The Iron Age 1907-10-03: Vol 80 Iss 14

THE [RON GE Published every Thursday Moraing by David Williams Co, 14-16 Park Place New ork, Vol. 80: No. 174. New Nerd: Thureds vy, Betibes 3. 1907 Bioie Conien vg luding Postage Reading Matter Contents...... page 960 Alphabetical Index to Advertisers ‘‘ 304 Classified List of Advertisers “ 6294 Advertising and Subscription Rates‘' 978 Reed F. Blair & Co. trick Bullding, Pittsburg, Pa. COKE, PIG IRON CHROME ORE FERRO MANGANESE : SILICON SPIEGEL, ETC. emimoron,. Gp— AUTOLOADING = P SHOTGUN =" ¥ Powerful Penetration The Remington Autoloading Shot Gun has plenty of penetration. One sportsman writes, ‘‘I killed a goose at go yards and a Mallard at 76 yards with my Remington Autoloading Gun.”” An ideal wild-fowl gun which loads itself, List Price $40, within the reach of al). SB it ow. © Merge t es Mfg. se Bes Ropes and eae shoots hard and increases the pleasure (3 Ae bi Sr Sete Baas : by lack of recoi!. ‘lhe only gun of its kind on the market. Dealers, don't overlook this salable Kemington. BRISTOL'S : RECORDIN 2NTS ager a! kote oes eis eae eae Ss eesnt REMINGTON ARMS co., e Ilion, N. Y. Simple, Accurate, Durable Agency, 315 Broadway, New York City. Used everywhere by those who are satisfied with the best only Send 7 Cat. Ra THE BRISTOL C0., mean ties: WATER TUBE G6h4e Babcock @ Wilcox Co. NewYork —__Cuttcaco 85 Liberty Street SAMSON SPOT CORD BOILERS See page 68 New York ‘‘ Capewell ’’ Horse Nails Yield Dealers The ‘ Also Linen and ney Hemp Sash Cord ce'Pare 80 Largest Annual Profits R ) ; SAMSON CORDAGE wo KS, een om. Considerably more than half of all the nails sold in _TURNBUCHKLES the United States are ‘‘ Capewell.” Dealers who always keep this brand of nail in stock secure the largest volume of the horse nail business - Cleveland, oO. 1 fa. , annually. Age 2e IT PAYS TO'CARRY ‘“‘ THE BEST ’”’ NAIL na Made By BESSEMER PIG|| The"Capewell Horse Nail Co., oor'Ts',. Sark Seeing, Thee THE LARGEST MANUFACTURERS OF HOKSE NAILS IN THE WORLD PILLING & CRANE sectors mag stone There’s a Difference in cost between:the best and inferior grades of Galvanized Sheets, but uniform quality and satisfactory results are worth the differ- ence many! imes over. J aporo® is Standard | OWEN” GOld ROLGC StG8L cect tr DTA WiNG ax nlamping ‘ - sar THE AMERICAN TUBE & STAMPING COMPANY APOLLO BEST BLOOM”? Water and Rail Delivery) BRIDGEPORT, CONN. PAGE ai = — on LL Excelsior Straightway Back-Pressure Valve has a full, unobstructed passage through it nearly in line with the pipe, and therefore offers no resistance to the free flow of steam. Thoroughly reliable when used as a back pressure valve, it is also adapted fer use as a relief or free exhaust valve for condensers. By changing position of outside lever, it will work equally well in a vertical or horizontal position. JENKINS BROS., New York, Boston, ‘Puadsiphte, meaner Samet, sLenden London, Galvanized Sheets a, : MAGNOLIA erection METAL 1 The Standard Babbitt of the World AMERICAN £ We manufacture SHEET & TIN PLATE everything in the COMPANY’S Babbitt Line. SSS yAGHOLia METAL CO. Ad. on Page 17 . New York: 115 Bank St. Chicago: Fisher Building. | Montreal: 31 St. Nicholas St. THE IRON AGE " / SHEET OEE oie LEE VERE EK I THE SEASON WHEN PLANISHED SHEETS ARE USED IS NOW HERE WE CARRY A FULL STOCK OF ese: . : COPPER wo ' 2 LILIL ID rae 40% 4 a \ LLG , c< #, ~*~ 24 ~e4 GERMAN |“ SILVER | LOW BRASS, SHEET BRONZE, SEAMLESS BRASS AND COPPER TUBING, BRAZED BRASS AND BRONZE TUBING : : : + : ILLICIT KEKE AEE KE a\R DICKEY PLANISHED SHEET STEEL Le e< '44d % WATERBURY, CONN. 99 John St. FOLLANSBEE BROTHERS COMPANY PITTSBURGH & Metal Co. BRIDGEPORT, CONN. Phosphor and Deoxidized Bronze #uisville Memphis Clevelan¢ ilwaukee g t € Norfol Roch uffalo Indianapolis Nash Composition, Yellow Brass and Alumi-| num Castings, large and small SSS SII. aaa 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. SN rere kL 195 -109 So, Rios a i-sucfesa\ ioe Chicago. Best Bronze, Babbitt Metals, Brass and Aluminum SASTINGs On Short Notice SE Sa oe and Copper THE SEYMOUR MFG. CO. - - SEYMOUR, CONN. HENDRICKS BROTHERS PROPRIETORS OF THE Belleville Copper Rolling Mills, MANUFACTURERS OF Braziers’ Boit and sh. COP PE! COPPER WwiRrF Importers and Dealers in Ingot Copper, Block Tin, Spelter, Ler 49 CLIFF ST., NEW YO WIRE. WIRE | WATERBURY BRASS CO.,, . New York. Providence, R. I. | Bridgeport Deoxidized Bronze Manufacturers of e Sheet and Roll Brass and 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 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, Rolls, Wire Rods, Bolts and Tubes, Brass Shells, Cups, Hinges, Buttons, Lamp Goods, Special Brass Goods to Order. FACTORIES: WATERBURY, CONN. DrEpots : CHICAGO NEW YORK | ‘Henry Souther Engineering Co. HARTFORD, CONN. Consulting Chemists, Metallur- gists and Analysts. BOSTON Complete Physical Testing Laboratory. ___ Expert Testi Testimony i in Court and Jourt and Patent Cases, Cases, Arthur l Rule 4 OD. 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 Bullding, Broadway and Murray Street, NEW YORK pee Ay PHOSPHOR-BRONZE GERMAN SILVER NAS LT ATT THE RIVERSIDE METAL Co. RIVERSIDE, N.J. The Plume & Atwood Mfg. Co. ETT NA IY 98 EP TT So semen a ' ' oA. DAA) THE IRON AGE New York, Thursday, October 3, 1907. The Bullard Vertical Turret Lathe. Irom a first glance at the illustration it seems a little arbitrary to apply a new name—vertical turret lathe to a form of machine that custom has established as a vertical boring and turning mill. Such it truly is, but it is more, too, for it combines the advantages of a vertical mill and a horizontal turret lathe on all face plate and ¢hucking work. It is for that reason that the designer, I. P. Bullard, Jr., of the Bullard Machine Tool Company, Bridgeport, Conn., has selected this new name; it is more appropriate because it is more comprehensive. This new tool, in capabilities at least, does more nearly resem- ble a turret lathe turned on end than it does the usual vertical boring and turning mill. To perform rapidly and space of a horizontal turret lathe of equal capacity In exact gures the floor space required is 71 x 88 in., and the weight is 11,300 Ib. The machine contains many decided departures from general machine tool practices, but its evolution is not difficult to trace. The Bullard Company has been special izing for years in the manufacture of single and double head vertical boring and turning mills. Double head ma- chines with independent feeds for each head had the greater productive capacity, but the second head, particu- larly in smaller machines, was often useless because it could not be brought into action unless swiveled to an excessive angle and undesirably extended from its sup- Fig. 1.—The 86In. Rapid Production Vertical Turret Lathe most conveniently, without elaborate tool equipment, all kinds of turret lathe chucking work, was the end in view when it was designed. It is offered as a multipurpose machine tool for increasing output and decreasing cost , of all face plate work within its range.. Anything within the cylindrical dimensions of 3 ft. diameter by 2 ft. can be turned, bored, faced or threaded in this machine. The principal advantage over a horizontal machine is the simpler tool equipment required because the main turret head on the cross rail has a full universal movement, both vertical and horizontal throughout the range of the machine; expensive overhanging cathead cutters are thereby rendered unnecessary. Another advantage is that of any vertical machine—greater facility in setting work, and incidentally it occupies only about one-third the floor Built by the Bullard Machine ‘ool Company, Bridgeport, Conn. porting saddle. For safety’s sake speeds and feeds were necessarily reduced, and little if any advantage in saving of time was effected. In 1900 the designer of this machine conceived the idea of turning that part of the rail carrying the second head to a right angle with the cross rail; in other words, making it a side head, so that the two tools could be worked on pieces of small diameter. The first machine produced with this modification had only two mechanical speed changes, carried a turret head with a vertically movable saddle on a stationary cross rail, and a cross slide on vertical ways on the bed. Six of these machines in practical operation were under observation for four years, and the knowledge gained from them resulted in an entirely new machine, with an improved side head, placed NET A TTS A LS EI TIT TTI a AN eS ety has FR Ne kM IEE ICR os MMe o> ATS IS —o —= a a= on the market in 1904. To this several features have been added. and the vertical turret lathe, as it is now called, represents the development to date. As now constructed the machine has an exceptionally rigid bed of internally braced vertical box construction, and on this are mounted a cross and a vertical rail. These two rails are practically a unit, and may be adjusted vertically by power to dispose the slides to best advan- tage according to the hight of the work. In a forward extension of the base the table spindle is supported. It is of large size, and, being immersed in oil. is effectively lubricated. The spindle bearing is designed for a normal pressure of 12 Ib. per square inch. With work of the maximum weight which it is possible to get in the machine it could not exceed 50 Ib. per square inch. The two heads, a mair vertical head and a side head, are independent in all their functions, movable in all direc- go4 THE IRON AGE October 3, 1907 motor on the machine, hor on an attached bracket, as it is preferable to belt it from an independent mounting, since this results in better finish of the work A quick acting brake stops the table where desired and a surface speed indicator guides the operator in obtaining maximum production. There are eight feed changes for each head, independent in direction and amount, ranging from 1-96 to % in. per revolution of the table, and al! feeds have micrometer index dials reading to thousandths of an inch. A feature in connection with the latter is the provision of adjustable indicators, which make it possible to reproduce work without losing time in meas- uring the work. The indicators are claimed to be better than trips and stops and to enable just as exact dupli cate work without requiring much skill on the part of the Operator. The guides may be set by the foreman on the first job, and be followed thereafter by the operator Fig. 2 Rear View of the tions and capable of working in close proximity. The side head is an integral part of the machine and an im- portant factor in the rapid production of work. It may be used on work of small diameter simultaneously with the main head without interference, and it does not limit the swing of the machine. There are six sides on the overhead turret and four on the side head turret. Main tenance of turret alignment is effected by adjustable taper gibs on both the front and back bearings; the saddle is solid square locked throughout. Fifteen table speeds, from 2.9 to 39 rev. per min., are provided from a single speed driving pulley, any one of which is instantly available, and an interlocking system of speed control prevents any conflict. Similarly safety friction slipping devices are provided in the driving gears to guard the feed works from injury by careless manipulation. All speed and feed changes are easily and quickly made and do not involve any changing of gears or shifting of belts. The machine is intended, when elec trically driven, to use a 10-hp. motor, which may be of constant speed type. but it has done work corresponding to 20 or 30 hp. No arrangement is made for mounting the Bullard Vertical Turret Lathe without special effort or thought. The main head has power rapid traverse, vertically and horizontally, pro- tected against accident by overtravel, by slipping of the belt, and both heads and all moving parts have adjust- ments for preserving absolute alignment. Positive lubri- cation is provided for all wearing jarts. Operation of Machine. The driving mechanism closely resembles that of the o4-in. Bullard boring mill, described in The Tron Age, No- vember 30, 1905. It is comparable to that of a horizontal lathe with single belt speed and gear box for mechanical speed changes. The speeds are obtained through a set of gears and friction clutches in the speed box at the side of the machine, shown in Fig. 1, in connection with three sets of reducing: gears mounted as a unit inside of the bed and transmitting the power to the table by spur rinion and internal gear. The gears in the bed are anal- ogous to the headstock of a lathe and divide the speed changes into three series—slow, medium and fast. Each series is again divided by the speed box into five speeds— slow, medium slow, medium, medium fast and fast. It October 3, 1907 is to be remarked that there is no Step up in the zear train; the first motion shaft runs the fastest of al, and there is a continuous drop between it and the table, The “ontrolling means for changing the table speeds may be likened to the Steering Wheel of an automobile. The pilot Whee] A controls the changes jn the speed box, each spoke indicating One speed, Which js engaged only when its vorresponding Spoke is jin the Vertical DOsition. When the shaft carrying the Pilot Wheel jis lifted by the handle RB the quick acting brake is applied. The three headstock Changes are ©ontrolled by the lever C, and its three POSitions indicate the series Of speeds available. TO make conflict between the movements of these levers impossible they are all interlocking. tnd only one speed Fig. 3. Vertical] Section of the Speed Box. change can be made at a time. Change jn engagement of the Positive Clutches in the headstock fears can only be made When the brake js set and the speed box dis engaged, as wil] be understood from the rear view, Fig. 2. A dog connected to the brake lever Shaft Must first be dis- engaged from the slots in the disk on the shaft Controlling the headstock sears, and the brake cannot be again re leased until a change has been fully accomplished and another sjot registers With the dog. The speed box changes cannot be made unless the brake is disengaged, as at other times the interlocking disk and yoke, D, Fig. 1. cannot be revolved: the Same disk holds the brake out while any of the Spokes of the Pilot Wheel are ina Vertica] Position. So long as 4 friction is engaged the brake can- not be applied, and the clutches in the Speed box are thereby protected, Rapid manipulation of the machine is not hampered by this interlocking System, as all of the levers are in easy reach of the operator when Standing Where al] other parts are most Conveniently handled. Figures on the arms of the interlocking disk [PD On the Pilot whee] rod, when exposed through the Slots of the disk attached to lever ©, and with reference to arrows at the sides of the slots, indicate the Sreed of the table in revolutions per minute as then set, Although identical] in design the feed Works of each head are absolutely independent. The eight changes are Obtained in two series of four, by opposed cones of Sears constantly in mesh, diving keys being selectively Set by two handles On each feed box. Changes jn feed to the main head are made through the Wheel E, .and Similarly for the side head through Wheel, The Positions of the racks operated by these wheels indicate the feed oh. tained with reference to sraduations. There. are two feeds for each mark on the index, this change being made by the clutch rod F for the main head and —” for the side head. As the illustrations show there are no pull gears on the various feed rods. Rither vertical or horizonta| movement of the head on the CTOSS rail is effected by raising or lowering the drop worm located between the two rods, and Operated by the lever G; in its Midposi- tion both feeds are out. The same changes in the direc. tion of the side head feed are obtained by clutches oper- ated by the lever K, Fig. 1. Ite inward Position starts the vertica] feed, and its outward Position the horizontal] feed: the neutral] Position disengages both, and permits rapid hand movement of the side head and slide by a crank handle applied to the Squared rods L, Collisions of the two heads are prevented from breaking sears by mountirg the worm driving sears between two adjustable friction Plates keyed to the rods and screws, Change in THE IRON AGE 905 thre direction Of feed js made by the reverse levers H, Fig, 2. at the rear of the feed Works, On each feed rod are adjustably mounted micrometer index dials, and indicators On the edges of these dials, Numbered to “Orrespond = to the turret faces May be set at the proper nicrometer reading as each tinished di- Mension of the first piece is reached. Duplicate amounts of feed May be employed on Subsequent pieces, and cal- ipering and Measuring for depth are avoided. Rapid Movement by power of the main head is con Veniently Sontrolled by the key handles, M, Fig, 1. at. the right of the cross rail: the Upper one js for Vertical] Movement ind the lower one for horizontal. Indicator plates show the resultant Movement for each position of the key handles, These handles operate plungers y hich Pass entirely through the speed rod and screw and ac tute Clutches in the boxes at the opposite end of the rail, Being driven from the first motion shaft. the speed of this Mechanism is Coustant, and has no relation to the Speed or ovement of the table, The binder levers NX lock their respective saddles or Slides Slationary, The turret binder O and the lock pin lever P are manipulated between Changes jn the face of turret presented. For the side head turret the handle Q tcts as both binder and lock. The main head may he SWiveled When the binder bolts are released by turning the worm stud Ry and £raduations indicate the angle Obtained. Raising or lowering oF the « Oss and side rails as a unit is accomplished by power independently of the table by Manipulating the lever ¢ lig. 2 When in de. sired Position the rails ave locked by the binder bolts 'T Details or Construction, The driving pulley shaft €Xtends ciear through the Machine to the speed box, section of Which js fiven in Fig. 3. In the latter, a js the continuation of the main driving Shaft, and has keyed to it a nest of five cone sears. These are jin cvonstant mesh With the correspond. ing gears loosely mounted on the shaft b, and eCngayed by friction Clutches in the Ihanner indicated : it is pow an — ion MAIN ORIVING PULLEY Fig. 4. Horizonta} Section of the Headstock. Sible to engage only one ata time, 4 rack rod on the interior of the hollow Shaft 4 Carries a wedge adapted to depress the pins in any one of the Clutches go as to expand the band recessed in the sears, placing the corre- Sponding gear in action for the time being. The rod is reciprocated by a Pinion meshing With it and mounted On the Steering Wheel rod Carrying the Pilot whee} A, Fig. 1, Swinging this rod Vertically actuates the brake © by the expanding of ap interna) friction ring, between the ends Of which js inserted «4 Square key With a pro- Jecting lug adapted to be engaged by a corresponding Projection mounted #82 collar on the casting containiug the bearings of the clutch operating Pinion, —. 906 THE IRON The inner end of the shaft b carries the bevel gear d. This gear, designated ly the same letter in Fig. 4, en- gages a bevel gear on a shaft with three spur gears form- ing a cone, which mesh with loosely mounted gears on the shaft e of the headstock. The three latter gears are engaged with their shaft by diving keys in the manner indicated, and give the three changes of speed for each of the five changes obtained through the speed box. The shaft e carries the miter pinion f, which engages another attached to a spur pinion, and the latter, meshing an internal gear nearly the full diameter of the table, forms the final step in the transmission of power to the table Ps AGE October 3, 1907 on the feed screw and are in constant mesh with driving gears, one giving direct and the other reverse rotation. The driving gears are driven from a pulley in each case; the belt is continuous and passes around these two pulleys with an adjustable idler between, around the driving pulley of the rail raising and lowering mechanism and the belt driving pulley on the main driving shaft. The knurled knob i controls a split nut and engages or dis- engages the horizontal feed to the head on the cross rail. The ingenious counterbalancing of the vertical head also is partly shown in Fig. 5. The sprocket j carries a counterweight and is mounted on a square shaft, k In NOING HANDLE TURRET SLIO DING SHOE TURRET SLIDE Fig. 6.—Horizontal Section of the Main Turret Head. of the machine. The arrangement is therefore such that the drive has no tendency to lift the table. The div- ing keys engaging the gears on the shaft e are manipu- lated from the handle C, Fig. 1, the rotary motion which it imparts to the shaft on which it is mounted. being transmitted through right angle shafts and miter gears to a pinion and rack rod at the back of the ma- chine, as seen in Fig. 2. The principle is much the same as that controlling the gears in the speed box, except that diving keys are used instead of clutch gears. The controlling mechanism for the quick power trav- erse of the turret head on the cross rail is shown in Fig. 5, where g and h are the key handles M shown in Fig. 1. Each, through a pinion, manipulates a rack rod passing through the centers of the feed rod and feed screw, respectively. The motion up or down of the turret head slide is controlled by g. according to the direction in which it is twisted, and the movement of the head to the right or left on the cross rail is similarly controlled by A. The principle of the action is made clear in the ease of the lower one controlled by hk. The rod has tapered surfaces at its left end, so that when moved to the right or left it depresses one or the other of two pins operating friction gears. The gears are otherwise loose Elevations and Details of the Power Traverse for the Overhead Turret Slide. Fig. 6, k is the continuation of this squared rod. It ear- ries a miter gear meshing with one on a transverse shaft. the opposite end of which carries a pinion n, engaging a rack on the turret slide. The effect of the counter- weight is to revolve this pinion in such a direction as to support the weight of the turret slide, but this pinion is independent of the one 0, which is on a quill surrounding the shaft of the miter gear, and effects the raising and lowering of the slide when driven by the worm gear m; the effect of lost motion is thereby compensated. The PULP Peer eer ere rere re errr Fig. 7.—A Clutch and Parts from the Speed Box. worl wheel is driven by a worm on the horizontal shaft l, Fig. 5, through which the vertical feeding and quick travel are derived. Both the horizontal and vertical quick power move- ments of the turret slide are driven in essentially the same manner, and the construction, as shown for the lower mechanism in Fig. 5—that for the horizontal move- ment—is identical to that of the other. As shown in the detail section through G-H, the driving pulley carries a long pinion meshing with the intermediate gear o. This pinion also meshes with one of the friction gears, p. The diameter of o is enough larger than that of the driving pinion for it to mesh directly with the friction gear q and rotate it in the reverse of the direction of p. It will be seen from the drawing how the faces of the gears are cut away to clear one another and permit their being com- pactly assembled. Fig. 7 shows the construction of the friction clutches RO” Ra PEE OMI Te (hint ¥ . PES October 3, 1907 used throughout the machine. The spider is keyed to the shaft and the gear revolves freely upon it except when the friction is engaged by forcing the pin out and against the spring lever. While this type of friction is practically self-adjusting, the small wedge at the fulcrum point has been added to permit adjustment if desirable. In the speed box a removable cap is provided to give ac a: < Rte The Parts as Engaged in Turning Piston Rings. cess to these adjusting points without necessitating dis- assembling. All parts subject to wear have been given ample con- sideration in the matter ef lubrication. The gears remain in a bath of oil, and gauges indicate when the proper level of oil is maintained. Some idea of the extensiveness of the lubrication may be had from the summation of the THE IRON AGE quantities required in filling the various receptacles when the machine is first put in operation. The table spindle hearing requires 14 gal., headstock gears 5 gal., speed box sears 1% gal., feed boxes % gal. each, power handling und rail raising brackets 1 quart each. Convenient ineans of filling and observing the level are provided in all cases. The driving pulley shaft has a separate oil well; all other bearings are lubricated through oil cups. Capabilities of the Machine, An indication of the variety of work which it is possi ble to perform on the vertical turret lathe is afforded by the views of three typical operations, given in Figs. S, 9 and 10. may be made to hold a boring, reaming or thread cutting Each of the sockets in the main turret face tool, and by means of special tool holders two turning tools may be used for each face. Fig. S shows a very Fig. 10.—The Tools in the Two Heads Working Close Together. complete complement of tools in both heads for perform- ing at one setting all of the machining of one side of a gear blank. At the stage illustrated three tools are in simultaneous action. An economical way of turning piston rings is shown in Fig. 9, where the length of drum from which they are being cut is beyond what could be satisfactorily handled in a horizontal machine. There is The same illustra- tion is indicative of what may be done in machining obviously less waste in this process. trunk pistons for gas engines. A view of the working parts with the vertical head swiveled is given in Fig. 10. It also shows a rather complete utilization of the turret faces and brings out strikingly how nearly tools in the two heads may be approached to one another. An ap- preciation of other capabilities of the machine may be had from the dimensions of the movements. The over head turret slide has a vertical movement of 26 in. and a horizontal movement in excess of the maximum swing of the table, 36 in. The table itself is 34 in. in diameter. The side head has a vertical movement of 28 in. and may be extended horizontally 15 in. ‘The vertical adjustment of the cross and side rails is 12 in. The main turret is 12 in. in diameter and has 2%4-in. holes. The machine is regularly built with a plain table, to which four in dependent jaws may be fitted. As options, a table with a three-jaw combination chuck may be supplied, or four- jawed independent chucks built into the table. The thread cutting attachment for the vertical head is arranged for cutting 2, 3, 4, 5, 6, 8, 10, 1144, 12 and 14 threads per inch and is furnished when desired. 07 oe rrr RT eS Er oo Se en Serr = 908 THE IRON AGE October 3, 1907 s a steel pier will last 25 years its construction is justified, The First Lake Dock of Steel. especially when the ever present danger of fire in a wooden dock and its serious consequences, are consid- Details of the Structure to Be Built at TWo = ...g)) While the life of a steel pier is absolutely unde- Harbors, Minn. termined by any precedents, it is entirely probable that — it will last with proper care, much more than 25 years. BY DWIGHT E. WOODBRIDGE. A steel ore pier, in other words, is largely a matter of insurance and depreciation. The Duluth & Iron Range Railroad reaches Lake Small steel ore docks were built at Daiquiri on the Superior at Two Harbors, 27 miles northeast of Duluth, island of Cuba, 12 or 14 years ago, and at that time and all its iron ore traffic is handled from that point were fully up to date. But so great has been the de- Its annual ore tonnage has grown until it is now from 5, velopment of the industry that to-day they are on a par 000,000 to 9,000,000 gross tons per season of navigation, with the 10-ton freight car in the United States. Re- about 225 days. Iron ore is handled from cars to ships cently, after exhaustive studies in this country a steel through specially designed shipping piers on the top of ore pier was built at Narvik on the west coast of Norway which trains run and beside which lie the waiting ships for the shipment of Swedish ores, and it is said to be The ore is dumped into dock pockets through the bottoms giving satisfaction. In 1902 a conveyor ore dock with of hopper cars, each carrying 50 gross tons, and is car no pockets was erected on the north coast of Spain by ried in these pockets until wanted for loading the ships, the Compania Vivero. This plant was arranged with a ELEV. 173.0 =B8ASE OF RAIL 125}— pn | V\-V\ \l. |/ | ’ li ee \ fool Beak. see ) | \ | \\ | \ | \ | | J] \ | X | Re 4 / | | | i |} 1X] ' y y / \ | \ | | \ | | i \ TOP OF concReTE | / \} if \| i/ \ if \| ELEV.=104.50 ) / | | \ | \ = ; i 1 1 100 OE 5 imitans Regi iain ibaa nS -— REDGING IN SLIPS. ELEV , , ae ROC, is 45.50 / 49 19,50 50, WO. 51 Fig. 1 Elevation of a Portion of the Dock Proper Nearest the Approach, with Profile of Harbor Bottom and Cribbing and Concrete Work or is run directly through them into the hold of the ves cantilever arm for loading shipping anchored 40 ft. off sel. In either case the operation must be by gravity, the beach. and the bottom of the ore pocket must be sufficiently At Two Iarbors, which is a port so restricted by both high above water to permit the ore to slide freely out of its size and shape that it is difficult to see how it can the spouts and into the vessel, even when it is empty find space for another dock, there are now five docks and high out of the water. The Duluth & Iron Range for ore and two for coal and merchandise. The ore piers Railroad has five large docks, all of timber construction are from 1042 to 1358S ft. long, exclusive of approaches, and generally similar to all those at upper lake ports, and are spaced with from 130 to 200 ft. of water between but it is about to erect an all-steel pier that is a new them. No. 6 will be erected close to the western end of departure and presents many features of interest. the harbor, and by reason of the lack of room between Steel and Wood Piers Compared. the steep and rocky shore and the government break- Tn * 8 . . i Tr i » nae, Tf o i » 9 . Pye Phe decision to use steel for construction was reached W#ter will be but ft. long. It will be 200 ft. from after long deliberation. There is an excess cost of about : o. 5. Between the ends of the se several piers and the 50 per cent. over timber, even at the late high prices of reakwater there is a space of only about 1,000 ft. radius, the latter, so that roughly speaking the steel dock must have double the life of wood to make the investments small enough for manipulating the modern lake ship 600 ft. or more in length. equal per ton of ore shipped. A wood pier will last from The Need of Secure Anchorage, ten or twelve years. The term of life is continually de-- The bottom of Lake Superior at Two Harbors is of creasing on account of the more and more severe class shelving rock, covered by a thin medium of red clay, of service to which these docks are subjected and the the original surface sloping from the water's edge at heavier locomotives and trains that traverse them. If the shore line to some 3S ft. depth at the outer end of October 3, 1Q07 Near the outer end the bottom has been shallowed somewhat by dredged material dumped there. But the piles for this new pier must be 34 ft. in average the docks. length and some are to be 70 ft. long. It is no small undertaking to anchor a= structure of this character Whose base rests in solid material 38 ft. below water level and whose deck is more than 110 ft. higher. This is especially true when the load of this structure varied instantly from nothing to maximum. carried in railroad trains of excessive weight which are shunted longitudin ally on the upper deck of the structure. stopped by air brakes suddenly applied, the force of which must be ab sorbed by the structure in such a way as to tend con tinually to pull out the upper portion of the dock from its shore connection. In fact. so great is this longitu dinal strain, that lake ore piers quite Commonly get to leaning forward, the shore connection at their decks pull sa or whe 26.6 U2 fee DD mee 4 De he ts 1-1l- =~ he TRANVERSE SECTION IN FRONT OF COLUMNS Fig. 2 The Duluth & Iron Range Railroad handles its ore in trains of 30 50-ton cars, pulled by 170-ton loco ing away. motives. The weight of moving load will thus be more than 5,000,000 Ib. applied at a point 100 ft. or more above the foundation. at a speed of, say, In stopping by air brakes trains moving six miles an hour, there is inertia of some 11,000 hp. seconds to be absorbed by the structure These ore trains are switched on docks with larger and larger engines and loads every year, and they are stopped in about three seconds. Dimensions and Capacity. 12-ft units, spacing of ore cars and ships’ hatches. An ore pier is a series of based on the The cars are 24 ft. centers and the hatches are either 12 ft. between 24 ft., as All ore piers, cars and ships on the great centers, as in many of the newer ships, or formerly. lakes, without exception, conform to this standard. An ore pier is, therefore, a double triangular pocket lifted above the water on foundations sufficiently high for the purpose, repeated indefinitely and properly braced in THE IRON <« 4-ll >» Sections and Front Elevation AGE Qog hoth directions. For this reason metal construction lends itself especially well to such jobs, and can be done at a far lower price per pound than almost any other form of steel erection. No. 6 dock of the Duluth & have a timber trestle approach 213 ft. Iron Range will long, a will be itself SSS steel ap- proach beyond the wood 829 ft. ft. long, long, and making therefore, 74 each side, there will be an end protection crib 50 ft a total 1480 ft. capacity for 820 gross tons, giving the dock a gross stor with, pockets on long, length of The pockets will each have age capacity for 37,360 tons and a shipping capacity in the lake season of approximately 1,500,000 tons. It will be 73 ft. high from the water, 53 ft. wide in the clear wnd the base of its ore pockets will be 40 ft. above water There will be line. four standard deck, two over each line of pockets. gauge tracks on the > 2 < l2 12 = FRONT ELEVATION LONGITUDINAL SECTION IN FRONT OF COLUMNS of the Steel Structure at Columns Material Required, The structure will contain approximately 12,000,000 Ib. of steel, 300,000 linear feet of piling for foundations. $000,000 ft. of hemlock struction, 35,000 cy lumber for submerged crib con yd. of rock filling for the cribs, 12. OOO cu. yd of Concrete and 2.500.000 ft of timber for lin ing pockets, for decks and walks. OOO for Counting about $15, dredging and $64,000) for yards. the cost of grading and $1,150,000 A timber structure of the same size and capacity would cost about $800,000. tracks the dock is estimated at Contracts for the foundation work, piling, cribs, rock and concrete have been let to the Bar nett & Record Company, of Duluth and Minneapolis, and for the superstructure in place to the American Bridge Company. It is generally understood that this latter contract is for less than $500,000 steel Contracts for the hoisting gear for chutes and other minor details have not yet been let. The pockets will be equipped with the Carter patent front with three doors and a 12 ft. open- ing to each pocket, such as are in use at one dock at gI10 THE Eseanaba and at Duluth, with counterbalance hoists and conical drums for handling the chutes Foundations and Superstructure. For the construction of the pier piles are driven to rock. Each crib section has two transverse rows olf seven piles each, the rows being three feet centers, for the entire length of the dock. The two rows of piling are enclosed by solid cribbing of hemlock timbers, 12 by 12 and 12 by § in., driftbolted, and the crib filled with rock. Thy cribs rise to within 4 ft. of the water line, and monolithi: under then built, the heads of the piles being left in the concrete. Fig. 1 is an ele vation of the docl: proper at the approach end, showing a profile of the harbor bottom and the lines of crib and concrete work. longitudinal concrete piers extending from 4!» ft water to the same distance above are Upon the concrete piers rests the series of built-up steel towers. Fig. 2 shows both a section and a front elevation of the steel panels Fig. 8 is a section Ly — rt 4 —{r | | | LIX La yf ONS. i he » 3 \] te st S i | f ‘4 Gl aan fy . I > ¢ i § be ‘ | ¢ hy ‘ 5 fy F " Ht hy, S 1 C hy iB fy i “ey i }} fi / 4 4 BPIK » “> AS <S we ‘ ~< - 19 > Fig. 3 Section of an Ore Pocket through one of the ore pockets. The entire weight of the dock is carried on a series of built-up box members hold ing a truss, on which the ore is dropped and above which the tracks run. The steel columns are 38 ft. apart in the width of the dock, coming under the center ot gravity of the load of ore and trains.: Four S0-lb. rails are laid the full length of the dock on each side, giving two tracks over each pocket. These rails rest on longi tudinal girders upheld by posts rising from the main floor of the pockets, those holding the outer rails being almost a continuation of the main posts. The pockets, front at an angle of 45 deg are lined with a 3-in. maple floor, laid on 6-in. plank. In which slope toward the timber docks it is necessary that the outer posts come flush with the sides of the pockets. This is not needed This centers weights and materially simplifies construction There will be 148 balanced hoists for the operation of in steel and the main posts are set back 74 ft. spouts and counterweighted drums add to the ease and speed of handling the spouts. Fender posts to guard the dock are set along both sides, spaced 6 ft. apart, and snubbing posts for ships’ cables are set in the concrete at proper intervals. The heavy protection pier at the outer end of the dock is guard against injury to the structure by impact fron vessels. Specifications for this structure were worked out by the engineering department of the Duluth & Iron Range Railroad, under direction of R. Angst, chief engineer and in conjunction with the American Bridge Company, IRON AGE October 3, 1QO07 and the erection will be under Mr. Angst’s supervision. It is hoped that the dock may be put in use during the early part of 1908. Contractors for the substructure are now busy on the ground, and materials for the whole jiob are being assembled. Much of the steel work must be done during the inclement winter of Lake Superior. ->-o The Policy of the German Steel Syndicate. Some significant utterances have recently emanated from the Stahlwerks-Verband, which has just announced that the books have been opened for orders for shapes for the home market at unchanged prices. report under date of Says In its market September 19, the management As the statistics of shipments for the past month show, the strenuous work at the mills continues una- bated, and the orders at hand justify counting on the same employment until the end of this year. In view of this, the reports current in the press seem inexplicable to the effect that an alleged restriction of output is con- emplated, quite irrespective of the fact that these re- ports are in conflict with the syndicate agreement, which does not provide for any restriction of output, since the participation is in percentages. For that reason the pro duction automatically adjusts itself to the demand, which to-day, as hitherto, fully requires the whole capac- ity of the works. Nor is there more occasion for the syndicate to lower prices than to reduce output. In fixing prices for the A products (billets, track material and shapes), the stee! syndicate has acted with moderation with the avowed purpose of creating a stable price level. The steel syndi- cate would be untrue to this principle if it did not now hold prices, particularly since there is no adequate rea- son tor not so doing. Even though prices for B prod- ucts (bars, plates, sheets, wire rods, &c.) have declined somewhat, they still are in a normal relation to the prices for A products, which have been kept low until now. It would be unjust to ask the steel syndicate to join ia a rise in prices in a modest way and yet to fol- low a decline, at once to its full é¢xtent. Besides, as already stated, there is no occasion therefore, in view of the thoroughly satisfactory condition of the order books. so that the syndicate has no occasion particularly to urge its customers to purchase larger quantities. A matter which deserves further earnest considera- tion is the uncertainty with reference to costs. The prices for raw materials and fuel are hardly likely to decline in the near future. On the other hand, the steady efforts to bring about changes in the labor and wages conditions in the metallurgical industry may lead to consequences whose importance cannot now be meas- ured. Owners and managers regard the outlook in this respect as an exceedingly serious one, so that they are not clined to enter into long time commitments. ere lhe Milwaukee Locomotive Mfg. Company has been in- orporated at Milwaukee, Wis.. with S50.000. a capital stock of The company is organized to promote the man ifacture of a new type of locomotive which has just been nvented by Frederick P. Cook and Adolph N. Miller of Milwaukee. The locomotive is operated by gasoline and s particularly adapted for shunting freight cars around irge industrial plants. The small expense of operating this type of engine will enable many more manufacturers o own a locomotive and to shunt cars as they may desire For railroad construction, contractors’ use, tunnel, forest and field work and in mines it will facilitate the handling of materials and will successfully meet all other require- ments. <A recent test of the new engine exceeded the expectations of the inventors. The locomotive, weighing only eight tons, hauled nine large freight cars, four of them being loaded cars. The weight of the train was 500,000 Ib. The company plans to begin the manufacture of the engine on a large scale in the near future. The ncorporators are Frederick P. Cook, Adolph N. Miller nd William Woods Plankinton, the last named being a well-known capitalist of Milwaukee eg aS October 3, 1907 The Standard Track Scale. A 600-Ton Suspension Steel Frame Scale. Note was made in these columns a short time since that the Standard Seale & Supply Company, Pittsburgh, Pa., had furnished two 600-ton track scales to the Jones & Laughlin Steel Company of the same city. The enor mous capacity of these scales makes a description of them desirable. An illustration of one is herewith given and its special features are as follows: The selection of suitable material fell upon a combina- tion of steel and concrete, dispensing with all wood, as far as possible, to an extent that only the floor is of that material, to enable the rails to be spiked in the usual manner. There are four rails leading up to and THE IRON AGE gil jections as to room or cost are advanced, it is well to install them. An investigation of steel structures of similar char acter developed the fact that all bridges and trestles are impaired at the surface or floor line from the action of moisture from soil and rain. This weakness is well overcome by concrete piers under the main columns as a part of the retaining side walls. It is perhaps possi ble to carry this idea of substituting concrete for steel columns still further than 5 ft. above the road level. Train men, however, object to obstructions of view in greater dimensions and for this reason alone this com- promise was reached. The superstructure combines the plainest elements for the purpose and has met, for this reason, the approval of its inspectors and purchasers. Many of the former ornamental peculiarities in such structures are elimin- ated, not alone in the structure, but also in the scale The Standard Track Scale.—One of the Two 600-Ton Steel Frame Suspension Scales Built by the Standard Scale & Supply Company, Pittsburgh, Pa., for the Jones & Laughlin Stee] Company. from the scale, two of which are continuous and form an independent track for the passage of trains not to be weighed. These continuous rails are commonly known as dead track, because no pressure is exerted upon the scale when a train passes, so saving the scale proper, which with a single track would, in many locations and under the same conditions, be rapidly destroyed. As the scale has different functions to perform, it is reason- able to let its members only do the share allotted to it and not act as a highway. This is fully attained by the use of the dead rail. The other two rails lead the train to be weighed upon a free swinging, suspended platform, which, therefore, has rails cut square at the ends, meet- ing the connecting rails with ™ in. clearance between them. Both these tracks separate from the main track’ before they reach the scale, and, after leaving the plat- form, unite at about the same distance as they parted from the main track, requiring, therefore, a switch at each of these points. It has been found that for a service of 30 cars per day, no dead rail arrangement is necessary, but above this number, when no other ob- proper, which is suspended from pins above and _ be- tween the lateral cross beams. There are in all, for a 46-ft. platform, 8 vertical rods, making connection be- tween the scale levers above and the platform below. The clearance between these rods laterally and hight is that of standard tunnel dimensions. All the struc- tural steel used in building the two scales for the Jones & Laughlin Steel Company was rolled and fabricated in that company’s own plant, the scales and design being furnished by the Standard Scale & Supply Company. The Standard Scale & Supply Company states that a close observation of the weekly test reports shows the superiority of suspension railroad track scales over the antiquated pit scales; the obtained weigh results are more accurate and give no room for disputes The longevity of this type over the other is already estab- lished and is due to the indirect action of the load on the scale and the removal of the cause which destroys the delicate edges upon which the accuracy depends, by rust and wear. In the light of these advantages, the greater cost of installation becomes justified. we ees oiee eee RO RE PR a OEE S02 a nape ed THE IRON AGE The Grant-Lees Automatic Gear Cutter. Spur and spiral gears, it is claimed, have never be fore, in this country at least, been cut on machines of other than the rotary, reciprocating feeding, intermittent indexing type. The first time that the hobbing method was successfully applied in cutting such gears is stated to have been on a machine brought out by John J. Grant in 1900, which was primarily intended for cutting worm gears. Some 18 years ago George B. Grant obtained a patent on a machine having the principle of cutting gears with a hob, but no commercial results ever appeared from this, and the machine here illustrated is believed to be the first of its kind manufactured in the United States and offered on the market. It is the result of the com- bined effort of Earnest J. Lees and John J. Grant and is built by the Grant-Lees Machine Company, Cleveland, Ohio. As illustrated in Fig. 1, which shows front and rear views and brings out the stiffness and rigidity of the machine, it bears a striking resemblance to a Lincoln Fig. 1 Front and Rear Views of the Automatic Gear Cutter type miller. Another feature disclosed by the engraving is the absence of overhang in the cutter head. The gear cutter is designed to cut automatically with a hob, spur gears, worm gears, spiral gears, helical gears and sprockets up to 20 in. outside diameter, and requires only a slight adjustment for each gear. Spur and spiral gears may be cut up to four pitch and worm gears any pitch up to *% in. The company manufactures hobs of any pitch, both circular and diametral, up to 15-in. lead. By using a special hob, sprockets can be cut on the machine in the same manner as spur gears are cut. A boy, it is claimed, can handle three or four machines at a time Blanks prepared for this gear cutter need not be ac- curately machined ‘to finished diameter; in fact, it is preferable to leave them 1-52 in. full, allowing the base of the hob groove to cut the gear to the exact diameter, which is automatically determined by a micrometer stop. The work is mounted on a hardened and ground tool steel arbor inserted in a v