The Iron Age 1908-05-14: Vol 81 Iss 20

THE Published every Vor. 81: No. 20. Reading Matter Contents...... Alphabetical Index to Advertisers ‘‘ Classified List of Advertisers ” Advertising and Subscription Rates ** --page 1564 ‘Thursday Morning by David Walliams Co.,, New York, Tienda, Sie: 14, or 183 | 172 | 182 REED F. BLAIR & CO. PRICK BUILDING, PITTSBURG, PA. STANDARD CONNBLLSVILLB K POUNDRY FURNACE CRUSHED Sat Ropes and Twines 65 Wall Street, New York Co. American. Mfg. THE BRISTOLCO. Manufacturers of BRISTOL’S RECORDERS Wm. H. Bristol Electric pele and Patent Frictionless Chart Recorders. ’ The Bristol Co., si atorhury, Co Conn. , Chicago and “3 Vea’ Bt. any WARRANTED BY Boston, SAMSON CORDAGE WORKS, “hss: TURNBUCKLES i m@ Cleveland City Forge and Iron Co., - Cleveland, 0. Re eee FOUNDRY IRON. frard Building, Phila. Pilling & Crane » Machesney Bldg., Pitteb’s Empire Bldg., New York. LUFKIN Fits MADE IN AMERICA and THE BEST IN THE WORLD THE LUFKIN RULE O0., Saginaw, Mich., U.8.A. | New York, London, B ng. Windsor, Can. “Apollo Best Bloom” Galvanized Sheets are the favorite because of their superiority and easy working qualities. AMERICAN SHEET AND TIN PLATE COMPANY Frick Building, Pittsburgh, Pa. See our Ad. on page 16. 1LRON AGE 14-16 Park Place, New York. $5.00 a Year, including Postage, Single Copies, 183 Cents. d field shooters unite in that U M C Nitro Club e the best moderate priced ells on the market. If you ady carry U M C Nitro Clubs, you know the truth of this state- ment. If you don’t carry them, you are overlooking a ‘‘good thing.” They are backed by the reputation of the largest ammunition factory in the world. UO MC Shells sell themselves THE UNION METALLIC CARTRIDGE COMPANY Agency, 313 Broadway, New York || WATER TUBE ‘She Babcock @ a “Wilcox Co., BOILERS See page 52 85 Liberty Street, New York ECONOMY Most Economical, ” Nails are the most perfect “* Capewell ” There are more nails in a pound of ** Capewell "’ than of other brands. So more work can be being made from the very best qual- ity of steel obtain- able in the markets of the world. done with a given quantity. Co., Hartford, Conn. JENKINS 96 SHEET PACKING The Original Unvulcanized Packing. Suitable for all steam joints. Not only does it make a tight joint quickly, but it makes a joint that wi///ast. Made in sheets, and also, to order, in GASKETS cut to any size or shape. All genuine is stamped with Trade Mark as shown in the cut, and is guaranteed. JENKINS BROS., New York, Boston, Philadelphia, Chicago, London. “Sedan” Cold Rolled Steels tae; Drawing ax stamping THE AMERICAN TUBE & STAMPING COMPANY SEE (Water and Rail Delivery) BRIDGEPORT, CONN. PAGE _ MAGNOLIA raicron METAL The Standard Babbitt of the World We manufacture everything in the Babbitt Line. MAGNOLIA METAL CO. 115 Bank St New York: Chicago: Fisher Building. Montreal: 31 St. Nicholas St. THE IRON AGE The Highest Pini BRASS!" ™etanorte Sheet and Roll Brass SHEET COPPER} «=. aes sate GER M AN -_ . Printers’ Brass, Jewelers’ Metal, ' German Silver and Gilding Metal, WIRE Copper Rivets and Burrs CHARCOAL BRIGHT TIN SILVER . Pins, Brass Butt Hinges, Jack Chain Kerosene urners, Lamps, Lamp Trimmin Has been attained in LOW BRASS, SHEET BRONZE, 279 Broadway, NEW YORK “BR AN FIELD SEAMLESS BRASS AND COPPER | Room ree Sea ae Madi- TUBING, BRAZED BRASS AND BEST BRIGHT ” |lsronze tusinc : s+ +|tomastonsconn. _wareRsumt con eee SCOVILL MFG. CO. Heaviest Coating of Pure Tin, producing a Bright || Waterbury Brass Co. BRASS, GERMAN SILVER, Silvery Lustre WATERBURY, CONN. Sheets, Rolls, Wire Rods, Bolts and Twwhes, Paneas New York. Providence, R.!. |] Beass Shells, Cups, Hinges, Buttons, FOLLANSBEE —_ BROTHERS CO.. Bridgeport Deoxidized Bronze|| Seessi Bras Goods to Orde. PITTSBURGH & Metal Co. WATERBURY, CONN. Makers of Bright and Roofing BRIDGEPORT, CONN. NEW YORK CHICAGO BOSTON Tinplate in either Ordinary ne or Drawing Quality Phosphor and Deoxidized |HoarySouther Engineering Co. HARTFORD, CONN. FOLLANBSEE means QUALITY eee ee Consulting Chemists, Metallur- gists and Analysts. Complete Physical Testing Laboratory. Expert Testimony in Court and Patent Cases. Matthiessen & Hegeler Zinc Co. La Salle, Illinois. Arthur T. Rutter & Co, SMELTERS OF SPELTER SHEET ZINC AND SULPHURIC ACIO NEW YORK. innate Small tubing in Brass, Copper, Selected Sheets for Paper and Card Makers’ use. Steel, Aluminum, German Silver, Stove and Washboard Blanks. &c. Sheet Brass, Copper and Ger- ZINCS FOR LECLANCHE BATTERY. man Silver. Copper, Brass and S| German Silver Wire. Brazed and Seamless Brass and Copper Tube. | 105 “109 So, Jefferson = Be ee ee WIRE. “IT's TOUGH,” Rest Bronze, Babbitt Metals, Brass and Aluminum SASTINGS “a TROLLEY, ATIPTBSAR! OEE USED | NICKEL ANODES TELEPHONE GERMAN SILVER | etcan tea Ui mle PUAL ond THE SEYMOUR MFG. CO. - - SEYMOUR, CONN. TELEGRAPH HENDRICKS BROTHERS ay Manufacturers of Bridgepor al Telegraph Bldg. Sheet andBar Copper, Copper Fire Box Plates — Sines sees eae and Staybolts, Wire and Braziers Rivets} #8 gcnuan sitver Importers and Dealers in Ingot Copper, Block Tin, Spelter, Lead, Antimony, Bismuth, Nickel, etc. 49 CLIFF STREET, - - - - NEW YORK!" Ro ™ aivensive, uJ. THE RIVERSIDE METAL CO. THE IRON AGE New York, Thursday, May 14, 1908. The Mesta Gas Engine. Large gas engines more nearly resemble their steam prototypes than do small ones, hence it is not as much of a departure for a builder of powerful Corliss and piston valve engines to take up the construction of heavy duty gas engines as it would be for a manufacturer of small engines, either gas or steam. The years which the Mesta Machine Company, Pittsburgh, Pa., has been engaged in designing and building engines of the largest sizes to meet the requirements of rolling mill and blast furnace work peculiarly qualify it for supplying gas engines to perform the same or equivalent service. Either form of engine requires as characteristic features massive and rigid construction and simplicity and accessibility of wearing parts. A knowledge of these requirements, based on experience, is a valuable advantage to this company in inaugurating its new line, but even more important is the possession of the proper equipment, both in foundries and machine shops. The plant has air furnaces supplying an iron of high tensile strength and superior wearing doubled, and the same effective torque is obtained as in a cross-compound steam engine. The design throughout is massive to allow for the most severe operating condi- tions, but this necessary strength has not been obtained at the sacrifice of accessibility and simplicity. Following the American custom the overhung crank construction is used, and owing to the tandem arrangement every allow- ance has been made for longitudinal expansion, the cylin- ders being permitted to expand or contract with the vary- ing temperature without affecting the engine alignment. To make the valve gear more simple and reliable spiral gear drive for the lay shaft has been avoided by using spur and bevel gears, and both the inlet and ex- haust valves at each end of each cylinder are operated from a single eccentric. All parts subject to wear are fitted with means for taking up such wear, and in all other particulars the aim has been to produce an engine capable of continuous operation day after day. For the development of this line of engines, ranging in capacity from 500 to 4000 hp., the Mesta Machine Company has secured the services of Frederick Ottesen, who has had experience both here and abroad in gas engine design and A 600-Hp. Horizontal Gas Engine Built by the Mesta Machine Company, Pittsburgh, Pa. qualities so necessary in cylinder construction; *pen hearth furnacés for steel castings containing nickel or vanadium when these may be desired, and a complete brass foundry. The accompany illustration shows the general ar- rangement of the 600-hp. 400-kw. direct connected unit now in process of construction in the works at West Homestead, and typifies the series of sizes called for in the designs as at present laid down. In this engine are embodied, it is believed, the best features of both European and American practice, and in addition im- provements which tend toward more economical and suc- cessful operation under the exacting conditions of widely fluctuating load which are so frequently met in Ameri- can practice. While natural gas as a source of power is at present available in many quarters, the realization that producer gas will eventually supplant it has caused care- ful attention to be given to the development of a design adapted to use producer, blast furnace or other by-product gases. These engines are designed to operate on the four- eycle principal, and are built in either tandem or twin tandem arrangement. The placing of the two double acting cylinders in tandem results in two power strokes per revolution, giving very close regulation and making it perfectly feasible to operate 60-cycle generators in parallel without using any form of flexible coupling. Where the twin tandem type is employed the power strokes are has spent over a year in the development of the design illustrated. pO The Bethlehem Steel Company, South Bethlehem, Pa., in April produced at its new plant in eight open hearth furnaces 32,000 tons of open hearth steel, which was con- verted into 22,000 tons of rails and a quantity of special structural shapes. The rails had a large percentage of discard to insure the best wearing qualities. The com- pany’s new gray structural mil] has been running on sin- gle turn for several months, and there is every prospect of the mill going on double turn in the near future, on account of the large number of orders being secured for Bethlehem special structural shapes. In April the com- pany operated about 75 per cent. of its capacity. An important merger of Western cement interests has been effected whereby the Cement Securities Company, Denver, Colo., has taken over the Portland Cement Com- pany, Denver, Colo.; Union Portland Cement Company, Ogden, Utah; Three Forks Portland Cement Company, Triden, Mont., and Southwestern Portland Cement Com- pany, El Paso, Texas. The officers of the Cement Securi- ties Company are Chas. Boettcher, president; Whitney Newton, M. D. Thatcher and Jos. F. Smith, vice-presi- dents; James Pringree, secretary and treasurer; G. W. Bartholomew, assistant secretary. 1510 The General Electric Company. The sixteenth annual report of the General Electric Company makes the following income showing for the fiscal year ending January 31, 1908, as-compared with the previous year: 1907-8. 1906-7. OS En ee ae gee eee $70,977,168.46 $60,071,882.99 Royalties, dividends, &c......... 1,498,040.67 532,246.19 Profit on sales of stocks and bonds 9,778.93 329,702.55 Net profits of security holding companies 675,000.00 DS Sak dds dss deo $72,484,988.06 $61,608,831.73 Cost of sales, including deprecia- i iat ; SN che oe Ciel is chines ee oO $65,536,305.06 Interest on debentures.......... 362,029.63 $53,106,594.04 74,395.01 Total expenses.............$65,898,334.69 POORE Gok GO POOP. ok occccc cess $6,586,653.37 Patents written off. .....cccscece 999,999.00 ag te Nii ie Sd $6,586,653.37 $7,427,843.68 EE eee 5,183,614.00 4,344,342.00 $1,403,039.37 $3,083,501.68 12,027,295.09 Surplus carried forward..... $1,403,039.37 IND oa ss os 055.5 Se ors 15,110,796.77 Surplus at close of year.....$16,513,836.14 $15,110,796.77 The allowance for depreciation of plant for’ the past year was $3,745,989.06, against $2,834,123.80 for the pre- vious year. President C. A. Coffin says: ‘ Late in the year there was a sudden and severe shrink- age in the value of all merchandise and materials used by the company, notably copper. All materials, whether raw, manufactured, or in process of manufacture, which were on hand January 31, 1908, were inventoried at the lower prices then prevailing. The book value of such inventories was thereby reduced by about $2,000,000. In valuing the notes and accounts receivable, in amount the largest in the com- pany’s history, great care has been exercised and liberal reserves have been established to provide for possible losses thereon. These reserves, and allowances for depreciation of factory plants, and the shrinkage in inventory values have greatly reduced the profits of the company. As a result the amount in excess of dividends upon its share capital, which is carried forward to surplus account is relatively small. “During the year all the assets and liabilities of the Stanley G. I. Electric Mfg. Company, Pittsfield, Mass., were taken over, and the factories owned by that company at Pittsfield are now a part of the factory plants of this com- pany. In this practical liquidation of the Stanley Com- pany there has been a considerable shrinkage in the valua- tion of its factory properties, inventories and other assets, thus adding to the otherwise large depletion in the profits for the year. “In view of the then great expansion in business, the directors deemed it wise, early in 1907, to provide for future development at some point nearer the Central West, in pref- erence to a further enlargement of the plants at Schenectady and Lynn. For this purpose the unencumbered fee of about 700 acres of land adjacent to the city of Erie, Pa., was purchased at a cost, including engineering and other ex- penses, of $232,301.53. In view of the existing depression the erection of buildings thereon is deferred for the present. “The various securities included in the stocks and bonds account of the company have been carefully revalued, item by item, with the result that the book value thereof has been fixed at $18,000,089.85.” The Sales Department reports that in the 10-year period ending January 31, 1908, sales billed increased from $12,396,093 to $70,977,- 168, an average increase of 19.8 per cent per year. The sales billed during the year 1907 increased 18.2 per cent. over the previous year. Many important orders received in 1907 are enumerated, and the following statement is made: “The use of electrical apparatus for industrial purposes is extending rapidly, and large purchases of our apparatus have been made during the year for com- pletely equipping mills with turbine and engine driven generators for lighting and power, and with motors of standard and special design for driving machinery of every description.” The company now has in process of manufacture for the Commonwealth Edison Company of Chicago and the New York Edison Company a number of turbine generators of 14,000 kw. capacity each, which will be the largest steam driven electrical units ever pro- duced. The business of the foreign department has been well maintained. THE IRON AGE May 14, 1908 Manufacturing. Iixpenditures aggregating $6,350,576.74 were made during the year for real estate, erection of new factory buildings, extensions to existing buildings, additional ma- chinery, patterns, special tools, fixtures, &c. The following table shows approximately the total area of floor space and the number of employees, as of January 31, during the last five vears: Floor space. Square feet. Employees. Cy a ae ara nn wk Seba ev ww abe dd ee be Cee 17,000 CRD airing 4 ckty bah ee ew ane we 4,100,000 18,000 SD 5 a 15 Schta tk eck a ke ae aks wie a te eared wile ,350,000 22,500 CE oi 5 Slava a a da ee RR ne pw ke Ress 4,770,000 28,000 1907-8 (including ‘Pittsfield Works, for- merly Stanley G. I. Company)....... 6,460,000 20,000 The large reduction in orders during the last quarter of 1907 resulted in greatly curtailing the working force. At the Schenectady Works a building for the manu- facture of large apparatus, a blacksmith and boiler shop, an extension to the power house, a wood working plant and an addition for the manufacture of wire and cable, a storehouse and an addition to the porcelain factory were completed, while a building for the manufacture of wiring devices is nearly completed. At the Lynn Works a building for the manufacture of stationary motors was completed, while a building for the production of meters and instruments, and another to be used as a carpenter shop, pattern shop and for pat- tern storage, are under construction. At the Pittsfield Works buildings for the manufacture of transformers, lightning arresters, fan motors and switches were completed, while an iron foundry of 59.,- 000 sq. ft. of floor space is under construction and will be completed and in operation early the coming summer. The manufacture of incandescent lamps is now ¢ar- ried on at Harrison and Newark, N. J.; Fort Wayne, Ind., and Toledo, Ohio. Increased floor space aggregating 195,000 sq. ft. has been provided during the year, and buildings of 92,870 sq. ft. of floor space are now under construction and will be completed within the next four months. Engineering, On this subject Vice-President E. W. Rice, Jr., makes a report from which the following extracts are taken: “ During the first part of the last year our engineers were fully occupied in supervising the technical details of our greatly expanded business. Upon the decline in busi- ness which followed they have had more time to devote to improvements and economies in design of our appa- ratus. More attention has also been given to the design of special apparatus intended to meet novel conditions and to the extension of our business along profitable lings. “Our engineers have devoted considerable attention to the design of a line of turbine generators for use with exhaust steam. Such steam turbines are so much more efficient than steam engines when operated by low pres- sure steam that they can be most usefully employed to supplement steam engines in existing installations. Their use will result in large increases in output without any increase in coal consumption. “We have sold to the Great Northern Railroad Com- pany four 100-ton three-phase electric locomotives de- signed to handle all trains traversing the 24% miles of Cascade Tunnel in Washington. This installation will be especially notable as the first instance of the substitution of electricity for steam on a mountain division of one of tue continental railroads. The traffic conditions are pecu- liarly difficult on account of the grades and tunnels. These electric locomotives, because of their increased speed and better control, will practically double the traffic capacity of the present steam locomotives. Elec- tricity for their operation will be supplied from water power hitherto unused. “A gas electric car which fully meets the require- ments of steam railroad companies for service on branch lines has been perfected. The equipment consists of 4 gasoline engine driving an electric generator which fur- nishes current to standard railroad motors. The engine and generator are located in the forward end of an espé- May 14, 1908 cially designed car conveniently divided into passenger and baggage compartments, making a complete self-con- tained unit. “We have made many valuable improvements in the design of machinery for electric reduction of metals and in apparatus for various industrial applications, “We have shipped several large motors of special de- sign of about 10,000 hp. capacity each for driving rolling mills, and have received orders for additional euipments. “Our new tungsten incandescent lamp, which gives more than double the illumination of the carbon filament for the same expenditure of power, has been further de- veloped and has now become a_ standard commercial article.” Finances. The financial report states that during the year there was expended in acquiring sundry patents, for licenses under patents and in patent litigation, $872,345.67. This amount has been charged to profit and loss, leaving the company’s patents, franchises and good will standing at a nominal valuation of $1, the same as at January 31, 1907. In the past 15 years the total allowance for depreci:- tion and replacement written off has been $21,951,013.95. The copper mining investment of $2,701,976, shown in the balance sheet, represents the full amount invested in copper mining and milling properties at January 31, 190%, of which $1,129,961.63 is represented by capital stock, and $1,572,014.87 by advances. The principal property there- in is that of the Bully Hill Copper Mining & Smelting Company, Winthrop, Shasta County, Cal., including an interest in a railroad and valuable mills, which have re- cently been put in active operation. The security holding companies whose stocks and bonds, valued at $5,979,250,17 are owned, are the United Electric Securities Company, Boston; Electrical Securi- ties Corporation, New York, and Electric Bond & Share Company, New York, The consolidated balance sheet of the company, com- prising the Edison General Electric, Thomson-Houston Electric and Stanley G. I. Electric, as of January 31, 1908, is as follows: Assets. Patents, franchises and good will............... $1.00 Je eae ee ry eee | ee. ae 12, 250,720.92 em WINE TON oka ok ww cicnewes $18,000,089.85 Real estate (other than _ factory NG) 0.0 0. 0-0 COUR SEORN tele evans 541,900.50 Notes and accounts receivable..... 29,857,726.84 Wee Te es 8 cae Sc cerwen ace 1,276,294.22 - ———_—_—————- 49, 676,011.41 Merchandise inventories : At CRNAs 60 oe ee ele eee $18,339,652.06 At genera! and local offices........ 2,422,678.59 COI ois 4 6464 Oe tga 006s 234,725.16 vant 20.007,065:81 Factory plants (including all lands, buildings and machinery)....... $12,900,000.00 Copper mining investment......... 2,701,976.00 —_——————— 15, 601 .976.00 il eee ar Vicki bo ks kaca > «0 ees Liabilities. Five per cent. debentures of 1892.............. $55,000.09 Three and a half per cent. debentures of 1902.... 2,047,000.00 Five per cent. debentures of 1907............... 12,872,750.00 Accrued interest on debentures..............+.. 108,791.67 BN ON is hae R Se lcs b5a ste eee awn 1,759,517.47 ee ree eee ee 1,469.86 $16,844,529.00 Copetes steers MOE, 6 66 cack eee Ws KEN New ees 65,167,400.00 SO e.c Viet ceh ba eed a geh ea meks 006 wee eee 16,513,836.14 cos whe Shes heads CAWUSE DOS + DEO S Ee 2 $98,525,765.14 The statement is further made that the company has no note payable nor is there any paper outstanding bear- ing the company’s indorsement,. The balance sheet of affiliated companies shows as- sets of $9,149,985.73 and a surplus of $1,515,421.17. Reviewing the foregoing report, the Wall Street Jour- nal comments upon the manner in which the ratio of cost of production has increased in recent years. The sales of 1907-8 were the largest in the history of the company, but the net earnings were much less than in THE IRON AGE 151 1902-3, when the sales were a trifle over half as large. Says the Journal: “The following table gives the sales, cost of sales and ratio of cost to sales of the General Electric Company over the last six years: Year. Sales. Cost of sales. Per cent. PO aclew vans ceases $70,977,168 $65,536,305 92.3 RN Gi wie acne a ..+-e. 60,071,882 53,106,594 88.4 ee ee ee 43,146,902 87,025,346 85.9 a eee 39,231,328 33,528,135 85.5 oO ee ee 41,699,617 34,918,426 83.7 DPN hbase ab dee dee 36,685,598 28,844,881 78.7 “It is probable that the poor showing of the General Electric Company in this respect has been due largely to the higher cost of raw material entering into the manu- facture of electrical equipment, and competition. If such is the case a turn for the better in the near future can be expected as it appears that the electric companies are now working along more harmonious lines.” —— +-e—_ —_ The Mesaba Ore Belt West of the Mississippi. DULUTH, MINN., May 9, 1908.—The limits of the Me- saba iron bearing belt are being gradually extended west of the Mississippi River. Merchantable ore has been found on section 34 of the township west of the west bank of Pokegama Lake, about 5 miles southwest of Grand Rapids, and considerable drilling is in progress west and south from there. This marks an important advance step in the geological knowledge of the Mesaba formation, for until recently no merchantable ore had been found west from Grand Rapids. Ore bearing formation outcrops were known to exist near Grand Rapids many years ago, and the first explorations ever conducted on that portion of the Mesaba now known to contain good ore were in this portion of the district. But these finds were unsatis- factory in quality. At the time there were no roads, and the tremendous finds in the Biwabik, Mountain Iron and Hibbing locations drove all though of the west range from men’s minds. The western extension of the Mesaba to the Mississippi, as proved by the great finds taken by the Oliver Company around Coleraine, recalled to memory this early work, and for two years and more explorers have been busy west of the river. It is well known that the Mesaba formation sinks under a heavy capping of drift on the west side of the river, and explorers naturally attempted to find it by sinking through this in the general south of west course shown so persistently east of the river. Thus a lot of work was carried forward many miles west, in Cass County and the swampy lake region of glacial till. This was not satisfactory. More recently the theory has been advanced that the formation in the vicinity of Pokegama Lake bends sharply southward, and on this theory drilling is in progress along the west shore of the lake and reconnoisances have been and still are in progress down the great river itself toward the outcroppings of the Cuyuna District. The work so far done seems to tend toward a corroboration of the tentative theory advanced by the Geological Survey of an association of the Mesaba and Cuyuna as the limbs of a great syncline. The importance of this can hardly be overestimated. A few miles west of Pokegama drills penetrated a thickness of 700 ft. of drift, though the holes were in the general strike of the range. Half a dozen tracts along the west shore of the lake are now either under option or lease to the Oliver Iron Mining Company and drills are at work. A lease taken a few days ago on the Cavenaugh tract, section 26, a State tract, is looking fairly well, while the Jordin tract, several miles south, is the limit of careful work so far. On the Cavenaugh ore grading up to 55 per cent. or better has been cut in considerable quantity, and it is hoped the other tracts mentioned will show as good. A few miles further west the Tioga Iron Company, composed of Duluth men, has taken lands aban- doned by other Duluthians after exploration and a large tonnage of unmerchantable ore has been exposed. Ex- plorations will be maintained in the hope of bettering the grades. D. E. W. ST SE A TS TT SO IERIE, on ir RRO v SER te iO RE eat —— a we SOR MR sem ee LR OS TE TE CR: ARM an PRR Mma 1512 THE IRON AGE May 14, 1908 CLUTCHES.’ With Special Reference to Automobile Clutches. BY HENRY SOUTHER, HARTFORD, Clutches have been used since the earliest history of the mechanic arts. It would seem, however, that in gen- eral they attracted but little attention until recently, when they have been required in cotton mill machinery, print- ing presses, electric cranes, power plants and, most re- cently, in automobiles. Positive Clutches. The positive or jaw clutch can be used only where the inertia of the parts is small. Modifications are made in the angles of engagement between the jaws. The least positive form has the planes of engagement inclined from the di- rection of motion about 15 degrees. As its tendency under load is to disengage, it must be held to its work by axial pressure, which may be regulated to slip when overloaded. Positive clutches with engaging planes parallel to the axis of rotation must be held to their work to offset the tendency to jar out, but they present no safety features against overload. More positive yet is the undercut jaw ciutch, which engages the tighter when loaded; and can be disengaged only when free from load, so as to be rotated slightly in a reverse direction. In automobiles the positive clutch is used inside the gear box. and operated only while the friction clutch con- necting the engine is disengaged. This clutch sometimes takes the form of an external meshing an internal spur gear. Automobile gear changing systems are used that keep all gears in mesh all the time. Each gear carries a positive jaw clutch to be engaged with a mate on the driving shaft. Some have accomplished the same thing by a sliding spline (or hardened ball) on the driven shaft, which engages with the gear hub internally. The starting crank of an automobile is an illustration of an under-cut positive clutch. When applied there is little danger of the clutch slipping off and wrenching the oper- ator. Classification of Friction Clutches. There are a few basic types, involved in all clutches, but an infinite variety of detail of construction and manip- ulation. Rankine differentiates between friction clutches about as follows: Friction clutch (contracting band), friction cones, frictional sector (invented by Bodmer), friction disk (Weston’s invention). Reuleaux illustrates the Ramsbottom clutch as used for rolling mill work. This is a friction coupling in which one flange is squeezed between frictional surfaces by being tightly bolted. The flange A, Fig. 1, is clamped between the wood-lined sur- faces of B, adjustment of the bolts being such that the friction will resist normal torque but yield to abnormal. This is perhaps the simplest form of friction clutch. Reuleaux shows as the next development a cone coup- ling, the two parts being forced into engagement by screw and handwheel B, as shown in Fig. 2. The angle of the cone should not be less than 10 deg., so that the parts may not become wedged together. With frictional sur- faces of iron on iron a coefficient of friction of 0.15 is given. To keep the axial pressure within reasonable limits, he places the mean radius of the cone between three and six diameters of the shaft. Following the single cone clutch in Reuleaux is a multi-cone, which as shown by Fig. 3, has a series of concentric cone-shaped rings with angles of 20 degrees. It is apparent that the collar would have to resist the pressure and wear due to the axial pressure necessary for proper engagement. Such wear is avoided in heavy machines, or high-speed automobiles by making the axial pressure self-contained on the rotating member, except when the clutch is being disengaged. This modification is shown in Fig. 4, where the screw wheel clamps the two halves A and B together, and the concentric double- * Abstract of a paper presented at the monthly meeting of the American Society of Mechanical Engineers, Tuesday even- ae es 12, 1908, in the Engineering Societies Building, New or CONN. faced cones furnish considerable friction at slight axial pressure, The next clutch shown by Reuleaux, Fig. 5, he at- tributes to Koechlin. This is of the internal expanding type, three internal clamp pieces, A, fitted with bronze shoes, being thrust out against the enclosing cylindrical drum B, by lever and screw action. There is no danger of wedging in this clutch. Reuleaux next shows a form of axial friction coupling, Fig. 6, the Weston clutch, based on the principle of multiple plate friction. The plates are alternately wood and iron, the wooden ones engaging the outside cylindrical containing-case A, and the iron Fig. 1 Fio.5 Exranpixg Trrz Fie.6 Weston Ciutcu Early Forms of Clutches That Are Typical of the Principles of Construction Still Used. ones the shaft, B. The plates are pressed together by springs, D, and released by drawing back a collar, C, which releases the spring pressure. Machine Shop Clutches. Perhaps the simplest machine shop clutch is that in which one flat disk presses against another, the surfaces being leather against iron, bronze against iron, or wood against iron, and the axial pressure enough to drive the maximum lead, but yet allow slipping when the load is first applied, to prevent jar. In Fig. 7 is a modification of the Weston type. It is not multi-disk, there being only one wooden disk, A, attached to the enclosing case B, which is gripped between two iron surfaces, C, keyed to the driving shaft. To prevent drag when disengaged, separating springs D, part the frictional surfaces. May 14, 1908 THE IRON AGE 1513 What was formerly known as the Frisby clutch is shown in Fig. 8. It is not unlike the last one described, except that a flat surface A and cone B are used. The gripping is accomplished in much the same way, and the frictional surfaces are separated by springs when dis- engaged. This clutch would require less axial pressure for given power transmitted than the foregoing type be- cause of the cone. The Dodge Mfg. Company, Mishawaka, Ind., has ex- perimental data upon the capacity of its clutches here given. The results were obtained from clutches fitted with maple blocks and calculations are based on a co- on eh —— Cl f y a Ve c ] SSSSSESESSS \ WS en a mre tg 8) HY SZ SS We uf We AN \ MMS WO Pe SS Ni } les | Y: BSSSSsssssess ddddbadide Fig. 7A Clutch Made by the T. B. Wood's Sons Company, Chambersburg, Pa. efficient of friction of 0.37 and a speed of 100 rev. per min. Circumferen- Diameter tial pull Total Horse- Block atblock. at block Total pressure per power. area. Inches. _ center. pressure square inch. 25 120 16 1,960 5,300 44 32 141 18 2,240 6,000 44% 50 208 21% 2,900 7,800 37% 98 280 2714 4,500 12,200 43% A modern adaptation of the old Koechlin form of internal expanding clutch is shown in Fig. 9, which is from a catalogue of the A. & F. Brown Company, Eliza- bethport, N. J. It is largely used for very heavy work, YY} Lidia \ ml R S NG = N . G77 7 Ss NVSyv RAS 7 WH KS IN Y & PB) « SIS SUIS Fig. 8.—A Combined Cone and Flat Surface Clutch. Lie Ox WN t M '} GES Y, being made as large as 48 in. in diameter, capable of transmitting 320 hp. at 100 rev. per min. The frictional surfaces are specially prepared wood, against iron. Clutches Used in Wire Drawing. One of the oldest uses of clutches is in wire drawing. The iron drum around which the wire is wrapped, as a rule, contains a clutch within it. Probably the most recent development in this direction is made by the Morgan Construction Company, Worcester, Mass. It is a compound one, the main driving effort being furnished by a wrapping coil on a chilled iron surface, the initial engagement of which is produced by a modified cone or ring slipping down on a cone which drags the free end of the coil into engagement. Once seized, the wrapping con- tinues until tight. In Fig. 10 A is the tapered friction surface of the chilled drum on which the friction ring bears, and below is the coil which is submerged in oil in an annular oil chamber. The drum.is 12 in. diameter by 7 in. high, and the coil, which is of soft steel, is 114 in. square at the large, or driving end and % in. by % in. at the small end. The outside diameter of the block is 25 in. It is very important to start wire into a die gradually and smoothly. The following from the manufacturers of this clutch fully describes the qualities and action of it: Electrically operated wire drawing machines in England have demonstrated that if wire can once be put into motion and the speed increased gradually to prevent breaking the wire, the possible speed of the drawing is almost unlimited. The wire upon which all the work is done becomes exceedingly hot, but the dies remain quite cool. In order to test the power of our block, we keyed the hub to the shaft. ‘This hub was flattened on one side. On this flat surface we strapped an 8-in. I-beam about 14 ft. long, and at a distance of 12 ft. 6 in. from the center of the driving shaft we strapped a gear to this I-beam in which we could put small Fig. 9.—A Clutch Made by the A. & F. Brown Company, Eliza- bethport, N. J. weights. We first strapped a 4-in, annealed crane chain around the block, fastening one end to the block and one to the machine, with a weight of 500 Ib. at a distance of 12 ft. 6 in. from the center of the driving shaft. The chain broke with a clear fracture. All the links of this chain were strained beyond the elastic limit. We next took a %-in. chain and fastened it in the same man- ner and added weight up to 600 Ib., including the weight of the beam. At this point the cast iron quill, which had a bevel gear connected at one end and the chilled friction drum at the other end, ruptured, the crack extending from the top of the flange down the spindle a distance of 16 in. in a spiral of 1% revolu- Ao FSS es S 4 Y 4 3 y y 7 4 1g By » SN a RST \ par & iugy SS sf \S Wi UCR | S ; 4 \ NS N N Fig. 10.—A Wire-Drawing Clutch Made by the Morgan Construc- tion Company, Worcester, Mass. tions, as shown at B, Fig. 10, the fracture showing clean, close- grained iron. This cast iron quill was 5 in. in diameter and cast around a rough turned shaft 2 3-16 in. in diameter. It had a flange at the top 8% in. in diameter by 1% in. thick. This was the extent to which we carried out experiments, and under the above conditions the friction clutch did not slip after it had taken hold. The following calculation gives the pounds pull exerted on the chain: 600 X 150 x 49 ————__——— = 16,036 lb. (more or less.) 22 X 12% The pull exerted on the large end of the coil would be equal to 16,036 XK 12% To = 32,761 lb. (more or less.) The horsepower of the clutch at 100 rev. per min. under the above conditions would be 32,761 & 3.1416 x 100 33,000 = 302 hp. LE L$ REALE EL LS TLL LE IE CN CE I TE TERETE Fem * << — a a: .- , we. = THE A Small Diameter Clutch of Relatively Great Power. A clutch of this kind has been in service some two years, drawing spring wire largely. No repairs or ad- justments have been made during that time. Clutch of Small Dimensions, A demand has developed for a clutch of small dimen- sions for a given capacity. This has been met by using hardened too] steel frictional parts instead of cast iron or metal of ordinary strength, which permits exceedingly high normal pressures between the frictional surfaces. Fig. 11 gives a good idea of this form of clutch. It will be seen that the operating collar A forces wedge B be- tween the long arms of the two levers C, spreading them in such a manner as to expand a hardened steel ring D against the hardened steel enclosing drum. E. As much as 100 hp. has been transmitted at 1000 rev. per min. with a clutch containing friction rings 5% in. in diameter and 144 in. wide. This form of clutch has been largely introduced into automatic machines, machine shop coun- tershafts and launch engines. Clutches with Cork Friction Surfaces, In commercial] clutches cork has recently been used and apparently with considerable success. It has a high coeflicient of friction, probably double that of wood or leather on iron. Its behavior is peculiar because of its elasticity under compression. As a rule the corks are forced into cavities in one of the metallic frictional sur- faces, after being previously softened by boiling. They normally protrude above the surrounding surface and engage first. If sufficient pressure is applied they are forced down flush with the metal surface and act with it in carrying the load. Two forms of cork are used, one in its natural condition, the other prepared by compress- ing small pieces into sheets and blocks of desired shape under very great pressure and enough heat to cause the natural gums of the cork to exude and act as a binder. This prepared cork is more enduring than the natural, Prof. I. N. Hollis of Harvard University has found that being stronger. firmer and yet possessing much elasticity. the coefficient of friction for cast iron on cast iron is about 0.16; for plain bronze on cast iron 0.14, and for cork on cast iron 0.33 to 0.87, the former, 0.33, being the value for the heavier loads. It is claimed that the co- efficient of friction for cork is not very much less when Fig. 12.—Types of Planetary Clutches for Automobiles. IRON AGE May 14, 1908 lubricated. Cork is very slightly affected by moisture, as compared with maple blocks ordinarily used. Automobile Clutches, There are almost as many ideas on automobile clutch construction as there are engineers. Adherents are found of the cone type, the expanding type and the multiple disk type; all are old, at least in principle. Perhaps the simplest form is that commonly used for small machines and in connection with the planetary system of gear change. This presses one disk against another, the fric- tional surfaces being leather, bronze, or copper against iron or steel. Fig. 12 shows two such clutches. The axial pressure is usually furnished by a spring disk; that is, the steel plate which carries the frictional surface, either leather or copper, is caused to operate like a diaphragm spring. The diameter of a clutch ordinarily used te propel a car of 7 or 8 hp. is from 5 to 10 in., the rubbing surfaces being about from one-half to three-quarters of the entire superficial area of the disk. The disk clutch connects with the engine direct and runs at engine speed, the planetary system being used only for low speed and reverse work, actuated by contracting band clutches. For three or four speeds boxes are used of sliding or change gears, and the clutch must engage and disen- gage easily, requiring but small axial movement of the operating mechanism, or of the clutch itself. It must be entirely independent of centrifugal force, and able to slip for a reasonable length of time without being destroyed. An important feature in the clutch is the question of its Fig. 13. Fig. 14. Leather-Faced Cluiches. weight, especially as affecting its inertia. A clutch having high flywheel effect spins to such an extent as to cause violent clashing of idle gears. Consequently, clutches are made as light as possible, and the smaller in diameter the better. Any automobile clutch must engage smoothly and without shock to be a success. Clutches exist that can be engaged suddenly and still not jar the passengers, but they do not pick up the load quickly enough on a hill to start the car forward after a change of gears, before the momentum of the car is materially lessened. The clutch designer is, therefore, between two fires; too little slip on one hand and too much slip on the other. It is doubt- ful if such a problem exists in connection with clutches anywhere else in the mechanical art. The customary location for an automobile clutch is within the flywheel or at least at the rear end of the engine, if the flywheei is at the front end. The Cone Clutch, The cone clutch, all things considered, is the best when properly designed and mounted. It has the advantage of engaging and disengaging with small axial motion. Axial pressure may be low because the normal pressure between frictional surfaces is multiplied by the angularity of the cone. Its weight may be small, as the male member may be of aluminum. Its engagement is entirely independent of speed and centrifugal force. No liquid lubricant is needed with attending viscosity, drag and change due to wear and temperature. Disengagement may, therefore, be made perfect. Proper engagment, however, has proved to be difficult, and has caused nearly all the rejections of the cone clutch. It may operate almost as savagely as a positive jaw clutch, or it may refuse to engage, if it does not have the proper combination of angularity, pressure May 14, 1908 and lubrication. The cause may not be in the clutch proper; but in the surrounding mechanism. The cone clutch must be absolutely free to center itself and seat itself uniformly, and a pair of free working universal joints must be provided. Leather riveted on an aluminum cone usually forms one of the rubbing surfaces and gray cast iron the other. It is desirable that the leather be kept soft by neatsfoot or castor oil. With leather 4 in. to % in. thick, properly softened, engagement may be sufficiently mild, but an improvement is obtained by placing under the leather at six or eight points on the. periphery of the cone flat or spiral springs that cause the leather to engage at these points a little bit before engaging elsewhere. In some instances rubber buffers have been used under the leather in place of springs. The other frictional surface bearing against the leather is, as a rule, a cast iron flywheel. The construction surrounding the clutch must be such that no unusual supply of lubricant can find its way to the frictional surfaces of the clutch. The leather surfaces gradually become dry and hard, requiring the application of castor or neatsfoot oil, but not very often. With proper usage, cone clutches with leather faces seem to last indefinitely. There is a variety of opinion as to the proper cone Various authorities have placed it all the way angle. Fig. 15.—A Cone Clutch for a 50-Hp. Automobile. from 7 to 20 degrees. The metal-to-metal cone clutch is a good one. It may be made smaller in diameter and with a sharper angle, say 7 degrees, without seizing. Another form of cone clutch has an aluminum male member of about 12 degrees angle bearing against cast iron and with cork inserts in the face of the male mem. ber. This is not easily affected by a lubricant and may be run with copious lubrication. Fig. 18 shows about the simplest form of leather-faced cone clutch. Modifications of this are many. Fig. 14 shows a clutch of the same principle, but in place of one strong actuating spring surrounding its axis, it has three weaker spiral springs nearer the periphery of the male member. Fig. 15 is a clutch used for a 50-hp. car, with a cone angle of 13 degrees, a diameter of about 16 in., a total frictional area of about 128 sq. in., and axial pres- sure of 375 lb. resulting from spring. The small spiral plunger spring, A, underneath the leather face, B, is to make it pick up its load more quietly and smoothly. A form of slip-joint back of the clutch is shown at C, which, although it does fairly good work, is not on the whole as satisfactory as the double-toggle universal joint. In direct contrast to this clutch is the one shown in Fig. 16, where the diameter of the cone is very much less, not over 10 in. This is a clutch used in a car developing 30 hp., and at times as high as 36 hp. The clutch angle is 13 degrees, the frictional area 96 sq. in., and the spring pressure 400 lb. At the bottom of this engraving a sketch shows the spiral spring plungers un- derneath the leather. Modifications of the Cone Clutch, In the Commercial Motor, October 31, 1907, is shown what may be called a multi-cone clutch, Fig. 17. When THE IRON AGE A Small Diameter Clutch for a 30-Hp. Car. the clutch engages, the smallest cone seizes first, com- mences to revolve and twists the spiral spring between the next two clutches, which draws them together and brings the two outer cones into action; the idea is that the small clutch shall slip, tend to accelerate the car, the medium clutch do the same, and when the large clutch comes into play the three combined pick up the load and move the car. Another simple clutch embodies the trac- trix curve, and is of such a form that the relation of pressures and peripheral speed should produce uniform wear at all distances from the center. It is claimed that the clearance required to complete the engagement is small; that there is no wedging action between the clutch members and no chance for it to bind, and that it is simple and particularly adaptable to metal-to-metal clutches. It is in effect a flat disk clutch which would certainly require heavy axial spring pressure. The so- called inverted cone clutch has a reversed cone contained in an extension, built on the flywheel. When the cone is disengaged it moves toward the engine, exactly reversing the action of the foregoing type. This clutch differs very slightly in its efficiency from the direct acting cone, and may be kept free from dirt and oil more perfectly than the other form. Expanding Band Clutch, The internal expanding band or ring clutch has had many exponents, but is open to centrifugal effects. At high engine speeds the operating levers have in many cases been so arranged as to lower the normal pressure between the frictional surfaces, resulting in a slippage and arbitrarily fixing a maximum limit of speed for the car on the high gear and of horse power possible to de- velop in low gear. Fig. 18 shows a clutch operating on the same principle, driving a 16-hp. car, the spring pull being 5) Ib., the diameter of the clutch about 9.5 in., and the width of the band 2 in. This clutch operates very softly, but releases at high engine speeds. It operates best with a certain definite quality and quantity of lubri- cant, which, if varied to any great extent, causes slip- ping or sharp biting. Its tendency is to unwrap and expand against the enclosing cylinder as soon as friction is applied to it. The successor of this clutch, shown in Fig. 19, is de signed to overcome the centrifugal releasing effect of levers in the clutch shown in Fig. 18. The total area of Fig. 17.—A Multi-Cone Automobile Clutch. 1516 the clutch is 36 sq. in., and the two springs are of 125 Ib. tension each. This clutch was a success, but was finally given up in favor of a simple cone. Contracting Band Clutches, Few approve the contracting band type of clutch, un- less the contracting spiral be so classed, and perhaps it ought to be. Fig. 20 shows a contracting band character- istic of the Mors cars. A leather lined flexible steel. band contracts against a steel cylindrical band bolted to the flywheel. Clutches of this character are seldom found, except in two-speed cars. Fig. 21 shows a popular clutch which uses a wrapping Fig. 18. Fig. 19. Expanding Band Clutches. Fig. 21.—A Contracting Spiral Band Clutch. Fig. 22.—The De Dion Single- Disk Clutch. spiral spring, of either hard or soft metal, shown in cross section, wrapping on a drum. The greatest diffi- culty of this clutch has been the adjustment