The Iron Age 1907-08-22: Vol 80 Iss 8

THE IRON AGE Published every Thursday Morning by David Williams Co., 14-16 Park Place, New York. Single Copies, 15 Cents. IT LOADS TSE LF Vol. 80: No. 8. New York, Thursday, August 22, 1907 Sn ooeR TPS'aing Postage Reading Matter Contents...... page 527 Alphabetical Index to Advertisers ‘‘ 197 Classified List of Advertisers ” {s7 Advertising and Subscription Rates‘‘ (96 Reed F. Blair & Co. Frick Building, Pittsburg, Pa. COKE, PIG IRON CHROME ORE FERRO MANGANESE SILICON SPIEGEL, ETC. The: American-Mfzg. Co: Ropes and Twines AUTOLOADING RIFLE A modern, hammerless, repeat ing big game Rifle which is loaded by its 7 ct Te Ue Street, New York own recoil and delivers smash § ing, knock-out blows at short or long range with lightning rapidity. Dealers will find a quick market for THE,BRISTOL COMPANY these rifles, for their improvements over old-fashioned rifles are at once ob- es See’ Oe vious to sportsmen. Good profits for the deal New York: 114 Liberty St. P a On ree eee Chicago: 753 Monadnock Bldg. Catalogues and Hangers on Request. Bristol’s Recording Instruments REMINGTON ARMS COMPANY, -— ~-_ Ilion, N. Y. For Pressure, Tempera- Agency: 815 Broadway, New York City tare and Electricity. Simple, Accurate, Reliable. All Ranges, Low Prices, and Guar- anteed. Send for Catalog R. SAMSON SPOT CORD WATER TUBE OGh4e Babcock @ Wilcox Co. 85 Liberty St t BOILERS See page 55 ae aa There is More Profit for the Merchant in Carrying “‘Capewell’’ Horse Nails Than others because there is such a large demand for this brand, Considerably more than half of all the horseshoe nails sold in the United States are ‘‘Capewell.”’ It pays a Also Linen and Italian Hemp Sash Cord SAMSON GORDAGE WORKS, Boston, Mass. TURNBUCKLES ii Cleveland City Forge and tron Co., - Cleveland, O. aH E., Es dealer, therefore, always to carry these nails in stock. RSee sy °ss 3 THEY SELL THE BEST Made by The Capewell Horse Nail Co., “Com” s Low Phosphorus Pig. Girard Building, Phila. Pilling & Crane Machesney Bldg., Pitts’g Empire Bldg., New York JENKINS ’96 SHEET PACKING Flexible enough to bend easily without cracking, soft enough to fill up any slight unevenness of surfaces, but sufficiently strong and tough to resist all pressures of steam. Has been used for years under all conditions, and has proved its merits in thousands of plants. There may be some sub- stitute for All genuine bears the Trade Mark, and ws guaranteed- HIGH QUALITY JENKINS BROS., New York, Boston, Philadelphia, Chicago, London. asco’ | SWMBOON” GOLd Rolled STEEL exer fx DTA WING 2% stamping THE AMERICAN TUBE & STAMPING COMPANY SEE Water and Rail Delivery) BRIDGEPORT, CONN. waa 2 = .. MAGNOLIA sition METAL WA, » AMERICAN The Standard Babbitt of the World SHEET & TIN PLATE iii COMPANY’S everything in the MAGNOLIA METAL CO. New York: 115 Bank St. Chicago’ Fisher Building. Montreal: 31 St. Nicholas St. Ad. on Page 17. THE AGE a. IRON BRASS COPPER wo 2 | FOLLANSBEE ‘BROTHERS COMPANY MANUFACTURERS OF |'HAMMERED OLLANSBEE| | GERMAN "= SILVER PLATES BRONZE TUBING : + : : : WATERBURY BRASS CO., WATERBURY, CONN. 99 John St.. New York. Providence, R. |. SPECIAL DEEP | [Bridgeport Deoxidized Bronze DRAWING & Metal Co. QUALITY BRIDGEPORT, CONN. Phosphor and Deoxidized PITTSBURGH Bronze BRIGHT and ROOFING | \ iz | BLACK SHEETS in REGULAR and Composition, Yellow Brass and Alumi- num Castings, large and small Matthiessen & Hegeler Zinc Co., LA SALLE, ILLINOIS. SMELTERS OF SPELTER AND MANUFACTURERS SHEET ZINC AND SULPHURIC ACID. Special Sizes of Zinc cut to order. Rolled Battery Plates. Selected Plates for Etchers’ and Lithographers’ use. Selected Sheets for Paper and Card Makers’ use. Stove and Washboard Blanks. ZINCS FOR LECLANCHE BATTERY. WN ire EB 1905 -109 So. Jefferson St. Chicdec. Best Bronze, Babbitt Metals, Brass and Aluminum CASTINGS GERMAN SILVER j irene ase cone THE SEYMOUR MFG. CO. - - SEYMOUR, CONN. HENDRICKS BROTHERS PROPRIETORS OF THE Belleville Copper Rolling Mills, MANUFACTURERS OF Braziers’ Bolt and Sheathing COPPER COPPER WIRD AND RIVETS, Importers and Dealers in Ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. 49 CLIFF ST., NEW YORK. NICKEL ANODES | WIRE WIRE OPEN HEARTH | LOW BRASS, SHEET BRONZE,| ®oo™ SEAMLESS BRASS AND COPPER TUBING, BRAZED BRASS AND The Plume & Atwood Mfg. Co. Manufacturers of “wie Sheet and Roll Brass WIRE Printers’ Brass, Jewelers’ Metal, German Silver and Gilding Metal, Copper Rivets and Burrs Pins, Brass Butt Hinges, Jack Chain, Kerosene Burners, Lamps, Lamp Trimmings, &c. 279 Broadway, NEW YORK 508 Heyworth Building, East Madi- son St., CHICAGO, ILL. Factories suemagae. cone WATERBURY, CONN. SCOVILL MFG. CO. MANUFACTURERS OF BRASS, GERMAN SILVER, Sheets, Rolls, Wire Rods, Bolts and Tubes, Brass Shells, Cups, Hinges, Buttons, Lamp Goods, Special Brass Goods to Order. FACTORIES: WATERBURY, CONN. NEW YORK CHICAGO BOSTON Henry Souther Engineering Co. HARTFORD, CONN. Consulting Chemists, Metallur- gists and Analysts. Complete Pnysical Testing Laboratory. Expert Testimony in Court and Patent Cases. ArthurT. Rutter & GO. 256 Broadway NEW YORK Small tubing in Brass, Copper, Steel, Aluminum, German Silver, &c. Sheet Brass, Copper and German Silver. Copper, Brass and German Silver Wire. Brazed ~|and Seamless Brass and Copper Tube. Copper and Brass Rod. “ Search-Light”’ GAS Bicycle Lanterns Send for Circulars and Electrotypes. The BRIDGEPORT BRASS CO. BRIDGEPORT, CONN. Postal Telegraph Building, Broadway and Murray Street, NEW YORK PHOSPHOR-BRONZE GERMAN SILVER A THE RIVERSIDE METAL Co. RIVERSIDE, N.J. b THE IRON AGE New York, Thursday, August 22, 1907. The Parsons Turbo-Blower for Blast Furnaces. Description of an Installation at the Trzynietz Furnace Plant. The first turbo-blower designed by C. A. Parsons was put in operation in 1904 at a Middlesbrough, England, furnace plant. Now 23 blowers are either in operation or are ordered for iron blast furnaces, cupolas, and cop- per and lead furnaces. The iron furnaces thus equipped are at the works of Sir B. Samuelson & Co., Ltd., Mid- dlesbrough; Bengal Iron & Steel Company, India; Wil- sons, Pease & Co., Ltd., Middlesbrough; Blaenavon Com- pany, Ltd., Blaenavon, England; Walter Scott, Ltd., Leeds, England; James Dunlop & Co., Ltd., Glasgow, Scotland ; Consett Iron Company, Ltd., Consett, England; Stafford Coal & Iron Company, Ltd., Stoke-on-Trent, Eng- land; EbbwVale Steel, Iron & Coal Company, Ltd., Ebbw- Vale, England; Wm. Sandford & Co., Australia, and Cam- mell, Laird & Co., Ltd., Sheffield, England. In 1905 an accident to one of the blowing engines at the Trzynietz Works of the Oesterreichische B. u. Ft. G. led to the placing at the Bruenn shops of an order for a Parsons turbo-blower. This machine is described and the results obtained with it are recorded in an article by the chief engineer, Julius Fuerstenau, in the Zeitschrift des Vereines Deutscher Ingenieure, from which we gather the following data: The original blowing engines were horizontal com- pound condensing engines, each supplying a 150-ton fur- nace, at 30 rev. per min., with 15,642 cu. ft. of blast, and at the maximum of 45 revolutions with 23,410 cu. ft. at a pressure varying between 28 and 100 Ib. per square inch. The turbo-blower called for 15,890 cu. ft. per minute, to be delivered under all circumstances, even at the high pressure. The revolutions fluctuate between 2400 and ' 3400 per minute. ws = 9° z wi o Zz = ° _ a z ° ee 2 a TURBO-BLOWING ENGINE Fig. 1.—Plan of Blowing Engine House at Trzynietz. Comparison of Space Occupied, Fig. 1. shows a plan of the Trzynietz blowing engine house, and at a glance indicates strikingly the difference in floor space occupied. The piston blowing engine calls for an area of 75 ft. x 40 ft. = 3000 sq. ft., while the turbo-blower takes only 36 ft. x 16 ft. = 576 sq. ft., or less than one-fifth. cement floor, supported by beams without so that the condensing plant is conveniently placed below it. The natural consequence is that the cost of the turbo- blower is exactly one-half of that of the piston blowing The turbo-blower was placed on a foundations, engine. The design of known to need description; it is only necessary to note the Parsons turbine is too generally the special method of governing called for by the con- The tur- bine must be controlled by its governor, Fig. 2, within the range of 2350 and 38400 revolutions. siderable variations in the speed of the blower. PH rb ZZZZ2 ge S Governor. The Governor. By a worm gear the turbine shaft drives a vertical spindle, which is most carefully guided. This spindle bears a spring governor of the simplest design. Both of the ends of the cylindrical weights are connected by a screw spring. The governor case is driven by simple levers and rolls. The case carries two annular notches. In one there rests the lever connecting with the appa- ratus for adjusting the speed, and in the other is the lever for operating the steam valve. The apparatus for adjusting the speed is a spring balance, connected with an oil dash pot. It will be observed that there is a second governor at the worm gear, which becomes operative only when the speed has gone beyond a predetermined limit. The weights then fly outward and turn a worm gear and thus cut off the steam, this being the safety governor common to all steam turbines. At the upper end of the governor 486 THE IRON August 22, spindle there is a tachometer, while the lower end bears, through a coupling, the oil pump, designed in the form of a rotary piston pump. The surface condensing plant consists of a wrought iron condenser, in which the cooling water flows through brass tubes; of a centrifugal pump, which is directly coupled to the starting motor, and of a piston air pump coupled with a warm water pump, which draws off the condensed water and delivers it to the boiler house. The two pumps last named are driven by belt. 9 a Fig. Ease of Operation. In order to do the work under all conditions, the dimensions of the steam turbine are so selected that it will operate without condensation. The exhaust pipe branches off immediately above the valve connecting with the condenser, and is cut off from the air by a valve held in position by the pressure against the vacuum. The latter valve opens automatically whenever for any reason the condenser fails. This happened repeatedly when the plant was started, once because the new belt stretched and at another time because the fuses of the starting motor burnt out. The exhaust was diverted without being noticed in the running of the blower. The gauge alone showed the loss of the vacuum and the in- creased load on the turbine. Since the turbine thus prac- tically performs its own service, is automatically lubri- cated and adjusts itself to varying loads, nothing re- mains to be done by the engineer but to watch for the signals from the blast furnace in order to handle the wheel regulating the speed. The engineers who ran the reciprocating engines learned to handle the turbo-blower very quickly, although at first their attitude was one of great suspicion. Section through a b, Fig. 4 PLANT. ” 4 FURNACE Betalls of the Blower. The blower itself, shown in Figs. 3 and 4, consists of a series of ventilators, with many vanes placed side by side. They are mounted when heated on a shaft which is placed in two bearings of the Parsons type. At the end facing the turbine this shaft bears a clutch coupling. The axial thrust caused by the pressure of the blast on the vanes is counterbalanced by a piston on the spindle. As a matter of fact, a pressure of only a few pounds has been observed on the end bearing. The body of the blower consists of a cylindrical part which embraces the wheels, and of the simplest connections for the intake and delivery of the air. It embraces also both of the bearings. At the part nearest to the steam turbine the cylinder is shaped as a base plate for the latter, and it rests with a broad surface upon the concrete foundation. The part away from the steam turbine rests upon a sliding plate, so that it may freely expand when heated. TRZYNIETZ * u THE AT R ~ 4 TTURBO-BLOWE PARSONS . 4 Since the blowing cylinder had to carry the blast pipe directly and was expected to work simultaneously with the reciprocating blowing engines, it was necessary to take pains to prevent the jarring of the blast main from affecting the blowing cylinder of the turbo-blower. Therefore a part of the blast main near the turbo-blower was made of cast iron and was firmly bolted to masonry. An effective expansion joint was also introduced into the main, devices which have proved completely satisfactory. The quiet working of the blower is a special advantage of the design, particularly since it was this fact which reassured the crew, who were nervous in view of the, to them, increasing speed of the engine. THE 3.—Section through Parsons Turbo-Blower. ——————— Fig. The Efficiency Diagram, So far as the operation of the turbo-blower is con- cerned, the volume of air delivered and the pressure vary with the speed. In Fig. 5 the abcisse record the volume in cubic meters per minute and the ordinates the pres- sure in millimeters of quicksilver. The curves represent equal speeds. The dotted lines indicate curves of equal efficiency in per cent. The numerals are the plotted re- sults obtained in actual practice. A series of tests was made, the details of which are entered into in the original paper. The results are sum- marized in the following table for the turbo-blower, and } 4 g 3 ‘ ; August 22, 1907 for blowing engines of approximately equal capacity at Trzynietz and at Hernadthal: -—Blowing engines.\ Turbo- Her- biower. Trzynietz. nadthal. Blast per minute, cubic meters.. 578.65 540 557.6 Steam consumption per hour, NIE <5 Soc crew se Sits cha i aca ea 5,348.71 5,880 5,500 Steam consumption per minute, INT 6 5253 a ee. ee 89.5 97.8 92 Pressure, atmospheres.......... 1.454 1.466 1.45 Consumption of steam per minute per 100 c. m, of air, kilograms 15.45 18.1 16.45 In substituting the turbo-blower for the reciprocity blowing engine at Trzynietz there has been a consider- 250 300 400 500 600 700 800 cbm / min Fig. 5.—Efficiency Diagram of Turbo-Blower. able economy of steam, it being 14.7 per cent. Taking into account the saving in first investment, in the con; sumption of oil and in cost of repairs, the turbo-blower is a paying machine. —_— +—-e—_—_ The Mathews Portable Cylinder Boring Bar. Those who have use for such a device are probably familiar with the portable cylinder boring bars now on the market. Since all are used in generally similar man- ner, the accompanying illustration of a new one made by Hugh Mathews, Fifth and Washington streets, Kansas THE IRON AGE 487 The bar is a hollow steel tube, turned and ground to size. The tool head is so arranged that the tool can be fed out and the back counterbore of a cylinder can be rebored without changing the bearings of the bar. It is also possible to face a joint or flange of .the cylinder with- out putting any cumbersome attachments on the bar—a feature which will be found particularly convenient on pump repairs. The feed gears and screws are of steel and the feed nut of bronze. The tool is driven by hand with a crank or by power through a belt or sprocket chain, and the drive is trans- mitted through cut gears to the bar proper. When bor ing vertical cylinders or horizontal cylinders where the situation is such as to make it desirable, a right-angle drive is used, shown in the foreground in the engraving. The latter also shows all of the attachments used with the bar for boring cylinders with one head removed. An additional cross plate and bearing is also furnished for boring cylinders when both heads are removed. Each bar has twe tool holders with two self-hardening steel tools. The bars are made in sizes to bore cylinders up to 72 in. in diameter, and larger sizes are built to order. ——___~.--e__ A Refuse Burning Test.—In a 6-hr. test of the refuse burning plant which is used for lighting the Williams burg Bridge, New York, the total refuse burned was 40, 497 lb., or 6749 Ib. per hour. The volume of the quan tity burned was 293 cu. yd., and the weight 138 lb. per yard. It was burned under two Stirling water tube boil ers of 200 hp. each. The total grate area is 192.5 sq. ft., and the consumption was at the rate of 39.2 lb. of refuse per hour on each unit of surface. The heating surface of the two boilers amount'’s to 3780 sq. ft., and the steam pressure during the test was 148 lb. per square inch. For each pound of refuse burned, 2.29 lb. of water were evaporated, from and at 212 degrees, this result being at tributed in large measure to the economizers on the boil ers. The consumption per kilowatt-hour was 46 Ib., due to the fact that while the boilers were run at their full capacity, only a part of the power so produced was util ized in the generation of current. The Jones & Laughlin Steel Company, Pittsburgh, has been exonerated by a coroner’s jury in the cases of five men killed by the explosion of a dust catcher at one of the Eliza furnaces May 11. The,jury returned a verdict of accidental death. Eugene Messler, general superin- tendent of the furnaces, testified that the downcomer The New Portable Cylinder Boring Bar Made by Hugh Mathews, Kansas City, Mo. City, Mo., showing it with its attachments, is substan- tially self-explanatory. It is intended for reboring cy]- inders for all kinds of steam, gas, hydraulic and pneu- matic machinery and the hubs of flywheels and pulleys, which are of such size as to make it more convenient to bring the tool to the work rather than the work to the tool. This one is claimed to be the most complete device of the kind yet produced capable of as high a degree of accuracy and convenience. pipes and dust catcher had been inspected a short time before the explosion and were found to be in good shape. He was at a loss to explain the cause of the unusual ac- cident, other than that at the time of a slip, a few days prior to the dust catcher explosion, a quantity of ore and stone had been thrown from the top of the furnace and possibly loosened one or two rivets, and the pressure from within had loosened others. Several experts testi- fied that the accident could not have been avoided. Chromium, Nickeland Cobalt in Pig Iron. Treatment Resulting in High Class Stee. A paper describing a method of treating pig iron con- taining chromium, nickel and cobalt, so as to overcome difficulties heretofore attending the manufacture of steel from such iron, was read before the May meeting of the Iron and Steel Institute at London, England, by Arthur Windsor Richards. Special interest attaches to it in view of the successful outcome of the Pennsylvania Steel Coi- pany’s experiments in making steel from pig iron coun- taining chromium. This element was carried into the pig from the iron ores in the Mayari District of Cuba, as recounted in the article in The Jron Age of August 15. As more will be heard of the new Cuban ores in connec- tion with the manufacture of rails and other steel prod- ucts by the Pennsylvania Steel Company, the parallel operations carried on in England for the treatment of pig iron containing chromium and nickel are instructive and Mr. Richards’ paper is therefore given herewith: Nickel Steel of Low Nickel Content, Since James Riley read his invaluable paper on his researches on nickel-steel before the Iron and Steel In- stitute in 1889, alloys of iron and nickel have been adoyt- ed largely for special purposes, but their rather high cost has acted as a deterrent to their general use. American engineers, however, with their ‘usual acumen, have brought nickel-steel into far wider use than Europeans. Judging from the great amount of literature on the sub- ject, it is admitted that unless a minimum of 3 per cent. nickel is present in the steel very little, if any, benefit is derived, and nickel-steel almost always contains from 5 to 414 per cent. At the works of Bolckow, Vaughan & Co., Ltd., a pro- cess invented by Dr. Otto Massenez of Wiesbaden has been developed for the utilization of a peculiar quality of pig iron, by which a steel is produced containing ap- proximately 1.5 per cent. of nickel with 0.25 per cent. of cobalt, and 0.30 per cent. of chromium, which possesses all the good properties of steel containing a much higher content of nickel alone, is much cheaper and very trust- worthy. The iron referred to is produced from iron ore, con- taining nickel, cobalt and chromium, an analysis of which follows: Per cent a a ei ee che oe os ee aah 45.69 NE 5 DCRR wn ww gis a. pow Be bab ene doe Oboe Ka oh sae 0.232 RS en en a ne on eae 2,35 Nickel l Cobalt rc cr 0.90 NE a Sse Soe eens sae eee RARE Saad owe sp aowe se 12.32 ree ee a 9.25 SN Bh aga Cae Gls ins Ee aa 9. wb abe en ws ee 0.550 NS. 3. Fe Sa ae alarn Sis ie pa SEW w os ree e ee 2.143 DT Si phthavetieebeaekoe bk Si kek nee bee ee ORS a < 0.029 PRE (cu VERSO AM eas kke Rakkccas Skee aE Cees d 0.02 Some of the ores are higher in nickel and iron and lower in silica and alumina than shown in the above analysis. As it is difficult to smelt and very refractory owing to the presence of chromium, it requires a large quantity of coke and limestone for reduction. The pig iron produced contained 1.75 per cent. of nickel and cobalt, 4 per cent. of chromium and 4 per cent. of silicon. The problem of converting an iron of such composition into steel, without serious trouble from the chromium, was a difficult one. Eliminating Chromium, Doctor Massenez, however, conceived the idea that if the iron were worked in a basic or neutral lined open hearth furnace provided with slag notches the chromium might be removed by forming successive voluminous quantities of oxidizing slags, and as the chromic oxide was formed, removing these slags through the slag notches before they became too thick. The process based on Doctor Massenez’s idea was worked out at the Cleve- land Works by the author and after many disappoint- ments was finally successful, with the result that the greater part of the chromium was eliminated, but all the nickel and cobalt was retained in the steel. 488 THE IRON AGE August 22, 1907 Before adopting the open hearth furnace experiments were first made in an acid Bessemer converter to deter- mine whether chromium could be removed therein, but it was found that when only 0.4 per cent. was present in the metal it was impossible to convert it owing to the extremely thick slag produced by the chromic oxide. Fluorspar was added, but this formed foamy slag and caused waste by blowing out. No better success was achieved by blowing the iron in a basic Bessemer ¢o- verter. The following is a detailed description of the process as at present conducted: Into an open hearth furnace is charged 8 tons each of lime and basic slag, the latter produced by melting hematite pig iron in a basic hearth, and over this is added 3 tons of hematite iron ore. The mixture is heated until the ore becomes pasty. Two ladles containing 10 to 11 tons each of chrome-nickel iron, previously melted in a cupola, or taken direct from a blast furnace, are then poured into the furnace. It was found that the process was much facilitated by using molten iron instead of cold pig, for the reason that the latter has a high melting point, and boiling commences before the pigs are 2zil melted. Thick and foaming slag is gradually formed, con- taining a portion of the chromium as chromic oxide, and this at the end of 45 min. to 1 hr. is run out at the slaz notches. <A second slag is then formed from the mate- rials remaining on the bottom of the furnace hearth. which do not -all melt at first, and by further additions of basic slag, fluorspar and lime. This slag after melting contains an additional quantity of chromic oxide and is also removed, but owing to its viscous character it can only be made to pass the slag notches by mechanical assistance. This operation of forming slag is repeated according to the percentage of chromium in the iron. When working with an iron containing 4 per cent. of chromium it is generally found necessary to make and run out of the furnace four such slags, after which practically the whole of the chromium is removed. When this point is reached the metal is worked like an ordinary open hearth charge. The resulting steel contains ahout 0.3 per cent. of chromium, as it derives some of this dur- ing the decarburizing period in the open hearth, being reduced from the chromic oxide in the slag. In making high carbon steel it has been found desirable to run out the charge when the required carbon has fallen to the required point, but, failing this, the recarburization is either done in the furnace or in the ladle, by the usual additions. The pig iron experimented upon contained 9.3 per cent. of sulphur, but this was easily removed by con- tinuous feeding of the bath with fluorspar. If a steel higher in chromium is required it is ouly necessary to add a sufficient quantity of the chromic pig iron before tapping. The boil commences in from 9 to 10 hr. after the furnace is charged and only lasts an hour before the steel is ready for tapping. The slags contain from 5 to 10 per cent. of chromic oxide. The Steel Under Tests, At the end of this paper are given mechanical tests on the steel produced. The yield points are much higher than those of normal carbon steels of similar carbon con- tent, and the steel possesses exceeding toughness. Tram rails tested to destruction after withstanding repeated blows alternately on the head and foot of each rail by a 1-ton ball falling 25 ft. had pieces of the flange torn out and, at another blow, split in the web, after which it took one more blow at 25 ft. to effect complete fracture. Its resistance to reversal of strain is very marked. In all cases the steel has shown great improvement by being reheated after finishing to a temperature of 650 degrees C. and cooling in air. In this heat treatment it is not soaked, but as soon as it attains 650 degrees evenly throughout the mass it is removed from the furnace. The steel has been put to numerous uses at the works of Bolekow, Vaughan & Co., Ltd., in every case with great advantage. For instance, much trouble was found with the tram roughing cast iron grain rolls, which fre- quently broke owing to their length between the housings and the deep cuts necessary to obtain wide flanges in the rail. The rolls, when made of this special steel, outlasted Fe la Se ae Ci al AMA EF Na tale) Ueki nA ete ation ae : 4 sh case August 22, 1907 very many grain rolls and required less frequent dressing in the lathe. Blooming mill screws of this material do not seize and break, as such screws did when made of ordinary steel. It has been found to be particularly use- ful in shafts, axles, &e. In conclusion, it must be admitted that the alloys, ¢ou- taining about 1.50 per cent. of nickel. 0.25 per cent. of cobalt and 0.3 per cent. of Chromium, with carbon varying between 0.50 to 0.70 per cent., have peculiar resisting properties to mechanical shocks and stresses and should find a wide field of usefulness for engine parts, motor car construction, &¢. The process is, so far as is known, the only one suitable for the treatment of chromiferonus pig iron. fRAM RAILS.—924% LBS. PER YARD, fnalyses, Cast No. ic; Mn. Si S. r. Ni. Cr. Co. Laie se 0.66 0.02 0.048 0.022 1 0.51 0.25 2....0.53 O86 0.02 0.057 0.032 1.45 0.30 0.23 BS... 20 O57 0.02 0.06 0.027 39 0.35 0.24 L.«. ES O.96 0.02 0.06 0.03 50 0.30 0.26 Tensile Tests. Yield point. Ultimate stress, Elongation, Contraction tons per tons per per cent. of area, Cast No. square inch. square inch. in 2 in. per cent. Paiiak skin execs $2.10 57.90 13.00 26.50 54.50 13.00 22.50 57.20 12.00 20.50 60.00 12.50 20.70 58.40 19.00 32.70 * Reheated to 650 degrees C. Impact Tests on 5 ft. Lengths. Sall falling 25 ft. Weight of ball, 2,240 Ib. Supports apart, 3 ft. Cast Defiection in inches. No. 1 2 3 4 5 6 Remarks. Rey. Rey. Rey. ara s.a'ae 4/ig U@/ie 1°%/3¢ 1/16 Broke. .. Web collapsed at fourth blow. hate task 1% "/ig "Sig %/yg 1% 1% Broke; web col- lapsed at sixth blow. i cee 13/16 “Sy 1 1 2 1% Broke; web col- lapsed at sixth blow. Rictear I"/ig “Sig 1%/y 1% 1'/g 2% Web and lip curled and buckled at sixth blow. Rey. reversed, BULLHEAD RKAILS.—91144 LB. PER YARD. Analyses. Cast No. C Mn. Si Ss. P. Ni. ee, Co. 5... .0.60 0.71 0.015 0.06 0.018 1.51 0.12 0.26 6... .0.67 0.61 0.015 0.059 0.02 1.40 0.36 0.25 ‘fer 0.65 0.02 0.059 0.02 1.43 0.36 0.25 8....0.69 0.77 0.01 0.06 0.016 1.44 0.20 0.26 Tensile Tests. Yield point. Ultimate stress, Elongation, Contraction tons per tons per per cent. of area, Cast No. square inch. square inch. in 2 in. per cent. Os oieeatnate bi wee 33.20 53.10 16.00 19.70 @.. .Ecssac aces 53.90 15.00 21.80 deck sakes > vate 51.40 16.00 21.80 B.:504eas amo 55.30 14.00 19.80 OY. bcacuwesaas 38.80 53.30 25.00 38.80 * Reheated to 650 degrees C. Impact Tests on 5 ft. Lengths. Ball falling 20 ft. Weight of ball, 2,249 !b. Supports apart, 3 ft. 6 Cast in. Deflection in inches. No. 1 2 3 4 5 6 Remarks. O..5° 2% 54 1'/1, Rev. 2% 1 Rev. 34 Broke at eighth blow. Cyne 2% 3% 55, Broke. Broke at fourth blow. Wee a 2% 5 ™ ME ow oi, ee, een ae Ret ee 2/4 44 6% sr ad ae ee Rev. reversed, Reversal of Strain Tests. Diameter of test Com- piece. Total parative Milli- Stress Revs. revs. to. value. Description of steel. meter. in tons. per min. fracture. Ord.—1. 1. Carbon steel...... 1.00 20 1,200 77,330 1.0000 Silicon steel....... 1.00 20 1,200 100,175 1.2958 3. Nickel cobalt-chrome GR vedi is Seegs 1.00 20 1,200 210,910 2.9560 THE IRON AGE 489 Effect of Heat Treatment on No. 3. Diameter of test piece. Stress Revs. Total revs. Description Millimeter. in tons. per min. to fraeture. FOO cia es cde deren 1.00 20 1,200 210,910 Reheated to 500° C..... 1.00 20 1,200 296,990 Reheated to 650° C..... 1.00 20 1,200 577,320 Reheated to 750° C.....1.00 20 1.200 341,600 Reheated to 850° C.....1.00 20 1.200 296,455 Reheated to 900° @.....1.00 20 1.200 242.275 tnalyses of Steels Used for Comparison. e. Mn. Si. Ss. . Ni. Co, Cr. Carbon steel...0.46 1.1838 O.056 0.065 0.068 Silicon steel...0.45 1.10 O.238 06.060 0.050 Nickel chrome steel .......0.47 0.983 0.010 0.050 0.010 1.41 0.25 O.32 —_~9---o—__—_ Protective Coatings for Iron and Steel. At the Engineering Conference of the Institution of Civil Engineers held in London in June, Bertram Blount read a brief paper on “The Best Means of Preserving Iron and Steel Work in Railroad Construction.” He considered a bituminous preparation the best preservative for iron and steel work exposed to the weather. Natural bitumen is very permanent, but rather costly; coal tar, properly boiled so that the coating shall be neither brit tle nor sticky, is almost as durable and is cheap enough. Its use is limited by esthetic considerations. Where the work is exposed to boiler gases, overhead bridges and station roofs, complete coating with a goed layer of hot bitumen has so much practical advantage over paint that no question of appearance should be permitted consider- ation. For railroad structural steel work, such as the frames of buildings or frame foundations, the author considered no preservative so good as lime or cement concrete. This applies whether the steel framing is bedded in concrete, or whether it forms an integral part of the concrete, as in the various ferro-concrete systems. It is essential that the concrete should be dense and rich in cement, and that the cement, or lime, should be unex- ceptionable. Steel protected in this way need not first be cleaned from scale and rust. In the discussion of the paper one speaker described experiments made with 14 or 15 samples of paints, all put on by the makers themselves. The prices varied be- tween 88 shillings and 15 shillings per cwt., and the cheapest was quite as good as the dearest. Only two of the paints caught hold of the metal, and could not be peeled off. These paints, which contained an unknown ingredient, were sent to a chemist for analysis, but the chemist could not find out what it was, but only that it was not injurious. An engineer of the Midland Railway said that coal tar had done much mischief, as it contained an acid. As to paints, it is the oil that requires most consideration. Much more injury than is generally rec- ognized is done to rails by corrosion in tunnels and in towns outside of them. He had known as much as 55 per cent. to take place in flange rails. Another speaker classed pigments thus: First, red lead; second, graphite; third, oxide of iron. He used red lead, long ground, with 10 per cent. raw linseed oil, and diluted with boiled oil to weigh 30 Ib. to 40 Ib. per gallon, no driers or turpen- tine to be added. ———9--e—____ Dunnite, a new explosive, invented by Major Dunn, of the Ordnance Corps, U. 8S. A., is said to be more power- ful than shimose, the explosive with which the Japanese did such terrific execution in the naval battles off Port Arthur and Viadivostock and in the Sea of Japan. Shi- mose, ordnance officers say, is a compound of picric acid, the secret of which is known to the ordnance officers of all the first-class powers. On the other hand, the secret of dunnite is in the exclusive possession of the United States Government. In recent tests of dunnite at Sandy Hook it is said that the very best 5 and 6 in. armor plates that could be obtained were used as targets. The result of every shot was the same. The armor plate was smashed into thousands of small pieces by the impact. Penetration is not necessary, the impact being such that the armor is shattered into countless pieces. are oe nee ae 490 THE IRON Coke Oven Gas Power in Germany. A Central Electric Station with 4500 Hp. s BY P. EYERMANN. The Eschweiler Bergwerks Verein, one of the large producers of coal and coke in the Rhine Provinces, in- 11000-mm- = - o = o 2 < do > o = 2 < ' 5 x re * im = = i [ & - 5 < ot SWITCHBOARDS 16250- mm —7— ~— Ye = = it, - =z ET OE ow = rE —"" —r 62000-mm » aie AGE August 22, 1907 heating value averages 3000 calories, or approximately 400 B.t.u. per cubic foot. Gas of this kind. according to various analyses, runs from 300 to 600 B.t.u. Each oven has a capacity of 15,800 Ib. of soft coal, and the coking process requires 30 hr. In this period there is given off from one oven about 800 c. cm., or approximate- ly 28,240 cu. ft. of surplus gas. Thus each hour there are available 27 ¢. em., or about 942 cu. ft. of gas. Working under ordinary loads the engines take about 21 cu. ft. 7 y » Pen + vo 11250-mm = = 11250-mm-;~- : 7 7000-in mm. EXHAUST ExnausT EXHAUST PIPING CONDUIT Fig. 1.—Plan of the Central Electric Station of the Eschweiler Bergwerks Verein. stalled recently at its mine Anna II an electric central station, which has demonstrated that coke oven gas can be used with great advantage for operating gas engines. The engines were built by the famous Nurnberger Ma- schinenfabrik. Fig. 1 shows a ground plan to scale of the entire plant, and Fig. 2 is a view in the engine of coke oven gas per horsepower hour, and 45 hp. is thus approximately the result obtained per hour per oven. The plant at which these engines are running secures from 100 to 105 coke ovens about 4500 hp. Each oven turns out from the above mentioned 15,800-lb. charge approximately 5144 metric tons or 12,100 Ib. of coke in Fig. 2.—Interior of Power House, Showing Nurnberg Engines Which Are Driven by Coke Oven Gas. house. On the ground plan 1 and 2 are engines of 500 hp. each making 125 rev. per min., while 3, 4 and 5 are engines of 1200 hp. each, with 100 revolutions. They are direct connected to alternators, and the three larger ones have especially heavy flywheels. The air, gas and ex- haust are provided for by very large reservoirs and pipes, which are dotted to scale in the plan view also. The engines are arranged with all alternators on one center line. The building, which has ample hight, is 89 x 203 ft. Concerning the coke oven gas, I have received from the above company the following interesting facts: The 30 hr., or about 404 lb. of coke per hour per oven. The chemical composition of the average of coke oven gas is as follows: Per cent. nda es oe eae a lnrk acy OS We ee Re eee ae eee 55 CE Ais ihion decease dads ke tee es Seek Chae Kee ees 32 iach a °S5i iia ia ch ik Gok & cara wr ach oR Web OC le a a 1.5 Rvria ts) Cesk S sas 0b5 000 a> hans Me eeateeas FER TEES 7.0 SENN ihe libs Walaa sade wo 10 ichi tacit te Nee ene ko heen ee ea aw Se 14 NE i at SEG, Srl ak ann ven ka 8 an a GLE A ose ar eed aioe Rk ae ee 1.0 | ee ere ee eg Pon ewe ete wae eet eee Boye 0.5 Gah sns ork ewes shane Shane a catia wae waka aia 1.5 EE SSS. dca nae MERE ees oiled eases paiva . 100.0 The usual estimate of the amount of coke oven gas ee a ee I ee ae eee eres August 22, 1907 given off per ton of coke produced is from 8000 to 2000 cu. ft. The results at the Eschweiler power station, as given above, demonstrate, therefore, that an up to date coke oven plant with a practical system of by-product recovery gives off sufficient gas to permit of the use of GO per cent. for power purposes; in other words, the con- version of that much gas into money. The Pope Mfg. Company Fails. Because of its inability to obtain necessary accommo- dations from the banks in the various States in which it operates, the Pope Mfg. Company was placed in the hands of a receiver August 14. The initial application for the receivership was made in the United States Circuit Court in Newark, as the company was incorporated in New Jersey. Although the application was presented by the MacManus-Kelly Company, of Toledo, Ohio, as creditor to the extent of $4,306.30, the company itself was instru- mental in the preparation of the petition, as it realized that it could not settle its own liabilities and those of its subsidiary, the Pope Motor Car Company, without making preferential payments. As these companies have total assets of $10,750,000 and liabilities of only $2,900,000, it is believed that the business will be continued as soon as the creditors have been paid. Albert L. Pope, a son of Colonel Albert A. Pope, the president of the Pope Mfg. Company, and vice-president of that corporation, was appointed receiver for the com- pany in the States of Connecticut, Maryland, Massachu- setts, New York, Ohio and Illinois, and, with A. A. Tomblyn, of Newark, was also appointed receiver for the company in New Jersey. Present Conditions, Judge Case, in the Superior Court in Hartford, Conn., specified in his order that the receiver may conduct the business and contract for the sale and delivery of auto- mobiles, bicycles and their accessories to such an extent as in his judgment may be advisable and until further order of the court. The receiver is permitted to discount notes and to borrow money to an amount not exceeding at any one time $50,000. It also was ordered by the court that notice of the temporary appointment be given to all parties at interest on or before August 21, such notice also to inclose a notice of a hearing to be held on August 2! in Hartford. Counsel for the receiver has issued a statement which says in part: ‘“ One of the reasons why the company was hard pressed for ready money lay in the strike of its workmen in the Toledo plant of the Pope Motor Car Com- pany, which occurred last spring. As a result of this strike, a large number of this year’s motor cars which had been ordered last year were not finished on time and, as a consequence could not be sold when they were com- pleted as the purchasers were unwilling to wait for late deliveries. Some of the company’s statements show that fully $4,000,000 worth of automobiles were thus tied up. If the company could have obtained even $800,000 from these vehicles at this time, the present difficulty might have been obviated. The appointment of receivers, how- ever, will enable the company to dispose of these cars and pay off some $1,600,000 in notes which it now is unable to renew.” The Company’s Recent History. The Pope Mfg. Co. was formed in February, 1903, as a reorganization of the American Bicycle Company and the American Cycle Mfg. Company, in which Colonel Albert A. Pope became interested after he had consoli- dated in these two companies his prosperous Pope Mfg. Company, which was then engaged in the manufacture of bicycles. The American Bicycle Company and its sub- sidiary, the American Cycle Mfg. Company, went into the hands of a receiver in September, 1902, and the greater part of the property was purchased by the reorganization committee, which formed the Pope Mfg. Company. The Pope Motor Car Company, originally, was incorporated as the International Motor Car Company and was then owned by the American Bicycle Company. It subse- quently was acquired by the Pope Mfg. Company. THE IRON AGE 491 The Pope Mfg. Company had a total authorized capital of $22,500,000, of which $10,000,000 was in common. $2,500,000 in first preferred and $10,000,000 in second pre- ferred stock. All of the common stock was outstanding and $2,390,976 of the first preferred and $8,633,100 of the Though was the second preferrd stock were held by investors. the parent corporation’s principal subsidiary Pope Motor Car Company, it also had constituent com- panies known as the Federal Mfg. Company, a New Jersey corporation ; the Columbia Steel Company, a Connecticut corporation, and a small company known as the Pope Mfg. Company of California. The Company’s Plants and Officers. The plants of the Pope Mfg. Company are the Hartford factory in Hartford, Conn., the Westfield factory in West- field, Mass., the Hagerstown factory in Hagerstown, Md., and the Crescent, Rambler and Imperial factories in Chi- cago. The Pope Motor Car Company plants are the Toledo factory in Toledo and the Waverly factory in Indianapolis. The officers of the Pope Mfg. Company are: Albert A. Pope, president; Albert L. Pope, vice-president; Charles E. Walker, second vice-president ; George Pope, treasurer ; Wilbur C. Walker, secretary; and J. P. Fogarty, purchas- ing agent. Its directors include, besides the above men- tioned officers, William A, Read, Colgate Hoyt, F. S. Smithers, George F. Crane, all of New York City; Arthur W. Pope, of Boston, and Paul Walton, of Ridgewood, N. J. Colonel Albert A. Pope, the president of the Pope Mfg. Company, has been a leading figure in the manufacture and promotion of bicycles and as an advocate of good roads for many years. Recently he had not been very active in the management of the automobile company, and the greater part of the active management had fallen upon his son, Albert L. Pope. —_——o--e—_—___—_. A New Danger to Car Axles. The number of railroad cars in the United States lighted by electricity generated by a dynamo driven by belt or chain from one of the axles is increasing. Accord- ing to the Electrical Review, although it is generally understood to be poor practice to drill holes in the car axle when applying such equipment, the positive danger of doing so is apparently not recognized. It is well known that a drilled hole will prevent the spreading of an incipient crack, and is often employed for that purpose, but it is not so well known that sometimes a crack will be started by a drilled hole. Cracks may be expected to appear in any material subject to alternating stresses, at places where there is an abrupt change of section, or where a notch or groove has been made by a cutting tool in a turned surface. Locomotive engineers have for years recognized the importance of these details and their influence on the life of both cranked and plain axles. In two car axles recently fractured the break occurred through the center of shallow drilled holes, the first after running 15,380 miles and the second after 13,900 miles. The diameter of the axle at the fracture was in each case 3% in. The cracks occurred several inches from the keyseats, and at points where the stress would not be a maximum. The drilled hole was made to receive the point of a set screw to prevent endwise motion of a chain wheel. The lesson taught from these two cases has resulted in the use of pairs of clamped plates gripping the axle and bolted to one another, in place of the set screws. Shafts or axles which have been drilled for set screws or other purposes should be carefully inspected periodically, to disclose the presence of cracks as soon as they appear. SS The capital stock and business of the A. Carpenter & Sons Foundry Company, Providence, R. I., have been acquired by the General Fire Extinguisher Company, and the former was on July 1 merged into the business of the latter and will hereafter be known as the “ Providence Foundry Department” and will be managed by Henry A. Carpenter, formerly president and treasurer of the foun- dry company. 492 THE Kirkwood Oil Burning Furnaces. An Installation at the Fort Wayne Shops of the Pennsylvania Lines West. Just how satisfactorily fuel oi] may be used in place of coal for all shop purposes other than power is attested in the Fort Wayne Shops of the Pennsylvania Lines West of Pittsburgh. Nearly all that there is to tell is told by the layout given in Fig. 1, but it has been thought of like- ly interest to give some idea of what an actual equipment of oil burning furnaces consists in. As may be seen from the plan the equipment, all of which was furnished by IRON AGE August 22, 1907 The air blast for combustion is provided by a No. 10 Sturtevant blower located on a platform in the flue shop, and driven by a 30-hp. 220-volt Type S Westinghouse direct-current motor, which is mounted on the same bed plate with the fan and is connected by countershaft and belts. The air from this blower is conducted at about 4 oz. pressure, through galvanized sheet iron pipes, shown in light dash lines in Fig. 1, to each of the burners. All the air blast, compressed air and oil pipes are carried overhead, with drops to each furnace. The hammer furnace and the case hardening furnace have stacks for conducting the waste out of the building. From the other furnaces the products of com- bustion escape into the shop, which is not objectionable, steam Tate, Jones & Co., Pittsburgh, Pa., includes seven No. 1 as with the Kirkwood combination burner there is no forging furnaces for heating material up to 2 in. square ‘Smoke or unburned oil escaping from the furnace. The for bolt machines, &e.: two No. 2 or larger size forging burner, which is shown in Figs. 2 and 3, maintains an machines for heating material up to 4 in. square for ¢fficient fire under all conditions, since the proper pro- portion of air and oil for complete atomization is auto- matically regulated in the furnace and is not left to the ~ discretion of the operator. a rh It is necessary that the oil be thoroughly atomized— | BIN Pag = | | hi ne | | ~~ <a | 5 ——— ep AIR BLAST LINES ww PMPRESSEO AIR LINES on LINES | SS ee ee ee ee os oa | | j | ‘ee | ~ Cig le i “ie eel, | | Sr | SAND } | ee a ar | BIN SS) j FLUE SHOP g | | ties | S£¢ 3 }iRON SHED | ea Hou 08 lo — : | iy 88 ||P — z Lice ae ne | | | ; | | 4 | PIPE SHED ed PLATFORM | ec! a i | | RATTLER =a - vould Srcul | ca vies [moro taeda FF — | 1 i FURNACE [ r io0 | FORGING iL FURNACES No. ! FOR: a. on FuRNaceS ™~, No 1 FORGING Ol. FURNACES No 2 FORGING On FURNACE a Fig. 1. Arrangement of Oil Burning Furnaces and Compressed Air, Oil and Air Blast CASE HARDENING ° O'L FURNACE " ORGING RNACES Lines at the Fort Wayne Shops of the Pennsylvania Lines West. large bolts, &¢., one case hardening furnace the inside dimensions of which are 5 x 2% ft. and 2 ft. 9 in. high; one steam hammer furnace having a hearth 3 x 4 ft. and one flue welding furnace. All of these are equipped with the Kirkwood combination oi] burner, an outside and a sectional view of which are given in Figs. 2 and 38. From the oil tanks the fuel oil is drawn and fed to these burners through oil pipes shown by dash and dot lines, the distribution being effected by a No. 1 pumping and regulating system, an illustrated description of which was given in The Iron Age January 17, 1907. The apparatus at the base of this system is housed in the same building with the oil tank and is designed to effect the conditions which are necessary to maintain efficient oil fires, namely, the feeding of the oil to the burners under a continuously uniform pressure, the heating of the oil before it enters the burner and the straining of it so that it will be free from lumps and foreign substances. The small quantity of compressed air required for atomizing is taken from the shop compressed air supply and is reduced by a Foster reducing valve to 15 Ib., at which pressure it is distributed to the burners by the piping system shown by heavy broken lines in Fig. 1. In this particular installation the amount of compressed air available beyond the other demands upon it was small, but as the oil burning system only requires 40 cu. ft. of free air compressed to 15 Ib. for atomizing each gallon of oil, the effect of the 24 burners on the com- pressor, it is stated, has not been felt. that is, broken into minute particles under the influence of the air or steam, and that the proper amount of addi- tional air be supplied for combustion in order to secure proper burning. Experience has developed the fact that of the total air required in an oil furnace 10 per cent. is used for atomizing and the remaining 90 per cent. for combustion. In the Kirkwood combination high and low pressure burner the oil is fed to the burner at 15 to 25 Ib. and there atomized by a small quantity of compressed air (or steam under certain conditions) at the same pres- sure; air blast at from 2 to 6 oz. is used for supplying the necessary oxygen for combustion. The amount of compressed air required for atomizing is so small that the supply required for a number of burners i