Conn. Excelsior Straightway Back Pressure Valv2 As shown in cut, this valve has a full, straight, unobstructed passage through it of an area equal to that of the pipe. No complicated con- trivances are required for its successful operation; on the contrary, it is extremely simple, well made, never sticks, and can be relied upos at all times, either as a back pressure valve, or a relief or free ex- haust for condensers. JENKINS BROS., New York, Boston, Philadelphia, Chicago, Londor — what ee pay for. eat i Look for the weight of coat- ing as well as the Brand when you buy Terne Plate. You will then know you're getting THE AMERICAN TUBE & STAMPING COMPA AMERICAN (Water and Rail Delivery) BRID@EPORT, Conn. MAGNOLIA METAL. Best Anti-Friction Metal for all ae Bearings SHEET & TIN PLATE COMPANY’S Pas-Siaiie | of Bar. An laitations ; Adv. on Page 16 MAGNOLIA METAL C0.,* Owners and Sole Manufacturers, — 113-116 Bank Street, (ga Prenetece, Mensren} snd Pietey Chicago, Fischer Bidg. NEW YORK os all rade WE HAD OUR WAY Some thing one rarely gets entirely, NOTHING would suit us better than to have everycritical, ex- perienced high - grade buyer oruser visit,person- ally, our Complete Open Hearth Steel Works, Tin Plate and Black Sheet Mills, so it could be seen, actually, WHAT we do and HOW we do it! THE IRON SHOE waits BRASS PLAIN STRAIGHT FACTS lst. The best produced, A strong statement, but the goods rove it, 2d Brass cast and rolled on the premises. Care is taken in the stock, which is clean, ductile and the right temper. . Inspection rigid; AGE ii— Tue PLume'& Atwooo M6, Co, MANUFACTURERS OF Sheet and Roll Brass WIRE JEWELERS’ METAL GERMAN SILVER AND GILDING METAL, COP: PER RIVETS AND BURRS Pins, Brass Butt Hinges, Jack Chain, Kero- sene Burners, Lamps, Lemp Trimmings, &c That notbeing possible, we try thenext best thing we know of, at the mo- ment, and show, in the following pack: 29 MURRAY ST., NEW YORK contain perfect nails only. a nor imperfect Packed in 2 oz, and 4 oz. metal boxes. sae 402., lb. -_ Ib. Ay issue of this paper, a full page de- ROLLING MILL : | THOMASTON, CONN, WATERBURY, ‘One dozen n = carton. All goods full weight, Get our Larvae RIVER COMPANY, scription and a picture of our plant; both of which Waterbury, Conn. we hope will enable you to start the New Year s with at least ONE favor- able impression. 199 LAKE ST., CHICAGO FACTORIES CONN, SCOVILL MFG. CO. MANUFACTURERS OF BRASS, GERMAN SILVER, Sheets, Rolis, Wire Rods, Bolts and Tubes, Brase Shells, Cups, Hinges, Buttons, Lamp Goods. Follansbee | Pridgeport Deoxidized Bronze Brothers Co. Special Brass Goods to Order & Metal Co. WATERBURY, CONN. Pittsburgh BRIDGEPORT, CONN NEW YORK. ‘enna. BOSTON. Phosphor and Deoxidized Bronze Henry Souther Engineering Co HARTFORD, GONN,. num Castings, large and small Matthiessen & Hegeler Zinc Co., Complete Physical Testing Laboratory. Expert Testimony in Court and Patent Cases Arthur T. Rutter & G0. 256 Broadway NEW YORK Small tubing LA SALLE, ILLINOIS. SMELTERS OF SPELTER SHEET ZINC AND SULPHURIC ACID. Special Sizes of Zinc cut to order. Rolled Battery Plates. Selected Plates for Etchers’ and Lithographers’ Selected Sheets for Paper and Oard Makers’ use. Stove and Washboard Blanks. ZINCS FOR LECLANCHE BATTERY TEN RI 105-109 So.Jefferson St ql ‘a Best Bronze, Babbitt 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 poweeemeeees || °° Search-Light”’ Metals, Brass and Aluminum CASTINGS GERMAN SILVER GAS sSeisbiins causes Bicycle Lanterns BRASS, BRONZE, and GOPPER The Seymour Mfg. Co., - - Seymour, Conn. HENDRICKS BROTHERS Send for Circulars and Electrotypes “ROPRIETURS OF The BRIDGEPORT BRASS CO. BRIDGEPORT, CONN. Postal Telegraph Building, Broadway and Murray Street, NEW YORK MANUFACTURERS OF Belleville Copper Rolling Mills, Brasicrs’ Bolt and Sheathing COPPER, COPPHR WIRE AND RIVETS. PHOSPHOB-BRONZE GERMIGN SILVER Importers and Dealers in ingot Copper, Block ‘Tin, Spelter, Lead, Antimony, etc. 40 CLIFF ST., NEW Y RK. THE RIVERSIDE METAL CO. RIVERSIDE. WN.) THE IRON AGE New York, Thursday, December 27, 1906. The Clark Freight Unloader. It has always been a perplexing problem to handle mixed freight economically and rapidly from and to the holds of deep draft oceangoing vessels. Of the many different methods that have been followed by various shippers practically all have involved an immense amount of hand labor and the use of derricks. These processes are slow and wasteful, as much time is spent in the un- avoidable waiting for the hoist hooks to return. About a year ago patents were issued to Franklin B. Clark of Washington, D. C., on a continuous machine for handling freight which seems to offer the most satis- ’ t ’ { } ( ’ ‘ rT / } H A ) Hy y being continuously taken away by an endless chain and the empty hooks return simultaneously. There is always a hook ready to receive the next load, and its actual traveling speed has little to do with the quickness or efficiency of the machine. The Clark machine is to general freight what the grain elevator is to grain, a continuous, quick and cheap method of moving it. It is not confined merely to the loading and unloading of ships, but is just as applicable to transporting goods in warehouses, along docks or from docks to different floors of a warehouse, &c. It will do the work in from one-quarter to one-third of the time required by the present methods, both because the in- terval between drafts is shorter and the time spent in Fig. 1—A Portable Clark Freight Unloading Machine as Mounted on the Deck of a Vessel. factory solution of the problem yet proposed. The Clark Conveyor Company, 114 Liberty street, New York City, is licensed under these patents and is engaged in the manufacture of the Clark machines. The company’s engi- neers have made numerous improvements since the first patents were taken out, and other patents will soon be issued. The machine, it is claimed, will save the enormous time and labor costs as required by the systems now in use. With the derrick system a large force of men is required, some in the hold, a few on the deck and others on the dock. At least half of these men are idle all of the time, waiting for the derrick hooks to return, and the speed of loading or unloading can only be accelerated by increasing the speed with which the drafts are car- ried from the hold to the dock, or vice versa. With the use of the Clark machine the speed of hoisting and con- veying is of much less importance, as the drafts are the idle return trips required with the present hoist systems is saved, so that it seems to offer a great reduc- tion in the cost of handling freight. In unloading ships the draft will be attached to the hooks in the hold of the ship and the chain will carry it up out of the hatch, over the deck and down to the dock. It will there be taken off on the landing platform and taken care of by the dock gang. The operation from the dock to the ship is simply the reverse, and handling in other places is similarly done. The men are continu- ously employed, as there is no waiting. This item alone will be a great saving. The fact that the men are work- ing all the time will enable a man to unload so much more in a given time that the time taken to unload the whole ship will be greatly reduced. As a consequence the time that the ship is docked is shortened and it will be enabled to make many more trips during its life, with less idle time for its crew, so that here again will be a ae ee ane ee aaeyT | ‘ - nee sae Ci SS SESE A lita aa a a STA. MSTA Si eis ide el Pi, weblion cme Raden te cil metas al aun oR i alia 1730 THE IRON AGE great saving. Still another advantage is that a greater amount of freight can be handled at one pier, reducing the number of piers required to handle the same amount of freight. The machine as made for ships by the Clark Con- veyor Company is illustrated in Fig. 1. It consists of a main bridge mounted on uprights, as shown, these parts being made of light -structural steel, latticed to give ample strength. The chain which forms the continuous conveyor carries the loads suspended on hooks underneath the bridge. At each end it passes over sprockets and hangs free. By means of an adjuster on the return side the slack caused by the rise of the tide or by the lightening of the ship is taken care of, and the ends are kept at the proper distance from the dock or the ship’s bottom. By an ingenious mechanical device the one adjuster takes care of both ends of the chain. The sprockets and through them the chains are driven See -_ —_— ——t s c a an o> | , ee — St r| i“ pase I \ ; Sea — —. li : ke pe ‘a De December 27, 1906 Powerful solenoid brakes will stop the machinery almost instantaneously. Machines for numerous uses are being projected by the company, and their sphere of usefulness promises to be almost unlimited. Fig. 2 shows a somewhat different application of the same principle, this being a machine permanently located on the dock instead of temporarily erected on the deck of the ship. It is arranged to travel the length of the dock, the bridge being trunnioned be- tween its supporting columns so that it may be swung to a vertical position to allow passing to any doorway in the pier shed. The same motor that controls the tilting of the bridge may be used for traveling the machine. The chain driving system is in general similar to that em- ployed on the deck machine. With the many different modifications that are possible machines may be adapted to almost any specific purpose. The actual conditions applying on various piers would require a more or less of TT 7 Ai aK Steere en a rN ne ee a a eee Ve ea a ee a | tg a = Fig. 2.—A Clark Freight Unloader Permanently Mounted on the Dock. by an electric series motor, the power being applied by shafting and worm gears. The worm gears lock the chain and prevent any accidents due to a cutting off of the power, which might otherwise permit the loads to run backward and do possible damage. The main bridge is supported at the ship end by a light column and at the dock end by a cross beam, which rests on two light latticed columns. These columns are on rollers, which distribute the load over the deck and facilitate locating the machine to the hatch. The ma- chine is kept from sidewise movement, when once in position, by stays which fasten the columns firmly to the ship. All joints are riveted, except where it is desired to take the machine apart. At such places bolts are used and the machine is made to be assembled or taken down in a very short time. On an average one-half hour will be sufficient, as the parts are easily handled and suitably connected. All parts are made amply strong to stand rough usage and guard against accident to the attendants. special design for each case where the dock machine is to be employed, but a deck machine of the kind shown in Fig. 1 would answer for any vessel of approximately the same width of beam. Without a doubt the costs and time of freight handling may be very materially reduced by adopting one or another of the possible applications of the Clark system. —_——_—_9--o A pamphiet entitled “ American Trade with the Le- vant and Its Possibilities,’ has been issued by Aris. Tsakonas, mechanical engineer, 5212 Jefferson street, Philadelphia, which is of practical interest to American manufacturers. Mr. Tsakonas, writing from long expe- rience, points out wrong methods pursued by exporters in their commercial relations with the Levant, and especial- ly with Greece. The pamphlet is published for free dis- tribution, and manufacturers can secure copies by ad- dressing the author. December 27, 1906 A Notable Forced Draft Installation. The forced draft installation now being made in the power plant at the new works of the Bethlehem Steel Company is probably one of the most unique ever ap- plied to boilers aggregating such a horsepower—nearly 16,000. It is believed to be the largest use of forced draft in a single power house ever attempted. A peculiar feature is that no economizers will be used in connection with the boilers to utilize the waste heat in the flue gases for tempering the boiler feed water. The boiler installation consists of 32 500-hp. Stirling boilers, each having 107 sq. ft. of grate surface. The boilers are placed in batteries of 1000 hp. in a double row, with the firing fronts facing each other. A steam pressure of 150 Ib. will be maintained continuously, day and night, six days in the week. The fuel used will be anthracite rice coal. Due to the serious inconvenience which would arise if the artificial draft should fail—namely, shutting down the rolling mill—it was desired to have the fans so ar- ranged that should any one become disabled the others would be able to carry the load at once. To this end, and also to provide low friction losses, the ducts are ar- ranged as shown in the illustration and made of large size. Three fans serve each row of eight 1000-hp. bat- teries, and each blower is provided with a counter- weighted sliding damper at its discharge into the com- mon duct. This permits a careful: regulation of the : ome se ‘ THE IRON ~ MAIN , ouGT 60) — 5 iN. AGE 1731 steel and are riveted to the braces and side sheets, the atter being of No. 10 steel. When completed the wheels were given a careful running test to insure perfect bal- ancing. Air is delivered to the fire pits through Buffalo dif- fusing dampers measuring 15 x 34 in., and operated by rods passing through the boiler fronts in a convenient position. Each fan is direct connected through a plain coupling to a Buffalo 10 x 20 in. horizontal side crank engine, the working parts of which are inclosed in a neat sheet steel casing, entirely protecting it from dust and injury. The exhaust from the fan engine is turned into the discharge opening of the fan. The entire equipment, including fans and engines, will weigh between 45 and 50 tons. The installation will be made by engineers from the Buffalo Forge Com- pany, Buffalo, N. Y., which furnished the machines. a ee Rogers, Brown & Co.’s Anniversary. The firm of Rogers, Brown & Co. celebrated its twenty- sixth anniversary at Cincinnati last week. On Tuesday the several partners held a business meeting in the offices in the Carew Building. On Wednesday luncheon was had at the Queen City Club, with the following participants: Members of the firm—W. A. Rogers, M. C. Armour, W, T. Shepard, D. B. Meacham, A. A. Fowler, EK. L. Billingslea, J. K. Pollock; salesmen—G. R. Sulli- Te See C HW [ ph : re pauien a MAIN ener Seve SO 1. We ares Sermon aed — ie The Layout of the Mechanical Draft Equipment for the Boiler [lant of the Bethlehem Steel Company. amount of air being delivered by each fan, assuring the independence of each blower. As a rough estimate, allowing 5 lb. of coal per boiler horsepower per hour and assuming that the plant will be operated at the rated capacity, 16,000 hp., the hourly consumption of fuel will be 40 tons, and providing 5 cu. ft. of air per pound of coal per minute, the total require- ment will be 400,000 cu. ft. of air per minute. The ca- pacity required of each fan at normal discharge was therefore 66,600 cu. ft. per minute. To maintain a pres- sure of % ounce a 200-in. fan, with blast wheel 130 in. in diameter, would need to be run at a speed of 5171V0.5 x 12 3.1416 x 130 If it was desired to maintain a pressure of %4 ounce, it would be necessary to run the fan at 132 rev. per min. The fans are of the three-quarter housing type, set directly over the duct they are to discharge into. The longitudinal section of the portion of the duct directly beneath the fan.is shaped to properly continue the curve of the fan housing and form a discharge opening of the proper area and shape. All construction beneath the suc- face is in concrete. The housing side sheets are of No. 10 gauge patent leveled steel plates. Bracing of 4 x 5 in. angle iron is provided both horizontally and vertically for the side sheets. Around the base of the housing is riveted a 4 x 6 in. angle, which is drilled for foundation bolts. The design of the blast wheel called for a diameter of 130 in. and width at the periphery of 92 in. The braces carrying the fan blades or wings are of heavy tee iron, cast into large diameter cast iron hubs, firmly keyed to the shaft, which is of hammered steel and is 5% in. in diameter. The wings of the blast wheel are of sheet as well as = 107 rev. van, S. W. Hubbard, Harwood Wilson, Jas. R. Darragh, H. W. Fernald, J. C. Mears, F. W. Bauer, C. A. Stillman, F. I. Foote, F. C. Wright, H. E. Frazier, E. McBirney, H. E. Turner, W. D. Patton, Geo. W. Douglas, A. J. Wentworth, H. B. B. Yergason, R. D. Meacham, T. A. Wilson, Ralph W. Clark, Noah H. Swayne, 2d, F. F. Newcomb, Geo. Rea, E. A. Hummell, J. G. Hancock, William Sampson, A. O. Galloway, S. B. Lyman, F. W. Miller. The post prandial programme consisted of a speech of welcome by W. A. Rogers, with a response by Noah H. Swayne, 2d, and addresses on “The Art of Selling,” by W. T. Shepard; “Is Everybody Happy?” by M. C. Armour; “ Letter from a Furnaceman to His Sales- men,” by H. B. B. Yergason; “ Do You Believe in Fur- naces?” by J. K. Pollock; “Coke Whys and Ways,” by F. W. Miller; “ Southern Conditions and Other Tales of Woe,” by C. A. Stillman; “I Will Speak Even if I am from Chicago,” by E. L. Billingslea; “ Prosperity and Automobiles,” by D. B. Beacham; “ English and Scotch, Don’t Cher Know,” by A. A. Fowler. The New York partner, A. A. Fowler, who recently returned from England, where he had been in the in- terest of the firm relative to iron that was being im- ported into this country, brought’ a trunk containing many novel and suggestive features in the way of gifts. For example, W. A. Rogers received a representation of one of the lake ore carriers, on which was inscribed his name, being an exact counterpart of the vessel plying the lake trade. On Wednesday evening the party was the guest of D. B. Meacham at his home, where the even- ing was pleasantly spent. Thursday was devoted to general discussion along business lines, with luncheon at the Business Men’s Club. The Cincinnati local repre- sentatives will on Thursday give the 35 office employees a dinner at the Business Men’s Club. 1732 THE IRON AGE The Bracket Arch Car Wheel. The need of more elasticity in cast iron car wheels and greater strength at the flange than is obtainable in the double plate design now in general use influenced the Louisville Car Wheel & Railway Supply Company, Louis- ville, Ky., to bring out the so-called bracket arch wheel, herewith illustrated. It appears to provide the increased strength just where it is most needed, at the flange, and, it is claimed, without sacrificing the strength of the wheel. Comparative drop and thermal tests of the bracket arch wheel and the double plate wheel bear out this conten- tion. The double arch also is believed to have increased the elasticity of the wheel. Some of these wheels have been in use under 110,000-lb. cars since November, 1904, and also under 7000-gal. engine tenders for almost as long a time and not a single failure has been reported from a broken or seamy flange. The wheel, two views of which are shown in Fig. 1, is covered by patents issued to D. P. Rennie and D. H. Cheney, secretary of the company. It is a curious fact that as demands increased, cast iron wheels for heavy cars were strengthened in the December 27, 1906 weight falling 12 ft. A 33-in. double plate 700-lb. M. C. B. standard wheel for a 100,000-lb. capacity car withstood 37 blows before cracking, and broke under the sixty- fifth blow. The chill in the throat was 7-16 in. deep and in the tread 11-16 in. A 33-in. single plate bracket arch 700-lb. wheel withstood 135 blows before cracking, and the crack then discovered did not extend into the plate. Three arms supporting the hub were cracked, The wheel after being struck 138 blows without breaking was broken under a drop of 1640 Ib. weight. The chills in the throat and the tread were of the same depth as in the first wheel—i, e., 7-16 and 11-16 in., respectively. The test is quite remarkable from the fact that the cast iron wheel is supposed and does get its strength from the gradual reduction in the temperature, which is accomplished by the process of annealing. The construction, as set forth in the patent specifica- tion, secures an increased strength at the rim and flange portion to enable the wheel better to resist thrust with- out increasing its weight or the cost of manufacture. A transverse section of one of these wheels, and also one of the double plate type, are shown in Fig. 2. To better in- HE IRon AGE Fig. 1—Two Views of the Bracket Arch Car Wheel Made by the Louisville Car Wheel & Rallway Supply Company, Louisville, Ky. tread, hub, plates and all other parts except the flanges, where over 96 per cent. of the dangerous defects in cast iron car wheels develop. The flanges of wheels under 40,000-Ib. cars were as strong as those under 100,000-Ib. cars, and the additional weight and friction on such flanges caused the crystals of the chill to heat and sepa- rate, forming so-called seams, which if not discovered in time break through the flange and tread, as indicated by the dotted line in Fig. 3. It is the maker’s opinion that it is practically impos- sible for the bracket arch wheel to break through the flange and tread, where the double plate wheel usually gives way. The bracket arch wheel is poured in the same manner as an ordinary car wheel, except that owing to the construction of the wheel it can be poured in about one-third less time than a double plate wheel of the same weight. That rapid pouring tends to make more perfect wheels, it is believed all makers admit. To determine the strength of the bracket arch wheel, as compared with the M. C. B. design of the same weight, two wheels of exactly the same iron were poured at the same time and to avoid any difference that might be effected in annealing they were not annealed, but only allowed to cool off rapidly in the air. The results of the tests of these two wheels, made in the presence of an inspector of the Louisville & Nashville Railroad Company, follow : Both wheels were subjected to the blows of a 140-Ib. dicate where the strength has been added Fig. 3 gives a superimposed detail of the head and flange of both wheels, the dotted lines showing where the bracket arch wheel differs. The dotted liue through the rim adjacent to the flange indicates the point where fracture usually occurs in the double plate wheel, and it will be readily seen that no break can occur at this point in the new design. As the requirements imposed on them became more exacting flanges might have -been increased in width to increase their strength had it not been for the limit set by the construction of frogs and switches on railroads. The problem has been, therefore, to secure the desired strength at and adjacent to the flanges, but without un- duly increasing the weight of the wheel and to maintain the lowest possible cost of manufacture, to which ends and for other reasons it is desirable to dispense with the use of ring cores in constructing the wheel, The solution has been the extending of the web or arch plate from the forward end of the hub in a reverse curve in- ward to meet the inside of the rim at a point opposite the flange. By this means a much larger weight of metal is concentrated adjacent to the flange than in the or- dinary construction without any actual increase in the amount of metal in the wheel, while also increasing the depth of metal back of the flange. Brackets on the inner side of the arch plate extending to the hub and on the outer side extending fo the rim a ne SS ees 2 eee Ae I A PA TN AT 8 eee ee iaaieieeemememneneeeedintiiemeetan ns a ae eee arene ee December 27, 1906 still further strengthen the wheel. These are curved and set at such an angle as to reinforce a larger area of the arch plate circumferentially than if they were arranged radially. The inner brackets in connection with the outward curve of the arch plate at this point not only strengthen this part so as to better resist the thrusts of the axle when running around curves, but also prevent the fanning of sand and dust toward the oil boxes, which takes place where the brackets are arranged on the out- side adjacent to the hubs. By recurving the arch plate inward near the rim and placing the brackets between the rim and the arch plate the wheel is better able to re- sist the lateral thrust when forced against the track rails. The construction provides the necessary strength of the web of the wheel and reinforces the rim without the use of a double arch plate, which necessitates employing cores in the manufacture and which often results in de- BRACKET ARCH WHEEL WHEEL M.C.B. DOUBLE-PLATE THE IRON AGE Fig. 2.—Sectional Views of the Double Plate and Bracket Arch Car Wheels Compared. fects not evident until the wheel breaks. The hub ad- jacent to the journal is also strengthened so that the heating of the latter has less tendency to split the hub. —_—o-+e_ Internal Revenue Commissioner Yerkes at Washing- ton comments on a criticism of the denatured alcohol law, on the ground that only regular distillers can engage in the manufacture of such alcohol, and that therefore the largest distillery interest may secure a practical monopoly. He says that while regular distilleries are the only ones recognized by law, there are over 1000 of these at which the daily capacity is less than 30 gal., and many of them were set up at an outlay of $200. The Govern- ment pays for all supervision. A. farmer or other person desiring to manufacture denatured alcohol must build his plant as described by the Government regulations, must give bond and establish a distillery warehouse. The restrictions in general are suck %s prevail in Germany. THE IRON AGE 1733 The Pennsylvania Railroad’s Freight Movement. The following interesting statement is made regard- ing the improvements in handling freight by the Pennsyl- vania Railroad: Four years ago, instead of complaints of car shortage, the Pennsylvania Railroad was suffering from an extraor- dinary freight congestion. The enormous expenses which have been incurred since that time for improve- ment in yards, terminals and low grade lines, are now bearing fruit in the ability the company enjoys to move its present unprecedented freight tonnage with the ut- most freedom. The Pitcairn yard has made possible through classifi- cations at Pittsburgh, and the Brilliant Cut-Off makes it possible for through cars to go around Pittsburgh and “DOTTED LINES , BRACKET ARCH WHEEL SOLID LINES ' M.C.B. WHEEL g SS a a & Od o> a> BES THE IRON AGE Fig. 3.—Superimposed Details Comparing the Sections Near the Rim, not take up the terminal. The Hollidaysburg yard sep- arates merchandise from mineral freight and places them in separate trains. The Enola yard makes it possible to keep Harrisburg clear. The completion of the low grade freight line from Glen Loch to Atglen relieves the main line of a large amount of heavy freight. The enormous proportions of the movement now progressing may be seen from the figures as to cars pass- ing Lewistown Junction. The movement there in October, 1902—at the high of the famous “ block” of that year— was 170,558. In the month of October, 1906, with fairly normal conditions prevailing, 179,849 cars were moved past that point without difficulty or delay. It will be observed that this increase of cars moved means a very much greater proportionate gain in tons moved. Not only is the number of cars and their capacity in- creased; not only is a larger number of cars in actual motion, but the daily distance traveled by each car has been materially increased. For September, 1905, the average was 25.10; for September, 1906, 25.66. For Oc- tober, 1905, it was 25.057, and for October, 1906, it was 27.19. The total car mileage in September, 1906, was 106,218,556; in October it was 112,830,105. —_—____~.+ oe ____ As illustrating the method of dealing with smoke from manufacturing stacks in England, British exchanges record the prosecution of the Sheffield Forge & Rolling Mills Company, Limited, for allowing black smoke to issue from the chimneys at its works on 26 days, the emissions sometimes lasting 36 min. in an hour. For each of five days the firm was fined 10 shillings and costs, the other cases being dismissed. Burys & Co., steel manu- facturers, were summoned for a similar offense. The manager stated that whatever the firm was fined the men responsible for the firing had to pay. The alternative was dismissal. The court agreed that that was one way to make the men exercise proper care. He ordered the nuisance abated, and fined the firm 8 shillings 6 pence costs. 1734 THE IRON AGE The Chatter of the Tool.* The following are the general conclusions arrived at on the subject of chatter of the tool: Chatter caused by the nature of the work: A. Chatter is the most obscure and delicate of all problems facing the machinist, and in the case of cast- ings and forgings of miscellaneous shapes probably no rules or formule can be devised which will accurately guide the machinist in taking the maximum cuts and speeds possible without producing chatter. B. It is economical to use a steady rest in turning any piece of cylindrical work whose length is more than 12 times its diameter. Chatter caused by the method of driving the work: C. Too small lathe dogs or clamps or an imperfect bearing at the points at which the clamps are driven by face plate produce vibration. Chatter caused by cutting tools: D. To avoid chatter tools should have cutting edges with curved outlines and the radius of curvature of the cutting edge should be small in proportion as the work to be operated on is small. The reason for this is that the tendency of chatter is much greater when the chip is uni- form in thickness throughout, and that tools with curved eutting edges produce chips which vary in thickness, while those with straight cutting edges produce chips uniform in thickness. E. Chatter can be avoided, even in tools with straight cutting edges by using two or more tools at the same time in the same machine. F. The bottom of the tool should have a true, solid bearing on the tool support, which should extend forward almost directly beneath the cutting edge. G. The body of the tool should be greater in depth than its width, Chatter connected with the design of the machine: Chatter caused by modifications in the machine may be classified as follows: H. It is sometimes caused by badly made or fitted gears. J. Shafts may be too small in diameter or too great in length, K. Loose fits in the bearings and slides may occasion chatter. L. In order to absorb vibrations caused by high speeds machine parts should be massive far beyond the metal required for strength. The effect of chatter upon the cutting speed of the tool : M. Chatter of the tool necessitates cutting speeds from 10 to 15 per cent. slower than those taken without chat- ter, whether tools are run with or without water. N. Higher cutting speed can be used with an intermit- tent cut than with a steady cut. Chatter as Produced or Modified by the Tool. This paper is chiefly concerned with chatter as it is produced or modified by the cutting tool itself. Some of the »her causes for chatter, however, may be briefly referred to. These may be divided into five groups: A. The design of the machine. B. The nature and proportions of the work being operated upon. C. The care and adjustment of the parts of the ma- chine. D. The method of setting the work in the machine or of driving it. E. The shape of the cutting tools, manner in which they are set in the machine and the speeds at which they are run. Causes A and B are outside the control of the ma- chinist. Elements C, D, and E are or should be to a large extent under the control of the management of the shop. Referring now to cause A, “The design of the ma- chine,” the chief elements causing chatter in the design of a machine are: a. Gears which are set out of proper adjustment or * From “The Art of Cutting Metals,” by Fred W. Taylor, Philadelphia. December 27, 1906 the teeth of which are untrue. It should be noted that involute teeth will run smoothly whether their pitch diameters exactly coincide or not, whereas the epicycloi- dal teeth are almost sure to rattle unless their pitch lines are maintained in their exact proper relations one to the other. b. Chatter is frequently caused through mounting the driving gears upon shafts which are either too small in diameter or too long. A large excess in the diameter of shafts beyond that required for strength is called for in order to avoid torsonal] deflection which produces chatter. c. Lathe shafts and spindles must of course be very accurately and closely fitted in their bearings, and the caps adjusted so as to avoid all play. d. For heavy work the lathe tailstocks should be fas- tened to the bedplates with bolts of very large diameter, and should be tightened down with long handled wrenches, e. The lathe bed itself should be exceedingly mas- sive, and should contain far more metal than is required for strength or even to resist ordinary deflections, and the moving tool supports should also be heavy far beyond what is required for strength. Massive Machines Needed for High Speeds. Undoubtedly high cutting speeds tend far more than slow speeds toward producing minute and rapid vibra- tions in all parts of the machine, and these vibrations are best opposed and absorbed by having large masses of metal supporting the cutting tool and the head and tail stocks. It is largely for the purpose of avoiding vibration and chatter in machines that the high cutting speeds ac- companying the modern high speed tools call for a re- designing of our machine tools. While it is true that in many cases a very great gain can be made by merely speeding up a machine originally designed for slow speed tools, this increase in speed almost invariably pro- duces a corresponding increase in the vibration or chat- ter, and for absorbing this the lathes and machines of older design are in many cases too light throughout. Cause C—namely, “The care and proper adjustment of the various parts of the machine” is almost entirely under the control of the shop management. It is of course evident that so far as the effect of chatter is con- cerned one of the most important causes can be elim- inated from the shop by systematically looking after the careful adjustment of all of the working parts of the machine to see that the caps of the bearings are always so adjusted as to have no lost motion and yet not bind, and so that all gibs and wedges for taking up wear upon the various slides are kept adjusted to a snug fit. It js our experience, however, that the adjustment of the various parts of the machine should in no case be left to the machinist who runs his lathe, but that the adjust- ment and care of machines should be attended to syste- matically and at regular intervals by the management. In large shops a repair boss with one or two men can be profitably kept steadily occupied with this work. A tickler, however, should be used for reminding the repair boss each day of the adjustment of machines and the overhauling which should be attended to on that day. Cases of Chatter Controlled by the Machinist, Cause D—namely, “The method of setting the work in the machine or of driving it,” is in many cases capable of being directly under the control of the machinist. a. One of the most frequent causes for chatter lies either in having too light or too springy clamps or lathe dogs fastened to the work for the purpose of driving it, or in having vibration at the point of contact between the lathe dog and the face plate of the lathe, or the driving bracket, which is clamped to it. In heavy work the clamps should be driven at two points on opposite sides of the face plate, and great care should be taken to insure a uniform bearing of the clamps at both of these driving points. Chatter through vibration at this point can frequently be stopped by inserting a piece of leather or thick lead between the clamps and the driving brack- ets on the face plate, which has the effect both of dead- ening the vibration and equalizing the pressure between the two outside diameters at which the clamp is driven by the face plate. December 27, 1906 b. A dead center badly adjusted so as to be either too tight or too loose on the center of the work, or any lost motion in the tailstock of the lathe is such an evident source of chatter that it need not be dwelt upon. The Shape of the Cutting Tool Important, Cause E—namely, “The shape of the cutting tools, the manner in which they are set in the machine and the speeds at which they are run.” In a previous part of this statement we have attempted to explain the effect of a uniform thickness of chip in causing chatter, and have indicated that the proper remedy for this is to use a round nosed tool. which is always accompanied by a chip of uneven thickness. We have elsewhere also re- ferred to the desirability of having the body of tools deeper than their width in order to insure strength as well as to diminish the downward deflection of the tool, which frequently results in chatter, particularly when the tools are set with a considerable overhang be- yond their bearing in the tool post. We have also called attention to the great desirability of designing tools with their bottom surfaces extending out almost directly beneath the cutting edge, and of truing up the bottom surface of the tools, so as to have a good bearing directly beneath the nose of the tool on the tool support. If sufficient care is taken in the smith shop and the smith is supplied with a proper surface plate the tools can be dressed so as to be sufficiently true on their bottom surfaces for all ordinary lathe work. It has been the necessity for avoidance of chatter which has influenced us greatly in the adoption of round nosed tools as our standard. Tools with straight cutting edges, which remove chips uniform throughout in thick- ness can be run at very much higher cutting speeds than our standard round nosed tools, but owing to the danger of chatter from these tools their use is greatly limited, in fact almost restricted to those special cases in which chatter is least likely to occur. Attention should be called, however, to .. method by which straight edge tools have been used successfully for many years upon work with which there was a very marked tendency to chatter. How Straight Edge Tools Can Be Used Successfully. While at the works of the Midvale Steel Company we superintended the design of a large lathe for rough turning gun tubes and long steel shafts, in which tools with long straight cutting edges were used without chat- ter, and yet at the high speeds corresponding to the thin chips which accompany this type of tool. This lathe was designed with saddle and too! posts of special construc- tion, so that two independently adjustable tool supports were mounted on the front side of the lathe and one on the back side. In each of these slides a heavy straight edge tool was clamped. The three tools were then ad- justed so that they all three removed layers of metal of about equal thickness from the forging, and although the tendency toward chatter, owing to the uniform thickness of the chip, was doubtless as great with these straight edge tools as with any others, the period of maximum or of minimum pressure for all three tools never corresponded or synchronized, so that when one tool was under maxi- mum pressure one of the others was likely to be under minimum pressure. For this reason the total pressure of the chips on all three tools remained approximately uniform and chatter from this cause was avoided. The Rule Regarding a Steady Hest, Cause B—namely, “The nature and proportions of the work being operated upon.” In assigning daily tasks to each machinist with the help of our slide rules, the element which still continues to give the greatest trouble to the men who write out these instructions is deciding just how heavy a cut can be taken on the lighter and less rigid classes of work without causing chatter. This branch of the art of cut- ting metals has received less careful and scientific study than perhaps any other. While the element is one which must always remain more or less under the domain of “rule of thumb,” since the causes which produce chatter, particularly in castings of irregular shapes, are so many and complicated as to render improbable their successful reduction to general laws or formule, undoubtedly much can be done toward attaining a more exact knowledge of THE IRON AGE 1735 this subject, and experiments in this line present a most important field of investigation. The following rule (belonging to the order of “rule of thumb”), which has been adopted by us after much careful and systematic observation extends over work both large and small, and covers a wide range: It is economical to use a steady rest in turning any piece of metal whose length is more than 12 times its diameter. When the length of a piece becomes greater than 12 times its diameter it is necessary to reduce the size of the cut to such an extent that more time will be lost through being obliged to use a light cut than is required to properly adjust a steady rest for supporting the piece. There is one cause for chatter which would seem to be impossible to foresee and to guard against in ad- vance—i, e., chatter which is produced by a combina- tion of two or more of the several elements likely to cause chatter. If, for instance, the natural periods for vibration in the tool and in the work or in any of the parts of the lathe and the work happen to coincide or synchronize, then chatter is almost sure to follow, and the only remedy for this form of ehatter seems to lie in a complete change of cutting conditions, a change, for instance, to a coarser feed, with an accompanying slower cutting speed, or vice versa, Unfortunately for economy higher speeds rather than slow speeds tend to produce this type of chatter, and the remedy therefore generally involves a slower cutting speed. The Effect of Chatter Upon the Cutting Speed, A tool which chatters to any great extent must be run at a rather slower cutting speed than a tool which runs free from chatter, as will be seen by the following carefully tried experiment: A forging 14 ft. long, 456 in. in diameter, made out of exceedingly hard steel, which was especially hammer hardened and uniform, was placed in the lathe and stand- ard cuts 3-16-in. depth and 1-16-in. feed (with our stand- ard round nosed tool %-in.) were taken upon it in such a way that they first ran smoothly without chattering; other cuts were then taken in such a position on the forging that the tool chattered badly throughout its cut. This was accomplished by using a steady rest in one case, so as to prevent chatter, and in the other case run- ning without the steady rest. All of the tools had been earefully standardized before starting the experiments, and proved uniform and capable of running at maximum cutting speeds. The forging had also been proved uni- form, and its standard cutting speed had been shown to be between 1514 and 16 ft. per minute. In the accompanying tables are given the details of the cutting speeds obtained with and without chatter. In one of these experiments the tool was run without water and in the other the tool was cooled through the use of a heavy stream of water. An examination of the results of this experiment indicates in general that chatter causes a reduction in cutting speed of from 10 to 15 per cent., whether tools are run without water or with a heavy stream of water to cool them. Cutting With and Without Chatter. NO WATER ON THE TOOL, Condition Test Mark Cutting Duration of tool at Chattered No. ontool. speed. of cut. end of run. or not. Ft. In. Min. 124 b Us 15 20 Good. No chatter. 125 b Us 17 6 14% Ruined. No chatter. 126 b Ue 15 4% Ruined. Chattered badly. 127 b Us 15 9% Ruined, Chattered badly. WATER ON THE TOOL, 128 b Uw 19 51, Ruined. Chattered badly. 129 b Vie 19 20 Fair. No chatter. Experiment No. 125 b was made for the purpose of again showing conclusively that both the tool and the forging had been properly standardized. It will be noted that this tool, free from chatter, broke down in 14% min. at a cutting speed of 17 ft. 6 in, whereas the tool just above it ran all right at 15 ft. for 20 min., showing that both the forging and tools had been properly stand- ardized. : Accurate experiments on the chatter of the tool are difficult to make because the comparatively small diam- eter of work which is needed to insure chatter calls for 1736 THE IRON AGE an extremely hard piece of metal (i. e., slow cutting speeds) in order to make the runs, which must last for 20 min., extend through a sufficiently short distance over the length of the forging, so that the tools shall not be in danger of chattering. It was for this reason that we were obliged to make the above forging out of extremely hard metal. ‘Higher Cutting Speed with an Intermittent Cut. An intermittent cut, however, has a very different effect upon cutting speed from that produced by chatter. We have observed in a large number of cases that when a tool is used in cutting steel wiiu a heavy stream of water on it (and this is the proper method of cutting steel of all qualities), a rather higher cutting speed can be used with an intermittent cut than with a steady one. The reason for this is that during that portion of the time when the tool is not cutting the water runs directly on those portions of the lip surface and cutting edge of the tool which do the work, and for this reason the tool is more effectively cooled with intermittent work than with steady work. As an example of intermittent work, the writer would cite: a. Cutting the outside diameter of a steel gear wheel casting, in which case the tool is only one-half its time under cut. b. Or turning small pieces of metal which are greatly eccentric. ¢. Or, for example, all planer and shaper work which is not too long. It would seem from a theoretical standpoint that a tool would be greatly damaged (and therefore a slow cutting speed would be called for) by the constant series of blows which its cutting edge receives through inter- mittent work. It will be remembered, however, that in planer work (and this class of intermittent work comes to the direct attention of every machinist) the tool is more frequently injured while dragging backward on the reverse stroke of the planer than it is while cutting, and it is very seldom that a tool is damaged as it starts to cut on its forward stroke. In all cases, however, where the tool deflects very greatly, when it starts its cut on intermittent work slower speeds are called for than would be required for steady work. The above remarks on intermittent work do not of course apply to cast iron with a hard scale or the surface of which is gritty. It is evident that in all such cases owing to the abrasive action of the sand or scale on the tool intermittent work is much more severe upon the tool than a steady cut. = -- The Milwaukee Molders’ Strike in the Courts. “The right of the strike for any cause or for no cause is clearly and fully sustained. Even a conspiracy to strike, followed by legal damage, is not unlawful if formed to better labor conditions. Whether a threat to strike or bring about a strike when made by a number of persons in concert is lawful is an entirely different question.” In these words Judge A. L. Sanborn of the United States District Court, in session at Madison, Wis., recently, expressed his opinion of the labor question in a decision against th