The Iron Age 1907-04-25: Vol 79 Iss 17

THE IRON AGE Published every Thursday Moraing by David Williams Co. 14-16 Park Place, New York. $53 OO a _ Year, including Postage. Vol. 79: No. 17: New York, Thursday, April 25, 1907 Single Copies, 18 Cents. Reading Matter Contents Alphabetical Index to Advertisers ‘‘’ Classified List of Advertisers x Advertising and Subscription Rates “ FORSTER PULLEY WORKS, Cube, &. Y. The American Mfg. Co. Ropes and Twines 65 Wall Street, New York Bristol's Patent Steel Belt Lacing Greatest Strength with Least Metal Send tor Circu- iar Q and Free READY TO APPLY = FINISHED JOINT m pies THE BRISTOL CO., Waterbury, Conn. New York: ita Liberty St. Chicago 753 Monadnock Bidg. SAMSON SPOT CORD Also Massachusetts and Phoenix Brands SAMSON CORDAGE WORKS, Boston, Mass. TUORNBUCKLERS es Branch Office, 11 Broadway. New York. Cleveland City Forge and iron Co., - Cleveland, O. TvoRN BU CBU S. MERRILL BROS. mniifee a 465 to 471 Kent Ave. Brooklyn, E.D., N.Y IRON ORES. Girard Building, Phila. Pill li & C Machesney Bldg., Pittsb’g ng rane Empire Bldg., New York. There may be some sub- stitute for HIGH QUALITY —but so far it has not been discovered, See AMERICAN SHEET & TIN PLATE COMPANY’S Ad. on Page 16 It is easy to point out what the word U. M. C. represents when stamped on a shell-head. The finest materials, exert workmanship, together with the famous wadding system, combine to make (Y, M. C. shells the kind dealers like to selbaug shooters like to shoot. The steel lining is the latest improvement. Order U.M.C. shells now for the fall hunting season. The Union Metallic Cartridge Company Bridgeport, Conn. Agency, 313 Broadway New York City WATER TUBE O64e Babcock @ Wilcox Co. | BOILERS _ sce pave 54 __** Kew York =" Horseshoers! Horse Owners! Hardware Dealers! You can—each and all—derive many and great BENEFITS by SPECIFYING ‘“‘Capewell’’ Horseshoe Nails Horseshoers find them the destto drive. Horse Owners find them thesa/est to use. Hardware Dealers find them the easiest to sell. ALL THREE CLASSES find **Capewell’’ nails the MOST PROFIT- ABLE AND BEST ADAPTED TO THEIR PECULIAR NEEDS Made by The Capewell Horse Nail Co., "t’s:°"™ JENKINS ’°96 SHEET PACKING The Original Unvulcanized Packing. Suitable for all steam joints. Not only does it make a tight joint quickly, but it makes a joint that wi///ast. Made in sheets, and also, to order, in GASKETS cut to any size orshape. All] genuine is stamped with Trade Mark as shown in the cut, and is guaranteed. JENKINS BROS., New York, Boston, Philadelphia, Chicago, London “ SMON? Gold Role Sel ce Tang Stamping THE AMERICAN TUBE & STAMPING COMP gail 21 (Water and Rail Delivery) Brrperrorr, Comm MAGNOLIA METAL Best Anti-Friction Metal for all Machinery Bearing. Fac-Simile of Bar. Beware of Imitations. SSS MAGNOLIA METAL CO. San Francisco, Mofttreal and Pittsburg. Owners and Sole Manufacturers. 113-11% Bank Street, ~~ e manufacture all grades of Babbitt Chica 0, Fischer tidg. NEw YORK. Metals at competitive prices. AGE geo! THE IRON BRASS. COPPER GERMAN |S" SILVER | In the manufacture of- our Bright Charcoal and poe SHEET ROD WIRE Roofing Tin Plate We have combined the best and most approved methods of the Welsh mills of 30 years ago —at which period they were producing such excel- lent tin plate— with the mod- ern, up-to-date machinery, equipment and facilities of the present day. As a result of this combination, we are producing TIN PLATES LOOK WELL WORK WELL WEAR WELL we use nothing but HAMMERED OPEN HEARTH WIRE LOW BRASS, SHEET BRONZE, SEAMLESS BRASS AND COPPER TUBING, BRAZED BRASS AND BRONZE TUBING : + + : WATERBURY BRASS CO., WATERBURY, CONN. 99 John St., New York. Providence, R. I. Bridgeport Deoxidized Bronze & Metal Co. BRIDGEPORT, CONN. Phosphor and Deoxidized Bronze as a base. Follansbee Bros. Co. Composition, Yellow Brass and Alumie PITTSBURGH num Castings, large and small Matthiessen & Hegeler Zinc Co., LA SALLE, ILLINOIS. SMELTERS OF SPELTER AND MANUFACTURERS OF SHEET ZINC AND SULPHURIC ACID Special Sizes of Zinc cut to order. Rolled Battery Plates. Selected Plates for Etchers’ and Lithographers’ use. Selected Sheets for Paper and Card Makers’ use. Stove and Washboard Blanks. ZINCS FOR LECLANCHE BATTERY. HNN mmr au eA 105 -109 So, Jefferson St., Chicago. NaS Ge SUIS UDC ULaC UNSERE TIRE OUTLPTITT Lice Mane a GERMAN SILVER | NICKEL ANODES The Seymour Mfg. Co., <- -« meen Conn. HENDRICKS BROTHERS PROPRIETORS OF THE Belleville Copper Rolling Mills, MANUFACTURERS OF Brazsicrs’ Bolt and Sheathing COPPER The Plame & Atwood Mfg. Co WANUFACTURERS OF Sheet ana RollBrass wi R E Printers’ Brass, Jewelers’ Metal, German Siiver and Gilding Metal, Copper Rivets and Burrs. - = = Pins, Brass Butt Hinges, Jack Chain, Kerosene Burners, Lamps, Lamp Trimmings, &c. 279 Broadway, NEW YORK. Room 508 Heyworth Building, East Madi- son St., CHICAGO, ILL. Rolling Mill: THOMASTON, CONN. Factories : WATERBURY, CONN. SCOVILL MFG. CO. MANUFACTURERS OF BRASS, GERMAN SILVER, Sheets, Rolis, Wire Rods, Bolts and Tubes, Brass Shells, Cups, Hinges, Buttons, Lamp Goods. Special Brass Goods to Order. Facvories: WATERBURY, CONN. D BPOTS NEW YORK. CHICAGO. BOSTON. Henry Souther Engineering Co. a a Complete Physical Testing Laboratory. Expert Testimony in Court and Patent Cases. Arthur Y.Rutter& C0. 256 Broadway NEW YORK Small tubing in Brass, Copper, Steel, Aluminum, German Silver, &c. Sheet Brass, Copper and Ger- man Silver. Copper, Brass and German Silver Wire. Brazed and Seamless Brass and Copper Tube. Copper and Brass. Rod. “PHONO-ELECTRIC” WIRE. “iT’S TOUGH.” TROLLEY, TELEPHONE TELEGRAPH LINES. BRIDGEPORT BRASS COMPANY, Postal Telegraph Broad way and Murver 8t., ite York. PHOSPHOR-BRONZE GERMIGN SILVER mii inalaalee Mills ridgeport an OCOoOoPrPribAR vine AND ' "RIVETS, XN Importers and Dealers in Ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. 49 CLIFF ST., NEW YORK. THE RIVERS'IDE METAL CO. RIVERSIDE, W. J. THE IRON AGE New York, Thursday, April 25, 1907. A Powerful Gun Handling Crane. A 225,000-Pound Wellman-Seaver-Morgan Gantry Crane and Transfer Car. The present arrangement of the Indian Head Proving Ground is the result of its unexpected growth in the last 15 years. During this time it has developed from a small beginning, when testing comparatively few guns, until at the present time the navy yard is turning out a very con- siderable number of heavy guns which must be handled quickly and economically. For the latter purpose the ed = — 24 a eee AO eel Fig. 1. the transfer car, platform on the is then pushed over to the concrete firing the yard. After being turned on the second turntable the gantry crane is run off from the transfer car on suitable rails bedded in the firing platform to a point where the gun can be lowered directly into the mount ready for testing. other side of Fig. 1 shows the crane near one of the testing mounts, and Fig. 2 its appearance in transit through the yard. The lift and travel of the gantry are operated by electric power. The lift with the maximum The lifting screw with special thread running through a bronze nut, which turns main crane load is made at the rate of 8 in. per minute. yoke is suspended from an 8&-in. nickel steel The 225,000-Lb. Gantry Crane and Transfer Car Built by the Wellman-Seaver-Morgan Company for Handling Guns at the Indian Head Proving Ground. Wellman-Seaver-Morgan Company, Cleveland, Ohio, has installed a special gantry crane, in accordance with the general plan and specifications of the Government engi- neers, to take the place of a crane which had become worn and too slow in operating for the present heavy ordnance. All ordnance to be tested is mounted on special trucks at the Washington Navy Yard, which are run on large steel barges and towed 25 miles down the river by power- ful Government tugs. Part of the track system is of nar- rower gauge than the crane and has two large turntables. It is therefore necessary to have a transfer car under the gantry when handling and carrying the guns over to the concrete platform where the guns mounts are located. Upon arrival at the proving ground the guns.are run off the barges at the pier by a locomotive crane and are placed under the gantry crane at the first turntable. The guns are raised from the trucks by this crane, which, with on a hardened steel cone roller bearing, and is operated The latter is secured to the shaft of a 30-hp. moter, which may be seen in Fig. 1 on a bracket at the top. The trolley travel, which is seldom used, is arranged for operating by hand. The whole trolley, instead of being supported on wheels, is a steel casting resting on two sets of hard steel rollers, and is operated by a screw shaft, with a chain wheel at one end of the gantry. The bridge travel is operated by a 20-hp. motor located near the center of one of the crane girders through a train of mechanism that is clearly shown in Fig. 2. The speed of this motion is approximately 30 ft. per minute. The gantry crane itself is provided with three wheels under each pair of legs, which has the advantage over the use of two wheels that it avoids shocks and jars while passing over the rail gaps between the transfer car and the platform. by an Albro-Clem bronze worm wheel and worm. 1260 THE All of the motors are wound for 600-volt direct cur- rent and are Westinghouse waterproof, series wound mo- tors. The current is furnished from a large power-house connected with the smokeless powder factory. The con- trollers were furnished by the Electric Controller & Sup- ply Company, Cleveland, Ohio, and are located on a bracket platform attached to one of the four legs of the gantry, high enough to permit of its going between the gun mounts, which are located rather close together on the firing platform. The test load of this crane was required to be 25 per cent. over the rated capacity, or a weight of over 280,000 Ib. The load was finally made up by piling 10 x 12 ft. pieces of armor plate on top of each other. and the crane Fig. 2. successfully lifted this heavy load at the rate of 6% in. per minute. ————_o~+e = A Canadian Pipe Foundry.—The Canadian Iron & Foundry Company, Limited, whose head offices are at Montreal, is building a large pipe foundry at Fort Wil- liam, Ont. The plant is being constructed on a new plan which provides for a system of continuous operation, and will have a capacity of from 75 to 150 tons a day, de- pending on the number of hours run and the size of pipe cast. Besides the pipe works, a large general foundry and car wheel shop is being built, together with a ma- chine shop of correspondiing capacity. The plant will be operated by electric current obtained from the Kakabeka Falls. The electric installation will include a three-phase 60-cycle 550-volt generator, which will operate the ordi- nary motors, but the crane equipment and special motors will be driven by 220-volt direct current from the plant substation, where two motor generator sets will be in- stalled. The pipe foundry will be supplied with two quick travel Niles eranes of 10 tons capacity each, while the machine shop and gray iron foundry will have two 25- ton Niles cranes, 50-ft. span, geared for moderate speed, provided with 5-ton auxiliary hoists. The buildings of IRON AGE April 25, 1907 this plant were designed by T. Pringel & Son, Limited, Montreal, and the system adopted for the making of pipes was developed by G. R. Duncan, the engineer in charge. a Oem Child Labor Investigation. It is expected that the investigation of child labor in the United States, which will soon begin under the auspices of the National Bureau of Labor, will be a most thorough inquiry. The appropriation for the work is $150,000. Some comment has been made on the fact that such an inquiry should be undertaken following a report on child labor in the United States based on in- Deca Another View of the Crane, Showing the Bridge Travel Mechanism and the Manner of Suspending a Heavy Gun. formation gathered in connection with the twelfth census. In answer it is stated that the census information is not up to date, and that it deals only with children above the age of 10 years, while many conditions regarded as most objectionable grow out of the employment of chil- dren under the age of 10. The inquiry soon to be undertaken will be primarily sociological, dealing with conditions of child labor, fac- tory sanitation, family life as affected by the labor of young children, distribution of ownership of child em- ploying mills, and other factors tending to show just where the responsibility rests for existing evils. Field work will probably not be undertaken until the early part of the summer. Meantime preliminary studies will be made in the offices of the Bureau of Labor and the plan of the work mapped out. —_—__~-e____— The University of Wisconsin, Madison, Wis., an- nounces that its summer school for artisans, under the direction of the College of Engineering, opens June 24 and ends August 3. Engines and boilers, applied elec- tricity, machjne design, materials of construction, fuels and lubricants, shop work and manual training constitute the seven departments of instruction. April 25, 1907 THE Canada’s Unfolding Trade Relations. British Preference, Toronto, April 20, 1907.—On one or other of their many sides Canada’s external trade relations are likely to be strengthened in the early future. One quarter on which attention is now fixed is Great Britain. Though the present British Government is bound to free trade by the pre-election pledges of its members, Canadians have not ceased to hope that their wheat, and possibly other foodstuffs, may receive a preference in the British mar- ket. At the congress of chambers of commerce of the Empire held in London last year the preferentialists were strong enough to carry a resolution affirming their policy as the one most conducive to the commercial wel- fare and unity of the Empire. The large number of chambers in the United Kingdom that supported the resolution, compared with the limited number voting for a similar one at the congress held four years before, was very striking and seemed to mark a great reaction from free trade. The London chamber, whose delegates did not vote on the resolution at the congress last year, has declared itself in favor of mutual preference among the principal States of the Empire. Canadian preferential- ists are further encouraged by the defeat of Government candidates in some of the by-elections, defeats changing great Ministerial majorities into large Unionist majori- ties. There is a strong conviction in the English speak- ing provinces of Canada that Mr. Chamberlain’s cam- paign accomplished its object. That his opponents tri- umphed at the polls was, it is held, a consequence of the unpopularity of the Balfour Government, irrespective of the question of trade policy. Now that the Campbell- Bannerman Government has forfeited some of the confi- dence so unreservedly given to it, it is felt that the Cham- berlainites’ opportunity is not far distant. The attitude of the Canadian Government on this question was de- scribed by Sir Wilfrid Laurier in the House of Commons about a fortnight ago in the following language: The only question in which we are interested, and the only question we intend to bring before the conference, is the ques- tion which absorbed most of the time of the last conference— the trade question. And upon the trade question we have noth- ing new to offer. Mr. Borden has stated that the resolution adopted by the British Conference in 1902 was adopted at the suggestion of Canadian Ministers. Such as our policy was in 1902, such it is in 1907. We have given to the British people a preference under our tariff. This we have done for our benefit and for the benefit of the relations which exist between us and the mother country. But we have stated that if it suits the British people to reciprocate we shall be prepared to discuss the question and go a step further than we have yet gone. Now we have nothing to say upon this point. This policy which we have suggested has not met with favor in Great Britain. It is not for us at this moment, and it is not for me on behalf of the Canadian people, to press this matter on the British people. Trade with the British West Indies, When Sir Wilfrid Laurier reached Halifax a few days ago, on his way to attend the Colonial Conference, a com- munication was handed to him in which was expressed the desire of the Board of Trade of that city that he should bring before the conference a proposal for a preferential arrangement between the British West Indies and Canada. As a matter of fact, the Halifax Board’s idea seemed to be that preferential tariff rates should: be established in the British West Indies for the advantage of all parts of the Empire that should choose to recipro- cate. At the present time the sugar of the British West Indies is admitted into Canada at a preferential tariff rate, but the islanders complain that the benefit of this preference goes not into their pockets, but into those of the refiners and of the New York dealers through whom the sugar is handled. From time to time representatives of the islands have made approaches for closer trade relations with Canada. They have awakened interest in commercial circles, if not in political circles, in this coun- try. Recently the boards of trade of Toronto, Montreal, St. John and Halifax united to send a commission to the islands. That commission, of which J. D. Allan, a To- ronto man, is chairman, has now returned and will shortly issue its report. The Halifax Board had heard the views of its member of the commission before pre- paring the communication which was handed to Sir IRON AGE 1201 Wilfrid Laurier. In an address delivered before the To ronto Board of Trade on April 10 Mr. Allan spoke quite enthusiastically about the prospects for Canadian trade in the markets of the British West Indies. He ex- pressed tke opinion that the West Indies would be a most valuable commercial connection from the beginning, but would be particularly so with the Panama Canal in op- eration. The commission will recommend more frequent and more rapid steamship communication between Cana- da and the island, greater pains to suit the tastes of tropical consumers, more enterprise on the part of Canadian traders, and reciprocity of tariffs. Quid Pro Quo with Germany. In the Senate on April 11 Sir Richard Cartwright. Minister of Trade and Commerce, stated that Sir Wil- frid Laurier had with him copies of Canada’s new inter- mediate tariff, which it was thought might be laid before some of the European statesmen Sir Wilfrid would be likely to meet in the course of his travels on the Conti- nent after the conclusion of his labors at the conference. It is supposed that the Minister of Trade and Commerce had special reference to negotiations with Germany to put an end to the tariff war between that country and Canada. In 1897 Germany showed resentment at Cana- da’s action in withdrawing from the commercial treaty between Germany on the one side and the British Empire on the other. This withdrawal released Canada from the “favored nation” obligation to Germany, and the latter country, accordingly, was barred from the Cana- dian preference in favor of Great Britain. Germany retaliated by depriving Canada of the conventional tariff privileges, the effect being to stop the growth of Canada’s farm exports to the German market. After suffering this discrimination for several years, Canada struck back by means of the surtax, which increases the duty on Ger- man goods by one-third of the regular tariff rates. This wiped out a large part of Germany’s export business to Canada, especially that in iron and steel and their prod- ucts. It apparently had an influence upon the German Government, for there were soon overtures from Berlin to settle the tariff difference. What progress has been made along this line is unknown to the public, but there appears reason to believe that the disagreement will be brought to an end. If Germany gets the benefit of Can- ada’s intermediate tariff, France must likewise have its privileges, for Canada’s commercial treaty with the latter nation contains the most favored nation clause. Possible Terms with the United States, In the official announcement from Washington of a forthcoming treaty between Great Britain and the United States covering relations between the latter country and Canada no mention is made of tariff concessions. The inference is that reciprocity is not on the list of questions it is now agreed to settle by treaty. This view is strength- ened by a statement made on March 27 by the British Under-Secretary for the Colonies in reply to a question put to him in the House of Commons as to the status of the negotiations with the United States. He said that reciprocity was not being pressed on the part either of the United States or Canada, and would not, he assumed, be one of the subjects of the treaty in which the negotia- tions were expected to conclude. While it has thus been made clear that the trade relations between the two countries are not involved in the current treaty-making, it is by no means regarded as a foregone conclusion that there will be no reciprocity. That might be established, as has often been suggested, not by treaty but by corre- spondent legislation. Canada’s new tariff act Jeaves the government independent of Parliament in the matter of conceding the intermediate duty rates. If Congress were to make any abatement of the Dingley duties as toward Canada, Sir Wilfrid Laurier could reciprocate without delay by proclaiming the intermediate tariff to be in effect in relation to imports from the United States. If the Canadian Government would exchange the benefits of its low intermediate tariff for the benefits of Ger- many’s high conventional tariff, it would not be likely to insist on an absolute equivalence of American concessions in return for the privileges of its intermediate tariff. ©C. A. C. J. 1262 THE IRON AGE April 25, 1907 The First Electrically Driven Reversing Mill. Mill for Rolling Billets, Rails, &c., at the Hildegarde Works, Austrian Silesia. The management of the Hildegarde Works at Trzynietz, Austrian Silesia, in connection with plans for enlarge- ment called the Allgemeine Elektrizitaets Gesellschaft to develop a scheme for the centralizing of the work. This led to the design and in- stallation of the first electrically driven reversing mill, which was described in full before the Verein deutscher Eisenhuettenleute by Geyer of Berlin, in December last. The central station consists of a 3000-kw. turbo dy- namo built by the Bruenn Works and two Allgemeine 1250-kw. turbo dynamos. and reconstruction, upon Characteristics of the Mill, The existing reversing mill consists of four stands of rolls of 29.55 in. average diameter, and it is used for rolling 2-ton ingots into billets, beams up to 27.75 in., rails, &c. The principal dimensions for the beam ingots are 16.56 x 18.52 x 67 in. The two-cylinder Wetter engine which had been used for operating the mill had 47.28 in. cylinders and 49.25-in. stroke and worked with an initial pressure of six atmespheres. A series of indicator dia- grams and speed diagrams was taken, the results of which -—+<— - —9680— - an « G5 —— these momentary peak loads. Hence, if electricity is to be applied to this class of work with commercial success, it is essential that some method should be found that will smooth out the load demands to constant which will fairly represent the average. The energy require- ments in mill work are rapid in their changes the amounts of power that purely electrical methods depending upon storage bat- teries or resistances would be very difficult even if the necessary control apparatus could be built. The solution of this problem ap- pears to be offered by the Ilgner motor generator flywheel system, al- ready well known in connection with the operation of mine hoisting ma- chinery. The electrical factor enter- ing into the Ilgner method is the Ward Leonard motor generator con- trol which has been widely used in some reversing 8) and used so large 1560 SE ee aint ea ey a cic icant cee gS eae TEE EI tg RIE IID m7 II Be =z eee I IEEE | —-— 6000 — — ——— - +} - ——— - — 6000 -=§ >} ——— - ———6000 —. - ————_>+}. —— - —6000 ———- THE IRON AGE Fig. 1 Arrangement of Electric Drive of Reversing Mill at the Hildegarde Works, Austrian Silesia. are illustrated in the original printed in Stahl und Bisen. These showed that at times the power requirements ran up to 8000 hp. and at other times dropped to nothing. The causes leading up to the design adopted are thus ex- plained : Owing to the great fluctuations in the power require- ments for a reversing mill, direct operation from a cen- tral station would be impracticable, since the mill alone would require a reserve of 8000 hp. to 10,000 hp. in power plant machinery. It follows from this that wiring, ma‘ chinery and the like would also have to be designed for other lines of industry for over a decade. This equipment consists of a motor driven by a generator called a “ start- ing machine.” The latter is not excited by current while the motor is stationary; that is, it may be kept running while under no load. As the current collectors of the starting machine are electrically connected with the col- lectors on the motor, the application of current to the gen- erator sets the motor running. This movement is due to the magnetic field induced in the armature of the genera- tor (previously running without load), which causes an electromotive force to flow through and start the motor — ee + April 25, 1907 THE armature. The voltage at the motor terminals depends upon the exciting current of the generator and hence the speed of the motor varies with the amount of generator excitation; the direction of motor rotation also depends upon that of the exciting current. Since the current thus required to excite the field of the generator is but a small portion of the total capacity of the generator, it follows that the speed control apparatus can be easily con- structed and operated. Another consequence is that no energy is lost in starting and regulating the motor be- tween no load and full load, as the power taken is always proportional to the motor speed and voltage, which is controlled by regulating the generator excitation. The Electrical Apparatus, A glance at Fig. 1 shows that in this case the starting machine a, on the left, is divided in two, each half béing symmetrically arranged on opposite sides of a 3000-volt induction motor, 0, which drives the two generators. The fluctuations in energy appearing on the circuit are equal- ized by two 26-ton flywheels, c, revolving at the circum- ferential speed of 262 ft. 6 in. per second, which corre- sponds to the 375 rev. per min. of the motor generator set. The importance of the flywheels of course is well known: where such large rotating masses are used for doing work, it is necessary that the speed of the motor thus supported (in this case, the induction motor) shall decrease with increasing loads. It is clear that a direct current shunt wound generator, for example, would never give the flywheel coupled to it a chance to do part of the work either in a rolling mill or elsewhere. The same is true of an induction motor with short circuited windings 4 J 7 +> - ry t ft -f -#-# y—f-¢—# hound ™ > + S a ® 3 IRON fs (_. fone J—y/ ZF fPSSSECOND _ AGE 1263 desirable average power requirement can be fixed by changing the counter weights on the balance beam. The action of this slip regulator is instantaneous, since there are no relays or other choke-off devices in the cir- cuit. The resultant effect of this method is that about 1000 hp. steady input suffices for a rolling mill where the momentary power needs rise to 10,000 hp. The slip of the motor generator set is between 375 and 320 rev. per min. The speed occasionally drops to 300 rev. per min. when working on cold ingots. The Ilgner motor generator sets noted on the left in Fig. 1 consist of a 2500-hp. normal capacity alternating current motor coupled to a pair of generators of 1500 kw. normal rating, with a total maximum of 43800 kw. at 300 to 375 rev. per min., together with two 26-ton flywheels. On the right is shown the rolling mill drive, consisting of three coupled motors, d, with a total normal rating of 3600 hp. and a maximum of 10,350 hp. at 110 rev. per min. The motor generator sets are so mounted that each shaft is carried by two bearings, the power being trans- mitted on both sides of the motor to the flywheel shafts through flexible couplings of the Polysius type. Ball bearings have been systematically abandoned for flywheel transformers because the necessary axial play of the shafts caused breakages of the balls and of the bearings. The bearings are water cooled and the rims of the fly- wheels are accurately machined in order to reduce air resistance. It takes about eight minutes to carry the motor from the position of rest to the full speed of 375 revolutions, Bada A ppm A A * no Bae- 2 no 7 © TRE IRON AGE Mill Motors at No Load, which allows only the very low slip of about 2% per cent. between no load and ful! load. Indeed, the motor must be capable of considerable slip, which quality is attained in direct current motors by compounding the field and in induction motors by inserting resistance in the rotor. Where it is desirable to have a definite regularity in slip, some special device is necessary to insure the de- sired relation between the flywheel and motor. In this installation, this slip control is secured by moving up and down the weights forming the electrodes of a rheostat of acidulated water. The resistance is regulated auto- matically by a small auxiliary motor the armature of which moves only a few degrees in either direction cor- responding to the hub of the resistance weights. The armature of this auxiliary motor carries for this pur- pose a balance beam, from one end of which are sus- pended the electrodes or resistance weights and from the other a set of balancing weights. The auxiliary motor itself is in circuit with the field current of the large in- duction motor. Hence the rotating element of the aux- iliary motor is subjected to the three turning moments due to the electrodes, the balancing weights and the turn- ing moment of the motor. Now when the average power required by the rolling mill is being taken from the circuit, these moments are in equilibrium ; but as the cur- rent supplied to the large induction motor increases, the turning moment of the auxiliary motor grows as the square of this increase, and thus disturbs the balance of the three moments. This unbalanciag raises the re- sistance electrodes and thereby increases the slip so that the flywheel is obliged to give up its energy until the equilibrium of the turning moments is restored. Any Revolution Diagram of Electrically Driven Reversing Mill. the power drawn from the alternating current motor be- ing 500 to S00 kw. The power requirement of the fly- wheel transformers without a load amounts to about 120 kw. The two work in series and together when fully excited yield 1000 volts. The drive motors are provided with the Deri compensating winding and are built for a nominal yield of 1500 kw. and a maximum yield of 3750 kw. at 500 volts. For exciting the starting generators and the reversing motors there are two small dynamos. The starting and reversing of the mill are done with a single lever. At the two reversing mills at the Resicza Works, now in course of erection, there are two mill motors which are naturally greater in size. Similarly two motors will be used for the reversing mill at Rombach, with a capacity of 15,000 hp., while the fifth electrically driven reversing mill, that of Huesten, will have a single 7500-hp. motor. The three drive motors at the Hildegarde Works are coupled electrically in series so that they may be regarded as a single machine. Each motor is mounted on a shaft which is firmly coupled with its neighbor, all three of the motors being on one bedplate. Operatiug Curves. It will now be of interest to examine and discuss the operating curves which record the work of the first elec- trically operated reversing mill. The contract with the Hildegarde Works specified that the rolling mill motors should be capable of reaching their full speed within four seconds after starting. and this was fully complied with in operation, the speed of 110 rev. per min. being easily reached under the calculated power conditions. In fact, it was found possible to reach the speed mentioned in oe a : ; : ' 4 - 4 i 1264 THE two to two and one-half seconds throughout the entire installation. Fig. 2 shows a series of speed measure- ments taken to determine the maximum periods of bring- ing the motors to full speed while the mill was running empty. The recording lines were marked on the moving paper strip at intervals of six seconds. By following up a curve from the zero line to a stroke corresponding to 110 rev. per min. it will be noted at many points that the acceleration took place in two to two and one-half sec- IRON AGE April 25. 1907 process, even though different control methods are evolved under electrical conditions. Taking the upper speed diagram of Fig. 3 as an example it is seen that in rolling billets from ingots weighing as much as 2 tons, the engi- neer before the arrival of the piece keeps the apparatus moving at 10, 15 or 20 rev. per min., corresponding to the maximum peripheral speeds of the rolls at the time they grasp the metal. At that moment the speed curve drops considerably, in accordance with the view that the rolling PAPER FEO AT 1 MM=1 SECOND. Woe ONS YS —— Sees ere 77 oe SECC a — + THE IRON AGE R.P.M. of Direct Coupled Mill Motors. SSS ed ASA ae YAS ¥ ce wh SETS SSS EEE Pere fA BY ee Biiscieoal XN t hope - | im Sab + —¢ te Se as Jon Gao Hy ~—} ‘ pry fr fi a Eslewoilies ttt all nal eee andl ental iy he LET TZ 2. 4 sala a D ection oF OF ae pee 2 2 eS a - - os PAPER FED AT 1 MM=1 SECOND. we eae Se = — x co = Doh 50k > \ wat eer CT Ss yee |) cho =r _ 1 Foor) + t { nd CFR ee ia a Fgbe Ht |_ sony - ie ee tat BAPER “FED AT 1 MM==1 GECOND. ——$——— THE IRON AGE Current taken by Rolling Mill Motors fe ee a en SS <_S Paoo SAA RRO SSS Ro awe Ss is, a, 7 1p ae he Rh Ge A Ap aa eh Ek iS. es Re, ems, TB a ee Kd Ae ea \ = \ | sd Phd nek | = aS ee ae PPP 2 = =H ae HH wl me J coed F44FFF i a wee ~—_ Juju 0 1 sere — Pate, ee tt tt pps ZZZ ZN Do denaouk Bae LLL FE dna eae Faeiindias 38a &S PAPER FED AT 1 MM=1 SECOND. Energy taken by Motor Generator THE (RON AGE Set. Fig. 3.—Diagrams Taken from the Electrically Driven Reversing Mill When Rolling Billets. onds. Further, it will be seen that it is possible to reach 140 rev. per min. and more, which feature is very wel- come for the last steps. Another point to be noted, and one which appears repeatedly in the later speed diagrams during the rolling is that in reversing with electric motors there is practically no standstill at zero because the reversing lever is immediately shifted from the highest speed above zero to the opposite direction; the opposite electromotive force thus is brought to the motors and without any in- jury whatever to them. In rolling mill work these rapid accelerations are used according to the demands of the process, mill motors are heavily compounded—that is, their speed must decrease as the current increases, differing from steam operation in the fact that the motor does not stand still under these conditions. At the same time the cur- rent circuit is opened, the turning moment rapidly in- creases and the ingot rushes through the first pass. The no load portions of the curves vary in length in accord- ance with the different periods required for turning and manipulating the ingot from one pass to the next. Even during a pass slight speed variations are ob- served, which are caused by a momentary slipping of the ingot between the rolls. The number of curve areas gives April 25, 1907 the total number of passes required for the complete roll- ing process. In Fig. 3 it is shown that 15 are required from the ingot to the finished billet. In rolling 27.75-in. beams there are 25 passes shown in the diagrams pub- lished in Stahl und Eisen. The second diagram in Fig. 3 registers the voltage of the starting machines and coin- cides very closely with the speed curve of the mill motors, which shows how well the latter meet the conditions. It is of more interest to study the current require- ments of the rolling mill motors, as shown in the third diagram of Fig. 3. At first there is a rapid rise in cur rent to overcome the inertia of the motor and the fric- tion in other parts of the machinery; the curve then drops to the normal current demand when running with out load, at which point it remains until the ingot is seized by the rolls. Measuring the power used, it is found that when running empty the motor is taking 500 to 600 amperes at 200 volts. This shows 100 to 120 kw. as the power required for reversing the mill when run- ning idle. Even at this minimum there are no resistance losses, as the starting machines themselves are excited for only 200 volts. The high peak in the diagram which follows is induced by the pressure exerted on the ma- terial being rolled, as well as by the simultaneous accel- eration of the motor from 20 rev. per min. to its full speed of 110 rev. per min. The back of the peak shows an immediate fall of the current to zero as the operating lever is brought to that position right after the maximum. The turning back of the operating lever involves a pow- erful braking of the mill, the motors temporarily acting as generators by returning power in the form of braking effort. The first triangular area, with a considerably high peak, gives in every case an idea of the magnitude of this braking. The lowest curve in Fig. 3 shows, as it were, the en- ergy equalization due to the use of flywheels. To show the variations from the average with greater clearness an enlarged scale was used for showing the vertical strokes made by the wattmeter registration. In rolling billets the current ranged from 0 to 5500 amperes (cor- responding to 0 to 4000 hp.) at the rolling mill motors, but at the large induction motor the differences were only about 50 kw. either way, a variation so small as to be of no consequence in a power plant generating 4000 to 5000 kw. An unusual variation, which occurs at another point does not exceed more than 4 per cent. This fluctuation was due to an accidental stop caused by the transfer of the ingot over a stand not in use. The largest draft of power upon the system in rolling billets is 500 kw. The slip regulator is set for this quantity and this maximum requirement upon the electric system is not exceeded under any circumstances in the rolling mill programme adopted. Conclusions. Practice at the Hildegarde Works has shown that the reversing mill is the most satisfactory consumer of cur- rent from the general electric installation, because the rotating masses of the flywheels act as a quieter of the whole system. The consumption of power by the revers- ing mill may certainly be neglected when comparing it with the fluctuations caused by several three-high mills at the Hildegarde Works, although these fluctuations themselves are without any disadvantage to the central station. A train of medium size has been in operation there for a longer period, the electric motor driving the mill directly, without the intervention of any flywheels, which could not be put in thus far for lack of time. The shocks at the beginning of the pass are instantaneous, and according to the reduction vary between 100 and 1200 hp. A heavier train is drawn by the same size motor, with the aid of a 50-ton flywheel running at 1214 ft. circumferential speed. When the train is running rapidly the equalization is almost perfect. When there are longer stoppages there is a gradual rising and fall- ing of the load between the range of 120 and 1000 hp. The electric drive for reversing mills is advantageous only where it is desirable to concentrate the majority or all of the power units in one electric central station. To operate a reversing mill electrically for itself would be a mistake from an economic point of view. But when THE IRON AGE 1265 the general tendency is considered of utilizing waste furnace gases, aided by the gas engine and the steam turbine, then it is readily understood how the aim is to secure for the reversing mill the high utilization of heat and the other advantages which accompany centraliza- tion of power. It is not denied that great progress has been made recently with steam engines for driving re- versing mills, yet the electric drive is simple in con- struction and operation. It is amazing to watch how quiet and uniform is the development of power, and to note the absence of shocks in the couplings and rolls, so that breakages and cobbles seem to disappear altogether. Since July 27 the mill has operated steadily. Thus, re- cently. rails of 70 lb. per running yard have been rolled in 164ft. lengths from 1.8-ton ingots in 21 passes, the slip regulator being set at 1200 kw. The power requirements drawn from the electric sta- tion amount to less than 20 kw.-hr. per ton in blooming. In rolling billets, beams and rails the power require ments range from 25 to 60 kw.-hr. per ton of finished product starting with the ingot. ——>-+e—____ The Iron and Steel Institute. The annual meeting of the Iron and Steel Institute will be held at the Institution of Civil Engineers, Lon- don, May 9 and 10, 1907. The new president, Sir Hugh sell, will be inducted into office, and at the first day’s session the Bessemer gold medal for 1907 will be pre- sented to J. A. Brinell, Stockholm. The awards of the Andrew Carnegie gold medal and research scholarships will be announced, and reports on work carried out in the past year will be submitted by Carnegie research scholars in several countries. The following papers will be submitted at the meeting: “The Use of Steam in Gas Producer Practice,” by W. A. sone and R. V. Wheeler. “Sentinel Pyrometers and Their Application to the Heat Treatment of Tool Steel,” by H. Brearley and F. Colin Moor- wood. ‘Induced Draft with Hot-Air Economizers for Steel Works and Blast Furnace Boilers,” by A. J. Capron. ‘The Influence of Process of Manufacture on Some of the Properties of Steel,”’ by F. W. Harbord. “The Distribution of Sulphur in Metal Ingot Molds,” by Jo- seph Henderson. “Steel Making from High Silicon Phosphoric Pig Iron by the Basic Bessemer Process,” by Arthur W. Richards. “Steel Making from Pig Iron Containing Chromium, Nickel and Cobalt,” by Arthur W. Richards. “ Electrically Driven Reversing Rolling Mills,” by D. Selby Bigge. “ The Ageing of Mild Steel,” by C. E. Stromeyer. “ Carbon-Tungsten Steels,’ by Thomas Swinden. “The Nomenclature of Iron’ and Steel.” Report of a Com- mittee of the International Association for Testing Materials. An invitation has been accepted to hold the autumn meeting of the Institute in Vienna on September 23, 24 and 25. The last Austrian meeting was held 25 years ago. Among Austrian works to be visited in September are those of the Prague Iron Industry Company, the Aus- trian Alpine Mining Company and the Witkowitz Min- ing & Iron Works Company. —_———so-- oe When the Pittsburgh Foundrymen’s Association holds its meeting in June, the members will be extended an in- vitation by the S. Obermayer Company, manufacturer of foundry facings and supplies, to inspect its new plant just completed at Rillton, Pa. This plant is the latest addition to the company’s factories, which now comprise five in number, and are located at Cincinnati, Chicago, Pittsburgh, Larimer and Rillton. The town of Rillton is located in Westmoreland County, on the Pennsylvania Railroad. The guests of the company will be transported to the new works on a special train and will there be afforded an opportunity to inspect one of the largest and best equipped establishments of its kind. The Youngstown Sheet & Tube Company, Youngstown, Ohio, has placed a contract for the building of a new butt weld pipe furnace, making a total of three furnaces ef this kind in its plant. = EOE Nay Speen < whiGlatege oF { | 1206 The Burke Two-Spindle Bench Miller. The bench milling machine, with two spindles ad- justable in their distance from one another, shown in the illustration, is, so far as is known, the first machine of the kind ever built. Originally it was designed for one of the big manufacturers of typewriters for the pur- pose of milling both ends of type bars at one time, so as to secure perfect alignment at one setting. The use- fulness in other lines of a machine with these capabil- ities has prompted the manufacturer, the Burke Ma- chinery Company, Cleveland, Ohio, to place it regularly on the market. The spindles rotate in different directions so that the work can be clamped to the table and raised between the cutters, the cutting on each end being done with a down- ward cut. The adjustment of the heads permits a great variety of work to be handled, not only in the milling of the two ends of a piece simultaneously, but in ordinary surface milling, where substantially the machine will have the capacity of two single millers. The table of the miller has a longitudinal movement of 6 in., a transverse movement of 2% in. and a vertical A Double Spindie Bench Milling Machine Built by the Burke Machinery Company, Cleveland, Ohio. movement of 5% in. The working surface of the table is 4 x 12 in. The maximum distance between the bed and the spindles is 6% in., and the minimum distance 4 in. The largest diameter of the cone driving pulley is 6 in. and the smallest 3% in. The spindles have holes to take No. 9 B. & S. tapers. The machine stands 25 in. high over all and weighs complete with countershaft about 400 Ib. The driving pulley is on the back of the column and may be partly seen in the illustration. On the same shaft with this pulley is a large flanged pulley, which is connected by a continuous belt to the two spindle driving pulleys. The belt passes successively around one of the spindle driving pulleys, around the main driving pulley, around the second spindle driving pulley and around an idler pulley below the driving pulley back to the first spindle driving pulley. The idler is adjustable to take up the slack of the belt caused by moving the heads. The shafts of the spindle driving pulleys carry gears which drive the spindles, on the left side directly and on the right side through an intermediate gear to give the reverse rotation to that spindle. The gears are of cast iron, the spindles of crucible steel and the bearings of phosphor bronze. The longitudinal feed, which is used more for posi- tioning the work than anything else, is operated, as shown in the engraving, by a ratchet lever and pinion meshing a rack on the lower side of the table. The feeding movement is usually obtained by lifting the table : vertically between the cutters, these cutters being ad- justable sideways, as before stated. The table, saddle THE IRON AGE April 25, 1907 and knee are raised vertically by the hand wheel shown, which operates through gearing to drive a gear engaging in a rack on the face of the column. All the spindle bearings are equipped with wick oilers and suitable oil boxes cast beneath the bearings. In case it should be desirable to attach weights to the knee to counterbalance it the small grooved pulleys on the side of the column are provided, over which the cords supporting the weights are hung. cctienianteanaillg itl ncacsataaeits A Proposed Standard Horsepower Rating for Automobiles. A standard for horsepower rating and alcohol-acety- lene as a fuel were the subjects taken up at the April meeting of the mechanical branch of the Association of Licensed Automobile Manufacturers. The need of a universal method for computing horsepower was dis- cussed and suggestions for the adoption of an A. L. A. M. horsepower standard was recommended. The horsepower of a car under the present ratings may mean anything a salesman may say, as various formule for computing these ratings are used, no two giving the same results. After having the advisability of a universal rating under consideration for several months the standards suggested by the branch were to be taken from a brake test at the flywheel, in conjunc- tion with a formula to be suggested by the Test Commit- tee. Two units are to be used, the lower being the actual rating from the brake tests, as computed from an indicator at 1000 ft. per minute piston speed, and the higher number to be the maximum horsepower developed from superior workmanship or the results of a better type motor. For example, in a 20-24-hp. motor the 20 would be the actual horsepower at 1000 ft. per minute piston speed and the 24 the horsepower which would be developed when not under normal conditions. The value of this is readily seen, as it would prevent salesmen or entrants in tests from rating a car at 30 hp. when it would actually develop 60, thereby not only misrepre- senting the rating of the car, but taking an advantage of those giving an actual rating. The discussion of aleohol-acetylene as a fuel devel- oped some interesting matter.* The growing need of a substitute for gasoline was realized, but whether acety- lene and alcohol in combination would supplant the pres- ent fuel supply, is a problem yet unsolved. Mr. White of Baker & White, exponents of the new fuel, gave a most interesting illustrated talk on the subject. Radical statements were made by him as to the efficiency of the carbide-alcohol mixture. Mr. White predicted that by September 1, alcohol could be obtained at a figure less than 20 cents p