The Iron Age 1908-06-11: Vol 81 Iss 24

THE IRON AGE ‘ublished every ‘Thursday Morning by Dawmd Williams Co. 14-16 Park Place, New York. ‘ol. 81: No 24. New York, Thursday, June 11, 1908. cue Single Copies, 15 Cents. eading Matter Contents ...... page 1902 »;—____ on — cians” | 6 Readngton, REED F. BLAIR & C0.| “Lutoloading Rifle FRICK BUILDING, PITTSBURG, PA. STANDARD CONNELLSVILLE Comparison Invited POUNDRY FURNACE CRUSHED \ \ JE want each buyer in America, whether he has a thorough knowledge of fire arms or not, to compare point by point the new Remington Autoloading Rifle with any other competing gun in the market. A comparison will mean a substantial order The American Mfg. Co. Ropes and Twines for these new rifles if you sell in a big game market. The Remington is absolutely safe —solid breech, hammerless, breech locked until barrel goes forward after its recoil and 65 Wall Street, New York bullet has left gun. It is powerful—.35 calibre, has 200 grain bullet, 2000-feet velocity, 1776 foot pounds striking force (muzzle energy); loads itself—no slide or lever to work. Is Take-Down model, shoots five times by simply pulling the trigger, loads quickly with a clip, has easy trigger pull and is made in .35, .30-30, .32 and .25 Remington calibres. New catalogues and extensive advertising behind this gun. The Bristol6bmipan - Bpeciatistyl Recording nroments ragienenet | Remington Arms Company airs oe Agency, 313-315 Broadway, New York City 45 Vesey 8t., New York Monadnock Bide CN? | WATER TUBE Ghe Babcock @ Wilcox Co., f th 85 Liberty Street, of the BOILERS See page 52 New York . —— No Horse Nail Compares With ‘‘The Capewell ’’ Boston, . Mass. | 2 For Safety and For Strength in a Cleveland City Forge and Iron Co., - Cleveland, 0. Best to Hold Best to Drive seat. @ No imperfect nails to split and cause injury to the foot. a ag Gps: @ No dull points to damage the most brittle and delicate hoof. B°Ss 72 @ No horse nail made anywhere in the world is so well G adapted for all classes of work as “* The Capewell |” B ESS EM E R Pl @ No brand of nails so extensively used as “* The Capewell.”” trard Building, Phils. PILLING & CRANE Machesney Dig. Peat Made by The Capewell Horse Nail Company ma Hartford, Conn., U. S. A. | TAPES | ee, | VA Dab f | JENKINS BROS. VALVES STANDARD PATTERN. RICA a Made of new steam metal of the best grade. Fitted with the Jenkins Disc assur- IN AM an THE BEST iN N THE WORLD | ing an absolutely steam tight valve under all ordinary pressures. When fitted with t Jenkins Disc they are he most satisfactory valves that can be obtained for use CULE CO., Saginaw, Mich., U.S.A. | a sof = — Tendon, itnee Windsor, Can. on water, air or gas, All parts interchangeable. Every valve bearing the Trade — Mark is guaranteed. JENKINS BROS., New York, Boston, Philadelphia, Chicago, London. “*SMeHO” Cold Rowe Steel eset DTA WING ae stamping THE AMERICAN TUBE & STAMPING COMPANY SEE (Water and Rail Delivery) BripasPort, Corn. PAGE MAGNOLIA ,,icron METAL . The stamp of excellence on MF 32 pounds coating ROOFING TIN you will find in the corner of every sheet—the proof of excellence you will find by years of satis- factory service. AMERICAN The Standard Babbitt of the World SHEET AND TIN PLATE We manufacture COMPANY everything in the Babbitt Line. : MAGNOLIA METAL CO. New York: 115 Bank St. Chicago: Fisher Building.” Montreal: 31 St. Nicholas St. Frick Building, Pittsburgh, Pa. See our Ad. on page 17 THE IRON AGE BRASS}, COPPER, **. oat ee SILVER WIRE LOW BRASS, SHEET BRONZE, SEAMLESS BRASS AND COPPER TUBING, BRAZED BRASS AND BRONZE TUBING : —— ed Waterbury Brass Co. WATERBURY, CONN. Providence, R. I. FOLLANSBEE BROTHERS COMPANY Pittsburgh TIN PLATE and SHEET STEEL FOLLANSBEE BROTHERS COMPANY Pittsburgh 99 John St., New York. & Metal Co. BRIDGEPORT, CONN. Phosphor and Deoxidized Bronze Composition, Yellow Brass and Alumie Consulting Chemists num Castings, large and small Matthiessen & Hegeler Zinc Co. La Salle, Illinois. SMELTERS OF SPELTER AND MANUFACTURERS SHEET ZINC AND SULPHURIC ACID Special Sizes of Zinc cut to order. Rolled Battery Plates. Selected Plates for Etchers and Lithographers’ use. Selected Sheets for Paper and Card Makers’ use. Stove and Washboard Blanks. ZINCS FOR LECLANCHE BATTERY. BO NN tres ea ELH bm et Ok hod set Ee ee St.. Chicago. ANG EOIVME SNOT SCT ERT ie Um mee aa ice GERMAN SILVER NICKEL ANODES Brass, Bronze, and Copper THE SEYMOUR MFG. CO. - - SEYMOUR, CONN. HENDRICKS BROTHERS Sheet and Bar Copper, Copper Fire Box Plates and Staybolts, Wire and Braziers Rivets Importers and Dealers in Ingot Copper, -Block Tin, Spelter, Lead, Antimony, Bismuth, Nickel, etc. 49° CLIFF STREET, - —_ , | THOMASTON, CONN. Bridgeport Deoxidized Bronze NEW YORK ™ The Plume & Atwood Mfg. Co. Manufacturers of Sheet and Roll Brass WIRE Printers’ Brass, Jewelers’ Metal, German Silver and Gilding Metal, Copper Rivets and Burrs rae omens Butt Hinges, Jack Chain neni rners, Lamps, Lamp Trimmings, & 279 Broadway, NEW YORK Room 508 Heyworth Building, East Madi son St., CHICAGO, ILL. Rolling Mill Factories _ WATERBURY, CONN. SCOVILL MFG. CO. MANUFACTURERS OF BRASS, GERMAN SILVER, Sheets, Rolls, Wire Rods, Bolts and Tubes, Brass Shells, Cups, Hinges, Buttons, Lamp Goods. Special Brass ‘Goods to Order. FACTORIES: WATERBURY, CONN. DEPOTS: NEW YORK CHICAGO BOSTON HenrySouther EngineeringCo, HARTFORD, CONN. Metallur- gists and Analysts. Complete Physical Testing Laboratory. __ Expert Testi Testimony in Court and Patent Cases. _ Arthur T. Rutter & Gb. 256 Broadway, NEW YORK. Small tubing in Brass, Copper, Steel, Aluminum, German Silver, &c. Sheet Brass, Copper and Ger- man Silver. Copper, Brass and German Silver Wire. Brazed and Seamless Brass and Copper Tube. Copper and Brass Rod. '|“PHONO-ELECTRIC” “IT’S TOUGH.” TROLLEY, f . TELEPHONE Wen and 4 TELEGRAPH : LINES. BRIDGEPORT BRASS COMPANY ital Telegraph Bldg. Bri wauare and Murray 8t., New York. PHOSPHOR-BRONZE GERMAN SILVER WIRE. Mills Bridgeport Conn. THE RIVERSIDE METAL CO. RIVERSIDE, N. J. THE IRON AGE New York, Thursday, June 11, 1908. The Wheeling Electric Induction Clutch. Heavy machinery that must be frequently and quickly started and reversed should, for many reasons, be driven by a continuous running motor through reversing clutch gearing rather than by a reversible motor. The more frequent the reversing and the quicker the acceleration demanded, the more pronounced are the advantages. This contention assumes that the clutch mechanism used is ideal in regard to wear, heat dissipation, ease of con- clutch gearing uses its own inertia to advantage during acceleration and reverse of driven machinery, hence the larger the motor the less the danger of overload other things being equal. Furthermore a continuous running motor with a drooping speed characteristic, when used with clutches of proper design, smooths out the load curve by utilizing flywheel energy during the short periods of acceleration and reverse of driven machinery. This SECTION A-B-C Fig. 1.—Details of the Electric Induction Clutch for Driving Reversing Machinery, Made by the Wheeling Mold & Foundry Company, Wheeling, W. Va. LEFT END ELEVATION FRONT ELEVATION RIGHT END ELEVATION Fig. 2.—A 50-Hp. Reversing Drive for Rolling Mills, Showing the Wheeling Clutches Combined with a Crocker-Wheeler Motor. trol, simplicity of construction, and relatively low inertia of reversing parts. Nonreversing Motor Advantages, The reversing motor has the disadvantage of having to overcome its own inertia at start and stop in addition to that of the driven machinery. This not only puts an additional load on the motor but limits the size of motor that can be used if quick reverse is required, because the larger the motor the longer the time required to reach full speed without overload, simply on account of armature inertia. For this reason the trouble is often increased by replacing small motors with larger ones for driving quick reversing tables. On the other hand a con- tinuous running motor doing the same work through ‘smoothing-out feature may be carried to any desired Gcegree by providing sufficient flywheel capacity in the continuous running members. A direct current reversing motor, unless it has com- mutating poles, is at a disadvantage by perforce having its brushes set at a point midway between the most ad- vantageous points for forward and reverse rotation. This amounts to little where the motor is not heavily loaded, but it becomes significant when the motor is working under full load or over load in either direction. Controllers for quick reversing motors, and especially for large motors in the hands of presumably careless and ignorant operators, which can be considered thoroughly satisfactory have not yet appeared and probably never a tei y -& - ef an Sanat mes Nate Tee Nan ee ee eee” oe THE IRON AGE June 11, 1908 Fig. 3.—A Photographic ‘will if simple construction is regarded necessary. There are controllers which under favorable conditions protect the motors, but they are complicated, invelving solenoids, piungers, contacts for making and breaking full-load motor current, interlocking devices, circuit breakers, &c., requiring care to maintain their adjustment, frequent re- newal of parts, and an expert to keep them in condition. The Induction Clutch, A continuous running motor, used with the electrical induction clutch gearing made by the Wheeling Mold and Foundry Company, Wheeling, W. Va., can be started under no load and requires no controller except an ordi- nary starting box. The motor as well as the clutch gear- ing and driving machinery, because of properties inher- -ent in the clutch, are protected against careless handling. In addition to being simpler and more fool-proof, this drive insures quicker acceleration on account of not hav- ing to handle the high inertia of the motor armature. The construction of the clutch is shown in Fig. 1, and examples of its applications in the other illus- trations. In the longitudinal section in Fig. 1, the relatively light spider a, containing at its center a bearing bushing b loose on the shaft and at its cir- cumference holding a ring of copper c, is the driven member of the clutch, which may deliver power directly or through a pulley or pinion mounted on its hub. All other parts mounted on the shaft revolve with it and constitute the continuously running driving member. Ex- cept for the collector rings d,‘this has only three parts— two steel castings e and f and a bobbin between them holding the exciting coil g. The two castings form a magnetic circuit broken by the air gap at the circum- ference in which the copper ring c is situated. The castings are cut away at the outside to concentrate the magnetic flux at eight poles, leaving spaces between them through which there are no magnetic lines except the few «due to leakage. The copper ring has ample running -Ciearance between the oppositely facing poles. View of the Drive, Drawings of Which Are Given in Fig. 2. When current is fiowing in the exciting coil and the dviving member is revolving, the copper ring is dragged after the driving member by mutual attraction of the magnetic flux and the eddy currents set up in the copper. The action is the same as that in an induction motor except that the revolving field is fixed relative to the driving member and is revolved mechanically by revolv- ing that member. The clutch is thrown into action by turning current into the exciting coil through brushes which bear on the collector rings. When this circuit is broken the clutch instantly releases. The forces on the copper ring being tangential, the ring has no tendency to be drawn to the poles on either side, and, since there is no friction, there is no wear. The relations between slip and torque are substantially the same as those obtained in an induction motor and variations in these relations can be produced by making the ring thicker or thinner in the web or tianges or both, or by varying the strength of the excit- ing current. Greater or less exciting current gives greater or less torque for the same slip, and conversely less or greater slip for the same torque. The speed of tbe driven member may thus be controlled by varying the sirength of the exciting current, but unless speed control is wanted it is most economical to throw on the full exciting current because then the clutch transmits a cer- tain torque with the minimum slip. The Clutch Eatings, It is the practice to rate these clutches at the power which they can transmit at an efficiency of 90 per cent. at au given rate of speed. For example, a clutch rated at 25 hp. at 500 rev. per min. receives that power at that speed on the driving side and delivers 22% hp. at 450 rev. per min. from the driven side. The loss in the clutch is a speed loss due to slip, but the full torque is transmit- ted. When only one-half rated torque is called for, the slip will be only about one-half as great, and the efficiency 9 per cent. At more than full load torque the clutch Fig. 4.—A View from the Opposite Side of a 75-Hp. Rolling Mill Reversing Drive. 9 ethene AOI Rae 28 June 11, 1908 THE IRON AGE 1849 Fig. 5—A Planer Equipped with the Induction Clutch Reversing Gearing. loses more than 10 per cent. of the revolutions of the driving member. The limiting torque transmitted is usually fixed at 50 per cent. above full load rated torque ; then the driven side of the clutch is stalled, but the driv- ing side continues to revolve without exceeding the 50 per cent. overload on the driving motor, all the power being converted into heat in the copper ring. This heat is dissipated by a blast of air thrown against the ring by the revolving poles which act as fan blades. The ring is so proportioned that it heats uniformly and hence does not buckle even at red heat. Freedom for expansion is allowed by holding the ring at its outside circumference by fastenings which allow radial movement but positively rotate the ring with the spider. At full load the ring is hardly warm. In rating these clutches the temperature rise is not a limiting factor, as with dynamos and motors, because all parts are designed to stand very high temperatures ; the copper ring is indestructible, and the exciting coil is wound with asbestos covered wire. The clutches are therefore rated at the pull which they can exert and it is immaterial whether this pull is momentary or con- tinuous so far as temperature is concerned. The clutches are remarkably small compared with the motors whose power they transmit; a clutch of 90 per cent. efficiency usually weighs only one-seventh as much as the motor with which it is used. Applications of the Clutch, From the foregoing it is apparent that the clutch is adapted for use between a continuous running motor and driven machinery which must be very frequently started, stopped, and reversed, and is subject to stalling and care- less handling. The ful) exciting current is about two per cent. of the full motor current, and it is only this that is handled by the operating switch, the motor circuit being undisturbed while the drive is in use. Fig. 2 shows a drive of 50 hp. capacity as built for operating rolling mill tables: The motor is of the Crocker-Wheeler rolling mill type, all parts being extra heavy, especially the shaft, and the same rugged con- struction is used in the clutch gearing. The motor is compound wound, having a no-load speed of about 700 rev. per min. and a full load speed of 500 rev. per min. The difference between these speeds gives a good range for utilizing the flywheel energy of the motor armature and the relatively heavy driving members of the clutches. The clutches, two in number for reversing drives, are hung on the extended ends of the motor shaft, which is always heavy enough to allow this simple mounting. Fig. 6.—Blooming Mill Tables with a 75-Hp. Induction Clutch Drive Such as that Shown in Fig. 4. 1850 THE The clutch on the right in the front elevation, Fig. z carries a gear on its driven member, which meshes a pinion on the motor shaft. The arrangement on the left is the same except that there is an intermediate gear between the driving pinion and gear to give the reverse rotation. The idler turns on a stationary pin held by the heavy gear case, as indicated in the left end eleva- tion. No controller is used except a two-point switch which, for this 50 hp. drive, handles only a 5-amp. clutch exciting current, directing it to either clutch to drive with full power in either direction. Reversing the switch as rapidly and often as possible can do no harm since only 50 per cent. overload can be thrown on the motor even if the back gear shaft is locked, and the clutches are able to dissipate in heat all the power that the motor can deliver to them even under this, the severest condition. As soon as the driven side is unlocked the drive will resume, the action of the clutches being practically the same when red hot as when cold. On account of the self-induction of the clutch exciting oo S SECTION AT D-D IRON i ———— 1K te ows 3 B Ss See. = S June 11, 1908 Stalling, but these drives are declared to be very satis- factory. Two of 50 hp. each are in operation at the South Works of the Illinois Steel Company, driving slab- bing mill tables, and two of 75 hp. each are installed at the Ensley plant of the Tennessee Coal, Iron & Railroad Company on roughing mill tables. Views of the rolling mill type of drive are shown in Figs. 3 and 4. Fig. 5 shows the drive as applied to a planer. This drive is in use on several heavy planers, where it seems to be satisfactory on account of its simplicity, smooth- ness of acceleration, ability to stall without injury, and ease of control. When used as a planer drive reverse is accomplished by the dogs throwing the control switch and a very simple attachment to this switch gives a large range of cutting and return speeds independent of each other by regulating the shunt field current of the motor. Fig. 6 shows a 75 hp. induction drive with motor at- tached, temporarily, to heavy blooming mill tables in the Wheeling Mold & Foundry Company’s shop. Another manner of assembling clutch gearing is shown AGE meee fotki £44--=b SECTION AT A-aA-A D Fig. 7.—Details of a Reversing Drive Built Independent of the Motor and Intended to Be Connected to It at One End. coil a short but definite time is required for the exciting current to reach full strength after the switch is thrown. This reduces the shock to the gears of the driving and driven machinery and contributes to smoothness of oper- ation. The clutch can be made to respond practically in- stantaneously to the throw of the contro] switch by wind- ing the exciting coils with heavier wire and limiting the strength of exciting current by. external non-inductive re- sistence left permanently in the exciting current. This has not been found necessary in any work so far en- countered, as sufficiently quick response for all practical requirements is obtained by the use of wire small enough to furnish of itself all the resistance needed. The idler gear bushing and the loose bearing inside the driven spider are lubricated by oil returning bushings which are filled with oil through central holes in the idler pin and motor shaft while the drive is in operation ; one filling of oil lasts for 10 days. Other bearings are of the ring oiling type. If the bearings are given oil every few days and the brushes are in contact with the collector rings no other attention is required. At the Bethlehem Steel Works 13 of* these drives, each of 30 hp. capacity, are in use driving reversing tables and manipulators, and one of 50 hp. operating a beam transfer. Ordinarily hydraulic power would have been used for the manipulators on account of frequent in Fig. 7. In this arrangement the drives with their gears are at one end of the motor with a central driving shaft connected to the motor by a flange coupling. Each spider sleeve has an outside ring oiling bearing on each side of its pinion, so that the sleeve does not come in contact with the driving shaft. Performance Tests. Fig. 8 shows performauce curves of a clutch 16 in. in diameter, the abscissas being slip in revolutions and the ordinates torque in pounds at one foot radius and corresponding horsepower at 800 rev. per min. The curves in full lines show performance where a relatively high resistance copper ring is used, and the curves in broken lines that where a relatively low resistance copper ring is used. On each curve is indicated the exciting current used throughout points on that curve. Two umperes at 220 volts is the full exciting current used for this 16-in. clutch. It will be observed from the curves that, other things being equal, a ring of greater conductivity gives greater torque at lower rates of slip than one of less conductivity, and that this condition is reversed at high rates of slip. Hence rings of high re- sistance are used where high starting torque is desired more than high running efficiency under steady load, and low resistance rings are used where high running effi- June 11, 1908 ciency is of greater importanée than high starting torque. Both high efficiency in steady full load running and high starting torque can always be obtained if desired by using a larger clutch. By using rings of relatively high resist- fance a very simple slip control is obtainable by varying the exciting current with the rheostat. The curves show why this can be done over a wider range with high than with low resistance rings. Field of Usefulness, The induction clutch is capable of being applied in numerous connections simply as a clutch to be thrown in and out by closing the exciting circuit. However used, it has the property of positively protecting the driving and driven machinery against overload beyond the cap- acity of the clutch, which capacity is under control by fixing the strength of the exciting current. In reversing drives its most important field seems to be that of rolling mill tables, metal planers, elevators, mine hoists, and reversing rolling mills, using power from either direct or aiternating current continuously running motors. The clutch and drive have been redesigned in most particulars to suit requirements for the last two applications named, and give promise of competing with the Ilgner system in simplicity; first cost, and efficiency. Exclusive rights to the manufacture and sale of the ‘ ¥ ¢ 2 RADIUS s ‘TORQUE POUNDS @ 12 {pf pt HORSE POWER ss 2 EFFICIENCY PCRS Sleeel atin ted endl {| __4 t+} & 8 R.P.M. SLIP Fig. 8:—Performance Curves of a 16-In. Electric Induction Clutch, induction clutch in various forms, and of the induction drive, are held by the Wheeling Mold. & Foundry Com- pany under patents taken out by A. P. Steckel of Buffalo, N. Y., and F. du P. Thomson of Wheeling, W. Va. om Steel Imbedded in Concrete. The London Times Engineering Supplement published the following report by R. T. Glazebrook, director of the National Physical Laboratory, of the result of investiga- tions undertaken at the request of Sir John Brunner: A strong wooden box was made and divided into five partitions, each partition being 12 in. long, 7% in. wide and 7% in. deep. Specimens of mild steel of the following dimensions were prepared: 1. One inch diameter, 8 in. long, turned all over. 2. Eight-inch lengths cut from a 14% x 1% in. bar with the scale left on. The partitions were half-filled with good Portland cement concrete and a specimen of each kind Jaid on the top, and the parti- tions were then filled up. This was done on December 21, 1906. The blocks were covered with water several times a week for a year, and for three months afterward were left in the open subject to the weather. On April 20 one of the blocks was removed from the box and broken up, and the specimen removed. On examining the specimens carefully no trace of any action by the cement could be detected. The turned specimen was practically as bright as when it was put in, and the scale on the rough specimen was undisturbed. To test THE IRON AGE 1851 the possibility of any slight action the surface of the turned specimen was polished and etched and examined under the microscope side by side with a specimen of the same material cut from the center of the bar. No difference in the micro-structure of the two specimens could be detected, and the conclusion is that in 16 months no action has taken place between the metal and the con- crete. It is proposed to immerse one of the remaining blocks in the comparatively warm water of the cooling pond for six months and then to examine the specimen. —_——_—_.29---@—_____ The Philadelphia Foundrymen’s Association. The one hundred and seventy-eighth regular monthly meeting of the Philadelphia Foundrymen’s Association, the last before the summer recess, was held at the Manu- facturers’ Club cn the evening of June 3. President Thomas Devlin was in the chair. The business trans- acted was largely of a routine nature. The treasurer’s report showed a balance of $2481.31 on hand, with all in- debtedness paid. The secretary read tne various circular letters sent out by Dr. Richard Moldenke, secretary of the American Foundrymen’s Association, regarding the Toronto con- vention, and it was noted that a good number of foundry- men from Philadelphia and vicinity had expressed their intention of attending. A. A. Miller, secretary of the Committee of Repre- sentatives of the Consignors, Transportation Companies and Consignees, which held a meeting to consider the question of discrepancies in shipping and outturn weights of pig iron, coal and coke in Philadelphia March 18, pre- sented the final report of that committee. This comprised a publication of 74 printed pages. The statement was made that an understanding had—in a measure—been arrived at with some of the transportation interests and “shippers, particularly regarding coke, whereby methods of check weighing might be employed to meet the rail- roads’ requirements to establish losses of material in transit, and also to establish the correctness or incorrect- ness of the marked tare weight on cars. Transportation interests declared that, to obtain a check weight establish- ing a loss ofcoke in transit, it would be necessary for the consignee to use the same methods in weighing at the delivery point as at the shipping point, Cars must be weighed on railroad track scales by representatives of the railroad company and the marked tare used as the light weight of the car. Errors in marked tare may be arrived at by the same method of weighing, after the car had been cleaned out to the satisfaction of the railroad company’s representative. A nuniber of the transporta- tion companies expressed a willingness to allow for short- ages, if established to their satisfaction by approved methods, and after such allowances had been made by the railroads the shippers (where railroad weights govern the shipment) expressed a willingness to reimburse the con- signee for shortages in material delivered. Fire insurance was the special subject. under discus- sion at this meeting of the association. The subject was presented in an able manner by Louis S. Amonson, presi- dent of the People’s National Fire Insurance Company, Philadelphia, who treated the question along broad lines rather than from a technical standpoint. Following the meeting a luncheon was served on the roof garden of the club. —————»-o—_ ——_—_ Postmaster-General Meyer announced June 3 that an agreement had been reached with the British Govern- ment providing for a letter postage of 2 cents an ounce between the United States and Great Britain and Ireland to become operative October 1, 1908. It is not improbable that in the near future, a reciprocal rate of 2 cents an ounce on letters will be in effect between the United States and Italy, Germany, France and other European countries. The American Roll & Foundry Company, Canton, Ohio, has just completed a 40-in. slabbing: mill for the Ohio Works of the Carnegie Steel Company, Youngstown, Ohio. 1852 A Carlin Grinding Pan Installation. In its new open hearth steel plant at Monessen, Pa., the Pittsburgh Steel Company is installing a complete equipment for crushing and grinding clay in preparing the refractory linings for furnaces and ladles. This in- THE IRON AGE June 11, 1908 to a 30 hp. motor running at 1025 rev. per min. and supported from the ceiling. This crusher will reduce the ganister, dolomite, &¢., to about two in. size before calcin- ing. The dry pan is also shown in Fig. 1 and is of the Carlin standard type, 9 ft. in diameter. This will be Fig. 1.—The Crushing and Grinding Equipment Furnished the Pittsburgh Steel Company by Thomas Carlin’s Sons Company, Pittsburgh, Pa. Fig. 2 cludes a crusher, belt conveyer, dry and wet pans, &c., furnished by Thomas Carlin’s Sons Company, 1600 River avenue, North Side, Pittsburgh, Pa., all arranged to be driven by Westinghouse direct current motors. The view of the machinery given in Fig. 1 shows the crusher in the foreground. This is of the unmounted Blake type with 20 x 12 in. openings, and will be belted The Carlin Standard 8-Ft. Wet Pan Grinder. used for grinding clay, lime, &¢., in a dry or semi-dry state. The pan proper is a single casting with heavy deep ribs underneath, and a false or removable bottom beneath the tread of the rolls. The perforated plates are bolted to the arms of the pan and have chilled openings insuring uniformity and preventing excessive wear. The pan when running at its proper speed causes the ground ils ae en Te eS ee June 11, 1908 material to slide to the outer edge and over the sifter plates; that sufficiently fine falls into a stationary iron catch pan and that too coarse is thrown under the rolls again by stationary scrapers which can be adjusted. The ground material in the catch pan is drawn by scrapers attached to the arms of the revolving pan to an opening leading to a bucket elevator. The elevator is operated by a 5-hbp. motor and a series of bins are provided for stor- ing the different materials. The dry pan is directly con- nected to a 40-hp. direct current motor mounted on an extended casting. This outfit weighs 52,000 Ib. The wet pan is shown in Fig. 2 and is of the Carlin Standard type, 8 ft. in diameter. This machine is pro- vided with a rigid iron housing, and is fitted with patent rolls, the shafts of which are supported at either end by ¢<oil springs, tool steel toe and hard bronze plate heavy THE IRON AGE 1853 pecially adapted to locomotive work and is said to be the only machine of the kind regularly manufactured for this specific purpose. Both in its construction and operation the machine is exceedingly simple. As may be seen in Fig. 1, it is composed of an abrasive wheel mounted on the extension of an air motor shaft, the whole being supported on a frame consisting of two parallel guide rods with housings set on cross travel rails. Being light and portable the machine is set over the valve seat of a locomotive steam chest as shown in Fig. 2, and is bolted thereto with studs or cap screws extending through the slots in the guide rails, The cutting and travel feeds are under hand control. The former is regulated by the feed screw above the machine which raises and lowers the wheel and the cross Fig. 1.—The Menarch Valve Seat Grinder Sold by the Quincy Knameling & Foundry Company, Quincy, IIl. gearing, &¢. The pan bottom has deep, heavy arms to support the weight of the unusually heavy rolls, with a large bearing on the vertical shaft and its collar. Its rim is removable. The false bottom plates are made of a special mixture of iron and are secured in place with taper head bolts in the path of the rolls. This pan is directly driven by a 40-hp. motor, and the total outfit weighs 44,500 Ib. The plant is complete is every respect and will enable the Pittsburgh Steel Company to prepare its refractory lining material to advantage at its own plant. —_—__-+-e— —___ The Monarch Valve Seat Grinder. Although intended primarily for grinding the seats of lecomotive slide valves, the Monarch valve seat grinder, invented by J. A. Chadwick, Moberly, Mo., and made by the Quincy Enameling & Foundry Company, Quincy, IIl., is not strictly limited to this service. It is, however, es- Fig. 2.—The Machine in Use Grinding the Seat of a Locomotive Slide Valve. feed is controlled by a feed screw at the back of the grinder turned by the small crank observed at the ex- treme right corner of the frame. The grinder is driven by a specially designed air motor, the throttle of which is controlled by a conveniently placed thumb lever. For taking up wear in the working parts journals with taper bearings running in bronze bushings with suitable lock nuts have been provided, thus avoiding the necessity of trequent rebushing. No special skill is required to operate the machine, und an ordinary mechanic should be able to do accurate work and finish the seat true and smooth regardless of hard spots or hard castings that may be encountered. It is obvious from the character of the grinder that it can be used with equally good results upon any flat surface job within the range of its capacity where a smooth and nccurate finish is desired. a A Frevert Souvenir. An interesting little puzzle is being distributed by the revert Machinery Company; 18 Dey street, New York City. It consists of two small metal pieces fitted together with what appear to be opposing dovetails, sq that at first glance it looks to be impossible to separate the parts, the dovetails being undercut in the two directions that evidently are the only ones in which the parts could slide apart. While the joint is perplexing to the average per- son, most carpenters would recognize it as what is known as a dovetail halved joint with two bevels, although it is very seldom used in practice. As a matter of fact it is not what it appears to be—a double dovetail, but a single dovetail inserted endwise on a slight angle so that at the abutting end the groove is deeper than at the outer end, consequently the exposed side appears deceptively to be another dovetail. The parts are simply held to- gether by friction, and what is perhaps most interesting is the fact that the parts were cast to fit and not ma- chined. The report of H. S. Pell, receiver of the Niles Boiler Works, Niles, Ohio, has been filed. The total amount of claims filed is $111,276.66. The receiver recommends the allowance of $109,969.21 on these claims. ee ee ne eee ween 1854 Examination of a 100-lb. Rail. BY G. B. WATERHOUSE, PH. D. (With Supplement.) The strength, composition and structure of the ma- terial in different parts of rail have always been some- what unsettled points. The work described in this ar- ticle bears directly on these questions, and serves as a contribution to our knowledge of rails and rail steel. In order to obtain material for the tests, a first quality rail was taken from stock—weight 100 Ib. to the yard and section advocated by the American Society of Civil Engi- il E je | 4 : HALF SIZE | 3g"DIA, - Oo", QUARTER SIZE Fig. 1.—Position, Numbers and Dimensions of Test Pieces in the Examination of a 100-Lb, A. S. C. E. Rail. neers ; in other words, a 100-Ib. A. S. C. E. rail. The steel was made by the acid Bessemer process and the ingots were rolled without reheating. From this rail two adjacent pieces 8% in. long were cut with a slow speed cold saw, and from these pieces tensile tests were machined of the dimensions and in the positions shown in the drawing, Fig. 1. The results of the tensile tests are given in the following table, the fig- ures being the average of those obtained from the dupli- eate pieces: Table 1.-—Tensile Testis. Elongation. Reduction Elastic Ultimate Percent. of area. No. ‘ limit. stress. in2in. Per cent. Dehua bh whecee 52,200 108,400 16.75 29.9 Rie eect carkee 52,200 109,850 16.25 28.4 Dieses dads EAceeeeee 110,750 18.50 33.2 Conws -05 56st 55,000 110,150 18.50 28.6 Dips rane dae 55,100 110,300 18.25 29.4 Dep ca nen 538,820 110,400 18.00 31.0 Sinsicveesaee 51,740 109,850 18.25 35.4 Bi chewasecce 53,340 111,300 17.00 36.4 Drillings were taken from the ends of the test pieces, which gave the following results on analysis, the figures having been averaged as before: Table 2.—Analysis. No Car. Sil. Man. Sul. Phos. Copper. Receugooewa 0.52 0.140 0.77 0.074 0.089 ) Rake amaigwe 0.51 0.145 0.77 0.076 0.089 eee 0.52 0.152 0.77 0.079 0.090 Siisxs share 0.52 0.144 0.77 0.078 0.090 | 0.185 Deedes woe 0.52 0.150 0.78 0.077 , 0.090 f average. is race mein tee 0.50 0.146 0.76 0.080 0.089 iesheeeek ee 0.53 0.153 0.77 0.080 0.090 Bis nck pace 0.52 0.147 0.77 0.080 0.090 } Pieces were also cut from the ends of the test pieces and prepared for microscopical examination. Photo- THE IRON AGE June 11, 1908 graphs were taken at a magnification of 70 diameters, as nearly the center of the positions shown in the sketch as possible. These are reproduced in the accompanying plate. The transverse sections are those looking at the end of the rail, while the longitudinal are those looking from the side. They correspond, therefore, with a front and side elevation. Consideration of Results. The average composition of the rail is: Per cent. Per cent. SO tints 65s nade oes 0.51 BORO 066i Gen wets 505 0.078 a Fee 0.147 PUTER © us <ecacs dx 0.089 Manganese ............ 0.77 Le Kwins oc dueeran o.« 0.185 The analyses from the different positions show that the steel is very uniform, none of the figures departing greatly from the average. The physical tests also show the steel to be very uniform in its mechanical properties, particularly in regard to ultimate stress. The elastic limit was taken by observing the drop of the beam and the other measurements obtained in the usual way. The effect of the greater amount of work on the web and flanges is not pronounced, the only notable difference be- ing in the reduction of area. The microphotographs of Nos. 1 to 6 indicate that the finishing temperature was also of considerable uniformity, for the transverse sections are very similar in pattern and in size of crystals. The much lower temperature of the flanges is well illustrated by the photographs of Nos. 7 and 8. The correlated evidence of the chemical, mechanical and micrscopical results is that the steel is of very good Fig. 2.—Photographic Reproduction, Half Size, of a Polished Section of a 100-Lb. Rail, Etched in Hydrochloric Acid, 1 to 1, for 20 Hr. and even quality, which is also supported by. the print given in Fig. 2 of a polished section of the rail, etched in hydrochloric acid, 1 to 1, for 20 hr. pe The Iron City Coal & Coke Co., Pittsburgh, Pa., has purchased three-fourths of the capital stock of the Peer- less Connellsville Coke Company. The latter company is capitalized at $40,000, and owns and controls approxi- mately 50 acres of the 9 ft. Connellsville vein of coal. This includes adjoining coal to its property, part of which is under an option, and the balance can be secured when needed. The plant is located-at Alverton, Pa., on the southwest branch of the Pennsylvania Railroad near Scottdale, includes 32 ovens at present, and is a fully equipped modern coke plant. The Frick Coke Company has three large plants at this point, and the Rainey in- terest has one. G. W. Wilson, vice-president of the Iron City Coal & Coke Company, has been elected president of the Peerless Connellsville Coke Company. The plant is now in full operation, and the coke is sold ahead on con- tracts for 60 days. SUPPLEMENT TO THE IRON AGE, JUNE 11, 1908 No. 1.—Transverse No. 2.—Longitudinal Silaid- +a scan kote Cee ae No, 3.—Transverse No. 4.—Transverse No. 5.—Transverse No. 5.—Longitudinal No. 6.—Transverse No. 6.—Longitudinal No. 7.—Transverse No. 7.—Longitudinal No. 8.—Longitudinal Microphotographs of Portions of the Rail, Magnified 70 Diameters. Etched in Diluted Nitric Acid EXAMINATION OF A 100-LB. RAIL June 11, 1g08 Buffalo Compound Pressure Blowers. Since the pressure at which air is delivered by a cen- trifugal fan is determined by the peripheral speed of the blast wheel, fans of large size generally cannot be driven by direct connection to electric motors because the speed of the latter is limited. Where a pressure of over 6 or 8 oz. is required it is necessary to drive the ordinary blower with a belt. Such outfits require more floor space, more attention to bearings and are also less efficient than the direct connected sets. The Buffalo Forge Company, Buffalo, N. Y., builds a compound blower which will deliver the air at double the pressure of the simple fan with the same diameter blast wheel when run at the same speed. This permits blowers of practical and efficient proportions to be directly con- nected to large motors of 50 to 75 hp. The blast wheels are mounted on a single shaft and incased in a cast iron housing, built up in transverse sections, permitting the These interior parts to be easily inspected or removed. THE IRON AGE 1855 ing is located in the pressure chamber between the two stages. A number of these fans of the larger sizes have been in- stalled by the Lehigh Valley Railroad ; Fanner Mfg. Com- pany ; Strong, Carlisle &€ Hammond Company, and the In- diana Steel Company of Gary, Ind. Two are now being constructed for the latter to supply blast to the cupolas at a pressure of 16 oz. per square inch. Each fan will deliver a maximum of 9500 cu. ft. of air per minute at this pressure when running at 1420 rev. per min., and will be driven by a 75-hp. General Electric form K three-phase 440-volt 25-cycle induction motor. Each blower with its motor is mounted on a cast bed plate, occupying a floor space of 7 x 5 ft., and the hight is about 7 f¢., or the same as a simple blower of this capacity delivering the air at one-half the pressure. Connection each blower and motor is made with a flexible coupling designed by the Buffalo Forge Company, which, in addition to being flexible, acts as an insulator between the motor and the blower: there is no metal contact, the torque being trans- between 0660 (74 0000 |} 00 4 f > Front Elevation of the Buffalo Compound Pressure Blower Direct Connected to an Electric Motor. wheels are of a special design, the arms being secured to the hub tangentially instead of radially, the usual prac- tice. This eliminates the necessity of bending the T irons through a large angle, which, in addition to weakening the wheel, offers more resistance to the flow of air. One inlet is on the side opposite the motor and, being unobstructed, can be made of smaller diameter. The ad- vantage of this is that the air entering the fan does not strike a part of the blade, which is moving at a high velocity, until the direction of the air has changed and the air itself has attained a high velocity. The curvature of the blade is such that the velocity of the air is gradu- ally increased as it approaches the tip, at which point the velocity of the air is slightly above that of the blade. The air from the first stage is discharged into a pressure chamber around the entire circumference of the wheel. and at a pressure approximately half the total pressure at which the air is discharged. The air next enters the second stage, in which the blast wheel is the same as in the first. The scroll in this stage is involute in form and so designed as to increase the area in the casing directly as the increase in volume of air discharged from the blast wheel throughout a single revolution. Substantial cil ring bearings are provided, one on each side of the housing, as shown in the illustration herewith, and when the width of the blower is sufficient to require such, another bear- mitted through solid rubber cylinders imbedded in ma- chined grooves in each half of the coupling. The Buffalo Forge Company makes these blowers in all sizes up to capacities of 12,000 cu. ft. of air per min- ute, at any pressure up to 24 oz. per square inch. aici Seilpaiglitiataas atta An Arkansas Valley Improvement Project.—A recent convertion held in La Junta, Colo., and attended by over 400 delegates representing the business interests of the Arkansas Valley, including the 27 towns located in that territory, was called to formulate plans for the carrying out of an extensive power, irrigation and transportation enterprise. Construction of the proposed systems involves a cost roundly estimated at about $15,000,000, and eim- braces the building of a large dam for irrigation and power purposes, the installation of a hydro-electric plant and the building of about 350 miles of electric railroad through the Arkansas Valley. A committee on organiza- tion composed of prominent financial men from the dis- tricts interested was selected, and at a subsequent meet- ing prepared the application for incorporation. Among those named as prominently connected with this move- ment are Gov. Alva Adams, Pueblo, Colo.; F. D. Pas- torius, Colorads Springs, Colo.; J. A. Lockhart, Rocky Ford, Colo.; Robert Patterson and A. B. Hulit, La Junta, Colo. | 1856 THE IRON AGE The Brown Iron Ores of Alabama.—II. BY WILLIAM B. PHILLIPS. Having in the first article of this series briefly sketched the geological horizons in which brown ores may be found, we now propose to discuss the mode of their occurrence, methods of mining, washing and concen- tration and the use of this variety of iron ore in the blast furnace. In so far as concerns the geological rela- tions of these ores and their occurrence in the State, acknowledgments are freely made to the publications of the Alabama Geological Survey, especially the two vol- umes by the late Henry McCalley entitled “The Valley Regions of Alabama,” published- in 1896. In these re- ports Mr. McCalley collected a vast fund of data con- cerning the occurrence of brown ores in Alabama, and the reader is referred to them for more specific informa- tion. Before taking up methods of mining, washing, &c., it might be well to devote this article to certain general features of the brown ore industry. The table below gives the production of hematite (red ore), limonite (brown ore) and pig iron in Alabama for the 17 years ending with 1906. There is also a column giving the proportional production of brown ore. Some of the brown ore used in Alabama has come from Georgia and Tennes- see, but the total amounts are not of great moment, so far as concerns the purpose of the table: Production of Iron Ore and Pig Iron in Alabama, Gross Tons, 1890-1906. Per cent. Hematite Limonite Total of Year. (Red ore). (Brown ore). ore. brown ore. Pig iron. | eae 1,558,297 359,518 1,897,815 18.9 816,911 ea kk 6 ae 1,524,783 462,047 1,986,830 23.3 795,672 a 1.657,028 655,043 2,312,071 28.3 915,296 Re basse 1,281,292 461,118 1,742,410 26.5 726,888 See oa 1,182362 310,724 1,493,086 20.8 592,392 owes & 1,830,987 368,403 2,199,290 16.7 854,667 Pets asas en 1,694,948 346,845 2,041,793 16.9 922,170 Mees =s 6anKe 1,738,583 360,038 2,098,621 17.1 947,831 POs knees 1,855,111 548,637 2,401,748 22.9 1,033,676 See 1,911,097 751,846 2,662,943 28.2 1,083,905 ee 1.989.689 769,558 2,759,247 27.9 1,184,337 1901 ........ 2876422 731,310 2,801,732 26.1 1,225,212 1902........2,565,635 1,008,839 3,574,474 28.2 1,472,211 1903........2,779,691 905,260 3,684,951 24.6 1,561,398 Erg 2,894,425 787,514 3,681,937 21.4 1,453,573 1905........2.994,413 781,561 3,755,974 20.9, 1,604,062 ee 3,175,797 $21,301 3,995,098 20.6 1,674,848 Total tons and average per Z cent, ....34,660,558 10,429,562 45,090,120 23.1 18,865,049 An examination of the table will show tha in the last 17 years the production of hematite ore has been 34,660,558 tons, with a maximum production of 3,173,797 tons in 1906. The production of limonite or brown ore in this period was 10,429,562 tons, with a maximum of 1,008,839 tons in 1902. The total production of hematite and limonite in the 17 years was 45,090,120 tons, and of this total the production of brown ore was 23.1 per cent. on the average. The largest proportional production of brown ore was 28.3 per cent. in 1892, and the smallest was 16.7 per cent. in 1896. The production of the so-called gray ores from the Sylacauga District, formerly classed as magnetite, but now as hematite, while encouraging from the standpoint of a future supply of ore, does not affect the general results. Red Ore and Brown Ore Production. In the 17 years under consideration the production of brown ore has been about one-third of the production ot red ore and over one-fifth of the entire production of ore. Some of the brown ore mined in Alabama goes to furnaces outside of the State, but this is counterbalanced by the ore brought in from other States. We may, there- fore, take the figures given in the table as representing, with a reasonable degree of accuracy, the situation of the brown ore industry with respect to‘the production of nearly 19,000,000 tons of pig iron. The use of brown ore in the Alabama furnaces has varied from 16.7 per cent. in 1895 to 28.3 per cent. in 1892, the general average being 23.1 per cent. In other June 11, 1908 words, for each 1000 tons of red ore used there have been used 332 tons of brown ore in the production of 18,865,049 tons of pig iron. This statement does not rep- resent the proportional production of pig iron from these ores, for the reason that the brown ore carries more metallic iron than the red ore; and this excess has been. if is thought, an average of five points in the period named in comparison with the soft (lime-free) red ore and 10 points in comparison with the hard (limy) red ore. The table shows that for the 17 years there were re- quired for a ton of pig iron an average of 2.39 tons of ore, the average content of metallic iron in the ore being 41.84 per cent., which is very close to the average content of iron in the soft ore of the Birmingham district. The uverage content of iron in a fair brown ore may be taken at 47 per cent. On this basis the