The Iron Age 1908-01-30: Vol 81 Iss 5

THE Published Vol. 81: No. 5 Reading Matter Contents Alphabetical Index to Advertisers ‘‘ Classified List of Advertisers - Advertising and Subcoription J - page 397 REED F. BLAIR & CO. FRICK BUILDING, PITTSBURG, PA. STANDARD CONNELLSVILLE COKE FOUNDRY FURNACE CRUSHED The American-Mfg. Ropes and Twines 65 Wall Street, New York Co. BRISTOL’S Steel Belt Lacing : wh ren orree SAVES Time, Belts, Money. Greatest Strength with Least Metal Send for Circue lar QO and Free Samples | Waterbury, C READY TO APPLY FINISHED JOINT THE BRISTOL co., NEW York and Cc HICAG oO BRAIDED CORD SAMSON CORDAGE WORKS Boston, Mass. TURNBUCHLES iii Clevetand City Forge and tron @o., - Cleveland, O. TORNBUCHEIES. MERRILL BROS. 465 to 471 Kent Ave., Brooklyn, E. D., N.Y. FORGINGS eggs Girard Building, Phila. Pilling & Grane sss. ¢.7tE 1 TAPES OFHIN ,«: RULES | EIN AMERICA THE Maier — vo WORLD THE LUFKIN RULE éo. Saginaw, Mich. U.S.A. | B _New York, : London, Eng., os Windsor, Can, There may be some sub- stitute for HIGH QUALITY —but so far it has not been discovered. See AMERICAN SHEET & TIN PLATE COMPANY’S Ad. on Page 15. every Thursday Morning New York, Thursday January 30, 1908 193 | 183 192 =“! WATER TUBE IRON AGE David Williams Co. 14-16 Park Place, New York. $5 00 a Year, including Postage. Single Copies, 153 Cents. The leading boys’ ae Youth’s Com- panion,’’ *‘American Boy,’’ ‘‘Star Monthly,” etc., carry in season U. M. C. advertising. For years boys have been taught to call for ‘*U"” Cartridges. They specially prefer U. M.C. .22 ungreased as they don’t soil the pockets. Are you well stocked? U. M. C. .22s are as well known to boys as M. C. Shot Shells to men. The Union Metallic Cartridge Co. Bridgeport, Conn. Agency, 313 Broadway, New York City. U. Ghee Babcock @ Wilcox Co. 85 Liberty Street New York BOILERS ‘See page 55 ee eleaneines ‘“CAPEWELL’’ HORSESHOE NAILS The Best for All Classes of Work es SES) KEENEST POINTS For Work Horses For Resetting For Ice Work For Running Horses For Trotting Horses STRONGEST BLADES Made by Hartford, Conn., The Capewell Horse Nail Co., “t's «° THE LARGEST MANUFACTURERS OF HORSE NAILS IN THE WORLD JENKINS ’96 SHEET PACKING The Original Unvulcanized Packing. Suitable for all steam joints. Not onlydoes it make a tight joint quickly, but it makes a joint that w// /ast. Made in sheets, and also, to order, in GASKETS cut to any size or snape. All genuine is stamped with Trade Mark as shown in the cut, and is guaranteed. JENKINS BROS., New York, Boston, Philadelphia, Chicago, London. Is wnex- “Swed” Cold Rote Steele Drawing »« SlaMping THE AMBRICAN TUBB & STAMPING COMPANY (Water and Rail Delivery) BRIDGEPORT, CONN. MAGNOLIA rricrios METAL The Standard Babbitt of the World We manufacture everything in the Babbitt Line. SS MAGNOLIA METAL CO. Chicago: Fisher Building. 31 St. Nicholas St. Montreal: New York: 115 Bank St. 2 THE IRON AGE BRASS} "tp, rans Sheet and Roll Brass COPPER} *«:. wi R E GERM AN ~~ = Printers’ Brass, Jewelers’ Metal, NOW IS THE TIME for buyers of special qualities to test our SHEET STEEL WE KNOW it is far superior in finish and in drawing quality to anything obtainable elsewhere. German Silver and Gilding Metal, Copper Rivets and Burrs SILVER . WIRE Pins, Brass Butt Hinges, Jack Chain Kerosene Bu rners, Lamps, Lamp Trimmings, & LOW BRASS, SHEET BRONZE, 270 Broadway, NEW YORK SEAMLESS BRASS AND COPPER | Room 508 Heyworth Building, East Madi- n St., CHICAGO, ILL TUBING, BRAZED BRASS AND tis nits OUGE TUS 8 SE... ee — SCOVILL MFG. CO. MANUFACTURERS OF Waterbury Brass Co. || prass, GERMAN SILVER, Sheets, Rolls, Wire Rods, WATERBURY, CONN. ate = - Tubes, 99 John St., New York. Providence, R. 1. |{ Brass Shells, Cups, Hinges, Buttons, Follanshee Brothers C0. Pittsburgh Makers of AUTOMOBILE van Lamp Goods. FURNITURE TEFL Bridgeport Deoxidized Bronze mentee.” -lpdeaee METAL DOOR and FACTORIES: ENAMELING & Metal Co. WATERBURY, CONN. BRIDGEPORT, CONN. NEW YORK CHICAGO BOSTON DRAWING QUALITIES Phosphor and Deoxidi A. SPECIALTY Sn Bronze Composition, Yellow Brass and Alumi« num Castings, large and small HenrySouther Engineering Co. HARTFORD, CONN. Consulting Chemists, Metallur- gists and Analysts. Complete Physical Testing Laboratory. Expert Testimony in Court and Patent Cases. watthinesen & Wayelor a o ArthurT. Rutter Go, SMELTERS OF SPELTER 256 Broadway AND MANUFACTURERS NEW YORK SHEET ZINC AND SULPHURIC ACID Small tubing in Brass, Copper, Special Sizes of Zine cut to order. Rolled Battery Plates. Steel, Aluminum, German. Silver, "nieades seeded Gdeameres” &c. Sheet Brass, Copper and Stove and Washboard Blanks. German Silver. Copper, Brass ZINCS FOR LECLANCHE BATTERY. and German Silver Wire. a and Seamless Brass and Co Tube. Copper and Brass TAGE LUAU “PHOND-FLECTRIC” 105 -109 So. Jefferson St.. Chicago. WIRD. “iT’S TOUGH.” Best Bronze, Babbitt Metals, Brass and Aluminum SASTINSS TROLLEY, TELEPHONE GERMAN SILVER |e ce TELEGRAPH THE SEYMOUR MFG. CO. - - SEYMOUR, CONN. LINES. om HENDRICKS BROTHERS onttttte BRIDGEPORT BRASS COMPANY, ttre Belleville Copper Rolling Mills, | 2" srcsawa'smstar se Mow ork Manufacturers of Braziers’ Bolt and Sheathing PHOSPHOR-BROWZE COPPER GERMAN SILVER COPPER WIRE AND RIVETS Importers and Dealers in ; THE RIVERSIDE Ingot Copper, Block Tin, Spelter, Lead, Antimony, etc. Poa Meta. Co. 49 CLIFF ST., NEW YORK. %*Y “™ =RIVERSIDE, N. J. THE IRON AGE New York, Thursday, January 30, 1908. The Greene Self-Dumping Car Haul. A New System of Handling and Dumping Mine Cars. The original purpose out of which grew the system herein described, did not include anything more than hoisting an empty car from its full dumping position on a plain horn dump directly to an overhead track, using a haul of some sort to accomplish this end. It became manifestly impracticable, if not impossible, -to use an or- dinary single chain haul to do the work, so two chains were used, placed either side of the dump, having two pipe cross bars attached at equal intervals in their length. When the horn dump was at its full dumping inclination, the receiving end of the dump registered with a track directly above the loaded track, and one of these pipe cross bars would engage with the low end of chain of 24 in. pitch, with 144 in. pins. The cross bars are of double extra heavy wrought iron pipe 4 in, in diameter, with a welded and pinned stub in each end. In addition to being attached to the chains at intervals of 36 ft., the cross bars run on wheels turning on the stubs. The cross bars on this particular haul engage with lugs placed on the bottoms of the mine cars, sim- ilar to an ordinary single chain haul, but in later hauls the lugs are dispensed with entirely, the cross bar lift- ing the rear end of the mine car bodily, supporting it up and down the slope and through all its evolutions. By engaging the cars in this way, it is practically im- possible for them to get away and cause the wrecks and Fig. 1.—‘The Trestle Approach to the Tipple, Showing Loaded Cars on the Lower Runway and Empty Cars on the Upper Runway. The Section of the Lower Runway Track on which the Loaded Car Is Standing Swings Down to Register with the Track on the Ground When Taking Supplies Into the empty mine car and push it up and over a knuckle to the upper track. This was rather crude, but it served the purpose of reducing the size of the tipple required and eliminated some of the men usually employed. A proposition then came up embodying a slope to coal lying about 35 ft. below the surface. It was decided to try applying this double chain and cross bar idea with an upper and lower track, modified to suit the conditions imposed. The drawing, Fig. 2; shows the solution. This. as it finally worked out, developed into a conveyor of the endless double chain variety, without the buckets, but with two additional parts, a swing lift transfer and a track gate, each a simple one piece pivoted member operated positively. These are described later. A description of this car haul conveyor as installed should naturally start by showing wherein it differs from an ordinary car haul, to suit the same conditions. Possibly the most marked distinctions on first glance are the substituting of double chains, with cross bars to en- gage the mine cars,-for the usual single chain with dogs; and in putting one track above the other, instead of plac- ing the empty and loaded tracks side by side or parallel. These features are apparent in Figs. 1 and 3, which show photographic views of the parts above ground. The chain used in the haul is a Scranton drop forged the Mine. delays associated with a single chain haul where every- thing depends upon a dog staying put against a lug. Then again, by merely elevating the cross bar wheel tracks in relation to the mine car tracks, a car can be moved in a position to prevent coal from falling off on a slope pitch which would be considered prohibitive with an ordinary haul. It will be seen from Fig. 4 that there are two tracks and a chain guide on both the upper and lower runways of the haul. One track, the inside one, is for the mine car wheels, and on either side of this, but using the same track center, are the rails of the cross bar wheel track, and outside of the latter are the chain guides—channels or plain, flat plate for the chain rollers to run on. A 12-lb. rail was used for the cross bar wheel tracks, and a 40-lb. rail for. the mine car tracks. The chain guides are either 8-in. channels or 6 x 4 in. plates. In this haul channels were used. The. chains track over head and tail sprockets, as in any endless double chain conveyor, and the driving mechanism is practically the same only larger. In the plant of the Wheeling Valley Coal Company illustrated, the driving sprockets at the head of the haul are solid steel castings 10 ft. pitch diameter. The driving gears attached to these sprockets, are solid steel castings, 11 ft. 4 338 THE IRON AGE January 30, 1908 in diameter, 8-in. face, driven by a train of cut steel ; = gears, providing a reduction of about 300 to 1 from the > motor speed. we A 75-hp. motor does the driving of both the car haul and the feeder at the bottom. When running under nor- mal full load the motor is handling eight loaded cars, 10,000 Ib. each, maximum, and eight empty cars, on a : BSts3 ; } Stes-s<<-=-2 _- “wt ———— ah s I V7 le Seul & NUT SLACK N. & 8 PASSING TRACK BONEY COAL To Gos. Cert tite | WEST ELEVATION SOUTH ELEVATION EAST ELEVATION Fig. 2.—The General Arrangement of the Tipple and Car Haul Designed for the Wheeling Valley Coal Company, Lafferty, Ohio, by F. C. Greene, Cleveland. 23 deg. slope, besides operating the feeder, which pulls against the loaded ones, when the empty runway is full, 40 cars on a % per cent. grade in favor of the loads. reduces considerably the. power required. The maximum load on the motor occurs when the lower It is rather a difficult matter to describe just how the runway of the haul has its full quota of eight loaded loaded car is dumped and the empty car transferred from ears with no empty cars on the top runway, and the _ the lower to the upper runway at the head of the haul, in feeder full. The balancing action of the empty cars’ the tipplehead frame, because no one operation occurs rf CTT oe * RS Fig. 3.—Side View of the Tipple Head Frame, Showing the DPumpimg Mechanism at the Top of the Haul. An Empty Car Has Just Been Placed on the Upper Runway and the Swing-Lift Transfer Is Registering with the Lower Runway Ready to Receive the Car Just Entering Between the Driving Sprockets. Tanuarv 30, 1908 Fig. 4.—View Looking Up the Lower Runway of the Trestle Approach, Showing the Tracks and Chain Guides and a Cross Bar Pushing a Loaded Car. The Lugs on Each Side of the Lift-End Gate of the Car Are for Raising the Gate When the Car Is Over the Dump Plate. singly. The dumping action is entirely dissimilar to that associated with present day devices. It occurs while the car is in transit. The mine car, one of the usual lift-end gate type of three tons capacity, is taken up the lower runway of the slope with the end gate facing down or toward the mine. A small lug is fastened on each side of the lift-end gate, and when the car has reached a position driectly over the dump plate in the tipple, these lugs contact with a suitably shaped set of rubbing plates placed either side of the car, as shown in Fig. 5, which causes the mine car door to open wider and wider as the car proceeds further up the slope. As soon as the car door starts to open, the normal pitch of the slope causes a partial discharge of the coal from the car. The full discharge is effected by the car door opening to its full extent, and the pitch of the car increasing from 23 to 60 degrees. This increase of pitch is attained gradu- Fig. 5.—View of Dumping and Transferring Mechanism at the Top of the Haul, Looking Down the Slope from the Swing- Lift Transfer. Shows the Door Lifter Guides on Bach Side of a Loaded Car on the Lower Runway. The Swing- Lift Transfer Is Latched in Register with the Upper Run- way. THE IRON AGE 339 ally, as is also the discharge of the coal, by the cross bar pushing the car on the swing lift transfer, forming part of the haul mechanism at the top. Put another way, the car is gradually drawn from under the coal, producing a spreading action of the coal over the screens, The swing-lift transfer, Fig. 6, is a single pivoted member, the free end of which describes an are when it is lifted by a cross bar’from its normal position in regis- ter with the lower runway, to register with the upper runway. It again describes the same arc, only reversely, when the lift drops from the upper to the lower runway. Taking up again the movements just after the car is on the swing-lift transfer, the mine car door is wide open and the wheels on the cross bar, pushing this par- ticular car, have run under the horns attached to the lift, as shown in Fig. 7. As soon as the cross bar starts on its travel around the driving sprocket, the mine car door starts to close, the car moves a little further up on the swing lift transfer, and the lift itself, together Fig. 6.—View of the Swing-Lift Transfer, for Receiving the Car. Showing the Cage with the empty car, starts to raise. When the cross bar has reached the furthest point up and out on the circunm- ference of the driving sprockets, the mine car door is fully closed, and the cross bar, having passed this point, the mine car starts to run forward on the swing lift. By the time the lift registers with the upper runway the cross bar is about ready to leave the horns on the swing lift transfer, and the car, now actuated by gravity, is ready to follow the bar off the lift and down the upper runway of the slope, However, the cross bar does not leave the horns on the swing-lift transfer, nor does the car run off, until the free end of the lift is latched in register with the upper runway. This being accomplished, both the car and the bar perform the operations men- tioned, and the instant the car is clear of the swing lift transfer the cross bar trips a trigger, which releases the lift latch, allowing the lift to resume its normal position in register with the lower runway, ready to receive another car. This swing lift transfer is counterbalanced so that the shock in dropping from the upper to the lower runway is very slight. In fact, this slight shock is the only thing that disturbs the absolutely smooth movements of the haul. THE IRON AGE January 30, 1908 Fig. 7.—-View Showing a Cross Bar Under the Swing-Lift Transfer Horns, Raising the Lift as the Bar Travels Around the Driving Sprockets. The many varying movements are so intermingled and so seemingly dependent upon one another that it might be inferred that the apparatus is exceedingly complicated. This is not so, however. The chain is bound to travel its course around the head sprockets, and the swing lift transfer is bound to raise as the cross bars engage the horns. All the other movements are dependent upon these two simple positive movements. The haul at the bottom is on a par for smooth, easy action and simplicity of moving parts with the top. The loaded cars are positively fed into the haul one at a time by the feeder, and in such a manner as to render it prac- tically impossible for a cross bar traveling around the tail sprocket to collide with a car and do damage. The feeder, which may be seen in Fig. 9, is a single chain running in the center of the loaded track, with two tilting dogs attached at equal intervals in its length. The dogs engage the lugs on the bottom of the cars, and while one dog is hauling the entire loaded trip along, the other one, in front, is taking a detached loaded car and pushing it into the haul, immediately following a cross bar. This loaded car stands in a pocket at the foot of the haul, until the next cross bar comes along, when it resumes its travel up the slope. Meanwhile another load is being fed into the haul in the manner previously described. The feeder is operated by an auxiliary double chain and gear arrangement attached to the tail sprockets of the main haul. The rate of travel of the feeder thus bears a positive ratio to the main haul rate of travel. The question has no doubt arisen as to how the cross bar, which straddles not only the mine car track, but also the cross bar wheel track on both tthe lower and upper runways, is able to get through the upper runway tracks, at the foot of the haul. This is made clear in Fig. 8. The cross bar cannot slip away from the lug on the car, in the manner a dog does on a single chain haul, as the mine car wheels would still strike the cross bar. It is, therefore, necessary to stop the mine car, to allow Fig. 8—View Showing a Cross Bar Just Coming Through the Track Gate at the Bottom of the Upper Runway. ‘ The Sprocket Wheels Shown Are Idlers. . January 30, 1908 the cross bar to run away from the lug and get through the track before the car is released, something after ‘the order of a flying switch on a railroad. This operation is effected by no more complicated means than a single piece pivoted track gate that lifts in a vertical direction, the free end of which engages with the tread of the mine car wheels, forming the car stop. The cross bar operates this track gate in a manner similar to the way it operates the swing lift transfer at the top. The track gate is built up of a %-in. plate, having a short section of mine car track attached, with a hinge at one end. The plate is sufficiently wide to accommodate two horns placed either side of the mine car track, and of a gauge to correspond with the gauge of the cross bar wheels. The horns are shaped so that when a cross bar on its travel down the slope, runs under them, they raise the track gate, and consequently the mine car tracks, making a sufficient aperture for the bar to pass through. When the raised or free end of the mine car track en- gages the tread of the car wheels, the car is momentarily stopped, until the cross bar gets through the aperture. Then the gate drops back to its normal position, per- mitting the empty car to run over the gate and on to the empty storage. As will be noticed, the only additional parts needed in this conveyor car haul not found in the ordinary con- the Foot of the Haul, Showing the Tail the Feeder Running Between the Rails on the Load Track, with Empty Cars Running Around to Storage from the Upper Runway. Fig. 9.—View at Sprockets on the Main Haul and veyor, are the swing lift transfer and the track gate. Both are single piece pivoted members, operated posi- tively by the cross bars. This upper and lower runway idea of the conveyor system car be applied with an efficiency and economy in handling and dumping mine cars greatly in excess of that possible with the parallel track system. Dumps have been evolved that in addition to controlling the dumping of the coal absolutely, transfer the empty cars from one track to the other. These transfer dumps are actuated either by steam or gravity, or both, and handle the empty car without the need of any auxiliary tracks, kickbacks or switches. The car haul conveyor, or self-dumping car haul, as it is called, serves either slope or incline operations equally well, and at a pitch in either, that would be prohibitive with the ordinary single chain haul. It ac- complishes the dumping into storage bins or tipple sereens, or both, the receiving of the contents of the storage bins and the discharging of them into the tipple screens, with as much ease as in handling the loaded car direct from the mine to the tipple. Even in shaft opera- tions, the upper and lower track system may be applied, leading directly into the cages, rendering unnecessary the usual car lifts, hauls, &c., for handling the empty cars at the shaft bottom. THE IRON AGE 341 The slopes are all double hight instead of double width, to accommodate the upper and lower runways, and the trestles are all double decked instead of double tracked. The excavation for the double hight slope is no greater than for the double width, and it is easier to excavate the former than the latter, for the reason that a man can work faster and to better advantage with plenty of head room than he can stooping or lying down. In the trestles there is less width to support and a con- sequent saving in supporting material. The tipples are smaller because it is not necessary to support additional tracks, kickbacks, switches, &c., in addition to the dump. Just sufficient structure is needed to properly support the dumps. There is no storage room required with the self-dumping car haul, thereby eliminating considerable trestle expense, in addition to the saving made in the small tipple. Possibly the most attractive and valuable feature as- sociated with this new system, outside of the safety, ab- solute control and material saving features, is the saving in labor expense. At the plant of the Wheeling Valley Coal Company the weighman operates the haul and a boy at the bottom takes care of the feeder and uncouples the loaded trip. These two can do all the handling and dumping for an output of considerably over 2000 tons per day of 8 hr. This self-dumping car haui, or conveyor car haul, as you like, is even superior to a bucket conveyor for han- dling the output of a mine working in connection with the mine cars, as its takes the original package—the loaded mine car—and dumps the contents direct into the tipple, thereby saving additional handling, with its consequent breakage. The plant of the Wheeling Valley Coal Company is located at Lafferty, Belmont County, Ohio, on the Cleve- land, Lorain & Wheeling division of the Baltimore & Ohio Railroad. The self-dumping car haul installed at this plant was erected by the C. O. Bartlett & Snow Company, Cleveland, Ohio, in accordance. with plans and specifications furnished by F. C. Greene, mining engineer, Republic Building, Cleveland, Ohio. All apparatus men- tioned or described is fully protected by United States and foreign patents, issued or pending. ——_»--—___— A Society for the Prevention of Accidents.—A large and exceedingly enthusiastic meeting was held at Sharps- ville, Pa., on the evening of January 22 for the purpose of considering the advisability of organizing a national society for the prevention of accidents. The movement had originated with Thomas D. West of that place. After a brief address by Rev. Clarence J. Harris, who acted as chairman fur the evening, Mr. West was introduced, and delivered « most exhaustive address concerning the for- mation of societies for the prevention of accidents. He was followed by a number of other persons who ex- pressed in strong terms their feeling that a movement of this kind should be started. An organization was then effected as follows: President, Thomas D. West; vice- president, Samuel Dunham; secretary, Rev. C. J. Harris, and treasurer, Frank Pierce. It was decided that the organization should be national as well as local, and that the officers should endeavor to interest the country in a movement to organize like societies. Mr. West is now actively engaged in a campaign for the development of national interest in this matter, which he regards as one of urgent necessity. —_—_———_o-+ o_—_____- Bradstreet’s statistics of business failures in the United States in 1907 show that 7 houses out of every 1000 in business failed last year, as against 14 out of every 1000 in 1893, and 9 in 1873. The percentage of 1907 was lower than in any year of the past decade, ex- cept 1906, whereas the percentage of 1893 was the largest in a generation. In actual liabilities last year’s failures broke all records, the total of $383,700,000 comparing with $127,200,000 in 1906, $105,500,000 in 1902, and $382,100,- 000 even in 1893. The ratio of total assets to total lia. bilities among the failed firms of 1907 was 75 per cent., the largest on record. In 1906 it was only 50 per cent., in 1893 it was 60.6 per cent. 342 The Gridley Multiple Spindle Automatic. The multiple spindle turret lathe herewith illustrated is of the type that manufactures automatically from bar stock finished cylindrical work, its range of produc- tion being up to 1% in. in diameter by 6 in. long. The design contains a number of radical changes from what has previously been considered standard practice in this class of machine. The builder, the Windsor Machine Company, Windsor, Vt., already has on the market a single .spindle automatic known as the Gridley auto- matic turret lathe, and while the new machine can hard- ly be regarded wholly as an evolution of its predecessor, there are certain features in common which will be recognized by those who are familiar with the older one. Both were designed by George O. Gridley of the company. Briefly, the characteristic features of the machine are as follows: A nonrotating tool slide mounted upon the THE IRON AGE January 30, 1908 other operations may be arranged, as desired. All the operations are accomplished simultaneously, and conse- quently the time required to manufacture a finished piece and cut it off is only the time of the longest operation plus the time necessary to return the tool slide, revolve the spindle cylinder and bring the tools back to their cutting positions. The spindles, which have the usual collet and stock pusher, are driven by the pulley B, Fig. 1 (a, Fig. 3), keyed to one end of the driving shaft b, Fig. 4, which runs through the center of the spindle carrying cylinder c. The driving shaft carries at its other end a gear, d, meshing with a gear, e, on each of the spindles, which run constantly in one direction with- out stopping or reversing for the purpose of threading, that operation being taken care of by the threading mechanism located at one spindle position, instead of pro- viding each of the spindles with frictions or clutches as commonly employed in this type of tool. In this connection it should be emphasized that the Fig. 1.—The New Gridley Automatic Multiple Spindle Turret Lathe Built by the Windsor Machine Company, Windsor, Vt. spindle carrying cylinder, which secures permanent and accurate alignment, gives stiff and ample tool support and permits the use of an efficient type of: tool; spindles which rotate in the same direction as in the common engine lathe, permitting of the use of standard drills and cutting tools; a constant high speed movement of the cams for the so-called idle movements of the machine, and a slower speed for cutting; a quick change feed mechan- ism, giving six changes for each of the three cam throws furnished, for work respectively up to 2, 4 and 6 in. long, the feeds remaining constant for each of the throws; all threading done at one spindle position; a weight feed for feeding stock for the new piece, giving a quick move- ment, regulating against shock by a cam surface, and non- adjustable spindle bearings with large bearing surfaces. In general, the machine operates like others of the type, the spindles, four in number, being carried in a cylinder which is rotated step by step to bring each spindle successively into position to be operated upon by the various tools. All of the turret tools are held in a nonrotating tool slide, A, Figs. 1 and 2, and are fed forward together, one too] rough turning the bar in one spindle, another tool taking a finishing chip at the next spindle, a die threading the piece at the third spindle, while the finished piece is cut off and a new length of stock fed through the chuck at the fourth spindle. Or machine departs from the usual design of the type, in that the spindles revolve in the same direction as in a hand operated machine or a lathe, which permits the use of standard commercial drills and tools which have been made for use on single spindle automatics or hand operated turret machines. The spindle carrying cylinder, which is the name given the members carrying the spindles, is shown in de- tail in Figs. 4, 5 and 6. Permanency of alignment and rigid support are obtained by making this member one solid piece, and by placing the spindles in one end of the piece, and supporting the tool slide A on its central part between the journals C and D in corresponding bearings C and D, Fig. 6, which constitutes an innovation in de- sign. Alignment is assured because the spindle cylinder and the tool slide are in fixed relation, which is unaf- fected by wear in either bearing. The tool slide is held from rotating by its arm, E, Fig. 2, which bears on the guide F attached to the tie piece G, which is fastened at each end of the main frame. The spindle bearings are also novel in that they are designed without adjustments on the ground that greater efficiency is secured with bearing surfaces of large area *‘ than with the cone bearings commonly employed for the purpose. In studying the general subject of multiple spindle automatics the designers of this new machine January 30, 1908 Fig. 2.—A Detail of the Working Features. were convinced that much trouble results from the necessity of adjusting bearings, and consequently the nonadjustable bearing of large area was adopted, a departure which will in- terest machine designers generally. It will be no- ticed in Fig. 4 that the spindle bearing is a long straight lumen-bronze bushing without adjust- ment, and with nothing to get out of adjustment. The large area is favorable to long life by avoiding un- | due wear, and when finally wear has reached the point where adjustment is nec- essary the bushing may easily be renewed. On the camshaft, shown in detail in the view of the rear of the machine, Fig. 7, are mounted all of the cams used in operating the several motions. Beginning at the head there is the worm gear which carries the cam clutehing the loose pulley H to the worm wheel shaft for driving at high speed during the idle movements of the machine; the drum carrying the cam I which feeds the tool slide forward and returns it; a disk J carrying face cams on either side, one for operating the cutting off slide, the other for operating the forming slide; and an arm K carrying a cam for drawing the locking pin, and a roll for revolving the spindle cylinder. The camshaft, Fig. 3, is driven at two speeds, one comparatively slow, for use during the time the tools are cutting, the other a high speed, for returning the tool slide and revolving the spindle cylinder. While the ma- chine is cutting the camshaft is driven by the worm g, Fig. 3, on the spindle driving shaft b, through the change gear box h, worm shaft i and worm gear j on the cam- shaft. When the tools have finished cutting the loose pulley k, always running at constant speed, is clutched to the worm shaft 4. The feed box has two handles, the lower 1 having three positions corresponding to the feed cam used, three of these cams being furnished with the machine, one for work not over 2 in. long, a second for work 2 to 4 in., and ‘the third for work 4 to 6 in. long. The latter cam may be used for the shortest work, but there would be an appreciable loss of time in moving the tool slide its full travel when cutting short pieces. When the lower handle is in the position corresponding to the feed cam being used the upper handle m can be placed in any one of the six positions to give the desired feed, arbitrarily placed at 75, 100, 125, 150, 175, and 200 revo- lutions of the spindle to one inch of travel of the tool slide. To go further into the details of the feeding mechan- ism the drive is direct from the spindle driving shaft THE IRON AGE 343 upon which is the worm g, running in the worm gear n, keyed to shaft v, to which is also keyed the sliding gear o, embodied as a part of a member with the intermediate gear p and the handle J. The intermediate meshes one of the three gears of the cone q, r, 8, according to the position of the handle. The lower position is for the 6-in. cam, the central for the 4-in., and the upper for the 2-in. cam. ‘This member controlled by the handle 1 con- stitutes a part of a larger member operated by the upper Fig. 3.—Top View and BHlevations of the Feed Mechanism. Fig. 4.—Sectional Detail of a Spindle. Fig. 5.—Detail of the Turret or Spindle Carrying Cylinder. handle m, which engages the gear q with any one of the cone of six gears. As to the amount of feed, the position of the lower handle does not matter; the six feeds are the same, no matter what the cam throw. The mechanism permits of 18 changes of feed by the combination of the two levers and their cones of gears, =. 344 THE IRON January 30, 1908 AGE Fig. 6.—The Machine with the Revolving Turret and the Stationary Tooi Slide Removed. so that one of these machines can be adapted to unusual conditions or to the individual’s idea of what constitutes the best practice as to cutting feeds. But this was not the intention of the designer. The purpose, as stated, is to furnish six given feeds, sufficiently varied for any desired work, which will remain unchanged, no matter which of the three cam throws are employed. The loose pulley & accomplishes all movements other than when the tools are cutting. They operate at maxi- mum practical speed. On the worm gear is a cam 1, which actuates a lever u, clutching the loose pulley to the wormshaft i. The shaft runs at higher speed than the cone of feed gears t. The pawl that engages the ratchet v is carried on a sleeve to which is fastened the cone of gears. The ratchet is keyed to the shaft i. By this means the power is transmitted from the feed gears to the shaft. This construction permits the wormshaft, under the impulse of the loose pulley, to run faster than the feed gears, the ratchet running away from the pawl. This mechanism gives a quick change feed for the cutting tools, and a constant maximum speed for the so- called idle movements of the machine, irrespective of its speed of movement during the cutting period, in place of the common practice of a given ratio between these two speeds. The mechanism for feeding the stock is a new one. Fig. 7.—Rear View of the Gridley Automatic Multiple Spindle Turret Lathe. January 30, 1908 On a shaft mounted on the end of the main frame of the machine are three sliding arms. That nearest the machine frame opens and closes the chuck; the second draws the stock pusher tube back on the stock ready for a new grip, while the third feeds the stock through the chuck for the new piece. The first two arms are oper- ated by cams. The third is actuated while feeding the stock by a weight. The movement is a quick one, but a battering ram effect is avoided by the use of a roll mounted on the arm, which rides on a steep cam angle on the cam drum, shown best in Fig. 6, thus regulating the speed at which the weight can act. The weight is returned to position by a cam motion. It is made heavier or lighter according to the size of stock being used, The stock stop is attached to the cutting off slide. After a piece has been cut off the cam draws the slide back, bringing the stop into line with the spindle. The chuck opens and the stock is fed through against the stop, whereupon the slide moves forward, carrying the stop away from the end of the piece and the cutting tooi into position for its work. The form of tool slide allows the use of a turning tool as shown in Fig. 8, which is that of the Gridley Fig. 8.—A Turning Tool as Used on the Gridley Automatic _ Turret Lathe. automatic turret lathe. The slide has sufficient room to permit the placing of one tool back of another, to per- form more than one operation at a time at one spindle position. . To secure an efficient, but simple spindle drive, re- quiring a minimum of attention and repair, the spindles are driven constantly in one direction, as already stated. To obtain a high cutting speed for the turning tools and a lower cutting speed for the die, it is necessary while threading to rotate the die at a speed slightly less than the speed of the spindle, and at a higher speed when running the die off the piece. This is accomplished by putting two gears into the spindle driving shaft, meshing with two loose gears on the threading shaft L, Fig. 1. These gears are of such a ratio that when one of them is clutched to the threading shaft it will rotate the die at a speed slightly less than that of the spindle, and when the other gear is engaged the die will rotate at a higher speed so as to run it off the work. When a left hand thread is being cut the die rotates faster than the spindle when cutting, and slower when running off. The maximum capacity of the machine js 1% in. round, 1 in. hexagon and %% in. square stock up to 6 in. long. The weight of the machine is 4500 Ib. EEE. _cin clin cane The Abandonment of the ‘ Technolexicon.’’—The staggering proportions of the work undertaken by the Verein Deutscher Ingenieure in the compilation and pub- lication of the “ Technolexicon ” appear in the statement issued by the council of that organization explaining why the project was given up. The society had spent $100,- 000, and it was estimated that $20,000 more would be required to settle with the publisher and to meet other THE IRON AGE 345 obligations. Five years were spent in collecting words and equivalents in German, French and English. This was completed by the end of 1906. The editorial work, however, was very slow. In four weeks in the autumn ot 1907 with the entire editorial force at work the aver- age of words handled was 276 per week. At that rate it would require 40 vears to compile the estimated total of between 600,000 and 700,000 words. It was estimated that even under the most favorable conditions 10 or 12 years would be needed, though originally it was thought that the editorial work could be done in three years. Many engineers in the United States co-operated in the work of gathering together technical terms employed in the various branches of engineering and applied science. ———_——._ > oe. -——_ Customs Decisions. An Automobile Decision. In denying on January 21 the Government’s applica tion for a writ of certiorari in the case of J. T. B. Hill- house, the United States Supreme Court has settled finally a customs controversy of wide interest to auto- mobilists of this country who use their cars for touring purposes abroad. While the case stands in the name of Mr. Hillhouse, he acts merely as agent for Mrs. Collis P. Iluntington, the owner. Mrs. Huntington took her ma- chine to Europe and during the progress of the tour sev- eral repairs were made. Upon the re-entry of the ma- chine at the port of New York the collector demanded full duties at the rate of 45 per cent. on the car as a unit. Mrs. Huntington’s lawyers took an appeal to the Board of General Appraisers, alleging that duty should only be exacted on the repairs or new parts at the 45 per cent. rate. After the board had found in favor of the importer’s contention, the United States appealed the issue to the Federal Circuit Court and, later, to the Circuit Court of Appeals. The lower courts found against the claim of the Government, and as a last resort, the Attorney- General applied to the Supreme Court to review the case. The refusal of the Supreme Court to consider the case is regarded not only as deciding that only repairs are dutiable, but also that an automobile’s use abroad for one year need not be consecutive. In other words, two periods aggregating more than one year will entitle a machine to free entry. It is stated that the Government would prefer to have automobiles which have been reno- vated abroad classified as entireties, owing to the diffi- culty experienced by the authorities in ascertaining the values of the new parts. A Scrap Iron Decision, In overruling a protest filed by G. W. Sheldon & Co. and others of New York, the Board of United States yeneral Appraisers has laid down the rule that the pro- vision in the tariff for “scrap iron” includes old refuse and worn out iron material, as well as new scrap or waste iron, fit only for remanufacture. The tribunal, therefore, overrules the contention that the merchandise the subject of the protest is free, and instead holds that worn-out iron chains, steel rails, &c., are dutiable prop- erly at the rate of $4 per ton as “scrap iron.” Coverings. In overruling a claim filed by A. A. Vantine & Co., New York, the board has decided that all coverings con- taining imported merchandise, if identical with cartons, cases, boxes or sacks, should be treated for customs pur- poses either as usual or unusual coverings. It was al- leged by the importers that certain merchandise was packed as a matter of convenience in coverings neither usual nor unusual. In support of this contention, the importers stated that the coverings were not the ones generally employed in shipping the goods, and further, that the coverings in question were intended ultimately for another use. General Appraiser Hay in his decision says that it is clear to the board that, whatever the char- acter of coverings, they should be treated as of one of the two classes of coverings enumerated by Section 19 of the Customs Administrative act. eS re? SR 346 New Cam Cutting Machine. A new special milling machine, by the use of which peripheral and face or box cams can be cut, the third designed by A, C. Campbell, superintendent of the E. J. Manville Machine Company, Waterbury, Conn., is here- with illustrated. Cams of the types mentioned are more used than any other form, and in modern automatic ma- Fig. 1—The New Cam Cutting Machine Built by the E. THE IRON AGE January 30, 1908 lowing the outline by hand, or with a former, or on a lathe with a suitable fixture. None of these methods were commercially satisfactory for producing cams in quantities. The first Campbell machine had two parallel spindles, each carrying a face plate at one end and a worm wheel at the other, the two being connected to rotate in uni- son. One face plate carried the work and the other the Fig. 2.—Rear View of the Machine, Showing the Swinging Arm chinery play a very important part. Machines to cut them are rare, except those designed to make some spec- ial cam for sewing machines, &c. There are attachments applicable to milling machines, which answer certain purposes, but what is believed to be the first machines intended especially for milling face and box cams, were designed by Mr. Campbell in 1889, one for small and one for larger cams. Before that cams were generally cut either on a vertical miller or a profiling machine, fol- Carrying the Milling Cutter. former. A long slide at right angles with the spindles carried a milling spindle and roller, which, being im- pelled by a weight to bear against the former, caused the mill to cut the work with a contour corresponding to the pattern. _ The other machine differed in having the two face plates on the opposite ends of a large spool, rotated by a worm wheel, and the mill and roller on a swinging member pivoted near the floor. One face plate carried January 30, 1908 THE the template and the other the cam to be cut, and the guide roller, bearing on the first, under the influence of a weight, caused the mill to duplicate in the work the size and form of the template. The new machine is an improvement, combining the good points of the earlier machines with several new features. It is easy to set up and handle, and will cut cams of all sizes up to 20 in. in diameter and having grooves for rolls up to 2% to 3 in. in diameter. In it the elements are the central swinging arm, pivoted near the floor at the back, and carrying at its upper end a large, well supported, rotating milling spindle, from one end of which projects the mill or cutter, and axially op- posite a pin bearing a roller the size of the mill and which follows the template; the main frame to which the arm is pivoted, and two longitudinally sliding heads, dovetailed on the upper surface of the main frame and carrying spindles and face plates, geared together by a long pinion shaft so as to be rotated in unison by a train of belt driven feed mechanism. Both heads, whose axes are eccentric, may be moved to and from one another by a conveniently arranged hand wheel, operating through gears and pinions working with feed racks, and they wit LO IRON AGE 347 head is first moved longitudinally on the bed to the left, away from the mill, by the inclined handwheel at its top. Next, the end of the link above described is lifted by hand so that its notched end is in position to engage with the crank pin in the worm wheel. Thereafter, con- tinued motion of the hand wheel on top forces the arm backward, since it cannot push the link forward. This enables the operator to easily overcome the heavy weight. Reversing this operation, the arm may be readily brought forward until the roll strikes the former, but as it is now in position for the weight to again control it, the link automatically disengages from the crank pin and drops, and the upper hand wheel runs free and has no further control. By this link and worm combination, if necessary, contour milling can be done without the use of a former, as a line on the cam can be followed while the face plate slowly revolves. Adjustable double gears are used on the outer ends of the main spindles, to take up wear and lost motion. The formers used are cast iron, % in. thick, and are secured to a secondary adjustable face plate, which may be located with exactness to correspond with the cam to be cut. To easily accomplish this a finished surface is Fig. 3.—End and Front Elevations of the New Cam Cutting Machine. may be firmly clamped in any position by locking levers. By referring to Fig. 1, a front view of the machine, it will be seen at once how conveniently all parts are located. Without moving from his place, the operator has the work as well as all working parts and adjust- ments immediately under his hands and eyes. As will also be seen, the milling spindle is back beyond the ma- chine center, and the swinging motion of the arm may be controlled by the hand wheel on top of it. Fig. 2 shows a rear view of the machine and Fig. 3 front and end elevations, from which the construction and opera- tion will be readily understood with the following brief description : In this machine, as in its predecessors, the guide roller is held against the former by a weight, but in ad- dition there is a unique mechanism by which the arm is easily forced out:away from the cam and former when it is required to: put in another cam or to remove the mill. Pivoted on the back of the swinging arm is a worm wheel with its worm shaft terminating at the hand wheel visible on the top. On the side of this wheel is a projecting crank pin, which, as the worm wheel ro- tates, moves toward and from the machine center. Jointed to the frame and projecting horizontally rear- ward through and beyond the swinging arm is a bar or link, the out end of which is notched. When a cam is being cut, this link is dropped by gravity out of line with the crank pin and then has no mission, as at such times the arm is being forced toward the cam center by the weight shown, thus causing the roller to follow the con- tour of the former. When it is desired to change or re- grind the mill or remove the work, the work carrying provided on top of the bed at the front, on which a sur- face gauge may be placed so as to readily compare the augular position of the cam and former. Of the feedbox and gear train little need be said be- yond the fact that both the mill and the heads may be rotated automatically in either direction, and provision is made for conveniently changing the speed of the same as the mill approaches or recedes from the cam center. It is also a simple matter to disengage the power feed, so that with one hand on the vertical upper back hand wheel, and the other on the horizontal front hand wheel, any line can be traced or followed on the cam to be cut. ean aieein aE The Baird Machine Company, Oakville, Conn., has made several improvements in its oblique tilting tumbling barrel, which was described in detail in The Iron Age, Jan. 18, 1906. The machine is now equipped with ring oilers to provide continuous lubrication without frequent attention, a hardened button is placed in the end of the swinging bracket to take end thrust of the large gear shaft; an adjusting screw is provided for regulating the thrust of the-bevel gear shaft, and the pinion gear shaft has a bushing that may easily be replaced when worn. The Pittsburgh Coal Company was exonerated, and the Darr mine disaster attributed to an explosion follow- ing the use of an open lamp, by the verdict returned by the coroner’s jury. A rigid enforcement of the bituminous mining laws is recommended, as is also a greater num- ber of inspectors at all mines where explosive gas is prevalent. 348 The Preservation of Steel in Concrete. That steel used as reinforcement in concrete struc- tures can be perfectly protected against corrosio