The Iron Age 1907-11-07: Vol 80 Iss 19

THE Published every Thursday Morning IRON AGE David Williams Co. 14-16 Park Place, New York. Vol. 80: Reading Matter Contents...... page 1347 Alphabetical Index to Advertisers ‘‘ 298 Classified List of Advertisers ‘“« 288 No. 19. Advertising and Subsoription Rates ** 1370 Reed F. Blair & Co. Frick Building, Pittsburg. Pa. COKE, PIG IRON CHROME ORE FERRO MANGANESE SILICON SPIEGEL, ETC. Co. The American-Mfgz. Ropes and Twines 65 Wall Street, New York BRISTOL’s Steel Belt Lacing 266 w 6 es ores SAVES Time, Belts, Money. Greatest Strength with Least Metal Send for Circu- lar QO and Free READY TO APPLY FINISHED JOINT Samples THE BRISTOL CO., Waterbury, Conn. New York and CuHicaco SAMSON SPOT CORD Also Massachusetts and Phoen Brands. SEE PAGE 234 SAMSON GORDAGE WORKS, Boston, Mass. TURNBUCHLES i i Cleveland City Forge and tron Co., - Cleveland, O. ToRN BUCH UuES. . ILL BROS., GTR ce. esa Kent Ave., FouNDRY IRON. Brooklyn, E. D., N. ¥. Girard Building, Phila. Pilling & Crane vse m8. Pie's Empire Bldg., New York. M. F. on a box of Roofing Tin is more than a Trade Mark —it is a mark of perfection and stands for the oldest and best Old Style Terne|*é Plate ever made. See AMERICAN SHEET & TIN PLATE COMPANY’S Ad. on Page 1a. New York, 7 hursday, November 7, 1907 BOILERS. o... pace 6 $8.00 a Year, including Postage. Single Copies, 15 Cents. —_—__— Son. 4 A POWERFUL ASSET which dealers cannot afford to overlook is combined in the wide reputation and established popularity of UMC SHOT SHELLS and CARTRIDGES. When you point to the UMC trade mark, your argument is backed by the largest’ cartridge and shot shell factory in the world and nearly 50 years’ endorsement of UMC ammunition astthe “‘ world’s standard.” THE UNION METALLIC CARTRIDGE CO. Write for catalogue and advertising material to The M. HARTLEY CO.,Sole Representative, 313 Broadway, New York City. WATER TUBE Ghe Babcock @ Wilcox Co. 85 Liberty Street New York ARE YOU CARRYING “CAPEWELL’”’ NAILS IN STOCK ?? Hardware Dealers who do so find it very profitable. Most of the Horseshoers of the United States buy this brand, and our salesmen turn orders over to merchants who have a stock of ‘‘Capewell’’ nails. Be Sure and Get Your Share of the Business !! Made by Wartford, Conn., The Capewell Horse Nail Co., “C'S: « THE LARGEST MANUFACTURERS OF HORSE NAILS IN THE WORLD 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 for 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, Philadelphia, Chicago, London, SWedon” Cold Rolled Steel jet: Drawing ae stamping THE AMERICAN TUBE & STAMPING COMPANY SEE (Water and Rail Delivery) onan 2 BRIDGEPORT, CONN. MAGNOLIA reiéton METAL The Standard Babbitt of the World We manufacture ere = the Babbitt Line. > MAGHOLIA METAL CO. New York: 115 Bank St, TA. Ate, PL = Nive Chicago: Fisher Building. Montreal: 31 St. Nicholas St a neee THE IRON AGE BRASS} "ee, ,| 1m Mumetetnoed M-Ce Sheet and Roll Brass WIRE DICKEY ene | eee PLANISHED ) on LRN mR SILVER | WIRE Copper Rivets and Burrs Ss ind E ETS wae, | ease ee, ee ae LOW BRASS, SHEET BRONZE, 279 Broadway, NEW YORK WELLSVILLE SEAMLESS BRASS AND COPPER | Room 508 Heyworth Building, East Madi- POLISH ED son St., CHICAGO, ILL. AND cctiie STEEL siatetabaet a ane Rolling Mill Factories iad BRONZE TUBING : : +: : ¢| THOMASTON, CONN. | WATERBURY, CONN. Piles ~et SCOVILL MFG. CO. ar iain Waterbury Brass Co. || grass, GERMAN SILVER, WATERBURY, CONN. Sheets, Rolls, Wire Rods, STOVE PIPE SHEETS |((QPPER ‘to and 4 Bolts and Tubes, 99 John St., New York. Providence, R. |. Brass Shells, Cups, Hinges, Buttons, Lamp Goods. ee Bridgeport Deoxidized Bronze || resis! Brass Goods to Order FOLLANSBEE & Metal Co. | WATERBURY, CONN. can ht - BRIDGEPORT, CONN. NEW YORK cancaae BOSTON PITTSBURGH || nosPhOF, and Deoxidized | HenrySouther Engineering Co. HARTFORD, CONN. ROOFING PLATES Composition, Yellow Brass and Alumi- 5 7 num Castings, large and small Consulting Chemists, Metallur- gists and Analysts. Complete Physical Testing Laboratory. Expert Testimony in Court and Patent Cases. Mattntessen cine SH ATAAUTT, Rutter & 60 SMELTERS OF SPELTER 256 Broadway AND MANUFACTURERS N E W Y a” R K SHEET ZINC AND SULPHURIC ACID Small tubing in Brass, Copper, Special Sizes of Zinc cut to order. Rolled Battery Plates. Steel, Aluminum, German Silver, Selected Plates for Etchers and Lithographers’ use. Selected Sheets for Paper and Card Makers’ use. &c. Sheet Brass, Copper and Stove and Washboard Blanks. German Silver. Copper, Brass ZINCS FOR LECLANCHE BATTERY. and German Silver Wire. Brazed !/and Seamless Brass and var 66 99 105 -109 BN irrewe=ngrereeteiaaas 19 Chicago. Searle Light Best Bronze, Babbitt Metals, Brass and Aluminum CASTINGS s GAS Bicycle Lanterns GERM AN SILVER | oa Send for Circulars and Electrotypes. THE SEYMOUR MFG. CO. - - SEYMOUR, CONN. || The BRIDGEPORT BRASS CO. ——$—<$——_——————————_____ BRIDGEPORT, CONN. HENDRICKS BROTHERS Postal Telegraph Bullding, Broadway and Belleville Copper Rolling Mills, See Manufacturers of Braziers’ Bolt and Sheathing > PHOSPHOR-BRONZE COPPER , : a. GERMAN SILVER COPPER WIRE AND RIVETS Importers and Dealers in ts Ye 3 Z THE RiveRsivE Ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. aoa. METAL Co. 49 CLIFF ST., NEW YORH. é THE IRON AGE =F ~_- New York, Thursday, November 7, 190 The Leland Universal Grinder. ata ces ies ain a ids eosin, cn a a : Sal ; : ~ e : © ie . + : _ ; : cs > ; ~ —/ ——— Eee tee woscksTer el teed Fig — New u no g 2 ~ w. Shewing M 3 ‘ =e vi \ a } ' i Vi sur N < A g 3 intages a 3 Y 3 t 3 + 3 - ; - a a i ‘ i e a we | 4 > ei vs e IT - ehanged trom ‘ iss 7 ‘ ind t - e stands 3 Ww t sto ° 3 r . - ; duce a work x se An ‘ 3 aff ‘ é a7T7 skill on t irt of era [ ces 2 etw t 3 ess > + - z oe a + re a centers, Z as + g swings r ling 7FOOSE ‘ = f >» LOM LOA y l oug Li x ts t vs 7 g the n diame fF ae be surf 3 A cia rist e is the peculiar the a t swive g ZU seve . I \ ~, s form er- - e 5 mits the ta € I eel he r c 3 = ‘ r feed 1 1294 quick hand feed and a slow hand feed for use when grind- ing on the face chuck or to shoulders. The complete ma- chine includes a universal attachment for grinding or backing off all kinds of cutters and end mills and for other work; a semi-universal vise for surface work; an internal grinding spindle for small holes and a chuck for holding such work ; a face grinding chuck ; and other parts, which make the machine complete in its universal feat- Fig. 3.—Detail of Wheel Lead. ro 7. i fy iy! ott 3 ppt od + ' 1) ion 4 tty - 4--t% i re a et 4 ae tx t~! Fig. 4.—Detail of Head Elevating Mechanism. ures. All attachments are interchangeable and the ma- chine itself is constructed so that its parts are inter- changeable throughout. The Leland grinder is being placed on the market for the first time and is new to the trade, but one has been in successful operation in the manufacturer’s shops for four years, demonstrating its practicability for the various classes of work it is designed to perform and the dura- bility of its parts and mechanism under service condi- tions. So satisfactory has the original machine proved THE IRON AGE November 7, 1907 that no changes in design and construction have been necessary. The wheel head, shown in detail in Fig. 3, is carried by a gooseneck column supported in a sleeve made solid with the base, into which it is forcibly driven, giving grea. rigidity. The gooseneck column slides on the sleeve, allowing a vertical movement of the wheel head of 7 in. ‘inue column bears on the sleeve its entire length, position being maintained by a long key. The column is fixed in position by the handle a, Fig. 4, which operates a binder screw. The vertical movement is controlled by the hand wheel at the front of the base, which operates the oblique elevating shaft b, having its bearings in support- ing brackets. The shaft actuates the elevating screw through bevel gears. Tne spindle runs in bronze boxes of standard taper adjusting type, and each end is tapered to receive the collets carrying the grinding wheels. The grinding wheel at the left in Fig. 1 is generally used for backing off cut- ters and reamers, and usually remains permanently on Fig. 6.—Drum Countershaft for Driving the Work. the spindle. The other wheel is employed for all other classes of grinding, as well as for use with cup wheels for backing off cutters and reamers, this being considered the best practice when the nature of the work renders it possible. The drive of the spindle is through the pulley c, Fig. 3, by a belt, both runs of which pass vertically through the opening in the gooseneck to a countershaft. This ar- rangement of the belt allows the spindle to be swivelled horizontally from a position parallel with the table to one at right angles to it. Graduations on the head indi- cate the angles of the setting, which is made through the worm gear d and the worm e by means of the hand wheel. The worm is integra] with the hand wheel and is held by the cap f, which is part of the gooseneck and forms a journal for the worm and guard for the gear. In addi- tion to the locking inherent in a worm and worm wheel the head is even more securely fixed by a binder. The spindle with the collet carrying the smaller of the two wheels can pass under the gooseneck without remov- ing the wheel, as shown in Fig. 2. The table drive is of the standard type, but the mechanism for controlling it possesses new and interest- ing features. Two ways are provided for stopping the table while the machine is operating, each having a pur- pose of its own for convenience in doing work. The knob November 7, 1907 THE located near the center of the front of the cross slide table, when pushed in, disengages the table driving gear only. This is especially useful when it is necessary to stop the table momentarily, as when calipering work, since the driving mechanism remains in readiness to re- sume work instantly. The action of the knob is to throw out the worm and worm wheel drive, permitting the worm and worm gear to rotate without driving the table. The knob at the left of the front of the cross slide table stops the entire table driving mechanism, by throwing the main reverse clutch into neutral position. This enables the operator to feed with the pilot wheel or with the slow hand wheel. All hand wheels used in operating the machine are Fig. 7.—Universal Attachment. Placed at the front. ‘The pilot wheel is used for backing off cutters, reamers and other work. The central wheel operates the table in and out cross feed and is graduated to thousandths of an inch. The right hand wheel is for feeding the table slowly by hand for any class of work, and forms a locking feed for presenting the wheel to work being ground in face chucks; the table is locked in any position, so that the pressure between the wheel and the work cannot move it. The wheel at the center of the base elevates the wheel head, as already described. The automatic feed and the pump are driven by a single belt from the main countershaft. The feed has five changes without changing the speed of the pump. The driving of the entire grinder requires only three belts. Two from the five-speed countershaft respectively IRON AGE Fig. 8.—Semi-Universal Vise. 1295 the head is raised, and yields the belt to the head as it is lowered. In changing from one speed to another provision is made for loosening the cone pulley belt, so that it may be shifted by an ordinary belt stick. A screw handle, fixed in the boss, seen on the side of the driving cone frame and extending down within reach of the operator, supports the driving cone frame on one side. When the screw handle is unscrewed the belt is loosened, and as it is carried by the rotating driving pulley it easily mounts or descends on the cone when touched by the belt stick. This same arrangement is applied to the drum counter- shaft, Fig. 6. The main drive belt is shifted in the ordi- nary way. The table of the machine is designed for rigidity and maintenance of alignment to enable very accurate work. All working surfaces are protected from grit, particu- larly the edge used in lining up the center heads. The Fig. 9.—Internal Grinding Spindle. top table is slotted through the center, so that work may be strapped to it when grinding is to be done other than on centers. Ample table bearing surface is afforded in two V ways, which the builders have found preferable to one V and one flat bearing as commonly used. Several of the attachments already mentioned are shown in the remainder of the illustrations. The universal attachment, Fig. 7, is employed for backing off end mills, and for the myriad of other uses made possible by the universal movement. The semi-universal vise, Fig. 8, may be mounted on the universal attachment when work is to be ground to angles other than are possible with the vise in its normal position. The internal grinding spindle is shown in detail in Figs. 9 and 10. It will be noticed that the spindle has bearings its entire length. The oil- Fig. 10.—Detail of Internal Grinding Spindle. drive the wheel spindle, and the table driving mechanism and pump. The third belt is from a drum countershaft and drives the work. The wheel drive countershaft gives five changes of speed and contains a device for automatically taking up or letting out the belt as the wheel] head is raised or lowered. It will be seen in Fig. 5 that there are three idler pulleys at the front of the driving pulley. For convenience they may be called the lower, central and upper idlers. The belt passes up over the front of the lower idler, then under and around the driving pulley, under and in front of the central pulley, and finally back of and over the upper pulley, and down to the spindle pulley, bringing the two strands parallel. Each of the idlers is solid with its shaft, which runs in ring oiling bearings of ample surface to insure long life. The weight of the central idler pulley keeps the tension of the belt constant regardless of the duty imposed upon the wheel, and also automatically takes up the slack as Fig. 11.—Chuck for Internal Grinding. Fig. 12.—Face Chuck. ing arrangement, including a reservoir, ts such that the spindle will run for a long time without heating. Fig. 11 shows a chuck and spindle for holding work to be ground internally. The face chuck, Fig. 12, is for grinding the face of any work that can be held by a central hole, such, for example, as milling cutters. The wheel spindle has five changes of speed, ranging from 3000 to 5000 rev. per min. The work is rotated at 100 to 400 rev. per min., five changes being provided. These speeds may be varied to suit individual shop prac- tice. The table feed varies from 3 to 10 ft. per minute, with five changes. There is a cross feed of 11 in, and rise and fall of head of 7 in. The swivel of the table is from 0 to 45 degrees, anc a graduated scale, reading in inches per foot with a maximum of 3 in., is provided at the end of the table for setting when grinding tapers. The diameter of the grinding wheel is from 3 to 8 in. The weight of the machine is 1300 Ib. 1296 THE IRON AGE November 7, 1907 The Gould & Eberhardt Spur Gear Generator. BY HENRY R. COBLEIGH, As long ago as 1850 the hobbing method of cutting spur gears was known. Machines operating on this prin- ciple are in use abroad, notably in Germany, but until this year this country produced no commercially success- ful designs. As distinguished from the present prevail- ing type of spur gear cutting machine, using a disk mill- ing cutter with which but one tooth is cut at a time, the generating machine, using a helical hobbing cutter, acts simultaneously on as many teeth as would be engaged by a mating rack corresponding to the gear being cut, and acts upon each tooth in the same way, i. e., contacting first at the root circle with the flank of one side of the tooth, passing successively the tooth curve and leaving the face at the addendum circle, to follow with the same action in reverse order on the face and flank of the other side of the tooth. In spite of all precautions to obtain the correct form of the teeth on the hob to present at the cutting line a profile similar to that of a corresponding rack. with enough excess on the tips of the cutting teeth to cut the clearance at the bottom of the gear tooth spaces, it has seemed to be impossible to produce gears that are noiseless in oper- ation. Gould & Eberhardt, Newark, N. J., believe they have solved the difficulty in a recently patented design of hob and have perfected a gear gen- erator, herewith illustrated, to eut spur and spiral gears by this means, and incidentally worm wheels after the usual practice. Another distinction between the two types of gear cutting machines is that in the hobbing machine the work and cutter revolve simultaneously instead of intermittently and alternate- ly. There is, therefore, no ac- tion corresponding to the index- ing of the work between cuts. In the new machine the work is mounted with its axis vertical and the hob at some angle in a vertical plane depending upon the nature of the work, and the two are- positively geared to- gether to rotate with a definite speed ratio between them. For spur gear cutting the hob is inclined at an angle with horizontal equal to the in- clination of the thread of the hob with the hob axis, and the work is continuously rotated an amount equal to the circular pitch for each revolution of the hob. The re- quired circular pitch, therefore, determines the lead of the hob to be selected, irrespective of the number of teeth and diameter of the gear to be cut. For spiral gear cutting the hob is p'aced at an angle equal to the above, plus or minus the angle of the teeth of the gear with the gear axis, according to whether it is a right or left hand spiral gear, and the work spindle and hob spindle are geared together with a somewhat different relation than for spur gear cutting, a definite retardation or accelera- tion of the one with respect to the other being necessary on account of the angle of the teeth. For worm wheel cutting the axis of the hob is horizontal, and the ratio of the rotation of the work to that of the hob is the same as that of the finished wheel with its worm. Details of the Mechanism, From the foregoing brief explanation of the principle of operation, the purposes to be accomplished by the machine will be understood; the following describes the space over mechanical means whereby the required motions are effected. The forms and locations of most of the prin- cipal parts may be seen in the accompanying illustrations, of which Figs. 1 and 2 are views of the opposite sides of the machine, and Fig. 3 end and side elevations with parts lettered for identification. The power movements are the drive of the hob spindle, the feeding of the spindle head, the quick return of the spindle head, the drive of the work spindle and the feeding of the work slide. The drives of both spindles are in action for the cutting of any of the three forms of gears, but only one feeding movement is used at any one time. For spur and spiral gears the head is fed downward; for worm gears the work slide is fed toward the head. It will be the plan to take up the the order as given, tracing through the transmission by beginning at the driving end in each case. movements in the Fig. 1.—View of the Driving Side of the Gould & Eberhardt Gear Generator.* The four-step cone driving pulley is mounted on the shaft a, and runs continuously in the same direction. This shaft extends transversely through the machine and within the column the drive is transmitted to the cutter spindle. Feathered to the shaft a are two facing bevel held in a slidable yoke, so that one or the other may be engaged with a bevel gear on a vertical shaft, b, within the column to revolve it in either direction. The gears are shifted by a lever on the outside between the cone pulley and the frame. The vertical shaft Bb is splined, and through bevel gears drives a short horizontal shaft, which travels with the spindle head. The last men- tioned shaft is, in turn, connected by bevel gears at the center of the swiveling spindle head with a shaft on the latter, the outer end of which is spur gear connected at ec to the spindle carrying the hob or helical cutter, d. This transmission permits the swiveling of the spindle head to any angle, but it is never necessary to swing the overhanging part c below the horizontal. The required gears The work on the spindle was taken and is in error. on the table. was drawn in after the photograph fhe work should be resting directly November 7, 1907 angle for any setting may be had within the upper 180 degrees, so that clearance of the table never requires sup- porting the gear blanks up from the table. If the head is swung to the opposite side from the position shown in Fig. 8, it is still possible to obtain a downward cut by reversing the cutter spindle drive through the means al- ready described. Continuing to the other side of the machine, the main shaft a carries a worm meshing, a worm wheel loosely mounted on the horizontal longitudinal shaft e, but adapted to be clutched to it. At the rear of the machine this shaft is connected through interchangeable mounted on sweeps to drive the shaft h. The drive may be either through the spur gear on the end of the shaft e, the intermediate f on one sweep, the intermediate g on the other sweep and the spur gear on the end of the shaft h, or in the same way with the use of only one intermediate gear. Through tumbler gears, controlled by a_ lever which may be seen in Fig. 2, the shaft h is connected with a shaft inside the frame that is connected by feed change gears to a parallel shaft carrying a worm mesh- gears Fig. 2.—View of the Working Side of ing with a worm wheel on the.lower end of the cutter spindle feed screw q. Thefeeding motion is always down ward, so that the screw is in tension when the hob is cut- ting, and the reverse which is possible through the tum- bler gears secures this regardless of what combination of gears, e, f, g and hf is in action. When the cutter has passed completely across the face of the work the feed is automatically stopped by the contact of a bracket on the head slide with an adjustable stop, r, on a vertical rod, the downward movement of which throws a clutch disen- gaging the worm wheel from the screw 4. Since the spindle head is counterweighted but little power is required to return it for the next piece of work, and it is allowable to use the same screw q for the pur- pose, even though when driven in reverse direction it is under compression. The train of mechanism is the same as for the down feeding, except in its connection with the main driving shaft a. By shifting the clutch lever shown on the gear box on the side of the base in Fig, 2, the hori- zontal shaft e is disconnected from the worm wheel driven by the worm on the shaft a, and is connected to another worm wheel running at higher speed and in the reverse direction, being driven by a worm on a shaft parallel to THE IRON AGE 1297 the shaft a, and connected to it by the spur gears shown in Fig. 2. Hand return or adjustment of the head is ac- complished when the power feed or return is disengaged from the screw q, through the hand wheel s at the top of the machine which is mounted directly on the screw. The drive of the table spindle is identical with that of the down feed of the head up to the shaft h. This shaft is extended toward the front of the machine and is splined so that it may drive, through spur gears, a worm the worm wheel on the work table. It is the required speed of the table, according to the pitch of the gear to be cut, that determines the combination of change meshing These same feed of the cutter head, and this is an advantage, since the proper feed per revolution of gears selected to connect the shafts e and h. gears control the down the gear being cut, irrespective of its diameter, is ob- tained without altering the change gear tion, except for different materials and pitches. The horizontal same train of feed combina- feed of the table is again through the the down feed of the head. The shaft within the base which carries the worm driv- mechanism as : iu : ; ; Corrs the Gould & Eberhardt Gear Generator. ing the worm wheel at the lower end of the screw q, ex- tends the length of the base and is indicated by & in the end elevation. At the front through bevel gears this shaft drives a short shaft with a drop worm at the end 1, adapted to engage a worm wheel on the horizontal feed screw m, which moves the table the from or toward column. Variable feed is secured through the feed change gears mentioned in connection with the down feed of the cutter head. The drop worm is held in engagement by a plug at the end of the rod n, and when the feed has progressed the desired amount, the bracket p on the table saddle encounters an adjustable stop o, withdrawing the plug from the drop worm handle, allowing it to fall of its own With the worm disengaged, the table may be adjusted by band with the crank shown. There is a graduated collar on the and a scale on the side of the bed, which with reference to a vernier at- tached to the table slide, facilitates very accurate setting for center distances and proper depth of tooth. General Features of Construction, Elimination of weight. screw unnecessary parts and the provision deflection of the working parts under pressure, were special considerations in the general de- of resistance to 1298 sign of the machine. Strength and rigidity are partic- ularly noticeable in the main frame, the base and column of which are in one piece, and in the cutter head and work table. Both of the latter are made with as little overhang as possible, so that the bending strains when at work have a minimum leverage, and are resisted by broad bearing surfaces on the ways of the frame. The table saddle is held down to its guides by straps, and ample surfaces on the saddle support the rotary table THE IRON AGE November 7, 1907 justment of the work without disengaging or disturbing other parts. Large diameter work is clamped to tee slots in the table and the work mandrel is inserted or ejected by a differential nut and revolves with the table. An outboard support increases its stiffmess when a wide faced gear or a stack of gears is being cut. The base of the column supporting the outboard arm is secured to ways on the bed and to the work saddle, so as to move with the latter. Fig. 3.—End and Side Elevations, Showing the Transmission of the Various Drives and Feeds. under its outer rim as well as under the worm wheel, which is a part of the same casting as the table. Anti- friction washers under the table reduce the friction when taking heavy cuts. The worm wheel is in two parts, divided in its central plane, so that one-half may be rotated with respect to the other in the process of hobbing to distribute any minor inaccuracies and produce .a practically perfect wheel. This construction also permits of a convenient means of compensating for unequal wear in the subse- Re el ed hee i adh hel de Fig. 4. quent use of the machine. A double-threaded hardened and ground worm drives the wheel with a ratio of 60 to 1, so that even when cutting small pinions the worm is not compelled to run at excessive speeds. The worm is mounted in a swinging bracket pivoted on the saddle, which allows for disengaging the worm and wheel and for taking up the wear between them. A micrometer axial adjustment of the worm is useful, particularly when recutting spiral gears, to give a fine circumferential ad- Pinions with long hubs can be held close to the table by a chuck in the bottom of a central opening in the table. The pan around the work table for catching chips and oil is stationary, so that they are not scattered over the floor when the table is revolving, but are gradually worked to an opening in the bed on the side toward the column. The cutter spindle and its bearings are hardened and ground and the cutter is adjustable axially to assist in matching it to work to be recut, or to substitute fresh cutting edges for dulled ones. A vernier scale reading in A Large Order of Spiral Gears Executed on the Gould & Eberhardt Gear Generator. minutes indicates the setting of the swiveling cutter head. The helical cutters used have exclusive features, on which patents are pending, and are claimed to make it possible to cut noiseless gears. Any number of like spur or spiral gears up to a com- bined face width of 10 in. may be cut at one operation; worm wheels, perforce, can be cut only one at a time. Of all gears, the maximum diameter which can be cut is 24 in. and the maximum pitch 5. The machine occupies November 7, 1907 a floor space of 42 x 76 in. and is 67 in. high overall. It is the intention to put out two other sizes, one larger and one smaller. Advantages of the Hobbing System, In conclusion it seems appropriate to draw attention to some of the advantages peculiar to gear forming ma- chines of the hobbing or generating type. One of the most important is that fewer cutters are necessary, since one hob answers for gears of all diameters having the same circular pitch, whereas with a single disk cutter it is not possible to cut more than one size of gear except with only approximate accuracy. In the cutting of spiral or helical gears the hobbing machine is vastly more convenient than the milling ma- chine and overcomes the difficulties that have been met with in the present usual ways of cutting these gears. The simplicity of the hobbing machine commends it for just such work, and removes a deterrent to a more ex- tended use of these types of gearing. The principal objec- tion to the plain spiral wheel is the end thrust; the com- bination of two opposed spiral gears in what is known as a herringbone gear annuls this disadvantage. Wheels of this*kind work very smoothly, as the teeth always have two points touching in the plane of the axes, and are particularly preferable to ordinary gears for pinions with few teeth. From the form of the teeth they are claimed to be stronger, and their operation is noiseless. With the advent of a machine for producing them more cheaply and in quantities there is excellent prospect for their more general adoption. Fig. 4 is an exhibit that is inter- esting in this connection, as it represents a single order recently completed by Gould & Eberhardt for an auto- mobile manufacturer. er Two New Besly Grinders. Except for the manner in which they are driven, the two latest spiral disk grinders built by Charles H. Besly Fig. 1.—The No. 8 Spiral Disk Grinder Built by C. H. Besly & Co., Chicago. & Co., Chicago, are similar. Fig. 1 shows the No. 8 belt driven grinder, and Fig. 2 the No. 41 motor driven grind- er, which is a response to the demand for a disk grinder operable by alternating current. Both machines are in- tended for general manufacturing purposes and each is fitted with one plain tilting table and one lever feed swinging table. The following description of the No. 8 machine applies, with easily discernable exceptions, to the motor driven machine as well. The driving pulley is 7% in. in diameter and wide THE IRON AGE 1299 enough to take a 6-in. belt. It is mounted at the center of a 15%4-in. crucible machinery steel spindle, 2544 in. long, running in cast iron split bearing bushings, each 8 in. long. The disk wheels at the outer ends of the spindle are 18 in. in diameter by % in. thick, but the machine will swing 20-in. disk wheels. Hardened steel thrust col lars of large area, which bear against the flanged ends of the right hand bearing bushing, take the end thrust, and end adjustment is accomplished by a threaded collar on the spindle just under the rim of the driving pulley. The rocker shaft is 24% in. in diameter by 47 in. long and supports the tables in long bearings protected from dust by recessed collars, which clamp the rocker shaft for taking the end thrust. 7% x 10% in. The top of the plain table is and that of the lever feed table 8 x 10 in., The No 41 Alternating Current Sviral Disk Grinder. Motor Driven Besly with two 9-16-in. tee slots and one 9-16-in. keyway for attaching angle plates or other work holders. The latter table is moved to and from the disk wheel by a lever carrying a pinion meshing a rack on the bottom of the table, giving a leverage of 12 to 1. A micrometer stop screw reading in thousandths of an inch enables grinding to exact dimensions without repeated calipering. Both tables have vertical adjustment and may be tilted from the horizontal. Ordinarily the wheels are run at 1500 rev. per min., which corresponds to a countershaft speed of 625 rev. per min. The floor space of the bed casting is 29 in. square and the required operating floor space, allowing for the countershaft, is about 5 x 10 ft. The hight from the floor to the center of the spindle is 42 in. and the weight, in- cluding the countershaft, is 2000 lb. In addition to the countershaft the equipment regularly furnished includes a press for attaching the paper or cloth circles to the metal disk wheels, two extra spiral grooved disks and accessories, such as cement, oil, glue pot and brushes, wrenches and a complete assortment of Helmet spiral paper and cloth circles. The No. 41 machine is equipped with a 5-hp. alternat- ing current motor adapted to run on 110, 220, 440 or 550 volt, 60-cycle, two or three phase current. The disk wheels are of the same diameter as those of the No. 8 machine, but are usually run at 1800 rey. per min. The bearings are phosphor bronze and ring oiling. Any of the various styles of work tables furnished on other Besly spiral disk grinders can be supplied for this machine. The following are the principal dimensions that differ from the No. 8 machine: Floor space of base, 28 in. square; overall length of spindle, 23% in.; diameter of spindle in bearings, 1% in.; length of spindle bearings, 5 in.; hight to center of spindle, 40 in.; operating floor space, 5 x 5 ft., and weight complete, 1400 Ib. THE IRON AGE November 7, 1907 Pig Iron and Coke Shortages. Investigation by the New England Foundrymen’s Association. The Weight Committee of the New England Foundry- men’s Association has made a searching investigation of the subject of shortages of pig iron and coke, going for its information to the consumer, the shipper and the transportation companies. The committee has estab- lished that shortages are more frequent than they were a year or two ago, and that in not a few cases in New England net losses from this cause have been important enough to become a factor in costs of production. Let- ters received from users of coke and pig iron in other parts of the Hast, unsolicited by the committee, indicate that the trouble is not confined entirely to New Ingland. Where shortages formerly averaged up with overwelghts this is no longer the case, Speaking broadly, the inves- tigation places the blame for the new condition not upon the shippers, but upon the transportation companies, both railroad and steamship. The system of weighing coke and iron is not satisfactory. ‘The railroads, whose weights at shipping point are accepted as the basis of billing coke, are not sufficiently thorough in their meth- ods, and, while pig iron is carefully weighed by the fur- naces, the transportation companies have no system of placing responsibility for losses during shipment, which can only be accomplished by weighing at each transfer point and at destination. A pregnant source of discrepancy has been found in the railroad’s acceptance of the tare weight stenciled on a car as the actual weight empty. In weighing coke the ear should be actually weighed empty, which is never done under present methods. Experiences of New England Foundries, Inquiries made of all the New England foundries as to the prevalence and amounts of shortages brought out a variety of experiences. Most have suffered from short- ages of iron; a lesser number from shortages of coke. A Providence foundry had an aggregate shortage of 67,- 000 Ib, in 5,195,484 Ib. billed to it, which amounts to 1.3 per cent. Another foundry had a shortage of 16,805 lb. in 12 carloads of pig iron. In one instance there was a shortage of three and one-half tons in a single carload. Still another foundry sustained a net shortage of 21,530 lb. between January 1 and April 3 on rail and water shipments, while its all rail shipments showed an over- weight of 4725 lb. during the same period. On the whole, there is more trouble when shipments are by water than when they are all rail. A Boston consumer has carefully tabulated his re- ceipts of iron and coke. Twelve carloads of one kind of iron, received from January 8 to March 13, aggregating 316 tons, showed a net shortage of 3768 lb., an average of 314 lb. a car. With another class of iron, 23 carloads, totaling 575 tons, arrived January 3 to February 19, netted a shortage of 25,411 lb., an average of 1104 Ib. to a car. This discrepancy between shippers’ and con- signees’ weights is emphasized by the fact that one car- load ran 8165 Ib. overweight. Only two other cars were over, one 95, the other 115 lb. Some of the shortages on individual cars were 2480, 3090, 9185, 2093, 2202, 5085, 1775, 1165, 1055 and 1965 Ib. These shipments were rail and water. In 16 carloads of coke received by this com- pany from January 15 to February 23, totaling 644,500 lb., the shortage, found in all but four cars, netted 25,- 055 lb., an average of 1565 Ib. to a car. This foundryman’s shortages on coal shipped by schooner were large. One cargo of 570 tons netted a loss of 43 tons, and one of 686 tons was 22 tons short. Con- ditions governing this method of water shipment are such, however, that considerable discrepancies are expected. These cases are typical of the experiences of the foun- drymen of New England as found by the Weight Com- mittee. More extreme instances are reported, but they generally were easy of adjustment with the shipper or transportation company. It should be said, however, that the committee has been informed by foundrymen that settlements of claims for shortages have been more diffi- cult to obtain than formerly. The Remedies Suggested, The remedies designed to do away with friction be- tween consumer, shipper and transportation company, by definitely fixing responsibility, as determined in a gen- eral way by the Weight Committee, are as follows: The transportation companies, both rail and steam- ship, should instal adequate weighing facilities at each point where shipments are transferred from one trans- portation company to another, so that responsibility for discrepancy between billed and delivered weights could be determined beyond a doubt. At the point of delivery the transportation company should either establish scales of its own or accept the consignee’s weights, he to pro- vide satisfactory scales for the purpose, In connection with a system of weighing at points of transfer and delivery, iron should be weighed by the rail- road at point of shipment, following the system now em- ployed with coke, but improved in method of determining tare, so that the railroad might base its responsibility on its own weights, instead of on those of the shippers. But, unless the system of weighing at intermediate points be adopted, no good could come of accepting railroad’s weights for iron, for it would add to the confusion rather than tend to remove it. A comprehensive weighing system would immedi- ately create better methods of handling iron in transfer from car to vessel, from vessel to dock and from dock to car again, because transportation companies would have to effect accurate results to protect themselves from re- sponsibilities placed directly upon them. It is well known that under present conditions there have not only been losses in transit, but shipments of iron have been mixed, usually in connection with steamship transportation, so that while one consignee has lost iron, another has re- ceived it with iron of another kind, the mixture causing loss in the foundry because of its nature. In weighing coke at point of shipment, the railroad company, whose weights are accepted by shipper and con- sumer as the basis of billing, should weigh each car empty and clean to get the actual tare weight, paying no attention to the stenciled tare weight of the car, which has proved to be too low in a very great majority of cases, Until the weighing system recommended as the real solution of the problem shall have been adopted, the sev- eral transportation companies handling iron and coke should adopt the policy of an assumption of losses, each bearing his proportionate expense. This method has been employed in the settlement of some disputes as to short- ages, but its use has not been common. The foundrymen would contribute their share toward the establishment of a comprehensive weighing system. At the present time certain foundries pay railroads a smmall sum for weighing cars. In at least one case the foundrymen of an important city have offered a steam- ship company to stand the cost of instaling scales on its dock, and to pay a reasonable sum for defraying the cost of maintaining the system, but the offer was declined. A Complicated Subject, The subject of shortages, which was originally dis- cussed in connection with the committee’s work in The Iron Age of September 5, last, is a complicated one, as the committee has found. The two items of coke and iron shipments must be considered separately to an extent, be- cause of the wide difference in the methods of initial weighing of the materials at point of shipment. Pig iron is weighed by the shipper, and the railroads and steamship companies accept the shipper’s weights. Coke is weighed by the railroad after loading by the shipper, and the weights are accepted by shipper and consignee as the basis of billing. There is a vast difference in the methods of the rail- November 7, 1907 roads on the one hand and the furnace on the other in weighing material. The furnace employs the most exact system possible. The car is weighed empty and again when it is loaded, always uncoupled from a train. The difference between weight empty and weight loaded should be the accurate weight of the iron. The railroad does not weigh the car empty in the process of determining the amount of coke in a shipment. The tare weight, as stenciled on the car, is accepted as exact weight empty, and is deducted from the weight of the loaded car. The difference is the amount that ap- pears in the shipper’s bill to his customer, and is also the amount upon which the freight bill is fixed. The investigation by the Weight Committee has brought the matter of tare weights into much prominence, for it plays a very important part in the question of shortages in coke shipments, It has been demonstrated that the stenciled tare weight is usually too low, espe- clally where a car has been in use for some time, In the making of repairs, in the installation of new coup- lings or brakes, including air brakes, and in other ways, the weight of a car 1s Increased, But the stenciled fig- ures are seldom if ever changed, Careful tests, made during the progress of the investigation have proved this. Then again, the railroad does not take the same care to free a car of ice and snow as it should where it is ac- cepting the stenciled weight, nor does it make correction for the fact that a car is soaked with rain. A statement prepared by a New England foundryman shows how almost every pound of a total net shortage of 5660 Ib. in eight cars of coke was accounted for by the difference between the railroad’s tare weights and the actual weights of the cars empty as found by tested track scales at the foundry. Were it not for the fact that one of the cars was weighed at its destination during a heavy rainstorm, in the open, greatly increasing its weight, the gross weights of the cars, as fixed by the railroad and the consignee, would have nearly agreed. There would have been no shortage if the stenciled tare weights had been correct. The results of these tests are given in the following tabulation: THE IRON AGE 1301 could not occur. When complaint is made. of shortages of pig iron the company puts the onus on the shipper or on some other company that has also handled the ma- terial. The companies express no disposition to co-op- erate in a change from existing conditions. They do not consider it feasible to adopt a system of weighing at transfer points and at points of ‘delivery. The steamship companies assert that their systems of handling iron are entirely adequate. The foundrymen do not agree to this, and neither do the shippers, to judge from statements in their letters to the Weight Commit- tee. When iron is stored aboardship, shipments to dif- ferent consignees are separated in the hold by a few boards stuck loosely between piles. At the dock each pile is handled by its own gang of men, the steamship companies explain. With one company one gang owes its individuality to a bit of rope yarn tiled in the button- hole of each of its men, while the members of the other gang have no such adornment. ‘The rope yarn gang handles one pile, the other gang handles another. This is taken to prove that there can be no mixing up of shipments, It has been suggested that coke and pig fron be sold f.o.b. the consignee’s works, which would shift from cus- tomer to shipper the burden of recovering from trans- portation companies damages for losses in transit. This would be a good thing for the consumer, but it is exceed- ingly doubtful if the shippers would ever agree to such a radical innovation. The argument is made that the shippers have far greater influence with the railroads and steamship companies than the foundrymen, and would, therefore, be able to secure more advantageous terms in the settlement of disputes of this nature. Cer- tain New England gas companies buy their coal f.o.b. their own yards, their own weights being accepted by shipper and railroad. Chairman J. L. Anthony and Secretary W. J. Breen of the Weight Committee have received a number of let- ters from shippers of coke and iron, in answer to inqui- ries regarding the matter of shortages, and many of them contain interesting comment and suggestion. Difference Marked in shipper’s weight rc Consignee’s record.——--_——_——__, Shipping record. _————. gross and _ of car, Actual Tare Gross Net Actual Car Gross. Tare. Net. ours. _stenciled. tare. shortage. weight. weight. shortage. Date. number. Pounds. Pounds. Pounds. Founds. Pounds. Pounds. Pounds. Pounds. Pounds. Pounds. GRD Bw s 4 ssniésie caw a 1,977 63,800 *26,800 37,000 10 26,800 27,400 600 63,810 36,410 590 PURE GEG seh daw eee es 2,760 62,700 *27,000 35,700 110 27,000 27,290 290 62,810 35,520 180 BEE Svs sa Salocal ones 1,782 76,700 *31,100 45,600 270 31,100 82,330 1,230 76,970 44,640 960 PEAY Wisin eiGejaescnwa 1,649 65,100 *27,100 38,000 130 27,100 27,510 410 64,970 37,460 540 IND ADs aie ook 0 ako as008 1,309 70,700 *29,100 41,600 730 29,100 29,810 710 69,970 40,160 71,440 ST Oia ca ecaanens 706 72,700 30,000 42,700 270 31,100 30,270 270 72,970 42,700 woe MU BEsk ss ac<esas 1,455 69,600 *29,500 40,100 1,240 29,500 31,170 1,670 70,840 89,670 1,330 AUSOSE BG) 66 céesieeae 1,694 65,700 *24,500 41,200 20 24,500 24,980 480 65,720 40,740 460 547,000 5,660 548,060 5,500 * Shipper’s tare same as marked weight. {Re door found open. Car weighed loaded and empty after heavy rain. In commenting upon the table the foundryman stated that the one car, No. 706, on which the railroad took actual tare—that is, the weight of the car empty—was the only one heavier than marked, the stenciled weight being 30,000 lb., while the actual weight was 30,270. With this car the stenciled weight would have favored the customer. With the other seven cars it favored the railroad and shipper. Carelessness is believed to be another important fac- tor in the weighing of coke, combined with the failure to uncouple the car before weighing. There is a marked difference under certain conditions between the weights of the coupled and uncoupled car. The railroad weighs coke while the cars are in motion, which must result in a greater percentage of error than if the cars were standing. The Attitude of the Transportation Companies, in their answers to the committee’s letters inviting sug- gestions on the general subject of shortages, appears to be that it is impossible for them to make errors; that losses within the limits of the respective lines of each A Case Which Shows the Loss Was Made in Transit. To show the loss of pig iron that can be made between the scales of the shipper and those of the consignee on all rail shipments, the case is cited of four cars arriving at a New England foundry, totaling in excess of 3% tons short, delivery weight determined on track scale by copsignee and checked by delivering railroad company where the shipper employs the wholly adequate system of weighing described in his letter to the committee, which would seem to prove that the loss occurred during ship- ment. The shipper wrote: We have spared no expense in equipping our plant with a scale system which we know to be as nearly perfect as it is possible for any system to be. Our plant is equipped with two standard 100-ton track scales, one of the Buffalo and one of the Fairbanks type. Each scale is being constantly checked against the other to insure accuracy, and our weigh- ing is in charge of two experien