The Iron Age 1908-10-08: Vol 82 Iss 15

THE IRON AGE Published every Thursday Morning by David Williams Co. 14-16 Park Place, New York. Vol. 82: No. 15. New York, Thursday, October 8, 1908. $5.00 a Year, including Postage Single Copies, 15 Cents. Reading Matter Contents........ page 1042 Alphabetical Index to Advertisers ‘‘ 180 Classified List of Advertisers - 170 == ST Ae So Ace Sa eT SHELLS Advertising and Subscription Rates ‘‘ 1053 REED F. BLAIR & CO. PRICK BUILDING, PITTTBURG, PA, STANDARD CONNBLSVILLB COKE POUNDRY PURNACB CRUSHED Pe) az We Hold Out to you, Mr, You Hold Out to your customers this The Original and only Genuine Dealer, a pow reputation and popu sé STILLSON erful asset which WR N “ you cannot afford larity. Get hold of the E CH to overlook. Itis public’s confidence — the mesmenen un ls manufactured by the wide reputation Bynote of retailing — by 0 M Ga, co., Boston, U. 5. A at ‘ ° and established popu And bears their registered Trade-Mark all al po goods known to be of arity o BRISTOL'S Pi PATENT STEEL BELT LACING U. M. C. Shot Shells The Union Metall Agency, 315 Broadway, New York. READY TO APPLY FINISHED JOINT The Bristol! Company, Waterbury, Ct. WATER TUBE Ghe Babcock a Wilcox Co., —— ny 85 Liberty Street, " WE MAKE ALL KINDS OF BOILERS See page 52 New York. | BRAIDED CORD, INCLUDING |} sammememen | ork SAMSON SPOT CORD SAMSON CORDAGE WORKS, Boston, Mass. TURNBUCKLES No danger of nails splitting! No danger of injuring a horse’s hoof or foot because of dull points or weak blades, when Capewell nails are used. No Danger of Nails Breaking! fii Cleveland City Forge and Iron Co., - Cleveland, oO. TURN BSvC HE UES con, F ORGINGS Hartford, Conn. vew vor, xx. || The Capewell Horse Nail Company, The Largest Manufacturers of horseshoe nails in the world. Real Estate Trust i to Phila. x ti PILLING & CRANE Machesney Bidg rita arg i a ee Bidg., TUFKIN' MADE IN An ICA and THE BEST I HE WORLD | | THE LUFKIN Pus Go. Saginaw, Mich., U.8.A. | New York, London, Eng. Windsor, Can. MADE BY SSE We Me er “re JENKINS BROS. VALVES do not require constant regrinding. When necessary to repair, a new Disc will usually make the valve as good as new. /enkins Discs are inexpensive, and can be readily applied by any one without taking valve from the pipe. All parts interchangeable. Write for booklet. All genuine bear Trade Mark as shown in cut.’ JENKINS BROS., New York, Boston, Philadelphia, Chicago, London “SWCdON” Cold ROWO Steel cae Drawing Stamping = THE AMBRICAN TUBE & STAMPING COMPANY SEE 26 (Water and Rail Delivery) BRIDGEPORT, Conn. PAGB SPECIFY MF 32 Pounds Coating ROOFING TIN “The Terne which turns the el@ments.” Send forour Pocket Reference Book, contain’ gomeartons of ng wane Sat Staats MAGNOLIA ,yicrion METAL i to those interested. AMERICAN The Standard Babbitt of the World SHEET AND TIN PLATE everyining in the COMPANY Babbitt Line. Frick Building, Pittsburgh, Pa. MAGNOLIA METAL CO. See our Ad. on page 17. New York: 115 Bank St. Chicago: Fisher Building. Montreal: 31 St. Nicholas St. 2 THE IRON AGE Follansbee {BRASS/"",.\0 mere ot Steel Sheets COPPER (a Sheet and Roll Brass and t Xk T R A a R | N A R Y AW! RE Metal C A R E a German Silver aes Gilding Metal, CMEctionallquiie ton $1 SILVER SON | eancaeageinel tas anne ie One Pass Cold Rolled to Burners, Lamps, Lamp Trimmings, &c. LOW BRASS, SHEET BRONZE, 279 Broadway, NEW YORK Pickled SEAMLESS BRASS AND COPPER | ®oo™ S08 Hayworth Building, East Madi and , TUBING, BRAZED BRASS AND Highly Polished Rolling Mill Factories THOMASTON, CONN. WATERBURY, CONN, BRONZE TUBING : FOLLANSBEE _ || SCOVILL MFG. CO. Manufacturers of BROTHERS Waterbury Brass Co. || BRASS, GERMAN SILVER, Sheets, Rolls, Wire, and Rods. COMPANY WATERBURY, CONN. 99 John St., New York. Providence, R. 1. Brass ea” Buttons, Makers of ennte ° ese Special Brass Goods to Order. Fine Steel Sheets Bridgeport Deoxidized Bronze veciies and & Metal Co. WATERBURY, CONN. High Grade Tin Plate BRIDGEPORT, CONN. NEWYORK CRICAGO BOSTON PITTSBURGH idi ee ee a Henry Souther Engineering Co. cessful Welsh Hammered Open Hearth Composition, Yellow Brass and Alumi- HARTFORD, CONN. num Castings, large and small Consulting Chemists, Metallur- gists and Analysts. Complete Physica! Testing Laboratory. Expert Testimony in Court and Patent Cases. Arthur T. Rutter & Co. 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 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. Seamless Biass and Copper Tube. at aa maine | Copper and Brass Rod. (GERMAN SILVER 2 © “DHONO-ELECTRIC” In Sheet, Wire, Rods, Blanks and Shells WIRE “IT’S TOUGH.” NICKEL ANODES TROLLEY, BRASS, BRONZE, COPPER in all forms mere TELEGRAPH —SSSSSSEEEEE_—_—————EE————_—T L : HENDRICKS BROTHERS at ain neni) Manufacturers of ~~ nenteun ee a York Sheet anadBarCopper, Copper Fire Box Plates 3 and Staybolts, Wire and Braziers Rivets aaa ingot Copper, Block Tin, Spelter, Lead, Antimony, Bismuth, Nickel, etc. “Gan 49 CLIFF STREET, - ° © . NEW YORK RIVERSIDE. N.2 THE IRON AGE New York, Thursday, October 8, 1908. A 1908 IRON ORE HANDLING PLANT. Each succeeding year seems to record at least one new plant for the unloading of iron ore from lake boats, and each new plant seems to surpass all previous installa- tions in one or more important points. The present year is no exception, notwithstanding the lull in the ore carry- ing trade, as it has already witnessed the starting of two splendid new ore handling plants—one at Gary, Ind., and one at the Central Furnaces of the American Steel & Wire Company, at Cleveland, Ohio. The latter is the subject of this article. These new machines are all the more interesting because they stand beside several of the old type of ore unloaders which have done excellent The New Hulett Machines at Central Furnaces, Cleveland, Ohio. BY WALTER G. STEPHAN. was first started in operation in August of this year. It consists of two 10-ton Hulett automatic electric ore un- loaders and one electrically operated ore handling bridge of 10 tons capacity. It was designed to unload ore from the holds of lake vessels and to discharge it by means of conveyer cars either into cars for direct shipment to the company’s Newburg blast furnaces, or into a temporary storage bin located under the cantilevers at the rear of the unloaders. Weighing hoppers are provided for weighing the ore which is delivered to cars for direct shipment. At the rear of the unloaders and running on two dou- Fig. 1.—Hulett Ore Unloading Machines and Ore Stocking Bridge at Central Furnaces cf the American Steel & Wire Company, Cleveland, Ohio. service in the past, and which are equipped with the old style dump bucket. The contrast is very striking, and makes the mammoth new ore machinery stand out in bold relief. The little mouthful of ore which the dump bucket brings up from the hold seems scarcely worth while when compared with the ten-ton grab made by the Hulett auto- matic bucket. One cannot watch these huge steel birds, dipping their bills down into the hold of a boat without marveling at the genius and daring of the inventor of such a monster machine. To be sure, it is not a very graceful looking bird, but, as the steel man says, “ it de- livers the goods,” and that is his first and last demand. This new plant of the Central Furnaces, of which an excellent photographic view is given in Fig. 1, and a sectional elevation in Fig. 2, was designed and built by the Wellman-Seaver-Morgan Company, Cleveland, and ble tracks parallel with the dock face, is located a re handling and stocking bridge, which is used to rehandle the ore from the temporary stock pile and place it in the main storage pile under the central span, or to reclaim the ore from stock and load it on cars standing upon the two rear tracks under the unloaders. The Hulett Automatic Unloaders, The two unloaders are of the usual Hulett type, con- sisting of two main plate girders running at right angles to the dock and mounted on a front and rear leg. Each leg is supported on two four-wheel equalized trucks, all of them being driven in the customary manner by bevel gearing and shafting from the machinery house on the rear leg. On top of each main girder are two parallel rails on which the trolley travels back and forth, sup- porting on top of its posts the huge walking beam with ait Tae oe et iw Di aa. ey a Sai ee > nee - 986 swiveling bucket leg at the front end. The bucket is of the Hulett type and is of 10 tons capacity. It is operated by a man stationed in the lower end of the bucket leg, who controls all the movements of the bucket, walking beam and trolley. Located, as he is, directly above the bucket shells, he can guide the bucket into the hatches and hold of the boat, with remarkable ease and precision. It is a decidedly novel sensation to be carried out over the water and into the hold of a boat on such a powerful machine, and it is not at all surprising that operators were very reluctatnt about “taking the job” when the first Hulett machine was installed at Conneaut years ago. The bucket dumps its load into a conveyor car held at the front end of the machine and having a capacity somewhat in excess of ten tons. While the bucket re- turns to the hold for another bite, the conveyor car is run back on tracks, held underneath the main girders, to the desired dumping position. This car is arranged so that it can be dumped at any desired point along the track, either into cars direct or into the weighing hoppers at the rear leg, or into the temporary storage bin at the rear of the unloader and under the cantilever extension of the THE IRON AGE October 8, 1908 The unloaders are designed to travel longitudinally along the dock at a speed of 100 ft. per minute, and this speed is maintained by a 100 hp. motor. The conveyor car is designed for especially severe usage, and travels back and forth at a maximum speed of 300 ft. per min- ute. All the movements of the machine are so designed that a complete cycle in continual operation can be made in 50 seconds. All of the trucks are provided with ball and socket joints, and expansion joints are also provided, so as to give flexibility and to provide for slight unevenness of the tracks. All wheels are double flanged cast steel, and all gearing on the trucks is steel. Power for Bucket and Walking Beam Motions, For closing and opening the bucket, a 75-hp. motor- driven drum on the walking beam is used, which winds and unwinds two steel cables running to the bucket leg mechanism. The trolley is traveled back and forth by means of cast racks and pinions driven by a 50-hp. geared motor on the trolley. The racks are bolted to the top of the main girders between the double rail tracks. The trolley motor is supplied with automatic cutouts and bridge. slowdowns to prevent the trolley from overrunning at The front legs of the unloaders travel on double either end of its travel. The cutouts are entirely inde- — - -93— ~ —-- z , dek ; Eu 4 PANELS AT 17'61/)'= 70'2”” ole . . 83 e z= 2oO e “TT TN _— i saat a is + : ~~ <o ne i S Ie 8 68esS OOO eee tti(<«i‘<CWQCH SO. BB ween “OOO iJ “ec ° os av | - ay 7 : > ® 2/2 i : +-- oe a2 ))_ 70P OF RUNWAY RALLSY _|__| | tor oF main tower & i weiewing { Siz zie [7 ¢ ~ RUNWAY RAILS HOPPER ' sie zs ‘o 74,0007 | sr Su “o \ p OF FRONT eae 3l°/ = | RU WAY “RAILS ~ ° MAX. x READH ee’ 4’ AT WATER tveL 7v \ aaa Alek siniee at_ 20's BELOW TOP OF MAILE = 60° +4" LOWEST POSIT.ON CF OPEN BUCKET Fig. 2.—Section of Unloaders and Ore Bridge, Showing Extreme Positions of Walking Beam and Leg. tracks at the extreme front of the dock and on the dock~ pendent of the operator, and make the operation of the level, while the rear legs travel on tracks laid on top of a long concrete pier, about 12 ft. above the dock level. The face of the dock, which supports the front legs, is made up of a solid mass of concrete set on top of timber piles. The unloaders will span four standard gauge tracks, of which the two front tracks are used for loading direct, while the rear two will be directly underneath the two 15-ton weighing hoppers. These weighing hoppers are of an entirely new design, and con- sist of the usual tapering rectangular steel plate hopper at the base of which is pivoted an eccentric horizontal rotating disk with a stationary plow, which scrapes off the ore into the car when the disk is rotated by means of a small motor and gearing at the side. The hopper is suspended from levers connected to a standard scale, the beam box being placed in the machinery house, conven- iently located at one side. Two operators are required on the unloader proper, one stationed in the bucket leg, who controls all the bucket, walking beam and trolley motions, and one sta- tioned in the machinery house at the rear leg, who con- trols the operation of the bucket car and also the longi- tudinal travel of the machine. In addition to these, a weighman will be required to operate the recording scale and gates, and also an extra man as oiler for both un- loaders. trolley as nearly “fool proof” as possible. The walking beam is hoisted by means of four 1-in. plow steel cables, which are wound up in pairs on two cast steel drums at the rear of the beam. One 150-hp. motor is used for this purpose. As in the trolley move- ment, so in the beam hoist mechanism, cutouts and safety latches are provided to prevent accidents from over- travel or breakage of cables. The safety latches are very Similar to the ordinary door latch, and only come into operation just before the beam strikes the bumpers. High Capacity Conditions. Each unloader has a capacity considerably in excess of 250 tons per hour for continuous running, with the help of eight shovelers in the hold of the boat, However, shovelers are not required until 70 per cent of the cargo has been unloaded automatically. The buckets have such a reach (and can be turned to any angle) that they can cover more than half the distance between two hatches, 24 ft. center to center. The conduit rails for supplying current to the machines are mounted on brackets fas- tened to the face of the pier supporting the rear legs and tracks. The Ten-Ton Rehandling Bridge. At the rear of the unloaders, and with its cantilever projecting over them is the 10-ton rehandling bridge. which is shown in all its graceful outlines in Fig. 3. October 8, 1908 It is very simple, yet appeals to the eye of anyone who appreciates beauty in a structural design. The notable feature is the inverted A-shaped tower, which at first seems a very unstable support, when it is remembered that the shear leg suspension is by tension rods only. This type of tower was adopted because of its greater economy of dock space and its peculiar adaptability to the shape of the unloaders. The bridge proper is made up of two double riveted trusses supported on a tower at the water end, and a shear leg at the other. The tower travels on double tracks laid on top of a concrete pier about 12 ft. above the dock level, while the shear leg travels on top of a concrete pier about 21 ft. above the dock level. The bridge trusses are horizontal, and the main span is 238 ft. At the water end and overhanging the unload- ers is a cantilever extension of 93 ft., which allows the bucket on the bridge to load on the two rear tracks spanned by the unloaders. The other end of the trusses is made such that a cantilever extension can be added whenever this is desirable. As previously stated, the trusses are supported at the shear leg by tension bars, this construction giving flexibility to the structure, allow- ing the bridge to accommodate itself to unevenness in the runway without straining any members. The trolley track is suspended from the bridge trusses, and consists of I-beam stringers, on top of which are fastened the ZIDR Ai ALE oe Crt2. Wi om i oo ts : wy, > a or a ‘i ds THE IRON AGE 987 truck girders, and each pointing toward one of the trucks. These spuds have sharpened steel points, and they are raised and lowered onto the concrete tracks and ties be- tween the runway rails by means of a hand wheel and chains. Before the bridge could possibly start to run away, with these rail clamps dropped on the runway, either the spuds would have to be broken or else the en- tire tower would have to be lifted off the track. The Trolley. consists of a built up structural frame mounted on eight wheels, whose load is equalized by springs over each bearing. Each set of wheels is driven by a 50-hp. motor, and is provided with powerful friction brakes operated by air cylinders in the cab. The bucket operating mechanism consists of two cast steel drums, each geared to a 200-hp. mill motor. One drum is for the two hoist cables, and one for the two hold cables. The hoist and hold motors are each provided with a solenoid brake, which is a safety brake to prevent dropping the load in case the current should ever be cut out. The hold rope drum is also provided with a friction band brake of suf- ficient size to hold the bucket in dumping its load. This is operated by air. However, for the regular handling of the bucket, the above mentioned safety brakes are not used, because the motors are designed for dynamic braking. The shunt The trolley a alot ENS oe 6 CSS CY ~~ erected Fig. 3.—A View of the Ore Handling Bridge, Stock Pile and Trough for Temporary Storage of Ore. trolley rails. The trolley contains all of the machinery for operating the bucket and trolley, and is controlled by one operator, who rides upon it. The bucket is a stand- ard Hulett 10-ton excavating bucket, operated by two hoist and two hold cables. The entire bridge mechanism is designed to handle this 10-ton bucket loaded at the fol- lowing speeds: Hoisting, 175 ft. per minute; trolley travel, 600 ft. per minute; bridge travel, 75 ft. per minute. The main tower is supported on two eight-wheel equal- ized trucks of special] construction, with ball and socket joints, and also with special provision for taking the longitudinal thrust of the bridge. Four wheels in each truck are driven through bevel gears, shafting and uni- versal couplings, which connect with the usual longitudi- nal bridge shaft running from tower to shear leg. The shear leg is supported on two four-wheel ball and socket equalized trucks, both of which are driven. The moving motor is located on the bridge just above the tower, and is a 150-hp. mill type machine. A heavy band brake is supplied on the longitudinal bridge shaft, which is con- trolled by a foot lever on a platform below within easy access of the man on the trolley, who steps from his trolley to the platform when he wishes to move the whole bridge. This brake is so designed that it is sufficiently strong to skid the wheels of the trucks, and is set at all times by a weight, except when the operator has his foot on the releasing lever. The rail clamps (of which there are two, one at each leg,) are very simple, yet interesting. They consist of two steel spuds hinged underneath the windings are such that these motors build up promptly as generators, and lower the bucket under perfect con- trol without the use of any friction surfaces. The bucket can be lowered either closed, one-fourth open, one-half open, or in any position desired by the operator with equal ease, The operator can sit down to his work and operate the bucket by means of two controllers. The elec- trical equalizations of the loads on the hoist and hold mo- tors is such that it keeps the cables taut at all times. On account of the spring equalization of the trolley tracks, the trolley rides very easily, and the passage of the wheels over the track joints is scarcely felt in ihe cab. In the cab is located a small air compressor and tank to supply compressed air for the operation of the air brakes, very similar to the usual street car .air braking system. ———_~- oe ——_—— The second annual convention of the American Peat Society will be held at the Charles Hotel, Toledo, Ohio, October 22, 23 and 24. Papers will be presented on peat gasifying, peat coking, peat drying, alcohol and ammonia from peat, and the commercial outlook of the present peat industry. Julius Bordollo, Kingsbridge, N. Y., is secre- tary. James B. Hardie and James K. Lyons, who recently organized the Gas Power Engineering Company, have es- tablished an office at 1113 Empire Building, Pittsburgh, and will contract for and equip open hearth plants with gas producers and power plants for the use of gas. 9&8 The Railway Business Association. Supply Manufacturers Organize to Combat Adverse Criticism of Railroads. Representatives of manufacturers of railroad material and equipment numbering more than 100 met at the Waldorf-Astoria, New York, on the afternoon and evening of September 30, and formed the Railway Busitiess Asso- ciation, the avowed purpose of which is to combat ad verse and unfair public criticism against the railroads of the country. Leaders in the movement frankly admitted that they were prompted to take action because of the fact that railroad business has fallen off to an alarming extent, which is largely due, they declare, to public clamor against the railroads and consequent unfair legis- lation. As Colonel George A. Post, president of the Standard Coupler Company, who was afterward elected president of the organization, aptly put it, the movement was a declaration of war against “the devastating at- tacks of predatory wrath upon the railroads.” The companies represented at the meeting comprised a majority of the most important manufacturers in the country catering to railroad needs in the way of supplies and equipment, and since the movement has gained publici- ty new applications for membership in the organization have been coming in from all parts of the country. Besides electing officers and an executive committee, the meeting subscribed funds to enable the body to open offices and take whatever steps may be necessary to bring about a change in the present railroad situation. This may be done through publicity and in combating the utterances and movements of politicians who, as one speaker said, “jin order to obtain public applause advocate unfair legis- lation against the railroads.” Why the Organization is Formed. In opening the meeting, Colonel Post was made chair- man by acclamation, and at the outset he stated the situ- ation which prompted the forming of the organization, as follows: This assemblage represents a vast amount of invested capital, to which a great army of American artisans look for remunerative employment. Whether the capital so invested shall yield profitable returns to the investors who venture their money therein and whether the labor of workingmen shall be in demand in our plants so that full wages may be earned by them depend entirely upon the measure of pros- perity enjoyed by our railroads. We all know too well what the conditions have been for long months past. Locomotives and cars have been idle by the thousands, and railroad earnings have shrunken to an appalling degree. There has ensued a shutting down of shops, throwing out of employment an army of mechanics; laying off of train crews and other employees, and almost an absolute cessation of the purchase of materials. This has had its disastrous reflex, of course, in our operations. and the ramifications of distress have been widespread. When railroads are prosperous, times are good every- where; when railroads are not prosperous, jobless hordes are in despair, and the cupboards of workingmen are bare. Largely responsible for this paralysis afflicting our railroads is the attitude of harsh hostility toward them, as manifested in Federal and State administrative and legislative circles., Because of this hostility, confidence of investors in their prospective profitable operations and in the stability of values of their securities has been seriously undermined. Those who depend upon railroads for subsistence, directly or indirectly, must be loyal to their means of support and quick to resent interference therewith by crafty or turbulent trouble makers. Railroads must be operated with a fair margin of profit, else they cannot maintain efficiency in equipment, adequately meet increasing demands for terminal facilities and other betterments, nor can they pay good wages to their opera- tives. In other business enterprises, it is a maxim that prices include a profit. If there are no profits, there is bank ruptcy. There is no reason why transportation rates should not be adjusted upon the same basis. In the latter ease, it being a matter affecting the whole people, the adjustment must be made with the concurrence of public officials. Of what vital importance it is, therefore, that such officials should be men of fair minds, clear minds, and act in the light of knowledge. All these things can be accomplished. They must be ac- complished. Who are better equipped than bodies of men such as are here assembled, to aid in their accomplishment? Achievement awaits volunteer effort. Shall we enlist? THE IRON AGE October 8, 1908 Colonel H. G. Prout, vice-president and general mana- ger of the Union Switch & Signal Company, spoke along the same line. He said that it would be necessary, in order to restore the purchasing power and the borrowing power of the railroads, to seek the cause of their decline, and added that to talk overcapitalization was not worthy of serious notice. He asserted that the railroads of the United States as they stand to-day in the aggregate, are undercapitalized rather than overcapitalized, and the remedy for the present condition is to create a correct public opinion. Regarding the railroad situation, he added a few words in commendation of railroad officials as he had found them in general, and said in conclusion : “The organization which we now have in mind comes at a critical moment. The railroad companies are chastened they will be glad to have help; and the workingmen also are chastened, and if I am not much mistaken, be- fore next spring they will be in a mood even more recep- tive to correct ideas than their present mood. We our- selves have not escaped the chastening rod, and are much more disposed to devote some time and energy to other work than putting up prices than we were 18 months ago.” Charles A. Moore, president of Manning, Maxwell & Moore, Ine., said that while the movement should not be regarded as one having anything to do with politics, it should be borne in mind that the organization must fight wherever it might be found necessary to fight legiti- mately, and he advocated prompt and immediate action toward making the association effective. T. A. Griffin of the Griffin Wheel Company, A. H. Mulliken of the Peiti- bone-Mulliken Company, and General Charles Miller of the Galena Oil Company also spoke. A resolution to form the organization was offered by Colonel Prout and adopted. The Officers Selected. The chairman appointed a committee to nominate offi- cers and arrange the plan and scope of the organization, and an adjournment was taken until the evening, when the following officers were elected: President, George A. Post, president Standard Coupler Company; vice-presidents, H. H. Westinghouse, vice- president Westinghouse Air Brake Company, Pittsburgh ; Otis H. Cutler, president American Brake Shoe & Foun- dry Company, New York; W. H. Marshall, president American Locomotive Company, New York; E. D. Keith, president Keith Car Mfg. Company, Sagamore, Mass.; A. H. Mulliken, president Pettibone-Mulliken Company, Chi- cago; C. P. Letchworth, president Pratt & Letchworth Company, Buffalo; treasurer, Charles A. Moore, president Manning, Maxwell & Moore, Inc., New York. Executive Committee: W. G. Pearce, vice-president Griffin Wheel Company, Chicago; W. V. Kelly, president American Steel Foundries, New York: N. G. Prout, vice-president Union Switch & Signal Company, Pittsburgh; J. S. Coffin, presi- dent Franklin Railway Supply Company, Franklin, Pa.; N. Paul Fenner, Jr., president American Valve & Meter Company, Cincinnati; E. L. Adreon, vice-president Ameri- can Brake Company, St. Louis; J. H. Schwacke, vice- president William Sellers & Co., Inc., Philadelphia; A. M. Kittredge, Barney & Smith Car Company, Dayton, Ohio, and J. F. Dickson, president Dickson Car Wheel Company, Houston, Texas. Funds were subscribed at the evening meeting, and the Executive Committee arranged to meet shortly after- ward at the Railroad Club to complete the details of the organization. The concerns participating in the confer- ence were as follows: Adams & Westlake Company, Chicago, III. Ajax Forge Company, Chicago, IIl. American Balance Valve Company, Jersey Shore, Pa. American Brake Shoe & Foundry Company, New York. American Car & Equipment Company, Chicago, III. American Locomotive Company, New York. American Locomotive Sander Company, Philadelphia, Pa. American Valve & Meter Company, Cincinnati, Ohio. Anglo-American Varnish Company, Newark, N. J. Ashton Valve Company, Boston, Mass. Atha Stee] Casting Company, Newark, N. J. Baldwin Locomotive Works, Philadelphia, Pa. Barney & Smith Car Company, Dayton, Ohio. Bethichem Steel Company, Bethlehem, Pa. Bettendorf Axle Company, Davenport, Iowa. Bliss Electric Car Lighting Company, Chicago, III. October 8, 1908 THE S. F. Bowser & Co., Ine., Fort Wayne, Ind. Buckeye Steel Castings Company, Colnmbus, Ohio. Bucyrus Company, Cleveland, Ohio. Buda Foundry & Mfg. Company, Chicago, Ill. Buffalo Brake Beam Company, New York. Butler Drawbar Attachment Company, Cleveland, Ohio. Cardwell Mfg. Company, Chicago, Ill. Chicago-Cleveiand Car Roofing Company, Chicago, II. Chicago Railway Equipment Company, Chicago, III. Cleveland City Forge & lron Company, Cleveland, Ohio. Cleveland Frog & Crossing Company, Cleveland, Ohio. Commercial Acetylene Company, Chicago, III. Commonwealth Steel Company, St. Louis, Mo. Consolidated Car Heating Company, Albany, N. Y. Cook’s Standard Tool Company, Kalamazoo, Mich. Vamascus Brake Ream Company, Cleveland, Ohio. John Davis Company, Chicago, Tl. Dayton Mfg. Company, Dayton, Ohio. Dearborn Drug & Chemical Company, Chicago, III. F. W. DeVoc & C. T. Reynolds Company, New York. Joseph Dixon Crucible Compeny. Jersey City. N. J. Dressel Railway Lamp Works, New Yerk. G. Drouve Company, Bridgeport, Conn. O. M. Fdwards Company, Syracuse, N. Y. Farlow Draft Gear Company, Baltimore, Md. Flannery Bolt Company, Pittsburgh, Pa. Flood & Conklin, Newark, N. J. Franklin Railway Supply Company, Franklin, Pa. Fuller Bros. & Co., New York. Galena Signal Oil Company, Franklin, Pa. General Railway Signal Company, Rochester, N. Y. Goodwin Car Company, New York. Gould Coupler Company, New York. Gold Car Heating & Lighting Company, New York. Griffin Wheel Company, Chicago, III. Hunt-Spiller Mfg. Corporation, Boston, Mass. Ingersoll-Rand Drill Company, New York. International Seal Company, New York. Jenkins Bros., New York. Kay & Ess Company, Dayton, Ohio. Kennicott Water Softener Company, Chicago, III. Link Belc Company, Philadelphia, Pa. Charles R. Long, Jr., Company, Louisville, Ky. McConway & Torley Company, Pittsburgh, Pa. Manning, Maxwell & Moore, Inc., New York. Michigan Lubricator Company, Detroit, Mich. Middletown Car Works, Middletown, Pa. W. H. Miner Company, Chicago, Ill. Morden Frog & Crossing Works, Chicago, Il. Murphy Varnish Company, Newark, N. J. Nathan Mfg. Company, New York. National Dump Car Company, Chicago, Ill. National Lock Washer Company, Newark, N. J. National Malleable Castings Company, Cleveland, Ohio. New York Air Brake Company, New York. Niles-Bement-Pond Company, New York. Otto Gas Engine Works, Chicago, III. Pantasote Company, New York. Pettibone-Mulliken Company, Chicago, III. Pittsburgh Spring & Steel Company, Pittsburgh, Pa. Pratt & Letchworth Company, Buffalo, N. Y. Protectus Company, Philadelphia, Pa. Pyle-National Electric Headlight Company, Chicago, III. Quincy-Manchester-Sargent Company, New York. Railroad Supply Company, Chicago, III. Railways Materials Company, Chicago, III. Ralston Steél Car Company, Columbus, Ohio. Ramapo Iron Works, Hillburn, N. Y. Rodger Ballast Car Company, Chicago, III. Safety Car Heating & Lighting Company, New York. William Sellers & Co., Inc., Philadelphia, Pa. Charles A. Sherburne, Boston, Mass. Sherwin-Williams Company, New York. James B. Sipe & Co., Pittsburgh, Pa. Standard Coupler Company, New York. Standard Steel Car Company, Pittsburgh, Pa. Storrs Mica Company, Owego, N. Y. T. H. Symington Company, Baltimore, Md. Transne & Williams Company, Alliance, Ohio. Union Switch & Signal Company, Swissvale, Pa. U. S. Meta! & Mfg. Company, New York. Verona Tool Works, Pittsburgh, Pa. Vulcan Jron Works Company, Toledo, Ohio. Ward Equipment Company, New York. Watson-Stillman Company, New York. Westingbouse Air Brake Company, Pittsburgh, Pa. Westinghouse. Church, Kerr & Co., New York. Westinghouse Electric & Mfg. Company, Pittsburgh, Pa. Wolfe Brush Company, Pittsburgh, Pa. Worth Brothers Company, Coatesville, Pa. Wyckoff Pipe & Creosoting Company, New York. Since the meeting a number of other companies and firms have applied for membership. —-e—__ ___ An enormous quantity of mail matter was dispatched to Great Britain October 1 and succeeding days by busi- ness houses which had been permitting it to accumulate, awaiting the reduction in letter postage to 2 cents. IRON AGE 989 Customs Decisions. Rifle Barrels. It was decided, October 3, by the Board of United States General Appraisers that forged rifle barrels, rough bored, are dutiable properly under the provision in the tariff act for “rifles and parts thereof” with duty at the rate of 25 per cent. ‘The action of the collector at Bos- ton in assessing importations of the goods made by J. G. Riga, at 45 per cent. under the metal schedule, is not ap- proved. The Government alleged in support of the classi- fication imposed by the collector that the provision in the law for “rifles and parts thereof” should be held to in- clude only such parts as are in a finished condition when imported, complete and ready for adjustment. In sus- taining the importer’s contention, General Appraiser Fischer, in his decision for the board, says in part: We are of the opinion that the provision of the tariff referred to should not be narrowed to the extent indicated by the Govern ment counsel. We believe that when an article as imported af fords evidence as to the use to which it is to be applied and has reached a form and stage wherein it is fit for no other use ful purpose than as a part of a rifle, that then for tariff pur poses it may safely be regarded as within the provision for parts of rifles. Statuary. Another of the many attempts by the Board of United States General Appraisers and the Federal courts to de- fine the technical meaning of the word “statuary” as used in the tariff act has just been made by the General Board. ‘This time the question at issue does not concern marble statuary, but deals with work executed in bronze. The issue, which is brought by B. Altman & Co., New York, alleges that a bronze statue or bust of Louis XVI. should be allowed to enter this country at the rate of 15 per cent. ad valorem under the provisions of Section 3 of the present tariff law, and the reciprocal commercial agreement with France, which convention provides, among other things, for the importation of paintings and stat- uary at the low rate specified above. The customs au- thorities, however, declined to consider the claim made by the importers, and the bust was therefore assessed for duty at the rate of 45 per cent. as a “ manufacture of metal.” A great deal of testimony was laid before the Board of Appraisers, both by the Government and by the im- porters. The Government sought to have the decision of the classifying officers upheld, while the Altman firm made a strong effort to convince the lower tribunal that the metal piece is, in fact, “statuary.” Judge Waite, who writes the decision for the board, finds, however, that the contention of the Treasury Department is correct, and upholds the claim for the imposition of duty as a “ manufacture.” In brief, the board holds that a bronze statue which was cast in a foundry by artisans from a model made by an artist in some plastic material, but upon which metal casting the artist has done little or no retouching, is not “statuary wrought by hand from metal,” under paragraph 454 of the Dingley act, but is dutiable as a “ manufacture of metal,” as assessed by the custom house officials. In interpreting the reciprocal agreement between France and the United States, Judge Waite lays down the rule that the provision for “statuary” in Section 3 of the tariff law, and in the French reciprocal commer- cial agreement, is qualified by the statement in para- graph 454 of the tariff that “ the term ‘ statuary’ as used in this act shall be understood to include only such stat- uary as is cut, carved or otherwise wrought by hand from a solid block or mass of marble, stone, or alabaster, or from metal, and’as is the professional production of 4 statuary or sculptor only.” : ——__~»--e——_—___—_ Martin A. Knapp, chairman of the Interstate Com- merce Commission, has approved the draft of the new uniform bill of lading which is to go into effect Novem- ber 1 (as printed in The Iron Age of July 23, 1908, page 250) and urges its adoption by shippers in all freight ter- ritories. C. C. McCain, commissioner of the Trunk Line Association of Railroads, has prepared circulars describ- ing in detail the uses of the new forms, which will be distributed broadcast among shippers. go THE IRON The Stassano Electric Furnace. M. Stassano, the pioneer in the development of the electric furnace and its application to the metallurgy of iron, has recently submitted his latest results in a memoir in the Revue de Metallurgie, whose editors are Henry le Chatelier and Leon Guillet. The results accom- plished by Stassano from 1889 to 1906 were presented by him in a paper read in the latter year before the Rome international Congress of Applied Chemistry were the following: There is required a maximum of 4 hp. hours AGE October 8, 1908 The heat developed by this transformation must pro- duce as high a temperature as possible. The substances to be treated must not be in direct contact with foreign substances which have a hurtful effect upon their composition. The apparatus in which these different metallurgical operations are conducted must be so constructed that they always work with full charges, and the processes for obtaining this final result must favor these conditions. The Furnace, Stassano’s latest design of furnace, which is of the revolving type, is shown in the accompanying engravings. Fig. 1.—Fhe Stassano Blectric Furnace. to do in an electric furnace the same thermic work as is produced in the best coal furnace by 1 kilogram of good fossil fuel, and, therefore, with hydro-electric plant capa- ble of furnishing an electric horsepower per annum at 40 francs, electrometallurgy is on an even basis with ordinary metallurgical processes to which coal at 20 francs per ton is available. In order to accomplish metallurgical results, the ap- paratus used must meet the following conditions: The locality in which the transformation of electrical energy into heat is carried out must not be subject to the direct action of the atmospheric air, and must be absolutely neutral chemically. He also builds stationary furnaces with one or more units. As will be noted from Figs. 1 and 2, the furnace consists of a cylindrical shell lined with refractory ma- terial, in which there is a melting chamber. Into this reach the electrodes. Double walled water cooled cylin- ders provided with guides attached to the furnace shell, contain, support and guide the carbon electrodes. The latter are operated by hydraulic rack and pinion. Flexi- ble cables connect the electrodes with the current col- lector placed below the furnace shell. ‘The furnace rests, by means of a ring: firmly attached to the shell, upon a circular rail placed on an inclined plane, so that the axis of the furnace is at a determined angle from the vertical. October 8, 1go8 The gearing for revolving the furnace is shown in the drawing. In the center of the gear wheel are copper rings which are insulated from the furnace, and they connect electrically with the cables to the electrodes. The fur- nace is provided with a tap, as shown in Fig. 1, and with a charging door, indicated in Fig. 2. <A flue is provided in the crown of the melting chamber, from which a pipe leads to a vessel] filled with water, from which the gases are discharged or are collected if their character makes it desirable to utilize them. Stassano makes the following points in regard to the design of his furnace: The atmosphere in the melting chamber is perfectly neutral chemically. The transformation of the electric energy into heat energy is obtained by means of the arc, by which the highest known temperature attainable in practice may be reached. The materials to be treated are not in contact with the electrodes, and therefore their composition cannot be modified by the absorption of foreign substances. By attaining a vigorous mixture of the melting ma- terials, through the rotating of the furnace, the chemical reactions are facilitated, aided, as they are, by the high temperature. The time required for the reactions is therefore reduced to a minimum, so that full charges Fig. 2.—Cross Section of the Stassano Electric Furnace at A A on Fig. 1. can always be worked and the energy is utilized to best advantage. Stassano goes into a general discussion of the field of the electric furnace, both for localities where the pres- ence of cheap ores and cheap water power render direct manufacture possible, and for localities where it may be an adjunct, as a refining furnace, for Bessemer and open hearth plants. He quotes a series of practical results selected from the operations of 200 horsepower furnace, built in 1903 by the Ministry of War, at the arsenal at Turin, where steel for projectiles is made, and of fur- neces at the works of the Societe Forni Termolettrici Stassano at Turin, where there are installed two fixed 100 hp. furnaces, one rotating 200 hp. furnace, one tilting 200 hp. furnace, and two 1000 hp. furnaces one fixed and one rotating. All of these furnaces, at both plants, usu- ally run on pig iron and scrap. But at different times at the Stassano works, which are regularly employed in making castings for the automobile industry, for railroad and tramways, practical runs have been made on the di- rect treatment of ores and in producing special alloys. Results Obtained. Stassano has tabulated his results in rather an incon- venient manner. We present them below in somewhat different form: Direct Ore Reduction.—The charges consisted of 1000 kms. of ore containing 68.70 per cent. oxide of iron, 3.22 per cent. of oxide of manganese, 17.15 per cent. of silica, 2.0 per cent. of alumina, 1.0 per cent. of lime, 5.67 per cent. of magnesia, 0.15 per cent. of phosphorus, and 0.12 per cent. of sulphur, of 350 kms. of limestone, 240 kms. of charcoal, 80 kms. of an aqueous solution of silicate of THE IRON AGE 991 soda, and, after the removal of the cinder, 50 kms. of calcium carbide, The analysis of the products of four heats was as follows: Z z 3. 1. CN iid ad Slashes ee we 9.25 0.26 0.30 0.80 MEGMBAMOOS 2 nc ccc cece 0.12 0.21 0.24 0.30 I Fiend aces eincce teaws 9.07 0.03 0.14 0.22 ge 0.01 0.01 0.015 0.015 <5 ce Sucawwearetas 9.065 0.04 0.07 0.045 To the fourth heat there was added some hematite pig iron for the sake of carburizing after the withdrawal of the cinder. The consumption of power for the four heats was 4.5, 4.3, 4.0 and 4.2 kw. hours per kilogram of product. Me- chanical tests of the second and third heat showed a ten- sile strength of 55 kms. per square centimeter and an elongation of 23 per cent. The fourth heat showed 86.3 kms, and 13 per cent., respectively. Special Alloys.—Three heats from tungsten ore were made in a 100 hp. furnace, with a charge consisting of 1000 kms. of tungsten ore containing 69.9 per cent. of W O,, 2 per cent. of silica, 20.5 per cent. of protoxide of iron, 7.3 per cent of protoxide of manganese, 0.20 per cent. of sulphur and traces of lines magnesia and phos- phorus, of 190 kms. of charcoal, 40 kms. of lime, and 80 kms, of a 25 per cent. aqueous solution of silicate of soda. The theoretical composition of the steel was 20.6 per cent. of iron, 71.5 per cent. of tungsten, 7.1 per cent. of manganese, and 1 per cent. of silicon. The actual com- position of three heats was as follows: i. 2. 3. NE icine a ce dtcdainn eis ee eee 28.63 22.715 Tungsten dc acanata win eae ke 65.66 69.70 ES aos wc oS bc p00 5-5 eae 2.062 2.508 MII dno: dao d.e'd sie ooo oe 3.5 3.6 I Fa elas Sawa nreeea vio 1.244 1.028 1.3 There were only traces of sulphur and phosphorus. The consumption of power was 6000 kw. hours per kilo- gram of steel for the first heat, 6800 for the second, and 7500 kw. hours for the third. A heat was made to produce a silico-manganese with approximately 60 per cent. of manganese and 20 per cent. of silicon. There were used 1000 kms. of manganese ore with 45.65 peroxide of manganese, 16.1 per cent. of ses- quioxide of iron, 3.05 per cent. of alumina, 30.16 per cent. of silica, 0.15 per cent. of baryta, 1.2 per cent. of lime, 0.48 per cent. of magnesia, 0.817 per cent. of sulphur, and 0.34 per cent. of phosphoric acid; also 300 kms. of char- coal, 60 kms. of lime, and 80 kms. of a 25 per cent. aque- ous solution of silicate of soda. The steel carried 17.6 per cent of silicon, 62 per cent. of manganese, 1.8 per cent. of carbon, traces of sulphur, and 0.028 per cent. of phosphorus. The consumption of power was 7400 kw. hours per kilogram. Melting Projectile Steel.—The following results of 18 heats produced during the manufacture of projectile steel with a 200 hp. furnace at the Turin Arsenal. The charge consisted of 350 kms. of scrap, 200 kms. of broken pro- jectiles, 100 kms. of turnings, 2.5 kms. of ferro-silicon, 10.5 kms. of ferromanganese, 0.2 km. of aluminum, 6 kms. of lime, and 1 km. of ore. Analysis of Projectile Steel, Turin Arsenal. Mechanical tests. Weight Tensile of strength. Elon- -—————Ana lyses of product ————,_ product. Kg.per gation. CG Mn. Si. FP. 8. Kg. sq.mm. % 0.420 1.231 0.18¢ 0.03 0.03 650 67 19 0.440 1.498 0.180 0.03 0.03 665 74 17 0.425 1.440 0.180 0.03 0.03 642 71 20 0.400 1.386 0.180 0.03 0.03 630 67 19 0.465 1.224 0.200 0.035 0.04 663 72 17 0.495 1.404 6.200 0.035 0.04 662 78 15 0.490 1.440 0.200 0.035 0.04 656 78 16 0.430 1.266 0.150 0.025 0.035 656 69 18 0.525 1.296 0.150 0.025 0.035 650 79 15 0.460 1.476 0.150 0.025 0.035 640 76 16 0.515 1.436 0.150 0.025 0.035 670 81 15 0.505 1.540 0.150 0.025 0.035 656 83 14 0.450 1.264 0.170 0.031 0.033 650 76 16 0.415 1.440 0.170 0.031 0.033 650 71 18 0.445 1.332 0.170 0.031 0.083 ° 652 76 16 0.400 1.444 0.170 0.031 0.033 652 69 18 0.405 1.501 0.180 0.030 0.027 655 71 18 0.465 1.3038 0.180 0.030 0.027 650 73 17 11.749 Q9Q2 The consumption of power per kilowatt hour per kilogram of steel produced was 1250 kw. The total charge was 11,934 kg., and the yield 11,749 kg., thus showing a waste of 1% per cent. Producing Soft Steel Castings.—The following series of heats were made in the 200 hp. rotating and tilting furnace at the Stassano plant at Turin, the object be- ing to produce soft steel castings from scrap material. Charge and Analyses of Materials. e, Sil. Sul. Phos. Mn. 1. Serap, old shovels and tools.......330K 0.245 0.046 0.085 0.034 0.757 2. Iron and steel scrap.330 K 0.350 0.140 0.050 0.110 0.810 3. Highly oxidized DEED . n5s5b0 0% 70K 0.300 0.105 0.080 0.056 0.070 4. Hematite pig iron. 18K 3.800 1.80 0.01 0.015 0.850 5. Ferrosilicon....... 2.2 K* 0.35 51.65 0.130 0.36 6. Ferromanganese... 6K? 6.409 0.233 0.295 70.732 BOE: ccc aveene 30 K Calcium carbire.. 4K * Iron, 40 per cent. Iron, 19 per cent. The steel produced showed the following analyses: Analyses of Steel. No. Car Sil. Sul. Phos. Man. See 0.20 0.33 0.050 0.038 1.02 Rives se 0.22 0.10 0.045 0.030 0.42 Nak ok oo ae 0.22 0.17 0.052 0.026 0.50 Dik nue oc cl 9.26 0.09 0.048 0.025 0.49 Dewcikes cave 0.26 0.28 0.040 0.035 0.44 Gig saddens che 0.25 0.20 0.050 0.035 0.41 A cast and annealed sample of the second heat showed a tensile strength of 42 kilos and an elongation of 19 per cent., while the further heat had 45 kilos and 17.5 per cent., respectively. A second group of heats was made up of the same materials, except that 250 kms. of cast steel scrap was also used containing 0.23 carbon, 0.15 silicon, 0.042 sul- phur, 0.03 phosphorus, and 0.45 manganese. The charge was made up of 250 kms. of this scrap, of 350 kms. of scrap No. 1, 150 kilos of scrap No. 2, 70 kilos of scrap No. 3, 28 kilos of hematite pig, 33 kilos of ferrosilicon, 5.2 kilos of ferromanganese, 30 kilos of lime, and 4 kilos of calcium carbide. Analyses of Second Group. No. Car Sil. Sul. Phos. Man. De dete sae ede 0.27 0.13 0.04 0.025 0.399 a eS 0.23 0.28 0.05 0.025 0.46 Pvanece he's ek 0.14 0.49 0.045 0.029 0.42 Ro Ve<.cnneaee 0.22 0.16 0.04 0.031 0.41 Didi thse hae 0.20 0.45 0.04 0.026 0.46 os erate a 0.22 0.17 0.048 0.030 0.39 Es vascnviave 0.18 0.11 0.051 0.030 0.44 Bivicalisnct 0.20 0.10 0.04 0.025 0.39 Charge No. 1 showed a tensile strength of 43 kilos per square inch and an elongation of 20 per cent. No. 2 recorded 40 kilos and 18.5 per cent, No. 5, 42 kilos and 17 per cent., and No. 6, a tensile strength of 42 kms. per s